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Hear from the Australian after he tried KTM’s RC16 machine for the very first time in Valencia
Source: Jack Miller on Facebook
Suzuki Introduces 776cc Parallel-Twin Engine 2023
Suzuki has released information and technical specifications on its newly designed 776cc parallel-twin gasoline engine. Featuring a four-stroke, water-cooled internal combustion design, the engine will power future new motorcycles including the soon-to-be-released GSX-8S naked bike and V-Strom 800DE adventure motorcycle.
“Choosing a parallel-twin configuration led to the creation of a new compact powerplant that permits design flexibility so Suzuki’s designers can create ideal chassis geometry for a variety of motorcycle types,” Suzuki said in its official news release. “These goals were met with a narrow width, short length, and lightweight engine that can be positioned in the chassis for optimal handling and an ergonomically sound and comfortable riding position.”
The twin features oversquare bore and stroke measurements (84.0mm x 70.0mm). Forged aluminum pistons squeeze fuel to a compression ratio of 12.8:1. A four-valve cylinder head houses a pair of overhead camshafts.
This configuration follows the basic format of parallel twins from other manufacturers, such as KTM and Yamaha, most notably 270-degree crankshaft rotation. This results in added engine character, similar to a conventional V-twin.
“The 270-degree crankshaft configuration provides a similar power delivery as the 90-degree V-twins used in other Suzukis [SV650] while producing a unique and exciting exhaust note,” Suzuki Motor wrote.
To reduce unwanted engine vibration, Suzuki employs an innovative cross balancer.
“This patented mechanism suppresses engine vibration making for smoother engine performance than parallel twins of the past were known for,” Suzuki explained in is press release.
“Balancer No.1 cancels the primary vibration generated by the piston (reciprocating weight) of the first cylinder, while balancer No.2 cancels the primary vibration of the second cylinder,” the press release continued. “Adopting a 270-degree crankshaft angle cancels secondary vibration, contributing to even smoother engine operation. Furthermore, placing the two balancers at 90 degrees to the crankshaft with each positioned equidistant from the crankshaft cancels primary couple vibration, further smoothing power delivery.”
The engine draws clean air from a non-ram air equipped 6-liter airbox. A pair of high-pressure (49 psi) 10-hole fuel injectors deliver fuel through electronically controlled throttle bodies (42mm). These ride-by-wire-actuated throttle bodies are compatible with Suzuki’s Drive Mode Selector (adjustable combined and throttle maps) and its traction control system. A 2-into-1 exhaust with a dual-stage catalytic converter expels spent gases while complying with global noise and emission standards.
Power is augmented via slipper-actuated wet clutch and six-speed gearbox that features an external bidirectional electronic quickshifter.
Suzuki has not yet announced power output or fuel consumption figures for its new engine.
Source: MotorCyclistOnline.com
2023 Honda Rebel 1100T DCT Bagger Preview
American Honda has announced the entry of a touring variation of its popular Rebel 1100 twin-cylinder cruiser for the 2023 model year. Based on the existing Rebel 1100 DCT, the Rebel 1100T DCT ($11,299) adds “a large windscreen, as well as hard saddlebags that offer a combined 35 liters of space (9.2 gallons), giving riders added comfort and cargo storage,” according to an official American Honda press release.
Editor’s note: We have reported in depth on the capability and specifications of Big Red’s parallel-twin-powered Rebel during the 2021 Honda Rebel 1100 MC Commute Review and Is Honda’s 2021 Rebel 1100 DCT Cruiser a Modern Sportster? articles and videos.
Images show it outfitted with a handlebar-mounted batwing-shaped forward fairing with a short windscreen. A round-faced LCD gauge keeps tabs on vehicle settings, including adjustable engine power modes.
As we said: “Even in its highest power setting (three power modes are available), the 1,083cc twin is more sedate compared to the more punchy 2020 Africa Twin version [read and watch our reviews during the 2020 Honda Africa Twin Adventure Sport ES DCT MC Commute Review] it’s based from.
“Rebels are renowned for their friendly demeanor and ease of use by virtually any sized rider, short or tall. And the 1100 continues the format,” we noted after a test ride during the official North American press introduction for the bike.
“Mid-foot controls, a low seat, and slim powertrain make for a bike that’s easy to straddle, especially for smaller riders. Although a tad narrow, the handlebar has a pleasing upright bend that will work well for most.”
Lockable hard-case luggage elevates the Rebel 1100′s utility factor, however there are no accommodations for a passenger in stock form. These features add 33 pounds to its 542-pound curb weight versus the standard Rebel 1100 DCT. Range is sure to be an issue for touring riders, considering its limited 3.6-gallon fuel tank size.
The T-spec Rebel bagger comes in two unique colors, Metallic Black and Bordeaux Red Metallic. Honda’s existing Rebel 1100 motorcycles return starting at $9,499 for the six-speed manual transmission. The twist-and-go simplicity of Honda’s marvelous dual-clutch transmission can be added for a $600 upcharge, $100 less than the one the Rebel introduced for 2021.
“Honda’s optional DCT is a game changer for novice and more experienced riders alike,” we reported after our introductory test ride in 2021. “It takes the worry out of synchronized clutch and gear-shifting action replacing it with a fully automated experience, much like a scooter. Still, riders can select each of the six gears, manually via paddlelike buttons on the left-hand-side switch gear.”
Source: MotorCyclistOnline.com
2023 Indian Motorcycle Lineup | First Look Review
Indian Motorcycles has announced updates to its 2023 lineup, including a new FTR model and other FTR revisions, plus details about the premium Challenger Elite model, and other upgrades across the board. Here’s a first look at the 2023 Indian models and new upgrades.
See all of Rider’s Indian coverage here.
2023 Indian FTR Lineup
New for 2023 is the FTR Sport, a model that replaces the FTR S. This FTR sits just below the premium FTR R Carbon but above the FTR and FTR Rally. The FTR Sport features a new tank-panel design, a sporty chin fairing, and a seat cowl. It will be available in Black Metallic with Indy Red accents for $15,749 and White Lightning with Indy Red and Black Metallic accents for $15,999.
The FTR Sport will share a new 4-inch round touchscreen display with the FTR R Carbon model, offering navigation and Bluetooth connectivity. Both bikes will come standard with three ride modes (Sport, Standard, and Rain), lean-angle-sensitive ABS, stability control, traction control, wheelie and rear-lift mitigation, a USB charge port, and cruise control. The FTR and FTR Rally come standard with ABS and cruise control.
The FTR R Carbon separates itself from the rest of the FTR lineup with carbon fiber components, a premium seat, fully adjustable Öhlins gold front forks, and a gold piggyback shock. It is also the only model with the Indian script logo tank panels and finished with Cloud Siler and Championship Gold pinstriping.
All four FTR models will feature a sportier muffler and a retuned front braking system. The speedometer has been moved up on all FTRs for easier viewing, and a new clutch has been implemented, which Indian says provides improved feel and performance.
2023 Indian Challenger Elite
Indian began its Elite program in 2017 with the Chieftain Elite. Since then, Indian’s Elite motorcycles, limited to 150-200 units for each bike, feature all the premium options available along with a unique look. In 2022, we saw the first Challenger Elite, limited to 200 units. The 2022 Challenger Elite featured Stealth Gray and Black Metallic paint with Indy Red accents, inspired by American muscle cars.
For 2023, Indian has announced it will be offering 150 units of the 2023 Challenger Elite in Sapphire Blue Smoke Paint with Black Smoke and Titanium Metallic Smoke accents. For this premium bike with a unique look, you’re looking at $35,999.
The Challenger Elite will have the same PowerPlus 108ci engine with 122 hp and 128 ft-lb of torque that you’ll find in other Challengers, but the Elite is packed with all the top-notch options and extras. Those extras include three ride modes, Fox adjustable rear suspension, smart lean technology, an LED headlight and driving lights, an adjustable flare windscreen, select footboards, heated grips, a new precision-cut five-spoke wheel, and Powerband audio with saddlebag speakers.
At $10,000 over the price of a regular Challenger, the 2023 Challenger Elite is packed to the gills with premium features, a marketing strategy similar to Harley-Davidson’s CVO line.
Other Updates Across the Board
The 2023 lineup will feature a host of upgrades and paint colors across the board.
All Thunderstroke and PowerPlus models will receive a new clutch, said the reduce engine drag and provide a smoother down shift. The new clutch has a larger friction zone and decreased lever effort for reduced clutch fatigue.
The PowerPlus models will get integrated buttons on the heated seats, and Thunderstroke models will feature haptics, allowing riders to feel the button’s response when wearing gloves. The Springfield, Chieftain, Challenger, Roadmaster, and Pursuit models will get a redesigned LED headlight with a larger reach and spread.
All models with the 4-inch round touchscreen display will now be able to tie their Ride Command account from the Indian Motorcycle app or website to their bike. This will give riders access to features like vehicle health, vehicle locator, and ride tracking.
For more information, visit Indian’s website.
The post 2023 Indian Motorcycle Lineup | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com
Marini quickest as Oliveira shines with Aprilia
Conspicuous in their absence from the top 10 are Honda. Of their four riders, Marc Marquez (Repsol Honda Team) was the best placed in 12th, and initial murmurs from the HRC camp are ones of discontent. The eight-time World Champion tested different chassis, exhausts, intakes a seat, a tail unit and a carbon clutch, but none of it has left him particularly impressed. On a positive note for the Japanese manufacturer, they handed RC213V debuts to ex-Suzuki pair Joan Mir (Repsol Honda Team) and Alex Rins (LCR Honda Castrol) and they immediately got to work, testing the chassis, intakes, exhausts, tail unit, Kalex swingarm between them.
Source: MotoGP.com – Read Full Article Here
2023 Suzuki V-Strom 800DE | First Look Review
At the EICMA show in Milan, Italy, Suzuki unveiled an all-new 776cc DOHC parallel-Twin engine that will power two new models – the 2023 Suzuki V-Strom 800DE (and Adventure variant) and the 2023 Suzuki GSX-8S.
Filling the gap between the venerable V-Strom 650 and V-Strom 1050 models, the V-Strom 800DE is aimed at riders who want a middleweight adventure bike that is fully capable both on-road and off-road. It has a 21-inch front wheel, spoked rims front and rear, and the longest suspension travel and most ground clearance of any V-Strom model.
Related Story: 2023 Suzuki V-Strom 1050 and V-Strom 1050DE | First Look Review
Like other V-Strom models, the V-Strom 800DE has angular bodywork with a pronounced beak that’s inspired by Suzuki’s ’80s-era DR-Big dual-sport. Like the GSX-S1000, mono-focus LED headlights are vertically stacked with a position light, and the V-Strom 800DE is topped by a small, height-adjustable windscreen.
The new 776cc parallel-Twin engine uses a 270-degree firing order for strong torque character and is equipped with Suzuki’s Cross Balancer system to minimize vibration. Throttle-by-wire enables the Suzuki Drive Mode Selector with different engine maps.
The V-Strom 800DE is equipped with the Suzuki Intelligent Ride System (S.I.R.S.) that includes traction control with a trail-oriented Gravel mode, ABS with two levels of sensitivity plus the ability to switch off ABS at the rear wheel, a bi-directional quickshifter, and Suzuki’s Easy Start and Low RPM Assist systems.
Related Story: Suzuki Announces 2023 Lineup of Sport, Street, and Adventure Bikes
A tubular-steel mainframe, a bolt-on tubular-steel subframe, and cast aluminum swingarm are designed to be both light and strong. The compact parallel-Twin allows the chassis to be slender between the knees and to position the rider’s weight farther forward for optimal control.
Fully adjustable Showa suspension includes an inverted fork and a rear shock with 8.7 inches of travel front and rear, and ground clearance in 8.75 inches. Dual 310mm floating front discs are squeezed by 2-piston Nissin calipers and a single 265mm rear disc is squeezed by a 1-piston Nissin caliper. The clutch and front brake levers are adjustable for reach, and the shift lever and rear brake pedal are also adjustable.
The 21-inch front and 17-inch rear spoked wheels require tubes and roll on Dunlop Trailmax Mixtour tires in 90/90-21 and 150/70-R17 sizes.
In the cockpit, the V-Strom 800DE has a wide, tapered handlebar with handguards, a full-color 5-inch TFT display, a USB port, and a windscreen that has three levels of adjustment in 0.6-inch increments (hex key is required). A lightweight resin luggage rack has built-in passenger grab handles and accommodates Suzuki’s accessory top box. A mesh radiator guard and a skid plate are standard equipment.
Check out Rider‘s 2023 Motorcycle Buyers Guide
The 2023 Suzuki V-Strom 800DE will be available in two colorways: Champion Yellow No. 2 with gold rims or Glass Matte Mechanical Gray with black rims. The 2023 Suzuki V-Strom 800DE Adventure, which features black-anodized 37-liter, side protection bars, and a large aluminum skid plate, will be available in Glass Sparkle Black with gold rims. A full line of dedicated accessories will also be available. Pricing and availability are TBD.
For more information or to find a Suzuki dealer near you, visit SuzukiCycles.com.
The post 2023 Suzuki V-Strom 800DE | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com
Don’t Call It a Comeback—A Review of Norton’s Commando 961
On a classic autumnal British day in Shakespeare country near Stratford-upon-Avon, the Commando 961 glistens and gleams in the warm sunshine. At first glance, it could easily be the same air-cooled retro twin launched to an expectant public back in 2015, handsome, purposeful, and in theory at least, full of back-lane intent. But a second look reveals that this Norton is in fact subtly but crucially different.
You may recall that the original 961 produced by the Stuart Garner–owned Norton was plagued by mechanical and supply problems. Quality control was missing, reliability a lottery. Its future was thrown into doubt when Indian giant TVS Motor Company bought the ailing marque in 2019, but now, three years down the road, it’s back.
This 961 has been built not in a converted country house but in a state-of-the-art, purpose-built facility in Solihull, on the fringes of Birmingham, England’s second city. TVS’ commitment runs to over 100 million pounds sterling so far and, while all-new Norton models are promised, the new management’s first priority was to get the V4SV superbike and the Commando 961 of the previous era fixed and back into production.
And as you look, you notice things. The fasteners, detailing, and finishing touches are of premium quality. The gloss seems deeper. This bike has simply been beautifully put together; hand built, yes, but to a new and exacting standard.
Press the starter and the twin roars into life. Glorious acoustics pulsate from its hand-finished twin exhausts, which sound all the better for managing to avoid Euro 5 compliance. Swing a leg over, eyes locking onto a pair of classically analog clocks, and away into the leafy lanes.
The 961cc pushrod twin punches out a claimed 76.8 bhp at 7,250 rpm and 59.7 lb.-ft. of torque at 6,300 rpm. “Old” Norton claimed 79 bhp and 66.4 lb.-ft., which means either that new Norton has sacrificed some power in the name of reliability or has a more realistic dynamometer at the new HQ.
Bore and stroke remain the same, and outwardly the engine cases and cylinder block look much like the older bike’s. But the whole powerplant has been reengineered and exhaustively tested on both road and track, to the point that over 30 percent of its components have been designed again from scratch.
As you might expect, on the road it’s all about riding the torque curve. Instead of lots of modern free-flowing rpm, the pushrod 961 revs relatively slowly, surging pleasingly through a wide and fat midrange. Instinctively you short-shift up a now smooth, five-speed gearbox and go nowhere near the 7,500 rpm redline. It’s deliberate, but gloriously noisy and surprisingly quick too.
Once you recalibrate to this method of old-school sporty riding, the 961 flows nicely, rolling into turns and picking up cleanly thanks to vastly improved fuelling. It rushes up to 100 mph, overtakes effortlessly and drives strongly from anywhere on the tach.
Vibrations build as the engine speed increases, which won’t suit some, but they aren’t distracting. I believe most potential Commando owners will prefer the sense of involvement and interaction they bring to the ride. After all, this is a bike all about undiluted nostalgia.
Triumph’s Thruxton twin, for instance, may look like a ‘60s throwback, but its liquid-cooled engine makes 103 hp and revs like a modern machine, and in the right hands its chassis is capable of embarrassing the odd sportbike on a trackday. Not so, the 961. This one’s about digging out the old flying jacket and goggles and reveling in the visceral thrills of an authentic Brit iron.
There are two models to choose from: the Sport (SP) and Café Racer (CR), with the only significant differences being the CR’s low bars and sportier one-piece seat unit. In the UK there is only a 500-pound price difference between the two models, and therefore picking one over another is mainly down to personal taste.
Unsurprisingly the SP is more comfortable, while the CR puts weight onto your wrists, much like the Thruxton, but both benefit from a soft and compliant ride as well as easy, almost lazy, steering that makes the bike undemanding to ride.
There is an adjustable 43mm Öhlins fork up front and twin Öhlins shocks looking after the rear, plus quality Brembo stoppers all round. The frame is redesigned and MIG and TIG welded at Norton HQ. Rake, trail, and wheelbase are unchanged while the Commando’s weight is now quoted at 507 pounds, which by modern standards is heavy for an air-cooled and relatively simple bike; Ducati’s air-cooled 1100 Scrambler, as an example, is 57.3 pounds lighter.
Like the motor, the handling is best described as lazy, but in a good way. Stability is excellent, and the 961 is nothing if not predictable. You roll into turns rather than dart toward the apex, and instinctively let everything flow.
The Öhlins setup is on the soft side and deals with almost everything you can throw at it during a spirited ride in the English countryside. Around town there’s a nice balance, with the mass of the motor held low in the chassis thanks to its dry sump lubrication system. That predictable steering and the chassis’ innate stability make the 961 a supersmooth ride; you feel like the peerless Geoff Duke cutting a lap of the Isle of Man back when everything was in monochrome, only with superbly controlled suspension and Brembo four-piston Monoblock stoppers…
Those brakes have (conventional, non-lean) ABS, of course, but that’s the beginning and end of the Commando’s electronic tricks. Meanwhile, the Dunlop Sportmax GPR-300 tires lack feel and, although I’m sure they will last forever, would ideally be replaced by something a little sportier and quicker to warm up.
I would certainly budget for different rubber were I shopping for a 961, and also look to dial a little more compression damping into the fork, which is quick to dive when you brake firmly. Owners who ride their bikes hard may also find an issue with the exhaust; it touches down before the pegs, which is not only disconcerting but not ideal for the beautiful, hand-finished pipe work.
So, no, it’s not perfect. But, yes, the reengineered 961 gives me every reason to believe that this is the Norton Commando that should have always been. The British-built parallel twin lags behind the competition in terms of performance, technology, and handling, but counters with a hand-built feel, authentic looks, and a rich and rewarding character. The elephant in the room is, of course, its reliability, which can only be proven over time. But a day in the saddle left me confident that the Norton is heading back to where such an historic marque should be.
2023 Norton Commando 961 Technical Specifications and Price
| PRICE | £16,499 (SP) / £16,999 (CR) |
|---|---|
| ENGINE | 961cc, air/oil-cooled pushrod parallel twin; 2 valves/cyl. |
| BORE x STROKE | 88.0 x 79.0mm |
| COMPRESSION RATIO | 10.1:1 |
| FUEL DELIVERY | Fuel injection |
| CLUTCH | Wet, multiplate slipper |
| TRANSMISSION/FINAL DRIVE | 5-speed/chain |
| FRAME | Tubular steel, hand TIG/MIG welded |
| FRONT SUSPENSION | 43mm upside-down fork, fully adjustable; 4.3 in. travel |
| REAR SUSPENSION | Öhlins dual shock, fully adjustable; 3.9 in. travel |
| FRONT BRAKES | 4-piston Brembo Monoblock caliper, dual floating 320mm discs w/ ABS |
| REAR BRAKE | 2-piston Brembo caliper, 240mm disc w/ ABS |
| WHEELS, FRONT/REAR | Spoked; 17 x 3.5 in. / 17 x 5.5 in. |
| TIRES, FRONT/REAR | Dunlop Sportmax GPR-300; 120/70-17 / 180/55-17 |
| RAKE/TRAIL | 24.5°/3.9 in. |
| WHEELBASE | 55.1 in. |
| SEAT HEIGHT | 31.9 in. |
| FUEL CAPACITY | 4.0 gal. |
| CLAIMED CURB WEIGHT | 507 lb. |
| WARRANTY | 24-month |
| CONTACT | nortonmotorcycles.com |
Source: MotorCyclistOnline.com
Bastianini on 2023 crew chief switch: “It will be difficult”
“With all my guys the relationship is really good,” said the former Moto2™ World Champion, whilst speaking to MotoGP™ pitlane reporter Jack Appleyard at the Japanese Grand Prix. “But with Alby [Alberto Giribuola] the bond is really strong. Next year, in the factory team, the spirit will also be really nice, but Alby won’t come with me. Dario [Massarin – Data Engineer] will and I think we can do some really good work, especially with my new crew chief, Riga [Marco Rigamonti]. So I’m excited for next year.
Source: MotoGP.com – Read Full Article Here
Sprint into 2023 with a MotoGP™ VideoPass
Don’t miss a second of motogp.com’s coverage with VideoPass, now reduced to only €24.99. You’ll be able to watch live coverage from Valencia today, before then enjoying the best analysis in After The Flag at the 2023 Official Tests next year. Plus, you can satisfy your craving for MotoGP™ by flicking through our archive and enjoying every race from 1992 up to present day.
Source: MotoGP.com – Read Full Article Here
Dirt Bikes Invade California’s Surf City at the Moto Beach Classic
Meet me on the sand, at the motorcycle art-filled crossroads between hooligan carnage and Red Bull supercross. Nestled between the race pits and the ocean, riders are catching waves sculpted in the dirt, finding their flow in the Straight Rhythm dream event on Huntington Beach, California.
This year, Red Bull’s best supercross racers were amidst the Moto Beach Classic’s masterful custom bike builders, live artisans, a host of great vendors, and the nation’s only Super Hooligan flat-track racing on the sand.
It’s hard to believe what they actually built out there on the beach, from the pristine dirt flat track (their best ever), surrounded by a small city of food trucks, vendors, art installations, custom motorcycles, to the insane half-mile supercross track made from 229,500 cubic feet of dirt with 53 individual jumps. The combination of the Moto Beach Classic and the Red Bull Straight Rhythm was an extremely well-suited pairing, like fragrant premix in the autumn.
Straight Rhythm
Finding your rhythm is what it’s all about on this gnarly track full of whoops, jumps, tabletops, and more. Redlining two-strokes in battle, striving to scrub just enough speed to stay low, with the added obstacles of many of the riders not racing nor riding two-strokes in quite some years and the game-changing precipitation toward the end of the race. The intimidating tabletop jump was built over the bathrooms resulting in the massive jump that riders soared above, affectionately called the “baños.” The track was built with a long corridor of race pits to the east and bleachers full of cheering fans on the other side. Motocross without turns is all about precision with no room for the slightest mistake and each race lasting under 40 seconds.
Excitement built as the lead changed hands many times working toward the best two out of three with the rain increasing in the semi-finals. With the track broken in and saturated, riders reported the nerve-racking qualities of climbing the glassy-wet ramp and much of the track, but particularly the whoops, becoming super slick. As a crew worked to dry the starting platform with rags and leaf blowers, the racers did their best to keep their rear wheels from spinning and bikes from doing endos out of the gate before sending the impressive starting drop.
Marvin Musquin seemed to be aggressively pushing the bike down to the ground to stay low, remaining undefeated in each of his matchups. Musquin also took home Red Bull Straight Rhythm wins in 2014, 2016, and 2017. Previous 2019 winner Ken Roczen killed it in the whoops and took the lead from Justin Barcia with a huge whip on the tabletop, landing him in second place. Third place podium position went to Barcia after a rainy duel into their third run with Josh Hansen after his mistake in the quad quad, despite Barcia’s slippery loop-out on the starting platform.
Carson Brown consistently looked fantastic right out of the gate, beating Josh Varize for first place in the 125 Class with Derek Kelley coming in third place.
Motorcycle Art
Immersive free-standing paintings lined the packed walkways of the art and motorcycle show. The individual walls stood as backdrops for an array of custom motorcycles like an ornate mirage in the sand. Steve Fawley’s illusive portal of red, black, and white pulled you in as the MahaloBrah Yamaha R3 seemed to move out toward you. Melany Meza-Dierk’s “v-twin ecstasy” was a stunning centerpiece with Trev Dogg’s regal golden Dyna sitting pretty in front.
Renowned surfboard shaper and conceptual artist Peter Schroff painstakingly displayed The Pink Whale, his Jetson-esque board sculpture with integrated keg tap, fish aquarium, radio, computer, lava lamp, and V-8 exhaust pipes. He later theatrically shaped a “made in China” surfboard with a chain saw.
Interactive pieces involved Nick Sawyer’s dreamlike “shark twin” painting, with cutouts for faces, as was art director Brad Parker’s Evel Knievel painting, which was torched to give an antiquated patina effect. Smoke was sent out from the Yahama photographed in Joe Hitzelberger’s “Yami Smoke Show” on the backside of Mikey Zeller’s epic Smokey the Bear piece titled “Smoke ‘em.”
Flat Track
It’s easy to share common ground when you bring your own dirt. A wide variety of riders and types of bikes took to the track at the Mission Foods Moto Beach Classic, from baggers to ebikes. There was no shortage of family fun, with Stacyc Kids’ races and father-son hooligan race duos such as Frank and Frankie Garcia and Randy and Tyler Bereman. Andy DiBrino won the dash for cash and was the only rider to race both the Straight Rhythm and the Super Hooligan track.
The super hooligan main class was brimming with talent on the track, with AJ Kirkpatrick, Robbie Maddison, Andy DiBrino, and Fast J to name a few. Stacked with racers banging bars, this thrilling 20-lap race was interrupted by multiple red flag events building suspense with Brad Spencer winning the race after keeping Tony Alves at bay in second place and Sam Cover with third.
Dream It, Build It
Overall this two-wheeled beach party was all about fun and motorcycles, with 20,000 fans coming out to enjoy the day. It’s incredible to see what can happen when dreams are realized and teams conquer the chaos to make visions tangible. Efforts by the Roland Sands Design and Red Bull crews were laudable and we can’t wait to see what they pull off next year.
For all Moto Beach flat-track results: speedhive.mylaps.com/Events/2065997
Watch the live streamed Moto Beach Classic 2022 event that took place on Spot Network here:
watch.spotnetwork.tv/play/moto-beach-classic-live-2022/0_2ejvn0po
Watch the full Red Bull Straight Rhythm event: youtube.com/watch?v=cI15hTksjlI&t=3469s
Source: MotorCyclistOnline.com