The 2024 MOTUL FIM Superbike World Championship has ignited over the first two rounds, with the Circuit de Barcelona-Catalunya the latest to host thrilling action. The Tissot Superpole Race in Barcelona will live long in the memory after the Valentino Rossi-style pass at the final corner, as well as the incredible racing across all 10 laps. With the race in the record books, now it’s time to look at the best Superpole Races in history…
There’s no better place to start in this list than the most recent one at the Circuit de Barcelona-Catalunya. Alvaro Bautista (Aruba.it Racing – Ducati) led on the final lap until Turn 14, before Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) barged his way through to claim the lead, with Bautista demoted to third when Andrea Iannone (Team GoEleven) found a gap. That last lap came after Lap 5 was barely believable too. At Turn 9, Razgatlioglu pulled off two overtakes in one corner as he passed Iannone and Alex Lowes (Kawasaki Racing Team WorldSBK) at a corner it’s hard to pass one rider at. It really was a race for the ages.
After a red flag following a crash involving Tom Sykes, the race was restarted from scratch over a five-lap distance. Half the laps didn’t mean half the drama, though; if anything, there was more. The opening lap was a bar-banging affair, before Razgatlioglu – then at Yamaha – beat Kawasaki’s Jonathan Rea and Ducati’s Scott Redding with half-a-second between the trio.
Australia hosted the 2020 season-opener and it set the tone for the season, with three incredible races. The Superpole Race was memorable for various reasons, with three riders separated by less than a tenth. Jonathan Rea claimed victory for Kawasaki, ahead of Razgatlioglu and Alex Lowes (Kawasaki Racing Team WorldSBK), both of whom were in their first weekend for their new teams at the time.
The 2019 French Round was the scene of Razgatlioglu’s first two WorldSBK wins, but he didn’t make it easy for himself. A wet Tissot Superpole session left him down the order in 16th but, in Race 1, he battled his way to a first win over 21 laps. You’d think that would be difficult, if not impossible, over a 10-lap Superpole Race, but the #54 had other ideas. Up to eight by the end of Lap 1, fifth on Lap 2 and in the podium places on Lap 3, the 2021 Champion made light work of the challenge when racing for the Kawasaki Puccetti Racing outfit.
The Autodrom Most has provided plenty of drama over its short history on the calendar, and 2022 was no exception. Razgatlioglu and Rea were once again the protagonists, fighting tooth and nail for top spot in the 10-lap race. Although the gap at the end was just over two seconds in Razgatlioglu’s favour, their last-lap battle featured hard racing including Rea making the most of his off-track skills to stay on track and keep second.
The 2022 Estoril Round had three last-lap deciders, including the Tissot Superpole Race. Razgatlioglu was leading through the final lap, but he lost the front of his Yamaha at Turn 9, allowing Rea to close and pass. In true ‘Toprak style’, the Turkish star was immediately fighting back through Turns 10 and 11, but he was unable to re-pass Rea and had to settle for second in mixed conditions.
It had been expected to be Bautista territory, but both Razgatlioglu and Rea made the #1 work hard for victory in the 10-lap Aragon race. The trio were separated by half-a-second when the race finished, with less than two tenths keeping Bautista and Rea apart. They were level-pegging heading down the long back straight and into the final corner, with the #1 utilising his advantages to move into first and claim a hard-fought win.
Race 2 at Portimao from 2023 will go down in history, but the Superpole Race a few hours before gave an idea of what was to come. Razgatlioglu and Bautista were inseparable during the 10-lap race, with only 0.142s separating the two at the flag. Razgatlioglu was leading on the final lap but, like Aragon, Bautista was able to use the power of his Ducati on the run to the line and claim victory.
Bautista started his WorldSBK career with a stunning Race 1 victory at Phillip Island way back in 2019, and he backed that up on Sunday morning in the Superpole Race. He resisted Rea’s challenge to make it two wins from his first two races by just over a second ahead of Rea, a perfect start to his rookie campaign.
Magny-Cours’ 2021 Superpole Race will go down in history, both for the on-track and off-track drama. Rea passed Razgatlioglu at Turn 11 on the final lap to claim top spot briefly, before the #54 fired back immediately at Lycee to take victory, or so he thought… A post-race penalty for a last-lap track limits infraction at Turn 10, demoting Razgatlioglu to second place and denying him a maiden WorldSBK hat-trick.
A NEW ERA HAS BEGUN: watch every single moment from 2024 using the WorldSBK VideoPass!
The Circuit de Barcelona-Catalunya was the scene of a historic MOTUL FIM Superbike World Championship round as Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) secured his first two wins with BMW machinery. A strategic masterclass in Race 1 was followed up with an incredible last-lap, last-corner pass on Alvaro Bautista (Aruba.it Racing – Ducati) in the Tissot Superpole Race. Speaking after the two victories, Razgatlioglu’s manager, Kenan Sofuoglu, gave his thoughts as well as outlining why he believes the 2021 Champion can win this year’s title.
THE FIRST THOUGHTS ON VICTORY: “everything’s going well now”
Giving his immediate thoughts on the Turkish superstar’s victories, five-time World Supersport Champion Sofuoglu said: “Last year, we made a big decision to BMW, and I gave a lot of support to Toprak to make this decision. So many people thought we made the wrong decision. As a rider, I believed the BMW was a very good bike. The first meeting I spoke to BMW, the team and the manager spoke about it, and I thought they had a very good bike. I thought, ‘You have one very nice puzzle, and one piece is missing’ which is Toprak. Everything’s going very well now, he’s winning in the second round.”
EMULATING ROSSI: “I asked him why he didn’t try at the place he’s strong!”
Razgatlioglu’s Superpole Race win came in spectacular fashion, replicating Valentino Rossi’s 2009 move on Jorge Lorenzo at Turn 14 to take victory at the final corner. Speaking about this, Sofuoglu revealed he asked the 27-year-old why he didn’t pass Bautista at Turn 10, a corner that usually suits his strengths: “I believe Toprak is one of the strongest riders for the last lap especially. In Barcelona, you need to make your last attack in the hairpin before the last part of the track. Toprak couldn’t do it and I asked myself why he didn’t try, because I know he normally does in that kind of corner. He releases the brake, manages to stop the bike and he couldn’t. I was thinking about second position. In the last corner, he found a place to enter, and he did it. I asked him why he didn’t try at the place he’s strong, he said, ‘There was a big gap, I couldn’t try but I didn’t give up, waited until the last corner’ and he managed it.”
THE GOALS: “After testing, I thought, ‘Toprak can win the Championship this year
Despite a delayed start to his M 1000 RR testing programme, Razgatlioglu was immediately up to speed as he adapted to the new bike. Fast at every circuit he tested at was followed by a podium in Australia before the wins in Barcelona. Discussing whether these wins came sooner than expected, and the possibility of a title charge is on the cards for 2024, Sofuoglu explained he was thinking Assen or Donington for the first win, but his expectations changed after testing.
He said: “We believed a lot, but we weren’t sure when we can win. After winter testing, I started to believe more. But I was believing we can win at Assen or Donington, I didn’t expect it in Barcelona! Barcelona’s not Toprak’s favourite track but he’s so strong. Toprak’s in his sixth season in WorldSBK and if I look at all the winter testing times, Toprak is stronger this year with BMW, and I understand he’s going to be favourite for the title.”
When asked whether the goal for 2024 is the title, Sofuoglu replied: “Definitely. When we signed, it was for two years but we didn’t know when; first year or second year. We were believing more for the second season. After winter testing, I thought, ‘Toprak can win the Championship this year with this bike’. The bike is nicer than we expected.”
BAUTISTA VS BULEGA VS RAZGATLIOGLU? “The main competition is Bautista… he’s got a hard time too!”
Four riders have already won in 2024, with Alex Lowes (Kawasaki Racing Team WorldSBK) and Nicolo Bulega (Aruba.it Racing – Ducati) joining Razgatlioglu and Bautista on the top step in the six races so far. Discussing who he thinks the competition will be this season, Sofuoglu stated: “I think still the main, hard competition for us is Bautista. He gave us a very hard time on Sunday, we beat him in the last corner. He’s a hard rival. Bautista’s got a hard time too, because Bulega arrived from WorldSSP and is immediately making lap records everywhere and I can understand Bautista’s situation; you are the #1 in the garage and the newcomer, the new teammate makes you feel less confident in your garage. This is very normal in racing. It’s good for us, honestly!”
THE NEW ERA IS UNDERWAY: follow every single moment throughout 2024 using the WorldSBK VideoPass!
In its first major revamp since its 2015 debut, Indian’s Scout cruiser platform is all-new from the ground up, and the 2025 lineup includes five models, including some with names that will be familiar to any fan of Indian history: Scout Bobber, Sport Scout, Scout Classic, Super Scout, and 101 Scout. Three trim levels will be available, as well as more than 100 dedicated accessories.
Headlining the new platform is the high-performance 101 Scout, seen here facing a 1920s 101 Scout.
At the heart of the Scout platform is a new engine called the SpeedPlus 1250. The V-Twin remains liquid-cooled but has been completely redesigned, punched out from 1,133cc to 1,250cc. Its bore goes up from 99m to 104mm, while its stroke remains at 73.6mm. Power goes up to 105 ponies and 82 lb-ft of torque, and the 101 Scout gets a bump to 111 hp.
The new Scouts feature an all-new 1,250cc V-Twin that pumps out as much as 111 hp. Also seen here is the new tubular-steel frame.
Also new is the Scout’s frame, switching from an aluminum design to a simpler steel-tube chassis intended to be easier to customize, similar to what Indian did with the Chief platform in 2021. It supplies a 61.5-inch wheelbase with a 29-degree rake and 4.8 inches of trail.
2025 Indian Sport Scout in Storm Blue
“Our top priority was to uphold the iconic namesake of Scout and ensure the new lineup is as timeless as all its predecessors,” said Ola Stenegard, director of product design for Indian Motorcycle. “For us, it was imperative to keep it clean, follow the iconic lines of Scout, and create a package that offered seamless customization. To achieve this, it all started with the steel-tube frame and all-new V-Twin engine.”
The Super Scout is a light-duty touring machine equipped with a detachable windshield and saddlebags.
Indian says the Scout’s 25.6-inch seat height is the lowest in class. There are also new features and technology offered on certain Scout models and trim packages. All models except for the 101 Scout use a single 298mm front disc brake with a 2-piston caliper, and ABS is standard.
2025 Indian Scout Bobber in Nara Bronze Metallic with the Limited +Tech trim
“As our top-selling platform, Scout has long been a staple in our lineup,” said Mike Dougherty, president of Indian Motorcycle. “We’re excited to take it to the next level and continue its evolution with a robust offering of models to meet the diverse needs of our global riding community.”
2025 Indian Scout Models
The Scout Bobber is the cheapest way to get into the Scout lineup, with prices starting at $12,999.
The least expensive version is the Scout Bobber, withprices starting at $12,999. It’s a low, stripped-down model with chopped fenders, blacked-out styling, bar-end mirrors, and slammed 2-inch rear suspension.
The Scout Classic has traditional styling with
chrome trim and wire-spoke wheels. All Scouts except the Bobber have 3 inches of rear-suspension travel.
The Scout Classic (starting at $13,999) lives up to its name with a traditional design that includes flared fenders, wire-spoke wheels, relaxed ergonomics, and flashes of chrome. Their “as shipped” weights are 522 lb and 536 lb, respectively. We’ll have to wait to find out what their curb weights are when their diminutive 3.4-gallon fuel tanks are full.
The Sport Scout is thematically similar to the former Scout Rogue. It’s pictured here with saddlebags that are part of a robust line of accessories from Indian.
Reprising a model name from the 1930s, the Sport Scout (starting at $13,499) has a similar aggressive style as the former Scout Rogue, with a quarter fairing, 6-inch moto-style bar risers with machined highlights and a moto-style handlebar, machined triple clamps, along with a sport-style seat and a 19-inch front wheel. It weighs 528 lb as shipped.
The Super Scout mirrors the theme of the Super Chief, equipped for the open road with a quick-release windshield, saddlebags, a passenger seat, and 3 inches of rear suspension travel. Like the Scout Classic, it has chrome finishes and wire-spoke wheels. It’s the heaviest Scout at 571 lb, and prices start at $16,499.
Resurrecting another legendary model name from Indian’s past, the 101 Scout packs more performance than any production Scout ever made. Its fully adjustable suspension consists of an inverted fork and piggyback rear shocks. Brakes are also high-end items, with a pair of 4-piston radial-mount Brembo front calipers pinching 320mm rotors. Like the Sport Scout, it has black moto-style risers and a moto-style handlebar, but the 101 Scout sets itself apart with a custom-stitched gunfighter-style solo seat and exclusive 101 Scout badging, paint, and graphics. Prices start at $16,999.
2025 Indian Scout Trim Packages and Accessory Collections
Three trim levels are available for certain models, starting with the Standard trim package, which includes ABS, new LED lighting, and an analog gauge with new fuel level and fuel economy readouts for the Scout Bobber, Scout Classic, and Sport Scout. Upgrading to the Limited trim level ($700) on those models adds selectable ride modes (Sport, Standard, and Tour), traction control, cruise control, and a USB charging port.
The Limited +Tech trim comes with a 4-inch TFT display with Ride Command capabilities.
The top-of-the-line Limited +Tech trim includes the Limited features and adds keyless ignition and Indian’s 4-inch round touchscreen display with Ride Command that offers turn-by-turn navigation, point-to-point route planning, weather and traffic overlay, configurable gauges, ride stats, and optional Ride Command+ connected services. The Limited +Tech trim level adds $1,700 to the base pricing for the Scout Bobber, Scout Classic, and Sport Scout, and it’s standard on the Super Scout and 101 Scout.
Along with the five models and three trim levels, Indian will offer more than 100 accessories to enhance versatility, style, and comfort (including 32 ergonomic combinations). There are also four new accessory collections.
2025 Indian Scout Classic in Ghost White 2-Tone Metallic with Overnighter accessory package
The Overnighter Collection is for travelers, and it includes the Solo Luggage Rack, All-Weather Vinyl Tail Bag, 20-inch Quick Release Touring Windshield, and Touring Saddlebags.
2025 Indian Scout Classic in Black Metallic with Commuter accessory collection
The Commuter Collection includes the Syndicate Seat, Pathfinder 5.75-inch Adaptive LED Headlight, Pinnacle Mirrors, RAM X-Grip Phone Mount, Mid Foot Controls, and Passenger Pegs.
2025 Indian Sport Scout in Black Smoke with Stealth accessory package
The Stealth Collection adds aggressive style and functionality with Sleek Smoked Turn Signals, Moto Handlebar with 10-inch risers, Radial RS Mirrors by Rizoma, Bobber Saddlebags, Blacked-Out Levers, and the Pathfinder LED Headlight.
2025 Indian Super Scout in Black Smoke with Open Roads accessories package
The Open Roads Collection includes Steel Front Highway Bars, LED Driving Lights, Syndicate Low Profile Passenger Backrest, Touring Backrest Pad, Rider and Passenger Floorboards, and Highway Pegs.
The KTM 790 Adventure is one of several models that will receive a KTM warranty extension.
Owners of 2024 KTM motorcycles with LC8c engines, as well as LC8 Street and Travel models, will now be able to extend their warranties at no charge simply by servicing their motorcycles at an authorized KTM dealer. In addition, the warranty for KTM PowerParts and KTM SpareParts installed by an authorized KTM dealer at the time of purchase will be extended to 24 months for all street models.
“We always advise our customers to use the official KTM network to get their motorcycles serviced, purely because the staff are trained on those particular models – and many more! – and use approved parts and accessories where applicable,” said Jens Tuma, senior head of customer service for KTM. “This way we can ensure best possible quality and value preservation of the bikes, and it’s also a big reason why we’re really happy to make this warranty extension offer for KTM customers around the world.”
2024 KTM 990 Duke (Photo by Francesc Montero & Sebas Romero)
The KTM LC8c non-R models that fall under a 24-month warranty include the KTM 790 Duke, 790 Adventure, 890 SMT, and 990 Duke. If owners of these models get their bikes serviced within the 24-month warranty period, their coverage is extended until the next service up to a max of four years.
The KTM 890 Adventure R and 890 Adventure R Rally have an initial 12-month warranty that can be extended for another 12 months of coverage when a scheduled service is performed for a max of two years from the initial take-into-use date.
The LC8 non-R range includes the KTM 1290 Super Duke GT and 1290 Super Adventure S, and these motorcycles can get an increase from 24 months of warranty to a max of three years. The LC8 R-range models include the KTM 1390 Super Duke R Evo and 1290 Super Adventure R and can extend from 12 months to an additional 12 months for a max of two years.
For more information or to find your local KTM dealer, visit the KTM website.
The BMW M 1000 XR blends elite levels of sportbike performance with a relatively comfortable riding position suitable for sport-touring duties.
BMW’s lineup of streetbikes is amazingly diverse, from single-cylinder roadsters all the way up to the supersized R 18 series, so there’s a Beemer for almost anyone. BMW’s all-conquering GS series attracts most of the headlines, but there’s another gem often hidden in the shadows.
BMW has packed 201 hp into this sub-500-lb package.
The S 1000 XR was one of the first sporty adventure-tourers on the market, eschewing off-road capability for street performance but with a longer-travel suspension than typical sportbikes. Introduced in 2015, the partially faired XR was based on the S 1000 R roadster using the mighty 999cc inline-Four from the S 1000 RR superbike.
The addition of winglets to the fairing provides reassuring downforce at high velocities.
BMW described the XR as an “Adventure Sport Bike,” while we see it as a high-performance sport-touring bike. Whatever term you prefer, the XR has been an outrageously fast way to carve up interstate maps with squiggly lines.
Monoblock brake calipers from Nissin provide impeccable braking feedback and power. Lightweight carbon fiber is used throughout the M 1000 XR when equipped with the M Competition package, including its fenders and wheels.
But when it comes to performance, there’s always a slice of the market that desires the utmost in speed, which is where this new M 1000 XR comes in. Boasting a seriously stout 201 hp, the M version of the XR takes the adventure sportbike theme to a stratospheric level.
A 6.5-inch TFT instrument panel supplies a variety of displays, including this Race view that shows traction control interventions and real-time lean angles.
“It’s like a racebike with benefits of a crossover,” BMW proclaimed at the M 1000 XR’s recent launch in Spain. Motorrad reps say it’s the lightest and most powerful crossover bike on the market, intended to rule the roost of bikes designed for long-distance high-performance.
Instruments are easily navigated by BMW’s Multi-Controller wheel next to the handgrip. Cruise control is standard equipment.
The S 1000 XR was also updated for 2024, gaining 5 hp to 170 ponies and now retailing for $18,190. But our focus was on the M version, the third M model from BMW Motorrad following the M 1000 RR superbike and the M 1000 R roadster. The S 1000 XR has a curb weight of 500 lb, 8 lb more than the M-XR.
The XR has this handy storage compartment built into its fuel tank, perfect for carrying the keyless-ignition fob and other small items while out on a ride.
Design | BMW M 1000 XR
The XR still has a vestigial beak at its nose like ADVs do, but that’s as close to an adventure bike as the XR gets. Instead of a big schnoz masquerading as a front fender, the M 1000 XR has MotoGP-like winglets along the sides of its fairing.
BMW says the wings generate 41 lb of downforce at the M-XR’s 171-mph top speed, dropping to 25 lb at 137 mph. Probably a negligible amount at highway speeds, but the wings could be helpful at trackdays, which are part of the XR’s design brief.
A trick set of billet aluminum foot controls is part of the M Competition package, which are adjustable for angles and toe lengths.
The bike’s twin-beam aluminum frame remains unchanged, but the powerplant bolted to it has undergone serious hot-rodding based on the M 1000 RR’s mill. BMW’s ShiftCam technology accomplishes the magical feat of maintaining optimal power at lower engine speeds while significantly boosting top-end output.
Below 9,000 rpm, the motor is directed by camshaft lobes optimized for operating at lower revs. At higher revs, two electromechanical actuators switch the intake valves over to a hotter cam lobe (more lift and different timing) in just 10 milliseconds. The result is favorable torque in low- and medium-speed ranges along with significant gains in peak power.
The M 1000 XR is the fastest comfy sportbike on the market.
Further aiding engine output are a set of variable-length intake ducts stolen from the M 1000 RR and M 1000 R, which switch to shorter ducts above 11,000 rpm. The redline takes a leap from the S 1000 XR’s 12,000 rpm to 14,600 rpm, a seriously high engine speed that is aided by lightweight titanium valves.
Of course, there is no such thing as an inexpensive 200-hp motorcycle. The M 1000 XR has a base price of $24,295, but it doesn’t have to stop there. Preface: Carbon-fiber wheels for a Ferrari 296GTB are a $33,748 option.
The M Competition colorway is a sure sign that this isn’t a tame adventure-tourer.
Ordering the M Competition package amps up the bike’s racy nature with a slathering of carbon-fiber trim, from a carbon ignition lock cover and cockpit trim to fenders, bodywork, and even a chain guard. The most expensive bits are the M Carbon wheels, which trim unsprung and inertial mass from the place where it makes the most difference on a motorcycle.
If you love carbon fiber (or buy Ferraris), the package’s $5,495 price might seem reasonable, and it also includes special billet footpegs, axle protectors, and a lap-timing GPS trigger. Curb weight gets shaved from 492 lb to 485.
The exhaust system ends in a titanium Akrapovic muffler, but most of the silencing is accomplished in chambers below the engine.
Comfortably Fast | BMW M 1000 XR
In front of our hotel in Spain was a lineup of M 1000 XRs in M Competition livery, a sinister black base peppered with blue and black accents. The overall look is visually arresting, even if it falls short of achieving pure aesthetic beauty.
Throwing over a leg, I was greeted by a relaxed riding position considering this bike’s performance potential. Despite its race-bred DNA, the M 1000 XR doesn’t compromise on rider comfort. The handlebar is within easy reach, and the M-branded seat feels plush. Front and center is a clearly readable 6.5-inch TFT display that can be connected to smartphones. The system’s complex capabilities are navigated by BMW’s innovative Multi-Controller wheel inboard of the left handgrip.
Firing up the XR, ears are greeted with a snarling exhaust note emitted by the tidy titanium Akrapovic muffler with a carbon cap. Most of the muffling takes place in a convoluted system of pipework placed under the engine. A quick blip of the throttle immediately sends revs soaring, a portent of fun times to follow.
Clutch pull is modest, and it barely needs to be bothered with thanks to a highly effective quickshifter that swaps cogs seamlessly. Despite the XR’s high-strung potential, it does a fine job of wading through city streets on the way out of town. Power is omnipresent no matter the engine speed, and the bike is easy to manage in tight spaces.
The M 1000 XR proved to be delightful when unwinding twisty roads, with a wonderful blend of agility and composure. And when the roads open up, 200 ponies will make other traffic disappear in its mirrors.
Next up was a highway stint that highlighted the XR’s comfort. The two-position windscreen is adjustable on the fly, and there’s a generous amount of space between the seat and the bars. The seat is fairly tall at 33.5 inches, which allows adequate legroom despite the high-set footpegs that enable dizzying lean angles without touching down. The M Competition foot controls also allow adjustments to fine-tune their fit for different riders.
In this environment, the “Road” ride mode delivers smooth throttle responses and a smooth ride from the semi-active suspension that has 5.4 inches of travel at both ends. Engine vibration is present but isn’t aggravating. Cruise control is standard equipment, and it operates flawlessly and can be set in 1-mph increments.
Ultimate Streetbike Performance | BMW M 1000 XR
After arriving in a rural area, the hilly, twisty roads ahead called for a different ride mode. I toggled to Dynamic, which sharpens the throttle responses and firms up suspension damping. Other modes available are Rain, Race, and three levels of Race Pro. I sampled the Race mode but eventually switched back to Dynamic, which suited me perfectly.
It was finally time to experience the power on tap from the M 1000 XR. Holy crap, this thing is fast! BMW says it can accelerate to 124 mph in just 7.4 seconds – that’s 1.3 seconds quicker than the S 1000 XR, partly due to the M’s shorter gearing. And if you’re brave enough to keep the throttle twisted past that speed, the acceleration forces barely diminish.
Fully up to the task of shedding big speeds are the M-XR’s brakes. I was initially disappointed to not see Brembo’s Stylema calipers, which are often found on premium bikes and are the best clampers I’ve tested. However, the XR’s monoblock Nissin calipers developed with BMW feel just as good as the vaunted Stylemas, with a firm lever and precise feedback. Very impressive!
The Dynamic Damping Control system transforms the suspension from touring-plush to sportbike-firm at the touch of a button. It takes cues from a 6-axis IMU to keep the bike settled regardless of how aggressively it’s ridden.
A high and wide handlebar and an adjustable windscreen (seen here in its lower position) provide more comfort than expected for a machine with this much performance.
And the M 1000 XR thrives when ridden aggressively. Its relatively high and wide handlebar encourages quick steering transitions, which are certainly aided by the ultra-lightweight carbon wheels. Its agility is exceptional, and once levered over, the sportbike-derived chassis remains steadfast while the suspension’s DDC continually adjusts and adapts to every situation.
Indelible | BMW M 1000 XR
On the way back to the hotel, I reflected on a particular section of our ride. We were untangling a seemingly endless series of twists and turns interjected with occasional straight sections that enabled room to rev out the engine and seamlessly bang a few shifts. I was having so much fun that I was literally grinning and giggling in my helmet.
The M 1000 XR’s extreme performance and unflappable composure made me think I was on one of the best bikes in the world for twisty roads. Its glorious motor provides acceleration that will take your breath away, and you’d think it was terrific even if you never revved it above 9,000 rpm. The M-XR has agility that will shame many sportbikes, and it has race-level braking power backed by cornering ABS.
And when it’s time to leave the canyons, the M-XR transforms into a relatively comfy touring bike. Riders are coddled with decent wind protection, a plush suspension, and amenities like heated grips and cruise control.
Whether unraveling twisty mountain roads or devouring miles on the open highway, the M 1000 XR offers an unrivaled combination of performance, luxury, technological sophistication, and immaculate attention to detail. Now I just gotta remember where I stashed that $30K wad I was setting aside for something special…
Pricing for the M 1000 XR starts at $24,990, but the desirable M Competition package ups the MSRP to $30,485.
WorldSBK has some exciting news! Read the full announcement from Dorna and MotoGP™ below:
Liberty Media Corporation has announced an agreement to acquire MotoGP™. MotoGP™ is the pinnacle of two wheels, with 22 of the fastest riders competing on purpose-built prototype motorcycles on some of the world’s greatest racetracks, reaching top speeds above 360 kilometers per hour/223 miles per hour. From the first season in 1949 that staged six rounds across Europe, the sport has grown to comprise more than 20 Grands Prix across five continents, with the television broadcast reaching hundreds of millions around the world.
This new agreement will see Dorna Sports S.L., the exclusive commercial and television rights holder of MotoGP™, remain an independently run company attributed to Liberty Media’s Formula One Group tracking stock. Carmelo Ezpeleta, who has been CEO since 1994, will remain in his position and continue to run the business with his management team. The business will remain based in Madrid.
Dorna also holds exclusive rights to other motorcycle racing series, including MotoGP™ feeder series Moto2™ and Moto3™, the FIM Enel MotoE™ World Championship, the MOTUL FIM Superbike World Championship and the new FIM Women’s Circuit Racing World Championship.
Liberty Media will acquire approximately 86% of Dorna, with Dorna management retaining approximately 14% of their equity in the business. The transaction reflects an enterprise value for Dorna/MotoGP™ of €4.2 billion and an equity value of €3.5 billion, with MotoGP’s™ existing debt balance expected to remain in place after close.
“We are thrilled to expand our portfolio of leading live sports and entertainment assets with the acquisition of MotoGP,” said Greg Maffei, Liberty Media President and CEO. “MotoGP is a global league with a loyal, enthusiastic fan base, captivating racing and a highly cash flow generative financial profile. Carmelo and his management team have built a great sporting spectacle that we can expand to a wider global audience. The business has significant upside, and we intend to grow the sport for MotoGP fans, teams, commercial partners and our shareholders.”
“This is the perfect next step in the evolution of MotoGP, and we are excited for what this milestone brings to Dorna, the MotoGP paddock and racing fans,” said Carmelo Ezpeleta, CEO of Dorna. “We are proud of the global sport we’ve grown, and this transaction is a testament to the value of the sport today and its growth potential. Liberty Media has an incredible track record in developing sports assets and we could not wish for a better partner to expand MotoGP’s fanbase around the world.”
The acquisition is expected to be completed by year-end 2024 and is subject to the receipt of clearances and approvals by competition and foreign investment law authorities in various jurisdictions.
Investor Call Liberty Media’s President and CEO, Greg Maffei, and Dorna’s CEO, Carmelo Ezpeleta, will host an investor conference call at 8:30am ET / 2:30pm CEST on April 1, 2024 to discuss the acquisition in more detail. The call can be accessed by dialing +1 (215) 268-9864 (United States), +34 900 834 876 (Spain) or +44 (0)800 756 3429 (United Kingdom), confirmation code 13745617 at least 10 minutes prior to the start time. For a full list of international toll-free access numbers, please visit https://www.incommconferencing.com/international-dial-in. The call will also be broadcast live across the internet and archived on Liberty Media’s website. Presentation materials to be used during the investor call will be posted to the Liberty Media website in advance. To access the webcast and accompanying presentation materials go to https://www.libertymedia.com/investors/news-events/ir-calendar. An archive of the webcast will also be available on Liberty Media’s website after appropriate filings have been made with the SEC.
About Liberty Media Corporation Liberty Media Corporation operates and owns interests in a broad range of media, communications and entertainment businesses. Those businesses are attributed to three tracking stock groups: the Liberty SiriusXM Group, the Formula One Group and the Liberty Live Group. The businesses and assets attributed to the Liberty SiriusXM Group (NASDAQ: LSXMA, LSXMB, LSXMK) include Liberty Media’s interest in SiriusXM. The businesses and assets attributed to the Formula One Group (NASDAQ: FWONA, FWONK) include Liberty Media’s subsidiaries Formula 1 and Quint, and other minority investments. The businesses and assets attributed to the Liberty Live Group (NASDAQ: LLYVA, LLYVK) include Liberty Media’s interest in Live Nation and other minority investments.
About Dorna Sports, S.L. & MotoGP™ Dorna Sports became the sole commercial and television rights holder of the FIM MotoGP™ World Championship in 1991. Based in Madrid, with premises in Barcelona and a subsidiary in Rome, Dorna is a leader in sports management, marketing and media, and has seen continued growth over the years, expanding from solely MotoGP™ to include other leading motorcycle racing championships across the globe. Dorna holds exclusive rights to MotoGP feeder series Moto2™ and Moto3™, MotoE™, the Superbike World Championship and the FIM Women’s Circuit Racing World Championship.
MotoGP™ is the pinnacle of motorcycle racing, with 22 of the fastest riders competing on purpose-built prototype motorcycles on some of the world’s greatest racetracks. MotoGP features top speeds above 360 kilometers per hour (223 miles per hour) and lean angles of over 60 degrees. Since 1949, the sport has grown to comprise more than 20 Grands Prix across five continents, with the television broadcast reaching hundreds of millions around the world.
This press release includes certain forward-looking statements within the meaning of the Private Securities Litigation Reform Act of 1995, including certain statements relating to the proposed transaction and its completion and statements relating to our expectations regarding the Formula One Group business, and Dorna and its MotoGP business and prospects. All statements other than statements of historical fact are “forward-looking statements” for purposes of federal and state securities laws. These forward-looking statements generally can be identified by phrases such as “possible,” “potential,” “intends” or “expects” or other words or phrases of similar import or future or conditional verbs such as “will,” “may,” “might,” “should,” “would,” “could,” or similar variations. These forward-looking statements involve many risks and uncertainties that could cause actual results and the timing of events to differ materially from those expressed or implied by such statements, including, but not limited to: historical financial information may not be representative of future results; there may be significant transaction costs and integration costs in connection with the proposed transaction; the parties may not realize the potential benefits of the proposed transaction in the near term or at all; the parties may not satisfy all conditions to the proposed transaction, including the failure to obtain regulatory approvals; the proposed transaction may not be consummated; there may be liabilities that are not known, probable or estimable at this time; the proposed transaction may result in the diversion of management’s time and attention to issues relating to the proposed transaction and integration; unfavorable outcome of legal proceedings that may be instituted against the parties following the announcement of the proposed transaction; risks inherent to the business may result in additional strategic and operational risks, which may impact Liberty Media’s risk profile, which it may not be able to mitigate effectively; and other risks and uncertainties detailed in periodic reports that Liberty Media files with the SEC. These forward-looking statements speak only as of the date of this press release and Liberty Media expressly disclaims any obligation or undertaking to disseminate any updates or revisions to any forward-looking statement contained herein to reflect any change in Liberty Media’s expectations with regard thereto or any change in events, conditions or circumstances on which any such statement is based. Please refer to the publicly filed documents of Liberty Media, including its most recent Form 10-K, as such risk factors may be amended, supplemented or superseded from time to time by other reports Liberty Media subsequently file with the SEC, for additional information about Liberty Media and about the risks and uncertainties related to Liberty Media’s businesses which may affect the statements made in this press release.
Riders enjoy the winding asphalt on this Route 66 motorcycle ride outside of Oatman.
Route 66, or the Mother Road, is indelibly stitched into the fabric of the American psyche. The iconic road once traced its way for 2,448 miles from Chicago, Illinois, to Santa Monica, California. But it was more than just a long stretch of tarmac. Route 66 became a cultural phenomenon that inspired and piqued the American obsession with travel and adventure. Songs were written about it, quirky and kitschy roadside attractions sprouted beside it, and Americans longed to traverse it. The Mother Road was a main artery crossing the torso of the U.S. through which dreams and possibilities pulsed warm and red.
Yearning to rediscover the road, the towns, and the magic of Route 66’s path through Arizona, I packed up my BMW R 1200 GS and set out. Fittingly, my trek began Nov. 11, the date on which the Mother Road was designated a federal highway in 1926. Arizona claims the longest rideable portion of the original Route 66, and it has a significant number of attractions and bustling historic towns.
Riding from west to east, I began my Mother Road adventure on the Fort Mojave Indian Reservation where the Colorado River separates Arizona from Nevada. After a short climb toward the mountains on Boundary Cone Road, I came to an intersection indicating that I was transitioning onto the historic U.S. Route 66. The road became curvier and more interesting, and the jagged rock formations of Arizona’s Black Mountains became more immediate as the road coiled through the rugged terrain.
Friendly burros in Oatman weren’t impressed with my BMW beast of burden.
Within minutes, I entered the historic mining town of Oatman. In 1915, two miners struck a $10 million gold find. Within a year, the small mining camp grew to a population of 3,500. Recent census figures indicate there are now just over 100 human residents. If you include the dozens of semi-wild burros in the area, that population is much larger.
Oatman is a hotbed of activity during any motorcycle rally on the Colorado River or in Kingman. However, my BMW was one of only two motorcycles in town on this crisp November morning. I walked the street beneath the weathered wood facades of the various shops and watering holes.
This ride-through photo stop in Kingman is located next to the Arizona Route 66 Museum.
Route 66 north and west of Oatman is a pure delight. The pavement is mostly smooth and intact, and it’s filled with sweeping turns and hairpins, many of which are nicely banked. There are several signs warning motorcyclists to stay aware, and these are best heeded. With the road gradually uncoiling, I made my way toward Kingman, passing several abandoned open-pit mines that dotted the rocky slopes and at least one small operating mine.
I was ready for a cup of coffee and some gas when I rolled into Kingman, where my father was an art teacher in the local school district before I was born. It is a clean and bustling small city fully embracing its Route 66 roots. I stopped at the colorfully adorned Mr. D’z Route 66 Diner and parked amidst historic cars, trucks, and motorcycles. As I chatted with my server over a hot cup of joe, she talked about the dual nature of the city. We were in the historic downtown district, but just a little ride up Interstate 40 is the modern district with chain hotels, restaurants, and thriving industry.
Across the street from the Route 66 Kingman sign is Mr. D’z Route 66 Diner, one of the many kitschy restaurants along the Mother Road that draw in curious, hungry travelers.
After rolling through the industrial zone in the Kingman outskirts, I headed northeast on the longest existing stretch of the Mother Road. Small roadside businesses dotted the path toward Peach Springs, each clearly embracing its Route 66 heritage with appropriate signage and vintage memorabilia. Historic gas stations were particularly interesting. While they no longer pumped fuel, they still oozed with the nostalgia of the road’s heyday.
Between Peach Springs and Seligman: You can drive / A mile a minute / But there is no / Future in it / Burma-Shave.
After Peach Springs, I rode past three sets of Burma Shave signs with rhyming slogans, reminding me of childhood. As I rolled and swayed through the high grasslands, it was easy to imagine classic cars and motorcycles plying this portion of the route.
Formerly a restaurant that opened in 1952, the Copper Cart in Seligman is now a gift shop.
Entering Seligman was the most visually nostalgic part of my ride. This small town is a well-preserved tribute to its Route 66 heritage, with every shop, garage, and diner adorned with colorful signage and logos. Out of the corner of my eye, I saw a small sign for the Route 66 Motoporium. Not expecting much, I threw down my kickstand and walked into the Copper Cart to see what was inside. A bearded man said, “You look like a rider,” and pointed to a room in the back. It was filled with the motorcycles of my youth – both those that I rode and those that I ogled in the pages of motorcycle magazines of the 1960s and ’70s. Vintage Indians, Hondas, Hodakas, and Kawasakis, especially the 2-strokes, brought me back to the enchanting smell of premix laced with single-track dust that was a big part of my teenage life.
The Copper Cart in Seligman is home to the Route 66 Motoporium, a small museum full of vintage motorcycles and memorabilia.
After a lengthy trip down moto-memory lane, it was time for lunch, and the legendary Delgadillo’s Snow Cap diner was just a block away. Juan Delgadillo and his wife, Mary, opened the Snow Cap in 1953, and Juan and his brother Angel formed the Historic Route 66 Association of Arizona. The Delgadillo family still owns and runs the historic diner, and I had a fantastic green chili burger and onion rings.
This 1936 Chevy is an eye-catching fixture in front of Delgadillo’s Snow Cap diner, a Route 66 institution in Seligman opened by Juan and Mary Delgadillo in 1953.
East of Seligman is a short stretch of the original Route 66 that runs into I-40 just before Ash Fork, and I noticed a few remnants of the Mother Road that are now spurs off the roadway. Beyond Ash Fork, much of Route 66 has been fully replaced with I-40, but there are still several towns that have embraced and preserved their historic Mother Road character.
Route 66 runs through the heart of Flagstaff, a bustling city with great restaurants, bars, hotels, and nearby attractions like the Grand Canyon.
Williams, just off I-40, was the last town to be bypassed by the interstate, and it still teems with Route 66 charm. The main street is lined with historic stone buildings filled with antique stores, diners, and bars. I motored by one of the more famous watering holes, the Sultana Bar, which was opened in 1912, predating Route 66 by more than a decade.
After Williams, I-40 is as attractive as an interstate can be. Views of the San Francisco Peaks tower impressively to the north, and vibrant evergreens line the road. Flagstaff is the largest city on the Arizona portion of Route 66 and is home to my alma mater, Northern Arizona University. The original Route 66 skirted the beautiful campus just to the west and north.
Built in 1950, the Wigwam Motel in Holbrook is a Route 66 icon.
Flagstaff boasts several original Mother Road attractions, including the historic downtown train station that houses the Flagstaff Visitor Center. On the way out of the city, I rolled past several diners that boast the Route 66 name, but my favorite is Miz Zip’s Route 66 Cafe. Then I felt the magnetic pull toward the Museum Club, an iconic Route 66 watering hole and one of my favorite college hangouts.
The majority of Route 66 east of Flagstaff has been replaced by I-40. While that is a shame, there is solace in the fact that many of the original attractions of the Mother Road era are still partially or fully intact on the way to the Arizona/New Mexico border. I took the short access road to the ruins of the Twin Arrows Trading Post. Up until very recently, both twin arrows still stood, but the ravages of weather and time toppled one. The trading post was a fixture on Route 66 since its opening in the late 1940s. Just across the freeway looms the new Twin Arrows Navajo Casino Resort.
Alas, only one arrow is still standing at the ruins of the Twin Arrows Trading Post between Flagstaff and Winslow.
Riding another 30 minutes east on the interstate, I exited at Winslow, which sits on another existing stretch of Route 66. The loop into Winslow is festooned with various Route 66 advertisements. My first stop in town was to look at the impressive red sandstone St. Joseph’s Catholic Church. After snapping a photo at Standin’ on the Corner Park, I saddled up and headed to my lodging for the night, the beautifully restored La Pasada Hotel (see sidebar below).
At Standin’ on the Corner Park in Winslow, Arizona, the author stands with a bronze statue of a balladeer resembling Jackson Browne, who co-wrote the famous Eagles’ song “Take It Easy” with Glenn Frey.
After settling into my room, I walked the grounds of the beautiful rail-side resort before sitting with a post-ride cocktail and watching the trains roll by. Later that night, I strolled back into downtown Winslow for some shopping and a chili relleno dinner at the tiny Brown Mug Cafe. An unassuming photo on the wall beside my booth showed a youthful Harrison Ford sitting in the same spot many decades back (he’s an avid motorcyclist, by the way, and also owns a GS!).
Some motorcycles you’ll find on Route 66 have seen better days.
After a great night’s sleep, I had one last stretch to complete my Arizona Route 66 tour. I rode the few miles to Holbrook, which is the last of the original historic towns on my eastward stretch of Route 66 and home to the Wigwam Motel. From Holbrook, it’s another 74 miles on I-40 to the New Mexico border.
I highly recommend riding what you can of any portion of the Mother Road. This Arizona stretch of Route 66 is best ridden from late spring to early fall, as the winters in northern Arizona are cold and snowy. Pack for variable conditions, and enjoy your ride down memory lane.
La Posada in Winslow is a crown jewel of the historic Fred Harvey railroad hotel empire. Designed in the 1920s by renowned architect Mary Elizabeth Jane Colter, it’s currently a first-class hotel, art gallery, and museum in an expansive garden setting. There is a gourmet restaurant on-site, and downtown Winslow is a short stroll away. The rooms are comfortable and well-appointed in a warm Southwestern motif, and photos of the hundreds of legendary actors and public figures who stayed at La Posada line the hallways. There is even safe designated motorcycle parking in front of the property. For more info, visit the La Posada website.
2024 MOTUL FIM Superbike World Championship leader Nicolo Bulega (Aruba.it Racing – Ducati) underwent surgery on Thursday, 28th March at the Oglio Po Hospital (Cremona). Performed by Professor Alessio Pedrazzini to address chronic exertional forearm compartment syndrome (arm pump), a common surgery in motorcycling racing, it was decided that after previous issues, to be solved before the third round of his rookie season.
The issue has been present since last winter and worsened during the Australian Round for Bulega and was aggravated last weekend in Barcelona, where severe pain threatened to limit the performance of the reigning Supersport World Champion. For this reason, in agreement with the Aruba.it Racing – Ducati team, the decision to perform surgery on Bulega’s right forearm has been made. He will now have plenty of time to recover from the operation and to get in the best condition for the third round of the 2024 WorldSBK season scheduled for April 19-21 at the TT Circuit in Assen, the Netherlands.
EVERY SECOND LIVE: watch all the action from 2024’s new era with the WorldSBK VideoPass!
Triumph Motorcycles will once again support the Distinguished Gentleman’s Ride, a worldwide riding event that raises awareness and funds for men’s mental health and prostate cancer. For 2024, Triumph and the DGR are pushing to host 1,000 rides across the globe, and Triumph will reward the top fundraiser with a Thruxton Final Edition motorcycle.
The Distinguished Gentleman’s Ride began in Sydney, Australia, in 2012 by Mark Hawwa, and it’s the world’s largest charity event for classic and vintage motorcycle enthusiasts. To date, the DGR has raised more than $45 million for prostate cancer research and men’s health. This year’s event will take place May 19 at various locations.
“In 2024, we have set ourselves the goal of reaching 1,000 cities around the world,” said Mark Hawwa, founder and director of DGR. “We have ridden with each other on the same day all around the world since 2012. Our community is one that comes together, despite borders and oceans, riding side by side to raise increasingly critical funds and awareness for men’s mental health and prostate cancer. DGR 2024 is the year that we celebrate our fellow gentlefolk around the world that we ride alongside, united by a passion, and driven by the cause.”
To help inspire riders to raise as much money as possible, Triumph will give away a Thruxton Final Edition to the top fundraiser. This last iteration of the Thruxton features a Competition Green paint scheme and hand-painted gold lining and is signed by the artist. The bike will come with a certificate of authenticity with the bike’s VIN number and signed by members of the design team and Triumph CEO Nick Bloor, as well as a Final Edition engine badge and graphic.
The top fundraiser in the DGR will receive a Triumph Thruxton Final Edition as a reward.
This year, Triumph is also releasing a new clothing lineup featuring DGR and Triumph brands to support the ride. In addition, 2024 will launch the Team Triumph global community and give clothing prizes to the top five fundraisers in the Team Triumph group.
“We share the DGR’s ambitious goal for 2024; to bring even more riders together, in more places around the globe, to raise even more money for men’s mental health and prostate cancer,” said Paul Stroud, chief commercial officer of Triumph Motorcycles. “We are working side by side with the DGR and our growing global dealer network to help achieve 1,000 Rides. This year, we will be rewarding the highest fundraiser with an iconic motorcycle, the Thruxton Final Edition, as well as donating five exclusive clothing prizes to Team Triumph fundraisers. In this way, we hope to unite and inspire Triumph riders across the world on May 19 to join Team Triumph, dress dapper, raise money, and enjoy the ride.
Registration for the 2024 Distinguished Gentleman’s Ride is now open on the DGR website.
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