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2016 EICMA and Intermot Recap

By Admin Admin
on November 11, 2016

2017 Ducati 1299 Superleggera

Ducati takes the world of Supersport road bikes to a completely new level by presenting the 1299 Superleggera, the first standard street bike with carbon fibre frame, swinging arm, subframe and wheels. The 1299 Superleggera is the greatest expression of engineering, technology and performance ever put into mass production by a motorcycle manufacturer.

The quintessence of Ducati is exclusive in everything, even in the limited number of these motorcycles produced: only 500, for a lucky few Ducatistas.

The fairing, also made of carbon fibre, is just the tip of the iceberg of a unique project that only a brand like Ducati with racing in its DNA could accomplish.

In fact, under the fairing hides the most powerful version of the Superquadro. With its 215 horsepower*, the Desmodromic EURO 4 engine on the 1299 Superleggera is the most powerful twin-cylinder ever produced, representing the best of Ducati technology.

The exclusivity of the 1299 Superleggera is underlined by the new electronic package that uses an inertial platform system with six axes (6D IMU - Inertial Measurement Unit) to manage the electronic controls that on this bike rise to a level of primacy. This system has made it possible to further develop the Ducati Traction Control EVO (DTC EVO) presented on the 1299 Panigale S Anniversario thanks to the introduction of the Ducati Slide Control (DSC) which ensures even better performance when exiting corners.

The 1299 Superleggera is also the first Ducati Superbike to be equipped with Ducati Power Launch (DPL), as well as the Engine Brake Control (EBC) already present on previous versions, reaching the incredible dry weight of 156 kg.

Availability: TBD


2017 Ducati Multistrada 950

The new Multistrada 950 combines comfort, style and superior performance with an incredible riding ease: this is the ideal bike for those who dream of riding a real Ducati. With its Testastretta 937 cc and 19" front wheel, the new Multistrada 950 is perfect for riding on all terrain, even for urban daily commuting, also thanks to its low consumption and extremely low ownership costs.

Pricing and colors
Availability: January 2017


2017 Ducati Monster 797

The Ducati Monster 797 is the entrance to the Ducati world and its values, style, sophistication and performance. It is a Monster, sporty and essential, and it's easy to ride, never intimidating: it is all you need to have undemanding fun. Furthermore, its versatility makes it the perfect gear for your everyday riding experience. The Monster 797 is available in three huge colours: Star White Silk, with red frame and wheels, the classic Ducati Red, with black frame and wheels and smart Dark Stealth with black frame and wheels. Available also in Plus version, equipped with passenger seat cover and wind shield.

Pricing and colors
Availability: April 2017

2017 Ducati Supersport and Supersport S

Eye-catching, fun and versatile, the SuperSport is a sport-road bike that, wherever its ridden, channels the energy and excitement of sport riding. From weekend roads to everyday roads, from city streets to twisting country highways. With a comfortable riding position, a dry weight of just 184 kg and the impressive performance of the Testastretta 11° engine, every ride becomes an opportunity to indulge your sporting instinct. Wherever, whenever, the SuperSport makes every motorcyclist a real rider: whichever road you take, get ready to experience it as never before.

Availability: April 2017

Designed for those looking for maximum sport performance, the SuperSport S version gives the SuperSport an even feistier edge. The "S" version sees the already-complete SuperSport equipment upgraded to provide a passenger seat cover, 48 mm Öhlins TiN-treated forks and an Öhlins monoshock with integrated gas cartridge, both fully adjustable. Ducati Quick Shift (DQS) up/down also comes as standard, the electronic system enabling clutch-free gear change, boosting the enjoyment of sports riding and lending a valuable hand in city traffic and on winding roads.

Pricing and colors
Availability: April 2017


2017 Ducati Monster 1200 and Monster 1200 S

The new Ducati Monster 1200 captures the essence of the original iconic Monster: the real naked sports bike. It evolves with a compact, light and sleek design, a powerful yet smooth engine and a world-class equipment. Its sporty attitude and class-leading performance deliver pure riding fun.

Availability: April 2017

The exclusive Monster 1200 S sharpens that Monster sports performance to an even finer edge thanks to premium componentry such as the sophisticated Öhlins suspensions and the Brembo M50 braking system. Moreover, the Monster 1200 S features wheels with three Y-spokes and exclusive "S" graphics as well as a front carbon mudguard. The front headlight with the DRL (Daytime Running Light) system and LED indicators complete the as-standard features.

Pricing and colors
Availability: April 2017


2017 Ducati Scrambler Desert Sled

Straight from the desert and mountains of California, Ducati Scrambler Desert Sled makes its entry in the Land of Joy, an enduro version inspired by the world of off-road motorcycles that made history in the United States during the 60s and 70s.

The name Desert Sled refers to standard motorcycles over 500 cc that were modified by riders for use in the Californian desert with knobbly tyres, reinforced suspensions, spoked wheels and engine protection plates to protect the bike against the debris of impassable desert roads. The Ducati Scrambler Desert Sled perfectly reflects this spirit without forgetting lifestyle values, and expands the Ducati Scrambler family with a new version dedicated to off-road style.

Desert Sled inherits the Urban Enduro logo as it is its explicit evolution. In fact, it is to its strong offroad character that we owe the new riding position characterised by a higher seat, a reinforced frame and fully adjustable suspension, the presence of a type-approved grid on the front headlight, the engine protection, and with the new Pirelli ScorpionTM Rally STR tyres with spoked wheels 19'' front / 17'' rear.

Pricing and colors
Availability: March 2017


2017 Ducati Scrambler Cafe Racer

The Ducati Scrambler Café Racer, Scrambler's interpretation of the legendary bikes that created a revolution in the motorcycle world, is an expression of free spirit and an emblem of style. Its "Black Coffee" colour brings back the 60s to today's Land of Joy. The typical Scrambler teardrop tank with interchangeable panels is combined with a new seat, specially designed and equipped with a seat cover for the passenger. The handlebars with mirrors attached to the ends are typical of 60s racing; the same goes for the Termignoni exhaust with double silencer, the headlight fairing, the side number holders and the new Pirelli Diablo™ Rosso II with 17'' aluminium wheels. The styling is a clear reference to the style of the Rockers that in those days sped through the streets of the English capital. The Ducati Scrambler Café Racer reinterprets what was one of the most influential movements in the history of motorcycling, recreating a legend with a contemporary character reflecting the essence of the Scrambler.

Availability: April 2017


2017 Triumph Street Scrambler

The all new Street Scrambler has been designed to deliver a more purposeful and beautiful Scrambler style, with unique features and detailing.

Sharing the same contemporary custom principles as the Street Twin, the new Street Scrambler has the iconic Bonneville silhouette combined with clean lines, minimal bodywork, contemporary finishes and sleek fuel tank.

Completing its distinctive style is a host of purposeful scrambler features, including an interchangeable pillion seat and aluminium rear rack, removable pillion pegs and hangers, adventure style front pegs and bash plate.

The dedicated new chassis has longer rear shocks, a 19 inch front wheel, wide handlebars and a low seat height. Fitted with Metzeler Tourance tyres, the new Street Scrambler is designed to deliver real capability and control on every type of road.

Ready to personalise, you can choose from over 150 accessories to add even more off-road attitude and style.

Pricing and colors
Availability: February 2017


2017 Triumph Street Cup

The Street Cup is a stunning new addition to the Street Family. Born from the stripped back style of the Street Twin, it delivers a stunning street racer attitude, bringing together the minimal bodywork details and contemporary finishes of the Street Twin, with a host of new urban sports features, such as an authentic bullet seat and removable café racer seat cowl.

With dynamic urban sports focused ergonomics, dropped ‘Ace’ bars and dedicated rear suspension, the new Street Cup delivers an engaging riding position with smooth and agile handling.

The 900cc high-torque Bonneville engine is perfectly tuned for a blast around town, or escaping it all on twisty B-roads. Wherever you ride you are always accompanied by a raw, rich soundtrack from its shorter, lighter twin upswept satin black and stainless steel silencers.

The sensitive incorporation of rider focused technology, ride-by-wire, switchable traction control, ABS, torque-assist clutch and low seat height, provide an enhanced level of confidence, comfort and control.

Pricing and colors
Availability: November 2016


2017 Triumph T100

Beautifully styled and now even more accessible, the Bonneville T100 and T100 Black are great new entry points to the classic Bonneville family.

Inspired by the iconic ‘59 Bonneville, the T100 models have their own distinctive character that incorporates more of the original Bonneville DNA, along with many of the stunning finishes, features and details of the larger Bonneville T120 and T120 Black. The T100s offer thrilling performance from the 900cc high-torque Bonneville engine, delivering greater torque, better fuel economy and a rich deep exhaust note.

The dedicated T100 chassis and suspension work together to provide a smooth ride, along with easy, neutral handling and sensitive incorporation of rider focused technology, with ABS, traction control and a torque-assist clutch to give that extra level of comfort and control. The T100 range is available in beautiful classic and stylish contemporary colours and there are over 150 accessories available to personalise your bike.

Pricing and colors
Availability: November 2016


2017 Triumph T100 Black

The new Bonneville T100 Black is loaded with urban style and attitude. Brimming with sophistication and individuality, the T100 Black takes styling to a whole new level with fully blacked-out high-quality details, including wheel rims, engine finish and beautiful twin skin ‘peashooter’ exhaust in a matt black finish for a truly distinguished look.

Availability: November 2016


2017 Triumph Bobber

Brutally beautiful, the new Bonneville Bobber is a genuine factory custom. It perfectly encapsulates the minimalistic styling principles, muscular stance and purposeful engineering attitude of a genuine Bobber.

Stripping the Bonneville T120 back to its purest essence it delivers all the hallmarks of a real bobber. With clean lines and low stance, single seat, wide flat bars, minimal bodywork and headlight, sculpted tank, wire spoked wheels, with wide rear wheel and that all important hard tail look.

An all-new chassis, suspension and frame deliver a supremely confident, dynamic and comfortable category defining ride. With an innovative elegantly engineered adjustable seat and clock position to suit the rider and riding style. The stunning ‘swing cage’ hard tail set-up and hidden mono-shock suspension make the bobber as dynamic and thrilling to ride as it is to look at.

All electronic components are hidden from view so as not to compromise its clean lines. Rider focused technology and the signature Bonnie straight-line ‘hidden cat box’ exhaust run, are all neatly incorporated without interfering with the Bobber’s stunning looks.

At the heart of the Bobber is a category-leading, high-torque Bonneville 1200cc engine with a dedicated Bobber tune for even more torque and power low down and twin slash cut sawn off peashooter silencers and unique twin airbox and filters to surround the rider in a pure Bonneville hot rod sound.

The Bonneville Bobber has over 150 additional accessories available to enhance its beauty further and make it truly unique.

Pricing and colors
Availability: February 2017


2017 Vespa 946 RED

The Piaggio Group and (RED) announce the start of a partnership in support of raising funds to finance programs that battle against AIDS. Attending the event that launched collaboration between Piaggio and (RED) was also Bill Gates who, with the Bill & Melinda Gates Foundation, is one of the main global protagonists in the battle for health and wellbeing in developing countries.
Vespa, the most beloved and famous two-wheeler brand in the world, has developed a (RED) vehicle to support the ambitious endeavor. From the sale of each unit, $150 (USD) will go toward supporting the activities of the Global Fund for the battle against AIDS, tuberculosis and malaria. Two globally recognized brands combine forces in the battle for a world where no child will be born with the HIV virus.
The partnership with (RED), one of the most prestigious institutions in the world, represents another concrete commitment by Piaggio in this area.” The Piaggio Group CEO and MD, Roberto Colaninno, emphasizes, “We are happy and proud today to have been chosen by (RED) to represent the mobility sector as one of their partners. This will be a global collaboration between two organizations recognized all over the world as symbols of professionalism and excellence.
The Vespa (RED) that will be presented in its definitive form at the next EICMA show (Milan from 10 to 13 November) was on display today in Rome as a sneak peek during a Global Fund event at the National Institute of Health.
The Vespa models manufactured in partnership with (RED) will be sold in Europe, Asia, the Pacific and the United States. The first group of Vespa (RED) vehicles will go on sale in December 2016, to coincide with (RED)’s Shopathon campaign.
Founded in 2006 by Bono and Bobby Shriver, (RED) has contributed $350 million (USD) to the Global Fund in the battle against AIDS, Tuberculosis and Malaria. These funds have arrived in Ghana, Kenya, Lesotho, Rwanda, South Africa, Swaziland, Tanzania and Zambia, with 100% of the resources destined to activities on site. (RED)'s support for the Global Fund has had an impact on more than 70 million people with prevention, treatment and consulting operations, as well as HIV tests and assistance services.
Deborah Dugan, CEO, (RED) said: “We’re honored to have Piaggio join the AIDS fight with the launch of their iconic (Vespa) RED that will raise money to support the critical work of the Global Fund.”
With more than 18 million vehicles sold around the world since 1946, Vespa is a unique case in the history of individual mobility. First introduced as the vehicle that would relaunch Europe in the post war era, it has become a symbol of freedom, uniting different generations all over the five continents and today it is a globally recognized icon of Italian style.
The Piaggio Group has historically been sensitive to the problems connected with protecting the health of children. An example of this is the recent Vespa For Children initiative, an international charity that, in collaboration with the Bambino Gesù Hospital of Rome, paved the way for a medical-surgical program at the National Hospital For Pediatrics of Hanoi in Vietnam.


Availability: Before the end of the year.


2017 Vespa GTV 300 Portofino Green

It has been a decade since the GTV was first introduced in 2007. During this time, it has been one of the most sought after Vespa scooters, but in Portofino Green, it was an instant classic!
Like other 300cc Vespas it has the amazing 21 HP (15.8 kW) motor, ABS, ASR (Traction Control) and the timeless style of Vespa. It wears the beautiful and sought after Portofino Green livery with brown saddle, chrome wheels, chrome accents, and a fenderlight that is a styling link to the first Vespa 98’s aircraft landing gear inspired front end.


Availability: November 2016


TTRNO Carra Custom Ducati Scrambler

By Admin Admin
on September 28, 2016

Our friends at wrote this awesome blog on the newest #TTRNOCustom.  Check it out!

The new Ducati Scrambler is rapidly becoming one of the most popular modern platforms for custom motorcycle builders, as a result of its relatively affordable sticker price and its simple construction. It’s now joined the ranks of the Harley-Davidson Sportster, the Triumph Bonneville, and the Honda CB750 as a foundational model for the modern custom motorcycle community.

This particular Ducati Scrambler is perhaps a little more special than most, it was built by TTRNO out of New Orleans for a New York television producer with an eye for detail and a clear vision of what he wanted. 152 emails went back and forth containing ideas, influences, concepts, and other motorcycle builds before a final rendering was selected and work began.

The Ducati Scrambler was chosen because it’s a modern, reliable motorcycle with iconic styling and exactly the kind of sharp, punchy handling you’d want in a bike that’ll be used in a city like New York. One of the primary objectives was to strip anything off the bike that could be removed without affecting performance, in order to get kerb weight as low as possible.

The beautiful stitched leather seat was made bespoke by Karl Vosloh, the exhaust was welded up by the team at Royal-T Racing, and the freshly painted fuel tank finished the build off. The team at TTRNO decided to call their new custom the Carra Scrambler, and since its completion it’s been loaded up onto the truck and sent to its new owner in New York – so keep an eye out for it if you live in the Big Apple.

Interestingly the family team at TTRNO started out as a Vespa dealership, after a trip to Rome they’d become enamoured with scooters as an efficient means of transportation, so they set up their own dealership in New Orleans. The company has expanded significantly since then – and high-end custom motorcycle work is their newest expansion.

Thanks Silodrome!

2015 EICMA Recap, Part 2: Ducati

By Admin Admin
on November 18, 2015

2016 XDiavel

Dauntless, irreverent, unheard of, the new XDiavel breaches the world of cruisers with Ducati values, merging concepts that apparently stand worlds apart. Travelling and relaxing to the comfort of forward controls combines with the performance and handling of a real Ducati. The new Ducati Testastretta DVT 1262 engine reconciles the two different personalities of the XDiavel, ensuring superbike muscle and a flat torque curve from the low rev range upwards.

2016 XDiavel S

Every detail adds strength to the character of the new Ducati XDiavel. Premium quality materials and refined finishing blend with top-level technology in the S version to bring the most unique and unmatched design to life. Guarded at the heart of the motorcycle, the new Ducati Testastretta DVT 1262 engine is the undeniable centrepiece. Shiny and black with machined details in full view, ready to deliver terrific torque throughout the rev range.

2016 Multistrada 1200 Pikes Peak

Ready to take on the toughest challenge, the new Multistrada 1200 Pikes Peak in racing livery boasts highperformance specifications including a fully adjustable Öhlins fork and premium quality TTX36 rear shock.
Ultralight carbon fibre componentry and the internationally homologated Ducati Performance by Termignoni carbon fibre silencer, enhance the motorcycle's competitive spirit.

2016 Multistrada Enduro

Time to reconceive the heights of performance and technology and rewrite the rules of adventure. The new Multistrada 1200 Enduro takes travel into a new domain. 160 hp Ducati Testastretta DVT engine, 30-litre fuel tank, 19" front wheel, spoked wheels and 200 mm of wheel travel. However far, in whatever circumstance, Ducati technology, performance and comfort redefine the boundaries of every adventure.

2016 Ducati 959 Panigale

The fine balance between performance and control that every supersport motorcycle strives to achieve reaches its pinnacle in the new 959 Panigale. All combined in a unique design, which hallmarks the bike as an immediately recognizable member of the Ducati Superbike family. Lightweight and ready to thrill, thanks to its new 955 cc Superquadro engine and exclusive monocoque frame that ensure great handling and precision control. High level componentry such as a Brembo monobloc braking system with Bosch ABS, a slipper clutch, a Showa BPF fork and fully adjustable Sachs rear monoshock, and Riding Modes and Ducati Quick Shift all provide maximum control and safety.

2016 Ducati Hypermotard 939

Fun has no limits. Powered by the new Testastretta 11° 113 hp engine and with Riding Mode technology, Power Modes and the Ducati Safety Pack with ABS and Traction Control, the Hypermotard 939 turns every road into safely controlled, two-wheeled delight. Combining handling, horsepower and enthusiasm, the Hypermotard 939 brings 100% enjoyment to every ride.

2016 Ducati Hypermotard 939 SP

Thrilling performance pushed to the edge. Set-up to hit the road as if it were a track. Fully adjustable Öhlins suspension and Ducati Safety Pack including ABS and Traction Control. Lightweight and agile thanks to the forged Marchesini wheels. The Hypermotard 939 SP brings its decidedly sporting temperament to the forefront, enhanced by an exclusive livery. Hypermotard 939 SP: a dose of pure adrenaline.

2016 Hyperstrada 939

The Hyperstrada 939 extends the hypermotard concept to fascinating new horizons. ABS, DTC, windshield, side bags, dedicated ergonomics and a series of touring features offering a new riding experience for everyone who loves curves, even when they're far away from home.
Hyperstrada 939: broaden the horizons of your emotions.

2016 Ducati Scrambler Flat Track Pro

A real tribute to American dirt track racing: the new Ducati Scrambler Flat Track Pro, an evolution of the Ducati Scrambler Full Throttle, that recalls the world of American Flat Track racing. It mounts low variable section handlebars, a Termignoni exhaust, and is finished with alloy wheels. It is inspired by the motorcycles ridden by Troy Bayliss and Johnny Lewis at the 2015 American AMA Pro Flat Track championship and adds premium innovative details to the current Ducati Scrambler range. New features include side number plates, dedicated grips, a gas tank with graphics inspired by the race bikes, a “Racing Yellow” color and a uniquely designed seat. Additionally, machined details include footrests, rear view mirrors, and a brake fluid reservoir cap, which embellish this racing model of pure and free.

2016 Ducati Scrambler Sixty2

Sixty2 is a Ducati Scrambler inspired by the youth culture of skateboarding, surfing and pop music. That's why Sixty2, the most “popular” Ducati Scrambler of all time, is the new "pop icon“. The design, a highly expressive version of the Ducati Scrambler, finds a new form in its steel tank with integrated fuel tank cover. The graphics and the dedicated logo make it immediately recognizable, as well the three exclusive colors: Atomic Tangerine, Ocean Grey and Shining Black.

2015 EICMA Recap, Part 1: Triumph

By Admin Admin
on November 18, 2015

Announced shortly before EICMA, the new Bonneville line from Triumph:

2016 Triumph Bonneville
It is with great excitement that Triumph is announcing the next generation of Triumph Bonneville motorcycles for 2016! Five sensational, all-new members of the Bonneville family were introduced at Triumph’s Global Dealer Conference in London, England. The new Bonnevilles will be more beautiful, more powerful and more capable than any of their predecessors.

Street Twin:
The most contemporary, fun and accessible new Bonneville. Powered by an all-new liquid-cooled 900cc high torque engine – producing 18% more torque than the previous generation. This is a smaller, lighter, yet more powerful Bonneville with unique character, distinctive sound and minimalist styling. Colors options for the Street Twin include Cranberry Red, Aluminum Silver, Phantom Black and Matte Jet Black. Street Twins are expected to arrive at dealerships in January. Indicative pricing on the Street Twin will be $8,700 (Jet Black) and $8,950 (Matte Black, Cranberry Red, Aluminum Silver).

Bonneville T120:
Featuring the iconic character of the original 1959 model, the new T120 is a modern take on the timeless classic. Crafted to the highest standard of detailing, quality and finish, it’s powered by an all-new liquid-cooled 1200cc high torque engine, producing 54% higher peak torque than the previous generation T100. Color options for the T120 include Cinder Red, Jet Black, duo-tone Cranberry Red/Aluminum Silver, and duo-tone Jet Black/Pure White. Bonneville T120s are expected to arrive at dealerships in March. Indicative pricing on the T120 will be $11,500 (Jet Black), $11,750 (Cinder Red) and $12,000 (all duo-tones).
Bonneville T120 Black:
A blacked-out version of the classic T120, the T120 Black boasts the same 1200cc high torque engine, but with an attitude and styling all its own. It features all-black detailing, including black rims, grab rail, exhaust and engine finish complemented by a sophisticated dark brown seat. Color options for the T120 Black include Jet Black and Matte Graphite. Bonneville T120 Blacks are expected to arrive at dealerships in March. Indicative pricing on the T120 Black will be $11,500 (Jet Black) and $11,750 (Matte Graphite).

Beautifully styled, with a very high level of finish and detailing, the breath-taking new Thruxton returns the café racer to its performance roots. It features an all-new 1200cc high-power ‘Thruxton spec’ engine, producing an amazing 62% higher peak torque than the previous generation. Mated with an all-new dedicated chassis and suspension, it boasts a level of handling, agility and capability to match its imposing, aggressive styling. Color options for the Thruxton include Competition Green, Pure White, and Jet Black. Thruxtons are expected to arrive at dealerships in May. Indicative pricing on the Thruxtons will be $12,500 (Jet Black), $12,750 (Competition Green, Pure White).
Thruxton R:
The more contemporary Thruxton R is simply the most thrilling and full-blooded sports classic you can buy. Building on the capability of the Thruxton, the Thruxton R is equipped to a higher specification with Brembo monobloc calipers, Showa big piston forks, Öhlins rear suspension and Pirelli Diablo Rosso Corsa Tyres. Color options for the Thruxton R include Diablo Red and Silver Ice. Thruxton Rs are expected to arrive at dealerships in April. Indicative pricing on the Thruxton R will be $14,500.


2016 Triumph Speed Triple S and Speed Triple R

The new Triumph Speed Triple S and Speed Triple R take the legacy of the first factory street fighter to a completely new level in terms of performance, agility, power, handling and capability. Centered around a new 1050cc three-cylinder engine, the new Speed Triple S and R redefine the naked performance roadster. The engine features 104 new developments that combine to deliver more power and more torque across the entire rev range while also delivering increased fuel efficiency. These developments include a new combustion chamber, new cylinder head, a new machined crank, new piston design and new ‘Ride-by-Wire’ throttle bodies. Additional developments also include a slip-assist clutch, smaller, more efficient radiator and a new free-flowing exhaust that has a 70% increase in flow rate.
The new Speed Triple S and Speed Triple R also feature a suite of rider-focused technology. Among the features that add to the Speed Triple’s performance and capability are a new, advanced ECU including switchable ABS and switchable Traction Control. Coupled with the new adjustable Ride-by-Wire throttle, it offers increased feel, responsiveness and control. There are now five distinct riding modes to choose from: Road, Rain, Sport, Track and a Rider Configurable mode that allows the rider to set-up the motorcycle to their personal preferences.
Also key to the new Speed Triple S and R is the aggressive, athletic styling. A low, lithe stance is accentuated by sleek new bodywork and a completely new, Daytona 675R-inspired tailpiece. The narrow, focused design also features the Speed Triple’s signature twin headlights, now redesigned and incorporating new, distinctive accent lighting. All this has been achieved without losing any of the naked minimalist beauty that is synonymous with the Speed Triple. 


2016 Triumph Tiger Explorer 1200 XR, Tiger Explorer 1200 XC, Tiger Explorer 1200 XRX, Tiger Explorer 1200 XCX, Tiger Explorer 1200 XRT & Tiger Explorer 1200 XCA

Triumph Motorcycles is excited to officially announce the all-new Tiger Explorer range, featuring six new models. The new Tiger Explorer family has been conceived, designed and built to deliver the ultimate transcontinental adventure motorcycle for every adventure rider.

The new range is divided into two distinct model variants – the XR series, designed and optimized to deliver the ultimate on-road ride – and the XC series, designed to excel off-road. Both the XR and XC variants are more than capable of performing in either environment.
The new range includes:
Tiger Explorer XR & XC – The range-entry models offering fully adjustable WP suspension, standard multi-channel switchable ABS and Traction Control and a new 1215cc triple engine – the most powerful in the adventure segment.
Tiger Explorer XRx & XCx – Higher specification models that offer ground-breaking Triumph Semi Active Suspension System (TSAS) and an Inertial Measurement Unit for cornering-optimized Traction Control and ABS.
Tiger Explorer XRT & XCA – The highest spec, range-topping models offering an extraordinary level of equipment and technology to provide a motorcycle completely prepared for any adventure – no matter the distance or destination.
The all-new Triumph Tiger Explorer range combines distinctive British character, premium componentry and a host of advanced, rider-focused technology to achieve an unprecedented level of adventure and touring capability. With its choice of specifications and switchable, selectable and programmable features, the Tiger Explorer range allows riders to tailor their desired adventure, to go anywhere and everywhere from the daily commute to the far corners of the earth.

TTRNO's Thruxton Cup Bike - Suspension

By Maxwell Materne
on May 28, 2015

Racing a bone stock Triumph Thruxton isn’t ideal, not even in the Thruxton Cup, but I made a plan for the season and I’m sticking with it!  I’m only making modifications one at a time so that I know EXACTLY what’s making me faster.  Last race the bike was bone stock, this time suspension was the name of the game.  The best options for the Thruxton Cup, Traxxion Dynamics AK-20 cartridges in the front forks and Gazi Hyper X rear shocks was what I went with.  I showed up to the track the morning of the race with nothing installed… not a good start, but quickly threw my bike on the lift and swapped out the forks and shocks just in time to miss the last practice session.  At this point my first ride on new / un-tuned suspension would be the F2 race against a gaggle of Suzuki SV650s.  The bike felt good but not great, smooth but not planted and quicker but actually wasn’t.  I WAS 2 SECONDS SLOWER!  I got all the trick stuff, but didn’t do any better.  There were 2 things that contributed to this; I didn’t practice and shake off the cobwebs, but more importantly, I didn’t tune my suspension!  Throwing on expensive “go-fast” gadgets is what most motorcycle riders do, thinking that by simply having the things that the fast guys have they will become a fast guy.  Without tuning my performance suspension the bike was just as unruly as with stock suspension, it simply felt better because I was going slower.


About an hour after my first race of the day was the main event, the Thruxton Cup race.  I set my suspension to a baseline setting, that I came up with by jumping up and down on it, then headed out for my warm-up lap.   I lined up on the grid next to Doug Polen, the ‘91 - ‘92 World Superbike champion and ‘93 AMA Superbike champion.  That’s the exact moment when my heart sank.  I was in the presence of a legend, competing with a legend, and on a bike that was stock all except for the suspension, which might as well have been stock.


The green flag dropped and I had a great start, ended up in the middle of the pack and was able to gain a few positions as the turns flew by.  The bike felt a lot more planted this time and I was able to pick up throttle sooner without upsetting the chassis.  When there is someone to chase the laps seem go by faster and with Doug Polen in my sights the race was over before I realized.  I started in 17th position and finished in 4th behind a world champion and two national champions, overall not too shabby.  


The results were great, but I needed to get this suspension dialed in if I’m going to collect more gold.  That’s when I turned to my good friend Dave Moss from  In the videos below he explains what my suspension baseline settings were after I finished this race:

Now that we know where I am starting it’s time to do some live tuning on the track.  Below is a video of how he adjusted my suspension as I came in from each practice session to end up with the perfect setup for me.  

Max Materne's Thruxton Cup bike settings:


  • Forks flush with the upper triple clamp
  • Traxxion Dynamics fork kit
  • 0.90 front springs
  • Preload at zero (all the way counter clockwise)
  • Rebound .25 of a turn out from maximum
  • Compression 1.25 turns out form maximum
  • Shock length at +2mm on ride height adjuster
  • Preload with 4 threads showing
  • Compression at 10 clicks from maximum
  • Rebound at 14 clicks from maximum
  • Font tire, Continental Road Attack II Evo
  • Rear tire, Bridgestone BT-003 RS
  • Cold starting pressures, 30F, 28R


Session 1:

  • Ride the bike, assess wet track conditions and get the tires and suspension oil hot. Come in at the end of the session and assess carcass temps and suspension.
  • changes shock preload to get some static sag
  • change shock rebound as it was too slow
  • change fork rebound as it was too slow
  • remove 2psi from the front tire
  • remove 1psi from the rear tire


Session 2:

  • Ride for 4 laps and come in to assess carcass temps and fork travel as the track was drying
  • fork travel bottomed out so preload added
  • shock rebound still to slow so damping removed


Settings by lunch

  • Forks flush with the upper triple clamp
  • Preload at two turns in
  • Rebound .75 of a turn out from maximum
  • Compression 1.5 turns out form maximum
  • Shock length at +2mm on ride height adjuster
  • Preload with 4 threads showing
  • Compression at 10 clicks from maximum
  • Rebound at 18 clicks from maximum


Session 3:

  • Dry track so focus on braking and flickability in the esses section for 4 laps and come in.
  • change fork preload to 4 turns in
  • fork compression to 1.25 turns out
  • fork rebound to 1 turn out
  • shock rebound to 20 clicks out
  • lower the front end by 4mm for better turn in


Session 4:

  • Push the bike hard on the side of the tire to test chassis stability and be aggressive in traffic
  • preload to 6.25 turns in
  • fork rebound to 1.25 turns out
  • shock compression to 5 clicks out
  • shock rebound to 19 clicks out


Session 5:

  • Free ride to test the bike at full pace as traffic permitted.


End of day settings:

  • Fork height at -4mm from the joint of the cap and tube to the upper triple clamp
  • Preload at 6.25 turns in
  • Compression at 1.25 turns out
  • Rebound at 1.25 turns out
  • Shock at +2mm ride height
  • Preload with 2 threads showing
  • Compression at 5 clicks out
  • Rebound at 19 clicks out
  • Cold tire pressures, 31F, 28R at 100* track temp


Now that the suspension is finally dialed in, it’s time to race the fastest guy I know… fellow Triumph dealer John Beldock from Erico Motorsports.  Stay tuned for next week’s article on how that went!

Maxwell Materne


Ducati Variable Valve Timing

By Admin Admin
on April 15, 2015

By Rob Evans

In a piston engine, the valve timing is the precise timing of the opening and closing of the valves. Opening and closing the valves at certain intervals gives an engine a definitive power delivery curve and character. In this article, we’re going to scratch the surface as to what affects valve timing has on engine power and the compromises that need to be made when choosing valve timing.

To create a very torquey and smooth engine, the intake valves aren’t opened until the exhaust valves have closed. This creates a very clean combustion event, but limits the speed intake air can come into and exit the cylinders, restricting maximum power output. To have an engine make more power at high engine speeds, the intake and exhaust valves have be open simultaneously for a short time. The time that all valves are open together (when the closing of the exhaust valves overlaps the opening of the intakes) is called valve overlap.  

When the exhaust valves are still open during the intake stroke, the exiting exhaust gases create a vacuum in the cylinder, forcing the incoming air to a higher velocity. The faster the air can get into and out of the engine, the more power can be made. The drawback to large-valve overlap is at low engine speeds the exhaust velocity is too low to create an advantage. When this occurs, the engine will be very rough and produce less torque as some of the intake charge escapes through the open exhaust valve.

Honda introduced their variable valve timing system VTEC to the world in the 1990 Honda NSX. This revolutionary system worked flawlessly and is still in use today. VTEC does however, have limitations. Honda’s idea was to have an engine that could burn very cleanly and be easy to drive with minimal fuel consumption at low engine speeds and also have high horsepower at higher engine speeds. In the 80s when this system was being developed and designed, fancy electronics were not yet around, so a simple solution was hatched. A small lift and small duration (the amount of time the valves are open) camshaft is used for great low speed performance and efficiency; at high engine speeds, a separate cam lobe and rocker arm was engaged to lift the valves higher and keep them open for longer.

The orange ‘vtec’ camshaft lobe is engaged at high rpm, using more lift and duration than the standard blue lobes.

The limitation to this design is that there are effectively two camshaft profiles and a switch that actuates them; there is no inbetween setting. Ducati’s solution to this compromise is incredibly simple and effective. Borrowing technology that Audi has implemented in its cars for many years, an infinitely variable timing control solenoid is used to alter valve timing within a given range, not only ‘on’ or ‘off’ as with VTEC. This enables the DVT equipped machines to have little or no valve overlap at lower engine speeds providing a smooth riding experience with abundant torque. As the engine speeds increase, the solenoid is constantly increasing overlap based on throttle position to give a smooth increase in power. The variable adjustment means the timing changes will be imperceptible to the rider. Anyone that has ridden Honda’s VFR can attest to the near violent change in power when the timing is altered with VTEC.

The available timing adjustment can be measured with the range of the slots provided on the camshaft wheel. As the wheel slides one direction, it advances the camshaft timing opening the valves earlier in the stroke. In the other direction, the timing is retarded, opening and closing the valves later in the stroke. There is one actuator per camshaft working independently from one another. Another benefit to this setup is the reduction of part count. There are few mechanical pieces to fail meaning this will be a very reliable system. In a worse case scenario, should one of the DVT components fail, the camshaft timing will simply be locked in one position and not prevent the engine from running. Aside from pneumatic valve actuation, which is atleast decade away from production in cars and well beyond that for motorcycles, this as uncompromised as a valvetrain can get.

Super-Lil-Vespa; It’s all about the back-story…

By Admin Admin
on March 05, 2015

During Amerivespa 2014 in New Orleans, TTRNO and some members of ScooterWest in San Diego customized a Silver 2007 250cc Vespa GTS, pulled out all the stops to soup it up and “twin” it to the 2014 Ducati 1199 Superleggera special edition racing bike that was getting a lot of press and awe in the motorcycle world. Ducati is known for it’s neon red racing color, but they had it specially designed, it’s wheels and body frame are magnesium, hence the Super Lil’s magnesium colored wheels. Ducati is also known for it use of carbon fiber fenders, etc.

The result of the “twin” custom was this excellent Vespa. I loved it when I saw it during Amerivespa and I didn’t even know the story behind it! It’s the only neon colored bike I’d ever consider riding, and that’s only because of the paint job and carbon fiber touches. The black LED turn signal kit is wicked cool and I hadn’t even heard the pipe they put on it… Until the other day when a good friend of mine was looking at the bike. Of course we started and had to rev it a bit. Not just for him but kinda’ really because there are several of us who love that little bike. (any excuse to rev it!) I did take a little video so you can take a little listen for yourself (video and pictures below).

All of this back story because I was scoping out the bikes in the garage the other day and noticed the heated hand grips so I wished I could test ride it to work and back on a couple of these freezing temperature days we’ve been having and posted a couple pictures.

I’d like to own this bike but I don’t want (and have no need for) two scooters. But ohhhh, it would suit me, I mean… it being so unique.

Come see it if you want, we love revving the engine, and I figure it needs a good rev every now and again.

By Andrea Calloway

The 1199’s Torque Deficit

By Admin Admin
on March 04, 2015

By Rob Evans

Ducati made their name in racing using the Ltwin engine. Most of Ducati’s competition produced inline 4 cylinder machines of slightly lesser displacement. The Ltwin’s benefit is mid-range torque and grunt in corner exit while sacrificing top end horsepower to the 4 cylinder machines. The Ltwin couldn’t rev as high as the competition and the lack of valve surface area meant the 4 cylinder machines were faster on longer straights. In an effort to close the horsepower gap, Ducati has redesigned its engines continuously in the pursuit of higher revs and top end power. The culmination of this research, development and evolution is the 1199 Panigale that is capable of revving to an insane 12,000rpm in ‘R’ trim level. However, the top end power seems to come with a caveat that the engines no longer produce huge midrange torque they once did. Journalist and forum members alike are quick to point out that the oversquare nature of its engine (meaning the bore is larger than the stroke’s length) is the cause of this strange delivery of power yet, a little bit of research shows that isn’t true.

The original 851 superbike used a 92mm bore with a 64mm stroke, giving it a 1.39:1 bore/stroke ratio, oversquare, but not extreme by today’s standards. The redesigned 955cc machine utilized 96mm bore and 66mm stroke for a 1.45:1 bore/stroke ratio, all the while producing more horsepower and torque everywhere. The 996R got another bump in bore size to 98mm, stroke remained the same increasing the ratio to 1.48:1. The 999RS won the WSBK manufacturer’s championship 3 of the 5 seasons it competed. However being pushed to keep up with the now legal 1000cc 4cyl machines, Ducati used its shortest stroke ever, 58.8mm coupled with a bore of 104mm. This was the most extreme rod/stroke ratio to date of 1.77:1. Once Ducati was allowed to use 1200cc engines in WSBK, the 1098R was designed around a very oversquare 106mm bore and 67.9mm stroke (1.56:1 ratio). Each step in bore size allowed for larger diameter intake and exhaust valves to better fill and evacuate the cylinders at high rpm, a key to making horsepower. All of these models were praised for their intense torque delivery and usable power on corner exits. When the 1199 was introduced, Ducati pushed the boundaries farther with an even more radical bore/stroke ratio of 1.84:1. The bore was now a massive 112mm and stroke an incredibly short 60.7mm. While this ratio seems extreme compared to models past, if we dig deeper, it isn’t the first to use a ratio as wild as this. The same ratio was used by famous Cosworth racing V8s that had decades of great racing success in Formula 1, partially because of their very linear torque delivery making the power more accessible more of the time. How is it then, that the Superquadro engine has a reputation for a lack of midrange torque and a very peaky power delivery?

1199 and 1198 dynograph comparison

The dyno graphs don’t lie; the 1199 makes less power and torque than its predecessor until the very top of the rev range, with a very obvious dent in power from 4,000-7,000rpm. Most journalists tout the Superquadro engine as being very peaky because of it’s oversquare design implying oversquare engine design has ruined Ducati’s legendary bottom end torque. So why has the new engine lost some of that flat torque curve?  In the late v-8 era of Formula1, most teams’ stroke ratios are approaching 2.5:1 and maintained flat torque curves and excellent power delivery.

The problem that no one seems to be pointing to stems from how effectively air gets into and out of the cylinders. At the most basic level, the camshaft opens, and closes the valves. To increase the efficiency at high rpm, both the intake valves and exhaust valves must remain open simultaneously for a short period.  The reasoning behind this is that by opening the opening the exhaust valves the pressure in the cylinder decreases, helping to ‘pull’ the incoming charge in past the intake valves and into the cylinder; this is known as valve overlap. Ducati Superbikes have continuously increased valve overlap boost high rpm power. The trade off is the ability to fill the cylinder at low rpm, where very little to no overlap is beneficial. The road based Multistrada  uses an engine called the ‘Testastretta 11 degree’ sporting a narrow-head with 11 degrees of overlap, while by comparison the engines in the 1198 and 1199 use  41 degrees of valve overlap. This helps to explain the shape of their power curves.

Multistrada and 1198 dynograph comparison

As demonstrated in the dynograph above, the 11 degree overlap of the Multistrada makes it out punch even the 1198 in torque and horsepower until 6500rpm. Past 7500rpm, the small overlap limits the Multistrada’s ability to get air into and out of the cylinders fast enough thereby torque begins to downturn where the 1198 pulls ahead.

With equal valve overlap, the 1198 trounces the 1199 in power delivery until very high engine speeds. To determine the reason we must look at other compromises made during design. The most important of which is the exhaust system diameter and its routing. In an effort to centralize mass and lower the polar moment of inertia, Ducati routed the exhaust of the Panigale so that it exits beneath the bike. This makes the bike easier to tip from side to side and overall positively effects handling characteristics. The compromise is that it doesn’t leave very much length for the exhaust piping. The exhaust pipe length is determined by many factors and specifications of the engine. Pipe diameter and length play an important part in maintaining exhaust gas velocity. The higher the exhaust gas velocity is, the easier it escapes the system and the more effectively it creates a low pressure area that helps pull the intake air into the cylinders during that huge valve overlap period. Imagine a vacuum cleaner sucking at the exhaust of the motorcycle, helping the intake air reach higher velocity than it could on its own; a very well designed system creates a similar effect. A carefully executed exhaust system takes crank angle, valve opening and closing events, rpm and several other factors into account to take advantage of exhaust pulses the engine produces to make the most horsepower and torque everywhere in the rev range.

Shown below is a photo of the exhaust system of the WSBK Ducati team compared to a road bike with the standard exhaust routing. Notice the pipe on the outside of the swingarm near the rider’s right foot on the WSBK machine? The original equipment exhaust system, and even most on the market are not designed this way.


             2014 WSBK Ducati 1199                                            2014 1199 road bike

Nicholas Udstad, a technician at TTRNO designed an exhaust system around the same principles the WSBK team used to get the most power possible out of the 1199. By choosing to have longer primary exhaust pipes than standard, along with tapered sizing as the exhaust temperature decreases, the exhaust gas velocity remains high for a longer period, escaping more quickly than the standard exhaust as well as assisting in pulling fresh intake air into the cylinder. This increase in gas velocity and faster cylinder filling is especially important at lower engine speeds where the majority of torque is produced. The obvious question to this design is ‘what are the downsides?” The main reason all the aftermarket manufacturers don’t make their exhaust systems this way is cost. It is expensive to perform the R&D necessary to find out what the best overall design will be rather than just making a standard type exhaust bigger and slapping your logos on it. It’s also more expensive to manufacture because of the tight confines the pipes have to fit within. Tighter tolerances add cost to quality control and the making of the pipes themselves. The results of Nicholas’ exhaust translated to an increase of torque by nearly 15ft lbs and 20hp at the wheel. Most importantly, no longer does the torque abruptly increase near 7,000rpm making the bike more manageable during corner exits.


N.Udstad designed full exhaust vs. Termignoni full exhaust

As this dyno graph displays, exhaust tuning is very important on high performance engines and rarely are stock systems optimized from the factory. Improvements may be difficult, but a well thought out and designed exhaust system is a fundamental way to make the most of what the engine is already capable of.

If you would like to know more of Nicholas Udstad’s exhaust designs please contact




Rob Evans

Max's Race On A Stock Thruxton

By Maxwell Materne
on February 18, 2015

Waking up at 6:00 AM on race day is second nature for me now but having to dress for the chilly ride to the racetrack felt a bit strange. I have a bit of a morning ritual to my race days: alarm goes off, I snooze 3 to 4 times, then roll out of bed right into my Moto D under suit. A few more layers of clothes as my coffee brews and out the door to walk to work where the company van is parked. This time however it was different as I walked downstairs and hopped right onto my “race bike.” Only thing is my race bike has a license plate, turn signals, headlight and taillight, even a horn. She’s really not a race bike at all but that doesn’t mean I wasn’t going to ride the pants off of her.

As I crossed over the Mississippi River my mind drifted to what this bone-stock Triumph Thruxton would be capable of. Stock suspension meant a bouncy ride, diminished traction and less control. Some people were calling me crazy to even try to go fast on it. The foot pegs were stock with the “feeler pegs” still on, meaning they were closer to the ground than any other Thruxton Cup bike. My lean angle would be significantly diminished and when hard parts hit the ground it would throw my bike into a cycle of uncontrollable bounces. I started to worry myself, I started to think this may be crazy, more importantly I was certain I would lose. As I passed Bayou Segnette the air became wet, cold and dense. The bike seemed to like it, it pulled strong, throttle response felt crisp even though she was only 62hp, almost 10 hp under the rest of the grid. My fingers felt like frozen blocks of wood, lifeless and rigid, as I pulled in the clutch and applied the brakes to check in at the NOLA Motorsports security gate. The last leg of the journey is simply riding across the paddock on the way to registration, honking and waving to all of the friendly faces I’ve spent the last 2 years racing with. I walked up to registration still shivering from the ride but was met by the warmest welcome from all of the WERA officials. My story, “Birth of a Thruxton Cup Bike”, had reached them and they were excited to see how this race turned out. At first I was flattered, then the butterflies kicked in.

Now back at the TTRNO Speed Shop garage to make the transformation from street bike to race bike! I took off the mirrors and license plate, taped up the lights and I was done…that’s it...I was determined to keep it simple, keep it stock. I rode it to the tech inspector and explained my story. He passed me with a bit of skepticism, but wished me the best of luck. By the time I got into my leathers I had already wasted too much time to make it to practice, so my first fast ride would be a race.

Race 6 was my first race of the day, it was Formula 2, mostly Suzuki SV650s, I was using it as practice to see what would fail me first. Before I knew it I was on my warmup lap, trying to to get a little heat in my tires. I pull up to my grid position...row I look to the left where spectators have lined up against the cement wall waiting for the launch. They look perplexed and a bit surprised to see a stock bike on the grid. Tall bars, turn signals and a big ugly tail light make it look like I’m on my way to the grocery store so I verify their suspicion with a honk and a wave. The 2 board comes out at the start/finish tower indicating that the last rider is in position for the launch. 1board,1boardsideways,greenflag. That fast, the race has started, I’m at 6,000RPM as I feather the clutch out to launch as quickly as possible while keeping the front wheel just an inch or so off of the tarmac. 2nd gear, 3rd gear, 4th gear, I’m in the lead. The 300 ft board flies by and I’m on the binders at the 200. It’s just after turn 2 when a pair of the more powerful SV650s take the inside line, soon after a 3rd passes. From here on out I hold position as I try to figure out my bike. The suspension is bouncy but not as bad as I thought, in fact the smoother I am with my bodyweight transitions and throttle applications the less I even notice it. When the foot pegs catch the ground it’s jarring. The bike feels as if it lifts slightly, loses traction and begins a cycle of rhythmic bounces front and rear suspension. I hang off of the bike farther using the high tall bars to push myself away and the bike seems to like it. It wiggles but complies with my requests and finishes the turn right where I want it. This is what breaking a wild horse must feel like. I’m letting it try to buck me off but with just the right inputs it abides. The pegs hit a few more times until the “feeler pegs” finally break off. Every lap is faster as I get used to how the bike moves and likes to be handled. Fastest lap is 2:11.159 as I pass under the checkered flag finishing 2nd in a race I didn’t even plan on being competitive in. I ride back to my garage, put on tire warmers then try to contain my excitement for the real reason I’m here, the Thruxton Cup.


Before I know it I hear “3rd and final call for race 9.” Frantically I put in ear plugs (needed around all of those loud Thruxton Cup bikes), throw on my brand new Bell Star Carbon helmet (I’ll brag about that one soon enough) and squeeze my hands into gloves. Off with the tire warmers and onto pit out. I feel at home knowing the grid is filled with bikes just like mine, a bit more tricked out but with the same DNA. I have pole position for Thruxton Cup since I won the regional championship last year but we share the track with a few more classes in front of us.Photo Credit: Zayas Image That puts all of us British hooligans at row 9 and back. Same as before the boards go flying by and the green flag has been thrown. Walt Bolton, #552, has an amazing start along with Paul Canale ,#112. They are ahead of me instantly and lead the way into turn 1. I hit traffic from the classes that started ahead of me, so the gap is now getting larger. That’s it, I can’t let this happen, not even 1/8 of the way around the track and they’re almost out of sight. I change my approach into turn 2 by turning in later for a deeper apex and more drive past the blockade of bikes keeping me from the other Photo Credit: Zayas ImageThruxtons, and it works. I pass 3 riders all before the braking zone of turn 3 and with Walt’s rear tire in my sights I brake later than I ever have setting me up for an overtaking of #552 entering the turn and an overtaking of #112 exiting. Turn 4 approaches and I’ve already upshifted to 3rd gear and back down to 4th within a matter of seconds. The tire chirps and steps out as a tip into the right hander all while being certain Paul will overtaking me on the inside, but he wasn’t there. Turn after turn I never look back, I’m yelling in my helmet. The bump in turn 7 sends me wide over the rumble strips and I yell “YeeHaa!” (cheesy as all hell but true). My smile fills every bit of the visor making it almost difficult to see through my squinting eyes. Lap after lap I get more comfortable. The bike wallows and slides and grinds parts off but it feels like it was meant to do this. As I turn laps my mind drifts to what this bike’s life was before. 8,082 miles of weekend rides, maybe a few rides to work, maybe a 2-up date night ride, a few bike nights, maybe a poker run or two. I’m giving this bike a whole new life, a new chapter and both the bike and I are loving every second of it. As I come down the front straight the last time I lay on my horn in celebration, look to the right and see the rest of the riders way behind, 27 seconds behind to be exact. I had consistently run low 2:08s where the lap record for a fully race prepped Thruxton Cup bike is 2:04 flat.

Photo Credit: Zayas ImageThen it hits me, I’ve been planning on writing these articles to say how this bike is pretty good stock but desperately needs additions to really enjoy it on the track, but I was dead wrong. Sure I’m still going to upgrade suspension, exhaust, tuning, etc. but it’s not necessary at all to go out, have fun and kick some ass!

The sun rises on the second day revealing that the track is soaking from an overnight storm, it’s going to be a wet race. This time Paul Canale’s not racing but my brother, Zach, is. Zach and I line up next to each other on the grid and both of us have a great launch. Lap 1, lap 2, lap 3 and Zach is right on my tail, our times are slower due to the conditions but we’re sliding the rear tire through turns as we lose then regain traction. The race between Zach and me becomes simply one of endurance, who can hold on to our sliding pace longer. I finally pull away in the last lap and take gold one more time.
Photo Credit: Zayas Image
What makes someone fast is not what they ride, but how they ride it. How willing they are to push. How late they brake and how early they twist the throttle. How smooth they are and how they respond to all of the little bits of data the bike sending back to them. Photo Credit: Zayas Image

I’m not done with this bike yet, next thing up is suspension. If I plan on beating the Thruxton Cup lap record at NOLA I’ll need to have more control than I currently have. There are many options out there and I’ll be doing my research to make sure I’ve got the best available.

Follow my progress, as we have miles and miles, and laps and laps to go

Maxwell Materne

















Photo Credit: Zayas Image






By Zachary Materne
on February 03, 2015

There’s no better, faster way to get around town during Mardi Gras than on a scooter. Parking on the parade route and getting from Zulu to St. Anne and running back home to use your own bathroom is suddenly a posibility. Here are some dos & don’ts while scootering through Carnival.

Do decorate your bike safely. Cable ties and magnets are good, flowy scarves, dangling beads and masking tape are bad. Extra lights and reflective stickers can only help you be more visible to all the especially crazy drivers during this time.  

Don’t do Jello shots or drink anything that will impair you operating your scooter safely. You don’t want to spend Mardi Gras in the hospital OR O.P.P! Besides, your lack-of-hungover self will thank you the next day. Make sure your passenger is at least able to remain upright for the duration of your ride as well.

Do carry an extra helmet. You never know who you might run into that you might have the privilege of giving a ride to.

Don’t park just anywhere. Tuck in tight up against a building and don’t block the sidewalk, wheelchair access, or even a bicycle rack. In the Quarter, I like to park by the fence at the Mint (where I have been ticketed twice), in front of a vacant building, or behind the Courthouse on Royal. But even if you get a $20 ticket, it’s still better than waiting for a cab or walking, right? Here’s a link to the city’s parking guide, although there’s no mention of scooters or motorcycles (this is

Don’t be afraid to hop on I-90 to get in “the box”. I’ve done it on a 150cc Vespa while my passenger was eating a slice of pizza - it goes slow. Take Baronne down past Howard Ave, turn left to go up on I-90, stay in the right lane, then immediately exit at Tchoupitoulas. Voilà, you’re in the box.

Do enjoy the freedom to get away from the craziness and take a nice quiet ride along the lakefront.

Have fun out there and show off your bike. Tell all your admirers that they wish they would have gone to the Transportation Revolution before Carnival!

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