The race against time for Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) is one where we won’t find the answer until closer to the start of this weekend at MotorLand Aragon. The #54 was assessed on Thursday and cleared to ride on Friday in Free Practice 1, after which he will be reviewed again. The MOTUL FIM Superbike World Championship leader has spent the majority of his time since his Magny-Cours crash based at the Red Bull Athlete Performance Center trying to regain his fitness.
RAZGATLIOGLU’S COMEBACK PLAN: lots of time in Austria
His trip to Salzburg will be more intense than almost anything Toprak has faced on track. The goal will have been to assess his condition and then determine the best course of action to get him back on track as soon as possible. For most patients with a pneumothorax injury, rest is the typical course of action and the injury heals itself, but this won’t be an option for Razgatlioglu and he’ll be doing everything he can to find an edge to return.
THE CHALLENGE FOR TOPRAK: sustained riding over a long distance
Having suffered from the injury, which is a partial collapse of the lung, the biggest question isn’t Toprak’s ability on the bike. It’s his ability to sustain his performance for 35 minutes on the bike and to deal with the stress of three days of riding. On the bike, Razgatlioglu will be fast and able to ride but to maintain that performance for three races will be an exceptional challenge.
THE CHAMPIONSHIP SITUATION: the lead could change hands at Aragon…
For the Italian Round at Cremona, it was decided that the best course of action was to sit out the weekend. Toprak risked losing the Championship lead by doing so. However, with Nicolo Bulega (Aruba.it Racing – Ducati) unable to win at the Italian venue, it has allowed Razgatlioglu to maintain a 13-point advantage. With only three rounds remaining – Aragon, Estoril and Jerez – there is now less margin for BMW to play with. A 13-point advantage could easily be at least a 25-point deficit if Toprak misses another round. Suddenly, if that was the case, he’s the underdog rather than the title favourite.
AVAILABILITY IS THE MOST IMPORTANT ABILITY: how crucial will Aragon be?
Razgatlioglu is the fastest rider in WorldSBK at the moment. He has shown on Kawasaki, Yamaha, and BMW machinery that he can win on any bike and in any condition. The only question mark over his Championship is his physical condition. Bulega has been impressively consistent this year but he’s now proving one of the oldest sporting adages; sometimes availability is the most important ability. A fully fit Bulega versus a fully fit Razgatlioglu has been one way traffic this season. When Toprak comes back, his fitness will be the determining factor in who wins the 2024 WorldSBK title.
In just two rounds, Toprak Razgatlioglu’s (ROKiT BMW Motorrad WorldSBK Team) Championship lead in WorldSBK has been whittled down to 13 points after a high of 92, following a huge FP2 crash at Magny-Cours which left him unfit for action. Mild traumatic pneumothorax was the official wording for Razgatlioglu not being able to compete, essentially where air accumulates between the chest wall and the lung. This has meant Toprak hasn’t been able to fly and until the air has gone, he won’t be able to be declared fit – even if he himself doesn’t feel pain. So, with 24 hours until Toprak is confirmed as participating or not, what do we know so far about this rollercoaster three weeks for the 2021 WorldSBK Champion and current Championship leader?
THE CRASH: hospitalised and out in France, withdrawn by team for Cremona, treatment in Austria
The crash occurred in FP2 at Magny-Cours, with Toprak on a first flying lap of the session. He tucked the front at Turn 14, collided with the safety barrier at Turn 15 before coming to a halt. After getting his breath, he was miraculously able to walk away but by then, the damage was done. A few hours later, news broke of the mild traumatic pneumothorax injury and whilst it’s “mild”, it remains a serious injury.
Speculation then began about whether or not the #54 would be back in action for WorldSBK’s first visit to Cremona and a circuit he liked after testing there in June. However, the decision was taken by the team to withdraw Toprak, as team principal Shaun Muir clarified in pitlane on Friday morning: “The progress on Toprak is pretty much as we announced on Wednesday. He’s not fit enough, we believe, to compete here. As is well publicised, the team made a decision to withdraw him this weekend to have a better chance to be fitter at Aragon and that remains the case. He’s resting and recuperating with the training roles he’s done at the medical centre in Austria. Not a lot more I can say about Toprak. Our thoughts are with him.”
ATTENTION ON ARAGON: “We still have fingers crossed… it’s 50-50 at the moment”
Continuing on whether or not Aragon is a possibility, Muir stated: “As everyone knows, it’s as painful for him as it is for us. He’s seeing the points lead in this Championship slip away every race. We all have our fingers crossed he can be ready for Aragon but that remains to be seen. I can just say that it’s a 50-50 situation. We’re in the hands of mother nature, he’ll heal as quickly as he can heal. We can only do much intervention to help with that. I wish we could put my hand on my heart and say he’ll be at Aragon, but I can’t say that and we’ll know more in a few days.”
BMW Motorrad’s Motorsport Director, Sven Blusch, also gave comment on Friday afternoon about he felt for Toprak emotionally: “We still have a margin but It was not easy for everyone in the team, but this is what happens, if he can come back in Aragon I think we are in a really good position. Let’s see how it turns out, bike is doing well and we will all help each other and get as many BMWs at the front.”
CHIEF RIVAL BULEGA: “It’s not good to race without Toprak… at the same time, we’re rivals”
At the same time, rookie sensation Nicolo Bulega (Aruba.it Racing – Ducati) has the chance to snatch the Championship lead at Aragon but that doesn’t mean he’s not missing the Turkish star: “I want to say that I’m really sorry that Toprak isn’t here. I’m being serious; when a rider has a serious injury like he has, I’m sad for them. I know the situation because it happened to me in the past. It’s not good to race without Toprak. At the same time, we are rivals and I’m trying to recover a lot of points to get the Championship closer.”
ENGINE ALLOCATION UPDATE: a seventh engine introduced, Reiterberger shoulders penalty
In a bid to have Toprak coming back to the best and strongest machinery possible, BMW decided to introduce an extra engine, outside of the six each permanent entrant is given for a full season. With Markus Reiterberger substituting for Razgatlioglu, the penalty was served by him – back of the grid start in both Race 1 and Race 2 and a double long lap penalty in each. This means that Razgatlioglu will not have to serve the penalty as the engine introduced has already had its corresponding penalty served.
Clarifying the situation on Saturday, BMW Motorrad Sporting Director, Marc Bongers: “We have Markus Reiterberger as a substitute rider for Toprak. We noted a couple of points that we wanted to prepare for when Toprak comes back. We used Markus as a test rider but because the substitute rider is on the same allocation as the original entry, this would mean Markus would use up quite a bit of mileage of Toprak’s engine allocation. Since we had a couple of failures throughout the season, we just wanted to play safe and save engine mileage for Toprak, so we decided before the event, and Markus was informed about this, to put another engine in the allocation which is infringed with a penalty.
“The penalty means Markus starts from the back for the two main races, including two Long Lap Penalties on top. That’s what he got, expected of course. We proactively went to the FIM to say this is what we were going to do. It’s a shame for Markus but he knew exactly what his role was. He’s been part of our family for over 10 years, he’s brilliant to work with. I’m extremely pleased that, on top of the work he does for us, he achieved good results in practice and Superpole and even in the race he scored some points.”
TOPRAK’S RETURN: “We’re hoping he comes back at Aragon; we’re expecting this but can’t confirm it”
“Toprak will not have to serve penalties and he has fresh engines left for the last three rounds,” insisted Bongers, clarifying the procedure for when Toprak is back on the bike. “We just want to minimise the risk for when Toprak comes back because the Championship is most likely. We’re hoping he comes back at Aragon; we’re expecting this but can’t confirm it. It would be terrible to have a penalty for him so Markus will take the engine and the penalty, and we’ll have more fresh engine mileage for Toprak.”
The MOTUL FIM Superbike World Championship is in a crucial stage of the season, with nine rounds completed and three to go. Round 10 comes from MotorLand Aragon and here are all the session times you need. The action starts at 09:40 Local Time (UTC+2) with WorldSSP300 Free Practice, followed by WorldSBK FP1 at 10:20 and WorldSSP FP at 11:20. Then, it’s Tissot Superpole time for WorldSSP300 at 14:10 and WorldSSP at 16:00 with WorldSBK FP2 sandwiched between them at 15:00. Saturday’s action begins with WorldSBK FP3 at 09:00 followed by Warm Up sessions for WorldSSP300 and WorldSSP. At 11:00, the grid is set in WorldSBK with the Tissot Superpole session before racing begins at 12:45 with WorldSSP300 Race 1. WorldSBK Race 1 is at 14:00 and WorldSSP Race 1 at 15:15. On Sunday, Warm Up sessions for all classes start the day before diving straight into racing. The WorldSBK Tissot Superpole Race is at 11:00, followed by WorldSSP300 Race 2 at 12:45, WorldSBK Race 2 at 14:00 and WorldSSP Race 2 at 15:15.
The MOTUL FIM Superbike World Championship hits MotorLand Aragon as the first of two double headers to end the season concludes, and there’s plenty of things to watch out for during the Tissot Aragon Round. Make sure you’re up to speed with potential milestones, records and more with the stats guide below…
117 – 117 races have been run on Spanish soil so far. The presence of Spain in WorldSBK began at Jerez in 1990 on the 18th March, the opening round of that season.
100 – Xavi Vierge, with his next start, will become the 71st rider with at least 100 WorldSBK races.
44 – In 2011, Aragon became the 5th Spanish track in WorldSBK history and the 44th overall.
34 – Aragon, with 34 races since 2011, is the Spanish track with most races held, ahead of Jerez (23).
28 – From the second 2013 race until last year’s Superpole Race, at least one Kawasaki rider has climbed on the podium in each of the 28 races run there. The streak ended last year in Race 2 (best Kawasaki: Rea, 4th).
28×2 – The last 28 races run here were won by only two manufacturers: Ducati (17 times) and Kawasaki (11). The string started in 2014: before that year, they hadn’t posted a single win at Aragon; now, they are the two most successful constructors here.
26 – With 26 Aragon podiums, Rea last year set the record for podiums at a given track, surpassing his tally of 25 he posted at Assen (now he has 25 podiums also at Portimao).
25-1 – Rea missed out on a podium just once with Kawasaki at Aragon: an incredible string of 25 started with a win in 2015, Race 1 and ended last year (he was 4th in Race 2). This is an absolute record streak for a given track in WorldSBK history. His nearest rival is Carl Fogarty, with 15 straight podiums at Assen (1992-1999).
17 – Ducati is the most successful manufacturer at Aragon with 17 wins to Kawasaki’s 11.
13 – Toprak Razgatlioglu’s lead in the title race has been cut to just 13 points ahead of Nicolo Bulega.
12/20 – Nicolo Bulega is nearing the record of second places in a season, 12 now, third all-time value with Scott Russell in 1993 and Alvaro Bautista in 2022. His title rival Razgatlioglu holds the record at 20, set last year. The second all-time value is 16 by Jonathan Rea in 2019. Curiously, the weekends in which he won at least one race (Phillip Island, Magny-Cours) are the only ones in which he didn’t finish 2nd in any race.
10 – The lowest starting spot for a win here is 10th: Chaz Davies in Race 2, 2017.
9 – Jonathan Rea has nine wins at Aragon, with Chaz Davies and Alvaro Bautista behind him with seven.
6-8 – Danilo Petrucci is on a streak of 6 podium finishes, only two short of the best ever streak by an Italian rider: 8 by Michel Fabrizio in 2009 from Monza/1 to Misano/2.
5 – Ducati is on a winning streak of 5 wins without Alvaro Bautista being one of their winners since 2016, when Chaz Davies nailed a streak of 6 from Magny-Cours/1 to Lusail/2.
5 – Ducati has recorded the best winning streak here: 5, twice: from 2018 Race 2 to 2020 Race 1, and in the last 5 run here. They are thus in the position to improve on their own record.
4-4 – Tom Sykes and Jonathan Rea are tied for the record of pole positions at Aragon: 4 each.
3-4 – Danilo Petrucci recorded his first 3 WorldSBK wins in sequence and, if he wins Race 1 in Aragon, can become the second rider in history with his first win followed by 3 more after Alvaro Bautista, who posted his first 11 wins in sequence at the start of 2019.
3 – Only three countries have won here: Great Britain (21 wins), Italy (6) and Spain (7, all by Bautista).
1 – Aragon is the track that gave Michael Ruben Rinaldi a first win (2020, Teruel) and a first start in 2018.
With the 2024 MOTUL FIM Superbike World Championship hotting up nicely and the Championship tightening each round, the Tissot Aragon Round is bound to be one of the most important. Throw into the mix a brand-new Pirelli SC0 development tyre and a recently resurfaced race track and you get even more work than usual. We take a look at Pirelli’s allocation for MotorLand Aragon.
DEVELOPMENT SC0: better overall performance
Pirelli have decided to bring two variants of the SC0 as an option: the standard solution and the D0640 development solution, which features a compound with overall better performance than the standard version. At the front, the standard SC1 is joined by the D0715 specification development, which debuted at Magny-Cours and features an innovative structure, aiming to improve the stability of the SC1 family.
NO SCQ TYRE: SCX to be the Superpole tyre of choice
The other important change is in regards to the option for Superpole and the Superpole Race, which at Aragon will be the supersoft SCX instead of the extra soft SCQ that the riders have available on circuits with less aggressive asphalt. This echoes the allocation at Most and Portimao, where the SCX tyre also in place of the SCQ.
PIRELLI GIVE DETAILS: “The track is more abrasive than in the past”
Giorgio Barbier, motorcycle racing director at Pirelli explained all: “We’ve been racing WorldSBK at Aragon for several years now; therefore, it is a track that we know well. A few months ago, however, it was completely resurfaced, and this changed the references we had. We have already had the opportunity to ride on the new asphalt, with the tests and the Moto2™ and Moto3™ races held at the end of August and we have seen that it offers good grip but is also more abrasive than in the past. That’s why we decided to offer the teams a range of options with solutions that are, on average, harder than in the other rounds, with the adoption of the SCX instead of the SCQ for qualifying and the Superpole Race and two SC0 options as softer choices for the rear in long races. The soft SC0 family has always given excellent confidence to the riders and is a valid alternative to the SCX for the most aggressive tracks, which is why we will offer both the standard version and the D0640 specification development variant in WorldSBK, which thanks to a new compound should offer further improvements.
In any case, it is likely to expect that the track conditions will progressively improve as the sessions unfold, the confidence of the riders will increase gradually, and everyone will be able to find the most congenial compound solution among those available. Finally, we will also re-propose the development SC1 front in D0715 specification that we have allocated from Magny-Cours, to give the teams the opportunity to test it well, considering that in France and Cremona, due to the weather and tracks conditions, there was not many opportunities.”
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The 2024 FIM Supersport World Championship has been nothing short of remarkable, with twists in almost every round. Next up is a visit to MotorLand Aragon and while Adrian Huertas (Aruba.it Racing WorldSSP Team) has taken the momentum after making big gains at Cremona last time out, both Yari Montella (Barni Spark Racing Team) and Stefano Manzi (Pata Prometeon Ten Kate Racing) will be hoping to cause another shift during the Tissot Aragon Round.
FROM 17 TO 43: Huertas’ points lead extended…
Huertas’ P1 and P2 at Cremona, coupled with Montella not scoring in Race 2, enabled Huertas to open a 43-point gap over the #55, while Manzi is just seven points back from Montella. 50 points separate the trio with three rounds to go, and while Huertas has the advantage right now, 2024 has shown anything is possible. Neither of the three have won at Aragon before, although Huertas’ team did the double last year with Nicolo Bulega. Manzi and Montella were on the rostrum in 2023 so, at a crucial stage of the season, will there be more twists to come in Spain?
THE FIGHT FOR FOURTH: one point between Schroetter and Debise
After a recent run of bad form, Marcel Schroetter (MV Agusta Reparto Corse) was back on the pace at Cremona with two fourth-place finishes. He took an Aragon podium in 2023 and will be hoping to repeat that this season as he looks to secure P4 in the Championship standings. He’s got a slender advantage over Valentin Debise (Evan Bros. WorldSSP Yamaha Team) in fifth, with Schroetter on 174 points and Debise on 173. The Frenchman has raced three times at Aragon in WorldSSP, but never higher than P7.
CARICASULO VS NAVARRO: level on points…
If the Schroetter-Debise battle was tight, then the battle between Federico Caricasulo (Motozoo ME AIR Racing) and Jorge Navarro (Orelac Racing VerdNatura) is even closer. ‘Carica’ is ahead of Navarro courtesy of his P2 in France, with the pair level on 148 points. Both have shown big steps forward throughout the season as they look to haul themselves into the podium scrap. Who will come out on top in this fierce fight?
BOOTH-AMOS IN THE FIGHT FOR ANOTHER PODIUM: can he close down Tuuli ahead?
British star Tom Booth-Amos (PTR Triumph) claimed a first WorldSSP podium at Cremona, and his first World Championship rostrum in almost three seasons. He was the first British rider to put a British brand on the podium since Chaz Davies for Triumph at Magny-Cours in 2010. Third in Race 2 was the highlight of his recent form but ‘TBA’ and PTR Triumph have been in the top nine for four consecutive races now as the Brit finds comfort on the Street Triple RS 765. He’s 22 points behind Niki Tuuli (EAB Racing Team) in the Championship standings and will be hoping he can close that gap at Aragon; a track he won at in WorldSSP300 in 2021. Tuuli is a race winner this season so he’ll fancy his chances of keeping Booth-Amos behind and will have his sights set on Glenn van Straalen (Pata Yamaha Ten Kate Racing) in P8 ahead. The Dutchman is just 11 points clear of Tuuli for eighth in the standings.
RIDER LINE-UP NEWS: three wildcards at Aragon
Three wildcards will race at MotorLand Aragon. Jacopo Cretaro and Joan Diaz will compete with the PS Racing Team on Triumph machinery. It’ll be Cretaro’s first WorldSSP race since Misano in 2017 while Diaz was last in the Championship in 2022 at Portimao. There will be a third Honda on the grid too, with Malaysian rider Azroy Hakeem Bin Anuar competing with the PETRONAS MIE Racing Honda squad. Niccolo Antonelli (Ecosantagata Althea Racing Team), Yeray Ruiz (VFT Racing Yamaha), Krittapat Keankum (Yamaha Thailand Racing Team) and Lorenzo Baldassarri (WRP by SKM-Triumph) will need to pass pre-round medical checks to race.
“It just takes one crash and it can all change” – it epitomises what we’re seeing right now in the 2024 MOTUL FIM Superbike World Championship. Toprak Razgatlioglu’s (ROKiT BMW Motorrad WorldSBK Team) pride really did come before a fall and now, having missed six races and seen his Championship advantage whittled down by 79 points. Whilst he’s pending to return to race, Nicolo Bulega (Aruba.it Racing – Ducati) can once again grab the advantage and seize the initiative. The final quarter of the season is upon us but the drama may only just be about to start.
RAZGATLIOGLU VS BULEGA IN DEPTH: the whole situation unboxed
He’s still leading the Championship after Bulega failed to snatch it from him and make the most of an open goal at Cremona but now, Toprak Razgatlioglu needs to be declared fit to ride if he’s to remain in realistic contention for the Championship. BMW played an interesting strategy to introduce a seventh engine to Toprak’s allocation at Cremona, resulting in a heavy penalty for substitute rider Markus Reiterberger – but now it’s served, Toprak will come back not only with the engine in his allocation but without a penalty around his neck too. The team have given him the best tools to fight with for his return.
As for Nicolo Bulega, ‘points make prizes’ could have been his motto at Cremona and a cirucit he doesn’t like but it was a missed opportunity to inflict maximum damage. Instead, he’s still 13 adrift of Toprak, meaning that even if he won all three races at Aragon if the #54 was absent, the Italian would be 49 ahead with six races to run. Aragon hasn’t been Toprak’s strongest circuit in recent years whilst ‘Bulegas’ was a double winner there last year in WorldSSP. Even if Toprak returns, there’ll be huge question marks over his fitness, particularly how it will be sustained over a certain duration. For Bulega, we’re also perhaps waiting for the first true rookie error of the year – Magny-Cours was a flag-to-flag race where everyone was just as vulnerable but in normal conditions, we’re yet to see him crack. In 2020, rookie Scott Redding cracked late on and it was at Aragon…
CLOSING IN AND STILL IN TOUCH: Bautista in P3, Petrucci closes on battle
Alvaro Bautista (Aruba.it Racing – Ducati) has won at Aragon seven times in WorldSBK, all for Ducati – including four of the last six races there. He always goes well in Alcaniz and now, he’s 82 points behind Toprak having been over 140 back just a couple of rounds ago. Missed opportunities have plagued him since Most but if Toprak’s not back this weekend, then Bautista could be about to start a late winning run – something we know he’s capable of. His biggest problem has been Superpole; the front two rows of the grid are a must for the #1. Missed opportunities have also hurt Alex Lowes’ (Kawasaki Racing Team WorldSBK) chances of taking P3 from Bautista with big points going begging in both Race 1 at Magny-Cours and Cremona.
He’s now 28 behind but just three ahead of the form rider Danilo Petrucci (Barni Spark Racing Team). Some of the best scenes of the year came from Cremona, where ‘Petrux’ stormed to three wins and hauled himself into the P3 battle. The #9 is another rider who can feature at the front at Aragon, having come from last to P5 in 2023 and having strong pace throughout the weekend. Eight podiums in nine races, Petrucci has scored more points than anyone else in the last three rounds. He’s making the second half of the year his own. This, along with Bautista’s potential at Aragon, Toprak’s potential return and the room for a surprise elsewhere doesn’t necessarily bode well for Bulega’s hopes of a cleansweep.
REST OF THE TOP 10: podium potential for those ready to upset title heavyweight
Andrea Locatelli (Pata Prometeon Yamaha) struggled in recent rounds and is without a top six finish since his P3 at Most in Race 2; he’s just seven points ahead of Michael van der Mark (ROKiT BMW Motorrad WorldSBK Team), who was unable to take points off teammate Toprak’s main title rivals last time out. Andrea Iannone (Team GoEleven) had great potential at Cremona but it was squandered by a Race 1 crash and a Race 2 retirement – a Superpole Race podium saved the day – whilst Remy Gardner (GYTR GRT Yamaha WorldSBK Team) and Garrett Gerloff (Bonovo Action BMW) round out the top ten.
HONDA POTENTIAL: Lecuona and Vierge finding form
The podium door is being knocked by Honda; Iker Lecuona (Team HRC) took the manufacturer’s best result of the year with P4 in Race 1 at Cremona, whereas teammate Xavi Vierge was likewise in the top six. Six races in a row where the team have achieved double top ten finishes, the Honda has been making steps and now goes to Aragon where they tested at before Cremona, meaning they know the new grip levels following the resurfacing works undergone by the circuit. Jonathan Rea (Pata Prometeon Yamaha) splits them in P12 overall and he should be back in competitive action this weekend. New-father Scott Redding (Bonovo Action BMW) is in P14, two points ahead of Axel Bassani (Kawasaki Racing Team WorldSBK), who has found form in recent rounds.
ROUNDING OUT THE GRID: Rinaldi races for his future on hallowed turf
Dominique Aegerter’s (GYTR GRT Yamaha WorldSBK Team) presence is to be confirmed as he recovers from injury, whereas Michael Ruben Rinaldi (Team Motocorsa Racing) was a winner at Aragon last year and it’s also the place where he won for the first time, back in 2020. Once again, he heads to the round racing for his future. Without a top ten since Donington Park, Sam Lowes (ELF Marc VDS Racing Team) seeks a strong result to end his rookie season on a high. Tito Rabat (Kawasaki Puccetti Racing) was strong at Cremona with a double top ten on Sunday, so he’ll be hoping to showcase that potential again, whilst Brad Ray (Yamaha Motoxracing WorldSBK Team) is another rider who showed good promise last weekend. Tarran Mackenzie (PETRONAS MIE Racing Honda), teammate Adam Norrodin and Philipp Oettl (GMT94 Yamaha) complete the field, all in search of strong points.
Chris Gordon’s V8 skateboard was built using scrap parts from Gordon’s shop and appears to be powered by a V8 engine. (Photos by Chris Gordon.)
Chris Gordon is a New Zealand motorcycle enthusiast and electrical engineer who’s built several unique machines under the CGR (Chris Gordon Racing) banner. Interestingly, he doesn’t ride motorcycles himself; he builds them purely for the technical challenge. On a recent visit to his garage, something caught my eye: a skateboard with a V8 engine!
Chris’s inspiration traces back to the Kustom Kulture trend of 1960s America. Back in Christchurch, New Zealand, he collected cards and stickers from the Odd Rods Monster in Cars series by B.K. Taylor, influenced by custom car legend Ed “Big Daddy” Roth. These early influences planted the seed for his creative endeavors, blending technical skill with artistic vision. Chris decided to bring his childhood memories to life using leftover parts from his motorcycle projects.
Chris Gordon’s home-built CGR500 V8 Racer
For the V8 engine casing, he used parts from a 500cc V8 racing engine, including Kawasaki ZXR250 components. However, these are just outer shells housing two electric motors. The motors and components are cleverly hidden to maintain the illusion of a supercharged V8 engine.
The skateboard’s design process involved meticulous planning and improvisation. Chris’s garage is a treasure trove of parts and components from past projects, providing a rich resource for his builds. The V8 skateboard is no exception, showcasing his ability to repurpose and innovate.
The first motor, sourced from a discarded 24-volt drill, powers the supercharger. This setup includes a 60-tooth pulley and toothed belt, simulating the crankshaft drive of a real supercharged engine. The supercharger case, made from plywood and fiberglass, houses the controllers for the electric motors, maintaining the illusion of a functional V8 engine. Chris’s attention to detail extends to the paint and texture, replicating the look of metal castings.
The second motor is from an 18-volt chainsaw and drives the skateboard. Mounted vertically inside the engine cases, this motor connects to a custom gearbox and sprocket system. The gearbox output shaft is coupled to a ZXR250 gearbox shaft, joined by a bearing guide. This ingenious setup ensures a seamless connection, allowing the motor to drive the skateboard efficiently.
The rear axle assembly features a ZXR250 sprocket and HD520 motorcycle chain, providing robust power transmission. The 13×6.5-inch tires, mounted on racing kart alloy rims, offer excellent traction and stability. To facilitate steering, Chris incorporated one-way bearings in the wheel hubs, allowing for differential speed between the wheels. This innovative solution ensures smooth and responsive handling, even at high speeds.
The skateboard’s deck, made from 4mm aluminum alloy, serves as the structural foundation and houses the power supply. Four 12-volt sealed lead-acid batteries are mounted under the deck, secured by support pins and a cover plate. The front section of the deck is folded into a semicircle, reminiscent of mid-1960s skateboard designs. This nod to retro aesthetics adds to the overall charm of the build.
The front steering system utilizes a 12-inch cast-aluminum skateboard truck with longboard wheels. This setup provides precise control and stability, essential for navigating various terrains. The rear steering system, custom-made by Chris, complements the front setup and ensures balanced handling. The underslung design of the rear truck keeps the overall height of the motor and deck to a minimum, maintaining the sleek profile of the Odd Rod-inspired skateboard.
Chris’s commitment to authenticity extends to the fuel system. The deck is designed to replicate a fuel tank, with two “fuel” hose lines rising from the rear. One hose carries power from the batteries to the supercharger, while the other is purely decorative, simulating a throttle return line.
The ignition system is another testament to Chris’s creativity. He modified distributor caps from a VW Beetle to create a faux 8-cylinder setup, mounted to the engine cases. This “magneto” mimics the appearance of a Mallory Super Mag 2, complete with wooden components and yellow spark plug wires. The resemblance to a real ignition system adds to the overall authenticity of the build.
Sound plays a crucial role in completing the illusion. Chris integrated a sound card into the skateboard, producing a realistic V8 soundtrack. The speakers, hidden within the engine cylinders, amplify the sound, making it seem as though the noise emanates from the exhaust pipes. This auditory element adds a dynamic dimension to the experience.
Chris’s journey in custom building is deeply rooted in his background. His six years with a “Top Eliminator” drag racing team in the late 1970s provided invaluable experience and inspiration. This period honed his skills and fueled his passion for mechanical innovation. The V8 skateboard is a culmination of his life’s work, blending technical expertise with a love for Kustom Kulture.
The future of the V8 skateboard includes several exciting features. Chris plans to finish the deck with a subdued design, reminiscent of 1960s skateboards. He also envisions an exaggerated gear shift originating from within the engine, topped with a Halloween skull. Lowering the skull’s jaw will activate the first motor, starting the engine, while moving the skull forward will control the second motor for speed.
Chris’s dedication to his craft and his ability to transform childhood memories into tangible creations is truly inspiring. The V8 skateboard is a testament to his ingenuity and passion for custom builds. It stands as a unique blend of art and engineering, capturing the essence of Kustom Kulture while pushing the boundaries of what’s possible. Chris’s work reminds us that with creativity and determination, even the wildest dreams can become reality.
Fans of the Honda Trail 70 of the 1970s will appreciate the 2025 Honda Dax 125, a new miniMoto with retro inspiration but created with modern technology and features. The Dax 125 joins other miniMotos in Honda’s lineup, like the Grom, Monkey, Super Cub, and Trail125.
The 1969 Honda CT70 Trail 70, known in Europe as the Dax, was a popular model that introduced a chunkier look compared to the earlier Trail models. It was equipped with a pressed-steel “T-bone” frame, fat tires, and a folding handlebar. The CT models sold over 725,000 units in the U.S. over three decades. Then in 2021, Honda brought the Trail125 as an homage to the previous Trail series. The new Dax 125 brings back the chunky design features of the Trail 70.
Regarding the Trail 70, American Honda’s manager of public relations, Colin Miller, says, ““The model holds a warm spot in the hearts of many American customers, so it’s appropriate that it make a return in the form of the Dax 125, which honors the original while introducing modern technology, performance, and reliability. We’re excited to see its reception among U.S. customers.”
The Dax 125 is powered by an air-cooled 124cc Single with SOHC and two valves. It has a bore and stroke of 50.0×63.1mm and a compression ratio of 10.0:1. Honda claims that even with a passenger, the Dax 125 can reach cruising speeds of 55 mph.
The Dax 125 features a single catalyzer, an upswept muffler with a drilled and slotted chrome heat shield, and a 4-speed gearbox with neutral at the bottom. The gearbox is operated with a centrifugal clutch that doesn’t require a clutch lever. The rider need only click through gears with the left foot lever, and the clutch will operate automatically when the throttle is opened.
2025 Honda Dax 125 in Pearl Glittering Blue
A highlight and distinctive styling element of the Dax 125 is its pressed-steel T-shaped frame, which houses the 1.4-gallon fuel tank. Rake and trail are 27 degrees and 3.15 inches, and wheelbase is 49.5 inches. The bike’s wet weight is 256 lb.
Suspension comes from a 27mm inverted fork and twin shocks. The Dax has blacked-out 12-inch rims borrowed from the Honda Grom, and the wheels are wrapped in ballon-like tires that are 4.7 inches wide on the front and 5.1 inches wide on the rear. Hydraulic calipers are paired with 220mm front and 190mm rear discs, and single-channel ABS is standard.
In the styling department, the Dax includes many retro-inspired features. The thick seat sits at 31.5 inches in height and is large enough for a rider and passenger, and the handlebar is chrome and high-set. The frame’s midsection has a black stripe with “Dax” on it, along with a Honda Wing logo beside that. Complementing the bike’s playful energy is a cartoon image of a Dachshund.
The Dax has a chrome front fender and a circular headlight. The display is a round, negative LCD, and all lighting is LED. It includes a chrome grabrail for the passenger. A rear rack and heated grips are available as options.
2025 Honda Dax 125 in Pearl Gray
The 2025 Honda Dax 125 will be available in Pearl Glittering Blue or Pearl Gray with an MSRP of $4,199, and it’ll arrive in dealerships in October.
Point a KTM 790 Duke toward twisty roads, and you’ll want to keep riding till dark. (Photos by James Martinec.)
What a rider wants from a new motorcycle isn’t always what’s needed. I want a Mustang, but I drive an Accord. I want a KTM 990 Duke, but I’d happily settle for a KTM 790 Duke, which provides about 90% of what makes a 990 Duke great but at a 24% discount.
Stickering at $9,499, the 790 Duke offers European design and high-tech features for a price only $500 higher than the Suzuki GSX-S8S and $1,200 less than the Aprilia Tuono 660.
KTM first introduced the 790 Duke in 2017, and the 2024 version proves it’s no fly-by-night operation.
Introduced in 2017 with the LC8c parallel-Twin engine, the 790 Duke was replaced in KTM’s lineup by the 2021 890 Duke before being reintroduced in 2023. The 790 Duke retailed for $10,699 in 2020, but the lower costs of production by CFMoto in China have reduced its MSRP.
The Duke’s riding position is accommodating for most riders, with a tallish seat (32.5 in.) allowing decent leg space to the marginally rear-set footpegs. Short riders might prefer KTM’s accessory seat, which lowers the height to 31.7 in. The saddle has ample fore/aft space to accommodate taller riders.
The 790 Duke’s 4-inch TFT instrumentation is relatively small but clearly relays info in a simple and easy-to-navigate arrangement. Here you can see ABS has been set to Supermoto mode, which switches off rear ABS. The forgetful old-timer in me laments the lack of self-canceling turnsignals.
A 4-inch color TFT display reports pertinent information, including ride modes (Rain, Street, and Sport) and traction control settings. The electronic system also includes an IMU to inform lean-sensitive TC and cornering ABS.
This view of the 790 Duke displays KTM’s keen European design. The cast-aluminum subframe incorporates the engine’s airbox, where it breathes through intakes on both sides and allows simple air-cleaner servicing.
Optional features include Quickshifter+ ($447) and Track mode ($378), which includes an aggressive engine map, customizable traction-control settings (0 to 9), launch control, and the ability to switch off wheelie control. Our test bike was fitted with the Tech Pack, which includes the quickshifter, Track mode, and adjustable Motor Slip Regulation for $819. Buyers can also add cruise control and tire-pressure monitoring.
Smart compromises: Maxxis Supermaxx ST tires are plenty grippy; a radial-pump master cylinder sends fluid through braided-steel lines to radially mounted J.Juan brake calipers biting on Galfer rotors. It also has angled valve stems (not visible here) that are a convenient feature too often lacking from similar bikes.
The 790 Duke excels with an enviable smiles-per-mile ratio. It’s simultaneously easy to ride and thrilling, with a 105-hp punch that’ll keep up with most any other bike on public roads at street speeds. The 790 is down 148cc and 16 ponies on its bigger brother, the 990 Duke, yet its power delivery is delightful and rousing.
Considering the hooligan capabilities of the 790 Duke, it makes for a surprisingly versatile machine for bopping around town.
The 799cc parallel-Twin uses a 75-degree crankpin angle and 435-degree firing order to make it sound similar to a V-Twin. It feels a bit coarse, but dual counterbalancers keep vibrations unintrusive. The 790’s motor barks authoritatively within regulations and pleases ears with a fun burble spitting out the exhaust while engine braking during decel.
The 790 Duke is a veritable riot on an empty backroad.
Also lively is the chassis, steering with the sprightliness of a bike much lighter than the 406-lb curb weight claimed from KTM. It willingly heels over with a mild shove on its handlebar and responds with precision. For context, recall that Chris Fillmore won the Middleweight class at the 2018 Pikes Peak International Hill Climb aboard a 790 Duke, finishing just 4 seconds behind two Open-class racers to take third overall.
“The Scalpel” is KTM’s term for the 790 Duke, and it lives up to that monicker when carving corners with enviable agility. A steering damper eliminates any headshake concerns.
When building a bike that will sell for less than $10K, some cost-cutting measures are necessary. Instead of Brembo monoblock brakes, the 790 Duke uses a pair of J.Juan two-piece calipers biting on 300mm rotors. However, the calipers are radially mounted and apply force via a radial-pump master cylinder, resulting in excellent feedback with a surplus of power, even if they don’t have the stellar level of sophistication as a set of Stylemas.
The middleweight Duke has an excellent example of how to design a stylish EPA-legal exhaust system. It uses a jug of a canister mounted between the engine and rear tire, terminating in an attractive high-mount brushed-aluminum muffler.
The 790’s suspension is a similar compromise of cost and performance. Made by KTM subsidiary WP, it uses a 43mm inverted fork that has no provisions for adjustments, and the rear shock is adjustable only for rear preload. Both have progressive-rate springs to cope with a variety of loads. They provided a cushy but controlled ride under my slight weight (150 lb), with plenty of rear preload still available.
The ergonomics of the 790 Duke accommodate riders of various sizes, although tall riders might wish for more legroom. Passengers enjoy a surprisingly comfy seat and the security of a grab handle.
The engine is amazingly grunty for the pedestrian version of KTM’s parallel-Twins, a willing accomplice for motoring around town or unleashing on a canyon road. Its only foible is a nearly imperceptible surging with small throttle openings at lower revs, which seems a bit unrefined for a premium-adjacent bike.
Although not a powerhouse relative to its 990 and 1290 Duke brothers, the 790 Duke’s 105 hp is plenty enough to blur the scenery.
The 790 Duke’s slip/assist clutch has an easy pull and works seamlessly, but the least-polished aspect of the powerplant is its gearbox, which feels imprecise relative to many of the excellent trannies currently on the market. It’s not bad or troublesome, but it isn’t always slick.
Sharp creases are the hallmark of KTM’s Dukes.
Similarly, the Duke’s quickshifter doesn’t operate with the smoothness felt from other contemporary quickshift systems like the one fitted to Triumph’s Street Triple 765 (itself a worthy rival to this Duke, with 120 hp and a price starting at $10,595), so I preferred the smoother shifts provided by manual application.
But these are the only nits to pick with the 790 Duke, which otherwise satisfies in every way. It’s fun and friendly to hop on for errand-running, it’s relatively comfortable during highway jaunts, and it’s nearly spectacular when unwinding twisty canyon roads.
The 790 Duke features all-LED lighting and adjustable clutch and brake levers.
Sure, I’d prefer sharper brakes and a fully adjustable suspension, but what we’ve got here is leaps above merely adequate. It’s a highly functional blend of light weight and performance at a modest price point.
One of my all-time fave bikes is Suzuki’s SV650 (and I’m glad the SV remains in Suzuki’s current lineup 25 years later), but the KTM 790 Duke is like a faster, edgier SV, with an incomparable combination of usability, fun, and value with a European flavor.
The angular style of KTM’s Dukes doesn’t suit all tastes, but I like the looks of the 790, which nicely treads the line between garish and subtle.
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