Photos of the Delicious Bimota Supercharger

Bimota is known for making drool-worthy motorcycles, and at EICMA the boutique Italian brand debuted two fine motorcycles. But, we think the real show-stopper for Bimota was its add-on supercharger system for its Ducati-powered motorcycles. Good for 15% to 20% more power (probably more, if you like to tinker), the Bimota supercharger kit uses a Sprintex dual-screw supercharger, which has been tastefully made to match the belt covers on the Ducati Testastretta engine. As you can see from the photos below, the supercharger looks pretty damn good, especially when paired with the “Bimota Experience” package, which adds a carbon fiber frame and swingarm to the chassis.

So You Say You Want a Small, Light, & Cheap ADV Bike?

Comments on certain stories are predictable, and as such, we always expect some enduro rider to show up on an ADV story, and lament the weight of the bike in question, calling it too heavy to really go off-road. That argument is bullshit, of course. Though, it is easier to handle a lightweight machine in the dirt than a heavy one, but you would be surprised at how capable any motorcycle is with a pair of knobby tires on it. Just in case you are not convinced, we have got a little something for you. Behold the Benelli TRK 502. It’s got the profile of a condor, but the little 500cc adventure-tourer looks like it should do the job you are asking of it. Benelli really is the standout brand at this year’s EICMA show, with its models showing some depth to the once revered Italian brand.

2016 Moto Guzzi V7II Stornello Scrambler

It was 1967 when Moto Guzzi first introduced the Stornello scrambler to the US market, and now for 2016 the Stornello scrambler returns. Using the Moto Guzzi V7II platform for this rebirth, the 48hp 2016 Moto Guzzi V7II Stornello is a fetching motorcycle with dubious off-road ability – not that the latter really matters in this all-show, no-go space. Honestly, we can’t fault Moto Guzzi for trying, as the Italian brand seems to be gravitating towards the heritage demographic, which is currently inundated with “post-authentic” retro models, and as such the scrambler is the moto du jour in the industry – the 2015 EICMA show is proof of that. In those terms, the 2016 Moto Guzzi V7II Stornello excels well, even if its 410 lbs mass doesn’t.

Victory Ignition Concept Is A Very Sporty Cruiser

It had been widely rumored that Victory Motorcycle would launch a sportier offering, using the 60° water-cooled 1,200cc engine that powered the Project 156 race bike almost to the top of Pikes Peak. The new model is a tectonic shift for Victory, which also this year debuted its first electric model – though the Empulse TT is really just a rebadged Brammo Empulse R. Debuting the Ignition concept at the 2015 EICMA show today though, it’s clear that Victory Motorcycle is becoming more than a modern alternative to Harley-Davidson and the metric cruisers from Japan. The design is attractive, even to our sport-bike focused eyes. That’s due in part to designer Urs Erbacher, who specializes in custom-styled drag bikes.

2016 Benelli Leoncino Brings Back the Lion Cub

Benelli is not a brand we usually talk about with great reverence, as the Italian company has steadily lost its luster since its acquisition by China’s Qianjiang Group. Benelli’s motorcycles were never known for being terribly reliable, and unfortunately the artful designs that they exuded have slowly eroded away over time. The big announcement for Benelli at the 2015 EICMA show is the new Benelli Leoncino, the “lion cub” model that’s rooted in Benelli’s post-WWII history. This modern take on the classic Benelli Leoncino is an attractive scrambler model, which makes 47hp from its 500cc parallel-twin engine. This also means that the Benelli Leoncino a well-suited A2 license machine in Europe, and its wire-spoked wheels are 19″ in the front and 17″ in the rear, and should make the Leoncino surprisingly adapt at light off-road use.

Bimota Tesi 3D RaceCafe Is “Pinnacle Weird”

We present you with perhaps the strangest motorcycle to debut at the 2015 EICMA show. The Bimota Tesi 3D champions the hub-center steering chassis design, and is one of the more unique motorcycles in the industry right now. Its design is positively futuristic, so it is a little strange that Bimota is trying to make the Tesi 3D into a café racer with the launch of the Bimota Tesi 3D RaceCafe. Powered by the same 803cc air-cooled v-twin engine that’s found in the Scrambler series, you can tell that Bimota is trying to latch onto the post-heritage trend that is dying a slow death in the motorcycle industry, but hasn’t quite figured out how to do it yet.

Bimota Impeto, Supercharger Optional

The Bimota range has a long history of Ducati-powered machines, as the Italian brand has been used the most out of all the motorcycle manufacturers to power Bimota’s street and race bikes. The Bimota Impeto adds another Ducati-powered model to the slew of others, but it differentiates itself as the only 162hp streetfighter in the lineup. If the Impeto looks familiar to the Bimota DB8, there’s good reason, as the two bikes share the Ducati Diavel’s Testastretta 11° DS engine. As such, the chromoly steel chassis share a number of components, leaving most of the differences down to styling choices between the two liquid-cooled models. Our personal favorites are the exhaust and seat, which mirror each other with a rising flair.

The Aprilia RSV4 R-FW Misano Is Basically a MotoGP Bike

The Aprilia Factory Works program is easily the most ridiculously awesome thing to come out of the 2015 EICMA show because it offers regular consumers (with a healthy pocketbook) the chance to own a 230hp+ Aprilia RSV4 superbike, just like what they race in the World Superbike Championship…and very close to what they race in MotoGP. Aprilia was a little vague though on what the Factory Works program entailed, but thankfully today at the EICMA show they clarified what exactly would be available from Aprilia Racing. Coming up with five trim-levels for the RSV4 superbike, Aprilia has basically answered every track day enthusiast’s / amateur racer’s wet dream, and distracted us from the fact that the Noale company has a woefully aging product lineup.

Here is What the 2017 Suzuki GSX-R1000 Will Look Like

As we predicted, Suzuki has debuted a new Suzuki GSX-R1000 superbike at the EICMA show, though before you get your hopes too high, we should preface that the model is actually the Suzuki GSX-R1000 concept. Suzuki clearly isn’t ready to bring the GSX-R1000 to market in-time for the 2016 model year, and our sources tell us that the Suzuki GSX-R1000 Concept will in fact be the 2017 Suzuki GSX-R1000, which will debut in the second half of 2016. That being said, the news is an exciting development from Suzuki, which says that the new Suzuki GSX-R1000 is the lightest and most powerful superbike ever from the Japanese manufacturer. To our eye, it looks to be the most advanced as well.

Erik Buell Racing Deal Falls Thru – Will Be Sold…Again

The situation around Erik Buell Racing is rapidly becoming comical, as the American motorcycle brand is headed back to auction, after its sale to Bruce Belfer failed to close. The Milwaukee Journal-Sentinel reports that Erik Buell Racing will go back to the auctioning block on December 10th, because Belfer was unable to secure financing on his $2.25 million purchase price for Erik Buell Racing. As has become the trend among Buell-loyalists, Belfer blames Hero MotoCorp for the failure of his deal to close. “They (Hero) went in before we closed and started to remove things, to the point where an entire warehouse was moved,” Belfer said to the Milwaukee Journal-Sentinel.

Preview of the Indy GP: One Last Time at the Brickyard?

08/04/2015 @ 7:45 pm, by David Emmett32 COMMENTS


Depending on who you ask, MotoGP’s summer break is either too short, or too long. For the fans, three full weekends without MotoGP is a painfully long time, though both World Superbikes and BSB have done a pretty good job of making MotoGP’s absence much more bearable.

For the teams, riders and staff, the four weeks between the Sachsenring and Indianapolis pass in an instant, seeming way too short to qualify as a break.

In between PR appearances and negotiations for 2016, riders are lucky to grab five days R&R before getting back to training for the remainder of the season.

Team staff, on the other hand, spend their time catching up with all of the stuff they didn’t get done in the first half of the season, and try to get a head start on the second half.

What were supposed to be 23 days away from it all get eaten up by a myriad of minor tasks that had been neglected, and before they know it, they are on a plane again and heading for the next race.

Not that they mind: for 99% of the people involved in MotoGP, they are driven by a passion for racing, and being at a race track is their idea of heaven. That is why they are paid so poorly, and what makes the paddock such an inspirational place to be.

Indianapolis is a pretty good place to get back to racing, too. Downtown has a real motorcycle buzz, with bike-related activities going on throughout the weekend. Indianapolis Motor Speedway remains one of the most special motorsports facilities in the world, drenched in legend and racing history.

MotoGP Misano Test Day 2 – 2016 Honda RC213V Debuts

07/16/2015 @ 4:58 pm, by David Emmett3 COMMENTS


The second day of the Misano test took place under punishing heat, with temperatures rising to 37° and track temperatures of over 60°C. Despite the heat, times continued to drop as Suzuki, Honda, and Ducati all worked further on improving their race setups.

At Honda, both Dani Pedrosa and Marc Marquez tried the 2016 Honda RC213V, giving the bike its first run out ahead of next year. The aim of the test was to check the direction that development of the bike was taking. That, Marc Marquez said, was the wrong direction, but that is in itself useful information.

MotoGP Misano Test Day 1 – New Surface Praised by Teams

07/15/2015 @ 4:33 pm, by David Emmett3 COMMENTS


While Yamaha and Aprilia’s factory riders have already departed for a much needed vacation, the factory Honda, Suzuki and Ducati teams began three days of testing at Misano on Wednesday.

Each of the three factories has their own area to work on ahead of the summer break, in preparation for the second half of the season, which resumes three weeks from now in Indianapolis.

Honda have a new motorcycle to try, though neither Marc Marquez nor Dani Pedrosa tried the 2016 version of the RC213V on Wednesday. That will have to wait until tomorrow, when both riders will get their first taste of next year’s bike.

The 2016 bike did hit the track today, in the hands of HRC test Hiroshi Aoyama. Calling it the 2016 bike is perhaps a misnomer. According to HRC team principal Livio Suppo, the bike consists of a new chassis, housing the 2015 engine.

Sunday Summary at Sachsenring: Hondas, Championships, & The Halfway Mark

07/12/2015 @ 11:33 pm, by David Emmett19 COMMENTS


Nine races down, nine to go. The Sachsenring marks the mid-point of the season, and in all three Grand Prix classes the outlines of the championship are becoming clear.

In Moto2 and Moto3, there is one rider who can dominate, winning often, taking a hefty points haul when he can’t, and having luck work in their favor and against their opponents. In MotoGP, the title looks to be settled between the Movistar Yamaha teammates, with the Repsol Hondas playing a decisive role.

The three races in Germany all played out following the broader patterns of their respective championships. In the Moto3 race, Danny Kent steamrollered his way to victory, his teammate Efren Vazquez helping him to extend his lead in the championship to 66 points by taking second ahead of Enea Bastianini.

In Moto2, Johann Zarco narrowly missed out on victory, the win going to Xavier Simeon. The Belgian plays no role in the championship, while Zarco’s nearest rival Tito Rabat was taken out by Franco Morbidelli in the final corner. Rabat’s crash means Zarco now leads Moto2 by 65 points.

Both Kent and Zarco can start to pencil their names in for the respective championships, their leads starting to edge towards the unassailable.

In MotoGP, the title chase is still wide open, with both Valentino Rossi and Jorge Lorenzo easily capable of winning. The championship started strongly in Rossi’s favor, then the momentum swung towards Lorenzo, before creeping back towards Rossi in the last two races.

Paddock Pass Podcast – Episode 3 – Sachsenring

07/10/2015 @ 1:50 pm, by Jensen BeelerComments Off on Paddock Pass Podcast – Episode 3 – Sachsenring


If you enjoyed our first sampling of the Paddock Pass Podcast, which is mysteriously titled Episode 2, then we think you will enjoy our latest installment: Episode 3, which we just recorded at Sachsenring for the German GP.

On the mics are David Emmett (, Scott Jones (Photo.GP), and Tony Goldsmith (Asphalt & Rubber). The boys talk a little bit about “The Pass’n at Assen” and then get into the happenings at the opening days of German GP.

An embedded SoundCloud version of the podcast is waiting for you, after the jump.

Preview of the German GP: How Great Last Corners Create Epic Battles, & Silly Season Starting

07/09/2015 @ 7:01 am, by David Emmett7 COMMENTS


What makes for great racing? Many things, but great last corners really help. A great last corner, or sequence of corners, allows riders to attack the bike ahead of them, and take one final shot at victory.

Even better is when the option to attack offered by the final corner comes with some risk attached: getting ahead is one thing, but staying ahead to the line is quite another.

MotoGP moves from one track with a last corner which guarantees spectacle to another. The final GT chicane at Assen produced fireworks with the clash between Valentino Rossi and Marc Márquez, and the last two corners at the Sachsenring offer similar opportunities.

At Assen, the hard-braking right corner is followed by a quick flick left, giving the defending rider the chance to counterattack if he is passed.

At the Sachsenring, the long drop down the steep, steep hill provides the ideal platform to launch an attack from, diving up the inside on the brakes on the way into the penultimate left hander.

That line comes at a price, though, as it forces the attacker to run wide on the exit. That opens allowing the defending rider to strike back up the inside on the approach to the final turn, the last left uphill towards the line.

Even entering that corner ahead is no guarantee of the win: like Turn 12, Turn 13 offers two lines, inside and outside, both of which can be used to pass.

The Importance of Suzuki’s Rider/Crew Chief Relationship

07/07/2015 @ 11:51 am, by David Emmett3 COMMENTS


It is hard to overstate just how important the relationship between a motorcycle racer and his crew chief is. A rider must have complete confidence that his crew chief both understands what he needs from a motorcycle to go fast, and is capable of giving it to him.

A crew chief must be able to interpret the sometimes confusing and mixed signals from his rider, filter out the non-essential information, identify priorities from that which will offer the greatest gains, and assign the work to the rest of the crew in the garage.

There has to be complete trust between the two, or neither rider nor bike will achieve their full potential.

This was made all too apparent when I interviewed Ecstar Suzuki rider Aleix Espargaro and his crew chief Tom O’Kane for a story I wrote recently for the Dutch publication MOTOR Magazine, due out later this month.

One part of the interview which did not make it into the magazine was the relationship between Espargaro and O’Kane, and how they first started working together. However, it is a story which offers a fascinating insight into how a rider and their crew chief work together.

Saturday Summary at Assen: Titles, Maturity, & Madness

07/01/2015 @ 1:45 pm, by David Emmett7 COMMENTS


You would think with the deluge of words that has washed over the incident between Marc Márquez and Valentino Rossi in the last corner (and to which I contributed more than my fair share, I must confess) that there were only two riders and one race at Assen on Saturday.

Beyond the clash at the GT chicane, there was much more to talk about after Holland.

Whatever the immediate aftermath of the clash between Márquez and Rossi, the longer term implications of the result have made the championship even more interesting.

Márquez’s decision to switch back to the 2014 chassis for his Repsol Honda RC213V has been proven to be the correct one. Though the engine is still as aggressive as ever, the old chassis in combination with the new swingarm and new forks tested at Le Mans has made the bike much more manageable.

Márquez can now slide the rear on corner entry in a much more controlled way than before, taking away the behavior the reigning champion has struggled with most. The Spaniard showed he could be competitive from the start of the race to the end, instead of crashing out as the tires started to go off.

The bike is still a long way from cured, however. Márquez switched to the medium front tire rather than the soft, the only rider to do so. The medium provides a bit more support under braking, compensating for the reduced braking from the rear wheel.

That support comes at the cost of extra grip provided by the softer front. Whether Márquez will be able to employ that same strategy for the rest of the season remains to be seen.

Friday Summary at Assen: On Rossi’s Assen Magic, & Old Tires vs. New Tires vs. Soft Tires

06/26/2015 @ 5:28 pm, by David Emmett4 COMMENTS


Jeremy Burgess was famous for finding that special something on Sunday morning that gave Valentino Rossi the edge in the race in the afternoon. It is a tradition carried on by Silvano Galbusera, who has replaced Burgess since the start of the 2014 season.

Galbusera, too, always seems to find that extra little tweak during warm-up that makes the difference between cruising in fourth or finishing on the podium, and even on the top step.

The fact that it has continued since Burgess’ departure suggests that the tweaks were very much a collaborative effort, with input coming from his data engineers and mechanics, as well as the rider himself, of course.

Two weeks ago in Barcelona, Rossi’s team appear to have found something extra special. For it did not just work on the Sunday in Catalonia, taking Rossi from the third row all the way up to 2nd, but it has even carried through to Assen, some 1600km further north.

MotoGP: Qualifying Results from Assen

06/26/2015 @ 1:16 pm, by Jensen Beeler3 COMMENTS