Whilst the 2024 MOTUL FIM Superbike World Championship battle continues to rage after three rounds, doing important homework will be just as vital to try and gain an advantantage on rivals. Although the season is underway, there will be plenty of tests to come during the season; we list them below and will keep them updated throughout the year.
March 14th – 15th: Circuit de Barcelona – Catalunya; WorldSBK –COMPLETED
May 16th – 17th: Cremona Circuit; Inaugural WorldWCR test – PREVIEW
May 23rd – 24th: Cremona Circuit; WorldSBK
May 30th – 31st: Misano World Circuit “Marco Simoncelli”; WorldSBK
2024 IS UNMISSABLE: enjoy all the stories, drama, emotion and racing with the WorldSBK VideoPass!
The FIM Women’s Circuit Racing World Championship (WorldWCR) represents a significant advancement in motorsports, dedicated to highlighting the talents of female riders on an international platform. As a single-make series, all participants will compete using the Yamaha YZF-R7, focusing on skill and strategy rather than differences in equipment. This inaugural 2024 season will feature 24 riders from a variety of backgrounds, all poised to leave their mark on this historic championship.
THE LOCATION: Cremona to host first WorldWCR action
These 24 WorldWCR riders will convene for the first time on May 16th and 17th at the newly renovated Cremona Circuit in Italy for a test – just one month before the series’ first round at Misano, the Pirelli Emilia-Romagna Round. The Cremona Circuit, set to also host WorldWCR and WorldSBK in September, has recently undergone extensive renovations to enhance the track layout and spectator facilities. The circuit features 13 corners, six to the right and seven to the left with a total length of 3.768km. Featuring long straights – the longest is just under a kilometre in length – and a mix of different types of corners, it makes it a good circuit to test at to get up to speed on new bikes.
WHAT TO WATCH OUT FOR: a first chance to work out the pecking order…
The first test will be met with intrigue up and down the paddock as the 24 riders get their first look at the competition. With every rider coming from different backgrounds and experience, it won’t be a definitive order – especially at a track that’s new to everyone – but it could still give a rough idea. The key part of the test will be seeing who adapts quickly to the R7 and Pirelli tyres ahead of the WorldWCR season starting at Misano. You can find out more about the 24 riders competing in the historic first season right here, with everyone on the entry list scheduled to be present at the test.
HOW WILL THE TEST WORK? Multiple sessions across the two days…
Before hitting the track, the riders will meet with the WorldWCR Technical Staff. All Yamaha YZF-R7s will be set up and maintained by a technical crew managed by JiR’s Luca Montiron, mirroring the structure of the Yamaha R3 bLU cRU FIM World Cup. The riders will participate in their initial briefings and be assigned their own Yamaha YZF-R7, which they will race throughout the six rounds of the 2024 season. After the initial bike setup is complete, they will engage in several practice sessions totalling 1h40 of track time on the first day. On Friday, further practice sessions will provide them with a full two hours to fine-tune their settings. The first track action on Thursday begins at 12:00 Local Time (UTC+2), with six sessions in total, and finishes at 18:20. On Friday, track action begins at 09:00 with seven sessions, concluding at 16:40.
THE BIKE: more detail about the Yamaha R7 machine
In addition to the WorldWCR riders and technical staff, this test will also engage key Championship partners, starting with Yamaha as the provider of the YZF-R7. WorldWCR operates under strict regulations to ensure fair competition, with all riders racing on identical Yamaha YZF-R7 bikes. This bike, the latest in the legendary R-Series, with its high-torque 689cc engine and compact chassis, is ideally suited for the series.
TYRES AVAILABLE: Pirelli’s SC1 compound in use
The riders will use Pirelli DIABLO™ Superbike slick tyres, identical to those used successfully across all categories of the MOTUL FIM Superbike World Championship, where Pirelli has been the continuous Official Supplier since 2004. Specifically, each rider will have access to DIABLO™ Superbike 120/70-17 front and 180/60-17 rear tyres in SC1 compound.
OTHER PARTNERS: Motul and Panta Racing Fuel use their WorldSBK paddock experience
Panta Racing Fuel, part of the Mol Group and based in Italy, will serve as the official fuel supplier. With their extensive experience in the WorldSSP and WorldSSP300 classes, as well as other motorsport competitions such as the Red Bull MotoGP™ Rookies Cup, the CIV (Italian Circuit Racing Championship), the FIM Intercontinental Games, and British Superbike, Panta is the ideal fuel partner for the new championship. Another key partner for this test—and the remainder of the season—is Motul, serving as the official provider of engine oil and lubricants. This partnership ensures that the WorldWCR Yamaha R7s receive the same level of high-performance lubrication as bikes in the premier class.
COVERAGE OF THE TEST: highlights, interviews, reports…
With the first WorldWCR test comes extensive coverage from Cremona. A team on the ground will be there to gather information and speak to the riders, while you’ll also be able to get your first look at the Championship thanks to end-of-day highlights on Thursday and Friday, giving you a roundup of the first test as well as the news from Cremona. On top of that, there will be web coverage featuring reports, news, and reactions to bring you up-to-date with everything from Italy. Of course, there will also be coverage on the WorldSBK’s social media accounts to bring you events as they happen.
Follow all the racing action from WorldWCR in 2024 in style using the WorldSBK VideoPass!
Every trip starts with a send-off and the first mile. This banner about supporting the Parkinson’s Foundation made the entire journey with me.
In 2021, Steven Goode completed the Great American Deli Schlep, a 75‑day, 15,000‑mile motorcycle ride during which he visited the best Jewish deli in nearly every state and raised funds for MAZON, a Jewish nonprofit that fights hunger in America. You can read Goode’s feature about that ride here. –Ed.
I haven’t been everywhere, but it’s on my list.” This is a quote by Susan Sontag and words I ride by.
Beartooth Pass Summit (see next photo) was the crescendo of a magnificent ride on Beartooth Highway from Wyoming into Red Lodge, Montana. Hairpin curves, few guardrails, and sweeping views make it one of the best scenic byways in America. (Photos by the author)
After completing four major motorcycle trips around our wonderful country, each ranging from 11,000 to 17,000 miles, I told my wife I was done with long‑distance rides. Sort of the same way I’ve told her, many times over, that this was going to be my last motorcycle purchase. Of course, she didn’t believe me.
So when a riding buddy said we should plan a big trip, I was all in. All I needed was a cause and a theme for the ride.
For a cause, I chose the Parkinson’s Foundation. In 2001, my mother passed away from Parkinson’s disease. A motorcycle trip supporting this cause would be a great way to not only honor her memory but raise money to support finding a cure and providing resources for those afflicted with this terrible disease.
Although my mother most likely would not have approved of my 60‑day, 16,000‑mile motorcycle trip – she was still a mother after all – she would have been extremely proud of my commitment to this cause. She had a wild side, but she didn’t show it often for fear of encouraging her sons to follow in her path, which we did anyway.
My late mother was the inspiration for this tour. This photo shows us in our backyard in 1979.
When I told the Parkinson’s Foundation about my plan, they were immediately supportive and offered to help create public awareness for the trip. An important part of the publicity was social media. I’m in my late 60s, and I didn’t do Facebook, Instagram, TikTok, etc., so their team handled that for me. They also created logos and designed T‑shirts, banners, and a web page for my blog. Klim supported the ride by providing me with a Latitude Gore‑Tex suit, and Nelson‑Rigg provided some waterproof luggage.
Scan the QR code or click here to make a donation to the Parkinson’s Foundation.
We named the ride The Great American Scenic Byways Tour supporting Parkinson’s Foundation. After reviewing the route and the time necessary to complete the ride, my friend said the trip would require too much time away from work, so he bowed out. Since I had already committed to the Foundation and this was a personal ride on behalf of my mother, I decided to go alone.
My friend Bruce Benton joined me for a wonderful ride on the Cherohala Skyway in Tennessee and North Carolina.
For those of you who are curious how someone plans a 16,000‑mile trip, here are a few guidelines. First, get a map of the United States and put markers next to the places you plan to travel to. Second, using the rough route map, create a spreadsheet with columns for the city in which you begin your day’s ride; the destination city for that day; miles you plan to ride each day; and notes about the route, landmarks, and things to see. Good planning is key for a successful ride, and being organized reduces stress.
In Delaware I rode the Bayshore Scenic Byway. My Honda Gold Wing was a faithful companion on my deli schlep and scenic byways tours.
A key element to any trip of this magnitude is planning for unforeseen events. My mantra is “It’s all about Plan B.” On a two‑month trip, there will be at least one unexpected twist pop up. Mine came three days in when my dermatologist called to tell me I had a melanoma on my back and he wanted to surgically remove it as soon as possible. Plan B: I turned the bike around, made a beeline to Chicago, had the surgery, and was back on the road 17 days later.
Cape Hatteras Light Station on the Outer Banks Scenic Byway in North Carolina.
The beauty of this ride’s theme was that each scenic byway has its own personality. Like a thumbprint, every byway is unique. Almost everyone I met during the trip asked me, “What is the best scenic byway?” Just like when asked what the best motorcycle is, I answered, “The one I’m riding.” There are good reasons why National Geographic picked each of these byways to include in its guide. Each one gives the rider a special glimpse into the beauty of the region.
This is the Blue Ridge Parkway near Blowing Rock, North Carolina, where the weather seems to change every minute. The quintessential scenic byway is one of America’s treasures.
For example, the Red River Gorge Scenic Byway in Kentucky took me into forested backcountry, and I was able to get lost in my thoughts in the deep woods. One of the interesting features of this scenic byway is the Nada Tunnel, which is 900 feet long but only 12 feet wide and 13 feet high. There’s a single lane through the mountain, with no lights or painted lines. While pondering how to go through it, I asked some local Harley riders for advice. They said, “Look for a headlight at the end of the tunnel. If you see one, don’t go.” I felt like I was in a Road Runner cartoon.
The Nada Tunnel is located near the Red River Gorge Scenic Byway in Kentucky.
In Newport, Rhode Island, the scenic 10‑mile Ocean Drive provided a glimpse of how the other half lived during the Gilded Age in the late 1800s. The Vanderbilt, Astors, and Morgans all had their summer homes along this rocky coast.
Mansions along Rhode Island’s Ocean Drive.
Spanning two states, the Talimena National Scenic Byway follows Arkansas Highway 88 and Oklahoma State Highway 1. On the morning I planned to ride it, the forecast said it would be 105 degrees in Dallas, Texas, my next destination. I left at 5 a.m. to arrive in Dallas in time to beat the heat. This early start gave me an opportunity to watch the sunrise over the byway.
Sunrise over the Talimena National Scenic Byway, which goes through Arkansas and Oklahoma.
After five days on the road, I could no longer remember where I was the day before, what I had for dinner the night before, or which hotel I stayed in. That’s one of the great things about a two‑month motorcycle trip – getting lost in the journey. Writing a blog forced me to recreate the trip daily so it didn’t become one huge blur, and it also allowed friends, family, and supporters to follow my progress.
An old steam train in Essex on the Connecticut Valley Scenic Byway.
Another benefit of a trip of this scale is all the things I learned along the way. Like a school on wheels, I learned about our United States up close and personal, gaining a new appreciation for each region’s distinct personality and history. After the trip, I had a better understanding of our collective history. Whether it was exploring what life was like on plantations, following the Trail of Tears, or riding the path of Lewis and Clark, I was able to take a long look at our country and how we grew up as a nation, both the good and the bad.
Slave quarters at the Oak Alley Plantation in Vacherie, Louisiana. This tour provided an education on America’s past, present, and future.
Every long motorcycle trip has unexpected moments, and one left me speechless and cleaning the mess off my bike for days. Leaving Elko, Nevada, to ride to Idaho, I took State Route 225, a two‑lane road with virtually no traffic. As I was riding north, I noticed something that looked like pinecones on the pavement up ahead. Once I got closer, the “pinecones” began to scurry. As I continued to ride north, they completely covered the road. Then I noticed that the road’s tire tracks were turning red, not asphalt gray. It was an infestation of Mormon crickets, which are about 2 inches long and don’t fly, and I was riding through an invasion of Biblical proportions that went on for 50‑plus miles!
Taking a pause to enjoy a view of the Sawtooth Mountains after riding the Ponderosa Pines Scenic Byway in Idaho.
My original plan was to ride through California’s Death Valley National Park. Just before I left, I received a call from my son. “Dad, did you hear that a 65‑year‑old guy just died in Death Valley? He had two flat tires on his car, and nobody came to his rescue. Are you sure you want to go into Death Valley by yourself, on your motorcycle, with temperatures reaching 115 degrees?” Plan B: Due to the intense heat and time constraints after my unexpected surgery, I opted to bypass California, Oregon, and Washington.
The Wetlands and Wildlife Scenic Byway in Kansas.
My favorite scenic byway changed from day to day. When I was on the East Coast, I loved the Rangeley Lakes National Scenic Byway in Maine. Riding the 17.6‑mile Chesapeake Bay Bridge‑Tunnel (U.S. Route 13) in Virginia, which includes a tunnel under the water, from Norfolk to Fisherman Island National Wildlife Refuge, was spectacular.
Somewhere in Maine, on my way to Rangeley Lakes Scenic Byway.
Out West, it was U.S. Route 191 (Coronado Trail) in Arizona and State Route 12 in Utah. Beartooth Highway in Wyoming and Montana is a must‑ride. It is hard to choose only one scenic byway because each is special, and every one of them gave me new perspectives on the areas I was traveling through.
U.S. Route 191 in Arizona between Alpine and Morenci is known as the Coronado Trail Scenic Byway – one of my all-time favorites.
People also asked, “How do you pack for such a big trip?” My only advice is to take less than you think you need but all that’s necessary for unforeseen conditions (rain, cold, heat, etc.). You must think through all the variables and prepare a Plan B. If traveling solo, use a satellite tracking device so family and friends know how to find you.
Riding through Bryce Canyon National Park, which is located just off Scenic Byway 12 in Utah.
Long motorcycle trips are not for everyone, but I love not knowing what is on the other side of the hill and feeling the thrill and power of the bike beneath me, experiences that keep me going day after day. I highly recommend checking out National Geographic’s Guide to Scenic Highways and Byways, picking a region, and planning your own adventure. I guarantee you won’t be disappointed. Take the time to enjoy the sights, sensations, and sinuous curves on America’s rich bounty of scenic byways.
On the way down from the 14,115-foot summit of Pikes Peak in Colorado.
During his Great American Scenic Byways tour, Steven Goode raised nearly $22,000 for the Parkinson’s Foundation. To make a donation, use the QR code aboveor click here. To read Goode’s blog, visit this page on Facebook. Below you’ll find a complete list of the scenic byways Goode rode on this tour.
The snaking Hawk’s Nest section of New York Route 97 clings to rocky cliffs hundreds of feet above the Delaware River. It was a highlight of this New York and Pennsylvania motorcycle ride.
The Upper Delaware River Watershed encompasses thousands of square miles in New York and Pennsylvania, with hundreds of miles of serpentine roads rolling through forests, farmland, small towns, and historic sites. It makes for a superb ride, so I fired up my Kawasaki Vulcan and hit the road to explore it.
From West Milford, New Jersey, I rolled north on smooth East Shore Road through state forest land and then along the sparkling shoreline of Greenwood Lake. With the morning sun twinkling through the trees and the cool, fresh air energizing me, I rode through the Black Dirt Region of southern Orange County, New York, a beautiful area of farmland renowned for its rich, black soil.
Cruising through Port Jervis, I wound through the Hawk’s Nest section of State Route 97, which is designated as the Upper Delaware Scenic Byway for 70 miles. This sinuous roadway is cut into the mountainside, offering excellent views of the Delaware River far below.
Leaving the river behind near Pond Eddy, I climbed deeper into the watershed. I’m not religious in the traditional sense, but I love viewing unique churches. Two impressive ones grace the treelined State Route 41: Saints Peter and Paul Ukrainian Orthodox Church with its white facade and metal domes and the rustic log St. Volodymyr Ukrainian Catholic Church.
Saints Peter and Paul Ukrainian Orthodox Church in Glen Spey, New York, stands as a citadel of hope.
From Glen Spey, I weaved through the wooded route to Eldred, where I blasted up scenic State Route 55 to Lake Superior State Park, a good place for a relaxing swim or walkabout. From there, I made a pilgrimage to Bethel, site of the famous 1969 Woodstock music festival where 400,000 people gathered for three days of peace and music.
No longer the rural field of Max Yasgur’s farm, it is now part of the Bethel Woods Center for the Arts. This concert venue’s museum honors the 1969 festival, and the original concert field has been preserved. A monument near the stage site memorializes the groups who performed there.
From Bethel, I blasted northwest on country backroads to the impressive Stone Arch Bridge Historical Park and then onto Roscoe for lunch at the Roscoe Diner. Next, I crossed the Beaverkill River, a tributary of the Delaware River. Both the Beaverkill and the Downsville covered bridges are off State Route 206, and riding a motorcycle through these wooden structures is a joy not to be missed.
The Stone Arch Bridge, built in 1880, adorns its namesake park in Kenoza Lake, New York. It is as famous for its beautiful architecture as it is for a murder committed on the bridge in 1892.
Downsville is also home to the 15-mile-long, 5,700-acre Pepacton Reservoir on the East Branch of the Delaware River. State Route 30’s twisties follow the reservoir’s shoreline and then the snaking river. With my Vulcan purring and the afternoon sun reflecting off the water, I cruised SR-30 to State Route 17. In Hancock, I dropped my kickstand at the tidy Hancock House Hotel, which has a pub and a restaurant on-site, making it an ideal overnight stop for riders.
The next day, I fired up my Vulcan and savored the crisp air and deep blue sky as I rumbled over the river into Pennsylvania. State Routes 191, 247, and 370 roll through farmland and forest. On SR-370, I spotted a bear crossing the road – not an unusual occurrence in rural Pennsylvania.
This rural Pennsylvania road passes through the green pastures of a family farm.
Riding south on State Route 296 to Waymart is one of my favorite roads: smooth with a mix of farmland and forest on both sides. At Waymart, I crossed over U.S. Route 6 – known locally as PA Route 6 – which spans the northern part of the state and offers hundreds of miles of excellent riding opportunities.
At Hawley, I picked up a winding section of PA Route 6 and then followed State Route 590 to Lackawaxen, where SR-590 begins to parallel the Lackawaxen River, another tributary of the Delaware. It was a beautiful day, and I stopped to watch some kayakers on the river.
The author’s bike soaks up some rays as he explores a farm stand on Pennsylvania Route 296 near Waymart.
Crossing the Lackawaxen River, I stopped to rest at the Delaware Aqueduct, known as the Roebling Bridge, which was built in the mid-1800s and is the oldest existing wire suspension bridge in the U.S. Crossing the river here allows you to continue north or south on the Upper Delaware Scenic Byway.
New York and Pennsylvania Motorcycle Ride Resources
Does your left hand know what your right hand is doing? In this Motor School, we discuss how to hop up your internal processor with neuro training exercises. This one is the Tennis Ball Drill.
Over the years, I’ve done plenty of things to stay ahead of the next guy during motorcycle competitions. Mondays and Wednesdays were my heavy days when I’d do four to five credit-card lifts to purchase titanium bolts, special suspension coatings, and maybe a dash of custom motor work. On Tuesdays and Thursdays, I’d bulk up with some online shopping for protein supplements, rehydration drinks, and energy bars. If some guy with a cool haircut made performance promises and all I had to do was eat it, drink it, or bolt it on, then I was all in. Money well spent, right?
You know how this story goes. Over time I learned the uncomfortable truth that no amount of “stuff” was going to get me to the finish line ahead of the next guy unless it was matched with equal parts time and effort. Bottom line: No matter how trick your high-speed, sweat-wicking racer briefs are, they simply won’t do any of the work for you. Not even the ones with Grip Strips to stop them from riding up.
Alas, the inconvenient truth: If we want to see performance gains, we can’t cheat when it comes to climbing the mountain. In my case, the mountain was a combination of seat time on the bike, fitness training off the bike, and an academic journey to learn new and better ways to do things I’d already spent years doing. The climb was rarely joyous, but the view got better as the oxygen diminished, and I grew to appreciate all the hard-fought little battles that helped me improve as a result.
But I’m not here to give you the “hard work beats talent when talent doesn’t work hard” spiel because you probably know all that. Nope, today I’m bringing you some next-gen stuff that yields gifts that money just can’t buy. I call it Brain Racing, and it means improving your reaction time, hand-eye coordination, peripheral vision, and more. Known in pro sports circles as neuro training, it’s about stimulating your brain’s neural networks through games and drills to improve your performance and safety on the bike.
Watch your perception-reaction time get faster after just a few rounds of the Ball Drop Drill. Jaco’s not available? Grab a friend.
But before we strap in, this is the part of the story where you can take the blue pill and stop reading, or you can take the red pill and take the ride with me. What’s it going to be, Neo? Do you want to see how deep the rabbit hole goes?
Since you’re still with me, you first need to understand that our reaction times are based on a few key factors:
Perception: When we perceive something, we know, with high confidence, what we are seeing, hearing, and/or feeling. Perception can be negatively impacted by fatigue, lack of sleep, age, drugs, alcohol, and poor eyesight and/or hearing.
Processing: We need to process whatever we just saw, heard, or felt to know what to do with it. This means we must understand the information clearly. If we are not clear in our assessment of the stimuli, processing will be delayed and reaction times will suffer. More complex information takes longer to process.
Response: Once we perceive and process the information, we need good motor function to respond. This is where fitness and coordination work for us, and lack of physical conditioning or underlying motor problems work against us.
Make sense? Ready to order a 3-pack of Super Reflexes? Nice try, but you can’t call the 800 number on your screen or just wait for the Amazon delivery. No, we can’t just flip a switch, drink the magic elixir, and expect to see results. We need to invest some sweat equity in the form of coordination and reaction drills. So yes, I’m giving you work to do, but allow me to tidy up my hair and make you some outlandish promises: These drills will improve your coordination, processing, and reaction time. Remember, we don’t just want to grow older, we want to grow better.
The Crazy Cat Drill is staple in pro sports and promises quicker perception, processing, and response in high-intensity situations.
Tennis Ball Drill: Grab a tennis ball, stand 6 feet from a wall or garage door, and start by throwing underhand and catching overhand using the same hand. Simple. After a few minutes, do the same thing but catch in the opposite hand. Next, wick it up by closing your distance to 3 feet from the wall and using two balls, alternating between hands for both throw and catch. Watch your coordination blast off.
Ball Drop Drill: This exercise requires your riding buddy Jaco, but all we need are those two tennis balls you just threw over the fence. With Jaco holding a ball in each hand and his arms outstretched at chest height, you stand opposite, as if a mirrored reflection, and mimic his hand position and posture so that both your hands are touching each other’s at the knuckles. At some point, Jaco will drop one or both balls without warning, requiring you to snatch them from thin air as they fall. The lower you go, the harder it gets.
Crazy Cat Drill: Stand facing a wall from one foot away and hand Jaco a laser pointer. When he says “go,” Jaco will shoot little laser spots on the wall, and you must touch them as quickly as possible. The laser only hits for a millisecond, so you need to pay attention, tap where it hits, and get set for the next one. Once you get the hang of it, Jaco can ramp it up with more spots spaced farther apart.
From the comfort of your Lazy Boy, these might seem a bit silly. I get it, you became an adult and put away childish things. But these drills work. It’s no coincidence that pro athletes who live and die based on their ability to see, react, and respond in high-intensity situations practice these very drills. I’ll make you a bet: If you do these drills every day for one week and don’t have better focus, dexterity, and reaction time on the bike when Day 8 rolls around, I’ll buy you some racing stickers for your motorcycle. Placed correctly, those alone should be good for five to seven extra horsepower.
Quinn wears Lee Parks Design gloves exclusively. Find Quinn at Police Motor Training.
A motorcycle rainsuit is like insurance: You may not need it often, but when you do, you’re darn glad you’ve got it. In early April, a buddy and I rode from California to Texas to see the solar eclipse. Nelson-Rigg sent us some gear to evaluate during our nine-day, 4,200-mile journey, including Route 1 cruiser luggage (look for my review soon) and Solo Storm rainsuits, which are sold separately as a jacket and pants.
Raingear is typically used to keep riders dry in rainy conditions, but we first used our Solo Storm rainsuits on a dry morning. When we awoke before dawn on Sunday in Lordsburg, New Mexico, it was 30 degrees outside. With a 700-mile ride ahead of us, we’d be slabbing it on I-10 for an hour before the sun came up. There was no rain in the forecast, but we donned our rainsuits to block out the biting wind, and they helped keep us warm, or at least less cold.
The Solo Storm jacket and pants have a polyester oxford outer shell with a waterproof/windproof polyurethane backing and electronically taped seams. The front of the jacket has a full-length zipper with a two-layer storm flap that seals with hook-and-loop, and the wrist cuffs and tall collar also seal with adjustable hook-and-loop.
The outside of the jacket has adjustable waist straps, a drawstring around the hem, two waterproof cargo pockets, an adjustable zippered back vent, and reflective accent material. There’s breathable mesh at the back, a rain hood stored in the collar, and a built-in zippered pouch that the jacket can be stuffed into.
The Solo Storm pants have an elastic waistband with adjustment straps on both sides, and the pant legs are extra large for pulling on over boots and other gear (putting a plastic bag over your boot first makes raingear slide on more easily). The insides of the legs have a layer of heat-resistant material, the seat is reinforced with non-slip material, and there are adjustable gussets at the lower leg to keep the pants from flapping in the wind.
The true test of any motorcycle rainsuit is riding in a downpour. Just 150 miles from home at the end of the trip, that’s exactly what we encountered. After putting on the suits at a gas stop, we rode through a major gully washer on I-40, which caused traffic to slow down from its usual 80 mph to around 45. For the next 50 miles, we rode cautiously and stayed dry. We were in and out of rain for the final 100 miles, but not once did either of us feel a cold stab of water leaking through.
The Nelson-Rigg Solo Storm jacket retails for $79.95 and is available in sizes S-4XL in Black, Hi-Vis Yellow, or Orange. The pants retail for $49.95 and are available in sizes S-4XL in Black only.
Michael Ruben Rinaldi linked up with Team Motocorsa Racing for the 2024 MOTUL FIM Superbike World Championship, hoping the combination of a rider with multiple wins to his name and a team that have fought at the front would keep the results flowing. Unfortunately for the #21 and the Motocorsa Ducati outfit, that hasn’t happened so far, with only two top-ten finishes in nine races and a best of sixth in Australia. In an interview with WorldSBK.com, Rinaldi spoke about the start of the campaign, what’s causing the lack of results and his future.
2024 SUMMED UP: “if I had to talk about the first rounds, I can’t say anything positive unfortunately…”
With Motocorsa able to secure podiums with Axel Bassani (Kawasaki Racing Team WorldSBK) between 2021 and 2023, linking up with a five-time winner and 23-time podium finisher would have given them hopes that would continue this year. So far, the Rinaldi-Motocorsa combination hasn’t worked out as expected, with Race 2 in Australia providing their best result in the first three rounds with sixth and only two finishes inside the top ten, both coming in Australia. In Barcelona, a track Rinaldi has won at on the Panigale V4 R, the best result was 11th in Race 1.
Reviewing the season so far, a downbeat Rinaldi stated: “It’s been, I think, the toughest season for me in World Superbike. We are not able to achieve the results that we’re used to and for that reason, I’m quite upset. If I had to talk about the first rounds, I can’t say anything positive unfortunately. It is what it is and that’s it. Before the season started, our goal was to keep fighting for what we’re used to, which is podiums and, on good occasions, for the win. We faced too many technical issues at the start of the season, and during pre-season testing. That breaks the chemistry you need to have for the top positions and so it’s tough at the moment. Also, the situation in the team is tense. We will see what happens, if we can get out of this situation, but it’s a really rough moment and tough to face this kind of situation especially when you’re used to better results. For a rider, it’s difficult to handle 13th position. There is nothing I can do more than what I’m doing but, at the moment, it’s not possible to stay at the top level and it’s a shame.”
ATMOSPHERE IN THE TEAM: “the only solution is to have no more issues… it’s really difficult”
With big results yet to be secured and issues plaguing the team over the first few rounds of 2024, Rinaldi spoke about the atmosphere inside the box: “Results not coming, technical problems we face, engine problems in three races didn’t help the situation inside the team. It’s really difficult in this Championship to achieve good results if everything is okay let alone if you face some problems. For example, we can see Iannone has been really strong at tracks where he tested. But at Assen, where like everybody else, there were weather conditions problems, it was difficult to stay on top. I’ve been facing these kinds of problems since the beginning of the year. It’s almost unachievable to stay at the front. The only solution is to have more issues with the bike and the team, start from zero, and have some races back on my level but it’s really difficult.”
LOOKING TO END THE TOUGH PERIOD: “we have many problems and we’re not seeing the light”
When asked what could be done, and is being done, to help get out of the situation, former factory Ducati rider Rinaldi stated: “I cannot speak about this because it’s something we need to handle inside the team, even if I think it’s really difficult to solve. I cannot give the details, but the situation is not easy. I’ll try to do my best, perform at my best as always, but the situation is really difficult. We have many problems and we’re not seeing the light. It’s not easy to go into the details because it’ll take a long time and there’s nothing I want to say. The situation is not easy, I’m not happy and that’s it.”
IMPACTS ON THE FUTURE: “my goal was to stay have good results and earn a good contract for 2025…”
With discussions about next year already in full flow – see the latest HERE – Rinaldi knows results and performances will be key to determining his future. Speaking about silly season, he explained how not securing results now could impact him for next year. He said: “We don’t know about the future because in motorsport, you never know. In the first races, my goal was to stay at the front with good results and earn a good contract for 2025. The results aren’t there so, at the moment, I need to go back to fighting for good positions and see what the offers are. In this kind of moment, only the top riders in the Championship can have an almost signed contract but I think I need to wait until half the season is done.”
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