American Flat Track Inks Multi-Year Deal With Motul As Official Oil - Motorcycle.com News

American Flat Track Inks Multi-Year Deal With Motul As Official Oil Begin Press Release: Motul named Official Oil of American Flat Track in multi-year agreement FOR IMMEDIATE RELEASE DAYTONA BEACH, Fla. (Feb. 17, 2017) – Motul has been named the Official Oil of American Flat Track in a multi-year agreement which begins with the 2017 season, officials from both companies announced today. Motul prides itself on the excellence of its products and innovation capacity. The company has a rich history in the top forms of motorsport, including MotoGP, Monster Energy AMA Supercross, FIA World Rally Championship and the 24 Hours of Le Mans. Through its motorsports activities, Motul continually pushes the boundaries of technological innovation in product lines destined for both the race track and the street. “Motul is respected worldwide as a global powerhouse and we are delighted to welcome them to our family of partners,” said Michael Lock, CEO of American Flat Track. “The demands of pro flat track provide an ideal platform for technological development, and will serve as a perfect opportunity to showcase Motul’s exceptional performance and consistency.” The brand has a global presence in motorsports, but motorcycle racing in particular plays a key role in Motul’s marketing and sales strategies. “The History of Motul with performance motorcycle engine oil started in the 1950’s; it is in our DNA, and we are committed to always nurture our attachment as a brand, as a company and as riders to our history, at all cost,” said Guillaume Pailleret, President of Motul North America. “We are thrilled to be part of American Flat Track, its team and riders. We feel we are walking in the footsteps of giants! The 2017 schedule is amazing. We look forward to meeting the American Flat Track fans all along 2017 spectacular races, and introduce the Motul ‘Move of the Race’ to reward the most impressive moves made during the Main Event for each of American Flat Track’s races.” Partnering with American Flat Track will provide the company with an opportunity to reach the brand-loyal fanbase while also supporting the sport through an exciting new award. In addition to event activation and promotional support, the new partnership establishes the Motul “Move of the Race” to reward the most impressive moves made during the main event for each of American Flat Track’s classes. American Flat Track will kick off the 2017 season during Daytona’s Bike Week festivities on Thursday, March 16 with the all-new DAYTONA TT, built inside the tri-oval at Daytona International Speedway. The DAYTONA TT will mark the dawning of a new era for America’s most historic form of motorcycle racing, and the “World Center of Racing” will serve as the first battleground for the great American war between Harley-Davidson and Indian Motorcycles in 2017. Tickets for the DAYTONA TT are now on sale and can be purchased at http://ift.tt/1fbQGz3. About Motul USA: Motul USA is a world-class company specialized in distribution of high-tech synthetic lubricants formulated for power sports and automotive applications. Motul is an Official Lubricant Partner of the FIM. In addition, the brand is a partner to many manufacturers and racing teams in order to further their technological development in motorsports. It has invested in many international competitions as an official supplier for teams in: 24 Hours of Le Mans, GT1 World Championship, MotoGP, Pike’s Peak Hill Climb, Supercross, World Rally Car (WRC), Rolex GrandAm, Conti Sports Car Challenge, Pirelli World Challenge, Dakar™ and others. For more information, log on to http://ift.tt/2l1MqxP. How to Watch:NBCSN and FansChoice.tv are the official homes for coverage of American Flat Track events. All 18 rounds, from the season-opening DAYTONA TT to the American Flat Track Finals in Southern California, will air in one-hour, tape-delayed telecasts on Thursday nights throughout the summer and fall on NBCSN, while FansChoice.tv provides live streaming coverage of American Flat Track events. FansChoice.tv also provides coverage of IMSA’s development and single-make series, and NASCAR’s touring and weekly series. Catch all the action at http://ift.tt/Ju6Amu and http://ift.tt/1iaebvK. About American Flat Track:American Flat Track is the world’s premier dirt track motorcycle racing series and one of the longest-running championships in the history of motorsports. Sanctioned by AMA Pro Racing in Daytona Beach, Fla., the series is highly regarded as the most competitive form of dirt track motorcycle racing on the globe. For more information on American Flat Track, please visithttp://www.americanflattrack.com, follow us on Twitter, like us on Facebook, live stream the events at FansChoice.tv and catch all the American Flat Track racing action on NBCSN. American Flat Track Inks Multi-Year Deal With Motul As Official Oil appeared first on Motorcycle.com News.
 
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American Honda back in MotoAmerica Superbike - Motorcycle.com News

American Honda back in MotoAmerica Superbike No, it’s not quite a full factory effort again, but the fact the surprise announcement took place in the hallowed halls of American Honda’s old race shop behind Door #10 in Torrance shows Big Red is back and seriously behind the effort. Jake Gagne won the Red Bull Rookies Cup in 2010, the AMA Sportbike championship in 2014 on an R6, the first MotoAmerica Superstock Championship in `15 on an R1 – and finished 10th in Superbike last year on anther R1. For 2017, his main Broaster Chicken sponsor is back but this time so is American Honda after a 10-year hiatus, and their new bike is the CBR1000RR SP. Danny Walker of Roadracing Factory fame is still the team owner, and will continue to be based in Fort Collins, Colorado. Scott Jensen will continue to crew chief, Danny Anderson and Evan Steel will build chassis and engines. However, now they also have close ties to Ten Kate in Holland, who will help out with WSBK-spec equipment and expertise. (Also whatever HRC parts Honda’s Mike Snyder can smuggle out on his frequent trips to Japan.) MotoAmerica principal Wayne Rainey is genuinely excited to have Honda back on board in any capacity: “My first bike was a Mini Trail 50, and I still look back on that [1987] AMA Superbike championship on the Honda.” Rainey had been trying to woo Honda (and other factories) back into the paddock for years with weekly phone calls, trying to put something together. “What have you got? Anything, I’ll ride it myself!” Finally the timing was right with the introduction of the new CBR. Furthermore, a change in MotoAmerica Superbike rules, dealing mostly with electronics and suspension, puts them right in line with World Superbike spec machines and made possible the Ten Kate connection. What are the differences? Tires, says Rainey. Everything else is the same. Which only makes sense. “The rules package was really what was keeping them [Honda and other manufacturers] on the fence. They’d all say, `It doesn’t make sense for us to build two bikes’, in a sport that’s expensive enough already. The rules change is really what allowed this to happen.” Which leads to, when will Ducati and Kawasaki and the other OEMs return? “We keep them informed of what’s going on,” Rainey says with a smile. “The vast majority of national series enjoy much broader manufacturer support,” adds Honda’s Jon Seidel, “and that’s what MotoAmerica is of course aiming for. We’re thrilled to be back. I can’t wait for April.” One step at at time. “It’s quite incredible,” says Rainey. “That first year we just tried to stabilize and only had five races. The second year was when I was most worried, then we got the TV package last year. Now we’re up to 10 races and looking at ways to get the fans back at the races, including minimoto, stunt shows and combining local club races at some events. Having Honda back is another big step.” Team owner Danny Walker couldn’t seem to be any happier, either: “It’s huge for me and the team to bring Honda back to roadracing. We’ve been trying to put this deal together for two years, and I’ve been looking to spend more time with Jake. He deserves it.” The deal with Honda and Broaster Chicken is a multi-year one: Walker says having Gagne consistently in the hunt for the podium by end of this season will seem like success to him, followed by a serious run at the championship in 2018. Gagne interjects his own timeframe: “COTA” (Circuit of the Americas, the first round coming up April 21). Gagne says he’s never ridden a CBR at all, and will be getting his first laps in next week at Chuckwalla in the California desert. Meanwhile, Honda also hooked up the San Diego native with a CRF450F, his favored training device. Eat plenty of Broaster Chicken while you wait for the season opener. Founded in 1954 in Wisconsin, there are over 4000 outlets nationwide. And work it off at an American Supercamp flat-track school; Walker says he’ll have enough time to keep putting them on. American Honda back in MotoAmerica Superbike appeared first on Motorcycle.com News.
 
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2017 Yamaha FZ-09 Review: First Ride

2017 Yamaha FZ-09 Review: First Ride 2017 Yamaha FZ-09 Editor Score: 89.25% Engine 18.5/20 Suspension/Handling 12.75/15 Transmission/Clutch 8.25/10 Brakes 9.0/10 Instruments/Controls 4.0/5 Ergonomics/Comfort 9.25/10 Appearance/Quality 9.5/10 Desirability 9.0/10 Value 9.0/10 Overall Score 89.25/100 The fact that most of MO’s editors are quite fond of Yamaha’s FZ-09 is fairly common knowledge. Our readers liked the FZ-09 enough to vote it Reader’s Choice Best Value Bike Of 2015. So, why is it that, up until now, the primary emotion I felt after riding the FZ-09 was disappointment? Frankly, I felt it never lived up to it’s potential. Two of its strongest attributes – the versatile engine and the responsive chassis – were hamstrung by a slight deficiency in Yamaha’s typically good R&D finish. Well, that was then. 2017 Yamaha FZ–09 Preview More For Less: $8K Four Vs. $8.2K Triple Vs. $8.7K Twin + Video Today, I’m happy to report that, after a day in the saddle of the 2017 Yamaha FZ-09, I no longer need to feel conflicted about the missed opportunity of the FZ’s performance. I can embrace it wholeheartedly – and in the way that only the converted can after wandering for years in the wilderness – exclaiming that Yamaha has finally put the FZ-09 through finishing school. Triple Play What’s not to love about an 847cc Triple that rolls out the power via an 120° crossplane crankshaft? Well, in its first generation, it was snatchy fuel delivery, but much of that was taken away in the following iterations. Still, for a rider who values smooth throttle application, the engine wasn’t quite there – until now. For 2017, the EFI received the same settings as the FJ-09 and the XSR900, which finally tames most of the abruptness previously encountered going from off-throttle back on. While some occasional abruptness can appear – though not consistently – in the lower mid-range (think roughly between 4,000 and 5,000 rpm), this trait has been relegated to niggle status and is no longer one of the defining characteristics of the engine. This is hugely good news! 2015 Yamaha FZ–09: New And Improved Fuel Injection! Now, the rider is rewarded with a smooth, meaty torque curve that in our previous tests twisted out 59.7 lb-ft at 8,600 rpm and a horsepower curve that stayed above 100 hp (peaking at 106 hp) from 9,000 rpm to the 11,250 rpm redline. Finally, even for a persnickety rider like myself, all three D-Modes are completely usable. While most riders will likely stay in Standard Mode, the more aggressive A-Mode is no longer an exercise in frustrating abruptness. Yes, the initial throttle response is noticeably more reactive – a trait riders who like to whack the throttle to its stops at corner exits will surely love – but this doesn’t come at the expense of the ability to precisely meter out thrust as the rider plays out the power requirements of unfamiliar corners. Now, because Standard mode is so smooth, B-Mode might best be relegated to rain-use status. Want to make this shot more exciting? Order the accessory quick shifter that was lifted straight from the R1. The improved EFI isn’t the only electronic upgrade to the 2017 FZ-09. The left grip features new switchgear to allow for a TC toggle. The FZ-09’s traction control has three settings: 2, high intervention geared towards everyday street riding; 1, low intervention for higher performance sport riding; and OFF, for no TC at all. My time in the FZ’s saddle was predominantly in level 1, though I did briefly sample level 2. The only times I felt TC intervene was in some of the dirtier corners where it did exactly what it was designed to do, namely keep me from landing on my head. Although I may not be of the wheelie persuasion, I noticed that several of the other moto-journos has no issues with lofting the front wheel during photo passes. A quick inquiry netted the information that, no, the TC had not been turned off. Rest assured, hooligans, you can raise hell and have your TC engaged, too, just like on the XSR900 we loved. Hiding under this cover is the new-for-2017 slip assist-clutch. The final change in the engine is the only mechanical one made in the transition from 2016 to 2017. Slip-assist clutches are all the rage these days, and for good reason. Our ride started with the urban bump-and-grind and finished with 5 miles of lane splitting. Having a clutch lever with a 20% lower effort is a huge quality-of-life improvement in these situations. The clutch action was so light that it felt like that of a much smaller-displacement engine. Although I never blow a downshift and, thus, would never benefit from the slipper action (yeah, riiiiight), I did test its function for you, gentle reader, and the times that I downshifted and dumped the clutch – again, strictly for slipper-testing purposes – had the back end remaining stable with none of the histrionics of a traditional clutch pack. Finally, Suspenders My biggest beef about the FZ-09 of old was the suspension. When the pace got too hot or the road got too bumpy, they turned mushy and allowed the chassis to get out of shape. Thankfully, Yamaha decided to address the issue in the front end by adding an adjustable compression circuit to the inverted 41mm fork. Previously, the fork had only preload and rebound damping, which was located in the right leg, leaving the left leg with available real estate for this year’s upgrade. According to Yamaha, the fork has 83% more compression damping, and just like that, the FZ-09 is transformed when the road gets bumpy or the aggro-meter gets turned up. The FZ-09’s fork is now fully adjustable with revised damping, dramatically improving suspension performance From the moment we pulled out onto the street, the FZ’s additional firmness was readily apparent. This is not to say the suspension is harsh at more sedate speeds, rather I always felt like I knew what the front end was up to. So, when the pace heated up and the road was less than putting-green smooth, I was quite aware of the contact patch’s condition. This is so much better than wondering WTF the chassis was doing as it danced around underneath me as with previous FZ-09s. 2014 Yamaha FZ–09 Review Reader’s Choice Best Value Bike Of 2015: Yamaha FZ–09 With the increased confidence from the suspension, I was able to use the lightweight, Controlled Fill aluminum chassis for what it was designed for. Side-to-side transitions are quite literally a snap. Diving into a downhill, decreasing-radius corner is more fun with significantly less pucker than before. While the fork’s standard settings worked well for my 190 lbs of motorcyclist and gear, I’d probably add a couple clicks of rebound damping to the rear (if I still had the FZ-09 in my possession) to control the occasional sproing on G-out compression bumps. Alas, that’s the limitation of a one-day ride. But Wait, There’s More! Yamaha didn’t just sit back and say the job was done after addressing the FZ-09’s biggest issues. Instead, ABS was brought into the spec sheet. This is a good safety feature for a streetbike because you never know when someone will do something boneheaded in front of you. And when they do, you might not have the best traction available. The FZ’s brakes have always been good. The Brembo master cylinder combines with the Yamaha 4-piston, radial-mount calipers to deliver great braking performance with good feel in a wide range of conditions. ABS takes none of that away, and in a few full-boogie braking maneuvers that would have had previous generations of ABS intervening a bit early, the FZ remained unfazed. Still, when I mashed on the rear brake to see what it took to get it to save me from myself, the pedal gently pulsed, letting me know it had my back. 2017 Yamaha FZ-09 + Highs Fully-adjustable fork! Smooth throttle response (finally) TC and ABS – Sighs Shock not as capable as fork Price increase Weight gain Braking is the perfect context to point out a small-but-significant change to the FZ-09’s seat. With a flatter profile and a 5mm increase in height at the front of the saddle, the rider is less likely to slide forward into the tank on bumpy roads or during braking. The seat’s narrowness still allows an easy reach to the ground with plenty of room for the rider to move around during different riding situations. Passengers will appreciate the 13mm longer pillion. This was accomplished while still allowing for a 29mm shorter subframe, though much of the credit for this goes to the Euro-style relocation of the license plate to a single-sided aluminum stay that has it hovering over the rear tire. New Clothes At last we arrive at the FZ-09’s styling makeover. While not exactly earth-shattering, the 09 has clearly been going to the same gym as its big brother, the FZ-10. The FZ-09 gets an angry, four-beamed battle-mask mounted to the fork. The bodywork below the tank is also more in line with that of its sibling, while the Matte Silver with Neon Yellow color scheme is more than a passing nod to the FZ-10. The tail section looks much cleaner with the license plate floating above the rear tire. Usually, we get to this point in a first-ride review and tell you how long you’ll have to wait to get yer mitts on one of these exciting new bikes. This time, however, you have the chance to do some long-term testing before the Mighty MO Editors have a change to log a few thousand miles. The FZ-09 is arriving in dealerships now. One could be yours in Matte Silver with Neon Yellow, Intensity White, or Candy Red for just $8,999. While that is $809 more than last year, you do get improved EFI mapping, TC, a fully adjustable fork, and ABS for those extra dollars. Sample the 2017 Yamaha FZ-09, and you’ll probably think that it was money well spent. What are you waiting for? 2017 Yamaha FZ-09Specifications MSRP $8,999 Engine Type 847cc liquid-cooled DOHC inline 3-cylinder 4- stroke; 12 valves Bore and Stroke 78.0mm x 59.1mm Compression Ratio 11.5:1 Rear Wheel Horsepower N/A Torque 64.5 lb-ft @8,500 rpm (claimed) Transmission 6-speed Final Drive Chain Front Suspension 41mm inverted fork; adjustable preload, compression, and rebound damping; 5.4-in travel Rear Suspension Single shock, adjustable preload and rebound damping; 5.1-in travel Front Brake Dual 298mm discs, 4-piston calipers, ABS Rear Brake Single 245mm disc, one-piston caliper, ABS Front Tire 120/70ZR17 Rear Tire 180/55ZR17 Rake/Trail 25.0° / 4.1 in. Wheelbase 56.7 in. Seat Height 32.1 in. Curb Weight (Claimed) 425 lb. (wet) Fuel Capacity 3.7 gal. Colors Candy Red, Matte Silver and Intensity White Warranty 1 Year (Limited Factory Warranty) 2017 Yamaha FZ-09 Review: First Ride appeared first on Motorcycle.com.
 
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Phillip Island: Viñales Continues to Command - Motorcycle.com News

Phillip Island: Viñales Continues to Command Looking comfortable and confident as ever, Movistar Yamaha’s newest pilot, Maverick Viñales, continues to lead the ranks of MotoGP after dominating at Valencia and Sepang with the fastest lap times at each. Viñales was the only rider on day two of testing at the historic Phillip Island Grand Prix Circuit, to put down a sub-1:29 lap, clocking in at an eyelid peeling 1:28.847 after 80 laps on the circuit, nearly a half-second faster than the runner-up Marc Márquez. Márquez, the reigning, and three time MotoGP champion, delivered a best lap of 1:29.309. You can find more on the state of testing, and catch up with the rest of the pack here. Phillip Island: Viñales Continues to Command appeared first on Motorcycle.com News.
 
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Caramel Curves: The All-Women Motorcycle Club - Motorcycle.com News

Caramel Curves: The All-Women Motorcycle Club The Huffington Post posted a brief photojournalistic piece today featuring badass women on motorcycles, The Caramel Curves Motorcycle Club. Based in New Orleans and founded in 2005 by the eponymous Caramel, the only requirements are that you have to be a woman and own a motorcycle. They pride themselves as a community that supports women who want to get out and ride, and on the camaraderie and confidence that the club instills in its members. If you’ve ever been wheelied past by a woman in 5-inch heels and a pink jumpsuit down in The Big Easy, chances are it was one of these ladies. You can also check out a great video that Vice’s Broadly did on the club here. Caramel Curves: The All-Women Motorcycle Club appeared first on Motorcycle.com News.
 
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2017 Triumph Street Triple RS Review: First Ride

2017 Triumph Street Triple RS Review: First Ride 2017 Triumph Street Triple RS Editor Score: 93.5% Engine 19.5/20 Suspension/Handling 14.0/15 Transmission/Clutch 8.75 /10 Brakes 9.5/10 Instruments/Controls 5.0/5 Ergonomics/Comfort 9.0/10 Appearance/Quality 9.5/10 Desirability 9.5/10 Value 8.75/10 Overall Score 93.5/100 The last time Triumph conducted a major revamp of its Street Triple family was 2013. At that press launch Triumph didn’t feel it necessary to include any track time because even the uptown R model remained predominantly a street bike. Four years on and Triumph has reshuffled the Street Triple deck and expanded the portfolio to three models (S, R, RS), each with a specific focus including the new performance leader RS model we just finished testing in Spain. While still largely a street bike, the RS features enough go-fast performance Triumph felt compelled to showcase the bike’s wherewithal around one of the most famous Spanish racetracks, Catalunya. While the 2013 Street Triple R was a substantial uptick to the original ’09 model, it maintained the same 675cc inline-Triple of the previous year’s bike. Not so at all with the 2017 incarnation. You’re probably aware Triumph bumped displacement of the new version 90cc, from 675cc to 765cc. What we learned from Triumph engineers in Spain, however, is the new mill was developed from the existing Daytona engine, not the previous year’s Street Triple engine. According to Triumph, in addition to increased bore and stroke, 80 new parts were used developing the new Street engine including a new crankshaft, pistons, connecting rods, balance shaft, and nikasil-plated aluminum cylinder liners. The result is a more powerful three-cylinder with a claimed 16% increase in peak horsepower and a 13% increase in peak torque for the RS compared to last year’s R model. By the numbers, Triumph claims the base model S to output 111 hp at 11,250 rpm and 54 lb.-ft. at 9,100 rpm, the R model to output 116 hp at 12,000 rpm and 57 lb.-ft. at 9,400 rpm, and 121 hp at 11,700 rpm and 57 lb.-ft. at 10,800 rpm for the RS. Note that the R and RS produce the same amount of torque with the R model peaking 1,400 rpm earlier than the RS. This is due to a different camshaft in the R model, and is an example of the individual character Triumph baked in to each bike, with the R emphasizing streetable, mid-range engine performance compared to the higher-revving nature of the RS. More For Less: $8K Four Vs. $8.2K Triple Vs. $8.7K Twin Having only spent time aboard the RS, no honest comparison can yet be made between the S, R, and RS models, nor how each is characterized by its design parameters. What is known is that the engine in the RS performed flawlessly during testing on the street as well as on the track. The linear power delivery we liked so much about the previous 675cc engine was made better by the 90cc bump in displacement. The RS delivering a little extra emphasis when twisting the throttle while maintaining a mid-displacement fun zone without treading into the ridiculously fast atmosphere of Tuonos or Super Duke Rs. The new Street Triple continues the legacy of laudable streetability with an aggressive yet comfortable seating position, with ample legroom and a moderate forward lean. The seat is supportively plush, and handling manners neutral. Within minutes the new Street Triple felt as familiar as any bike I’ve owned for years, allowing for a fun street ride and a fast track session. That the bike is a claimed 4.8 pounds lighter certainly doesn’t hurt as well. Accompanying the Street Triple’s new engine is a Continental electronics package including ride-by-wire throttle, ride modes (see chart), switchable ABS, switchable Triumph Traction Control, and self-cancelling turn signals. The R and RS both enjoy a slip and assist clutch, while the RS is also endowed with a quick-shifter. None of the models, however, offer cruise control which, on a bike where complaints are few and far between, seems like an oversight. Ride Modes Throttle Map ABS Traction Control Available On S R RS Rain Rain Road Rain X X X Road Road Road Road X X X Sport Sport Road Sport X X Track Sport Track Track X Rider Rain Road Sport Road Track Off Rain Road Sport Track Off X X Tied to each ride mode are default settings for throttle mapping (Rain, Road, Sport), ABS (Road, Track, Off), and TTC (Rain, Road, Sport, Track, Off). There is some limited adjustability within the default selections of each ride mode, but only the R and RS models come with full customization in the Rider mode, which is also the mode allowing ABS and TTC to be turned off. Toggling through and selecting ride modes is accomplished on the fly via a five-way joystick on the left handlebar (Track mode requires the bike to be stopped). On the R and RS models, bike information is delivered through a full-color TFT display. There exist six different styles of display from which to choose. Pictured is the standard high-contrast road setting (with animated GPI within the tach). Choosing style 02 shrinks the speedo and enlarges the tach. Other styles are somewhat Star Treky. You can also select the contrast you prefer or set it to auto contrast when the display will change according to ambient light. The five-inch display is one of the best we’ve seen yet, with an assortment of styles to choose from to suit personal preferences or riding conditions. Its functionality is intuitive and easy to navigate, while information is legible and smartly configured. The S model receives an updated version of the LCD instrument cluster and analog tach seen on the previous model. The Four-Thirds Shootout: Tre Cool Further differences among the models are found in the braking and suspension departments, with the RS boasting four-piston Brembo M50 front brake calipers, a fully adjustable Öhlins STX40 monoshock and fully adjustable 41mm inverted Showa big piston fork. The R model comes equipped four-piston Brembo M432 front brake calipers, fully adjustable Showa monoshock, and 41mm inverted separate-function Showa big piston fork, while the S model has two-piston Nissin front brake calipers, 41mm inverted non-adjustable Showa separate function fork and Showa RSU shock with preload adjustment. Outfitted with Brembo M50s, braking performance goes unquestioned. The fully adjustable Showa fork and Öhlins STX40 monoshock felt great on both the street and track. Street speeds were a little slow-going due to wet, foggy weather, but track speeds were full tilt, and both ends of the Triumph handled everything Catalunya threw at it. Note the 90-degree air valve. When it comes to braking performance on the RS, what needs to be said? Brembo M50s are still the best in the business regardless to which bike they’re affixed. Powerful without being abrupt, easily modulated at either street or track speeds; until something better comes along the M50s will continue to dominate. The street portion of our ride began with inclement weather, keeping aggression level low, but with stock setting in place for both front and rear suspension units the Showa fork and Öhlins shock delivered a compliant ride. For the track, Triumph engineers stiffened front and rear settings to deal with the higher speeds, leaving me wanting for nothing, and feeling comfortable through every bend of the 16-turn Catalunya circuit. The 2017 Street Triple RS topped out at 149 mph down Catalunya’s front straight. Never once did the fairingless naked wobble or give any hint of instability at the track. Pirelli Diablo Supercorsa SP tires (stock on the RS) certainly helped. Footpegs were occasionally grinding away, but not enough to hinder the bike as a damn fun trackday toy. Other niceties abound on the Street Triple RS, such as a new gullwing swingarm, revised exhaust system, lower chain guard, bar-end mirrors, a color-matched belly pan and seat cowl. The front brake lever is adjustable not only laterally to the handlebar, but also longitudinally. Of course you’re going to pay a little extra for the all the fringe benefits the RS carries. The price for the RS begins at $12,500 (a $1,300 increase over the outgoing 2016 RX model), whereas the R model starts at $11,200 (a $900 increase over the 2016 R model), and the S model at $9,900 (a $500 increase over the 2016 S model). At full honk on the track the quick-shifter snicked through the gears like butter, but on the street at anything less than full-throttle upshifts, we’d rather use the clutch to smooth gear selections. Besides, the slip-assist clutch makes lever pull so light there’s nothing to complain about there either. We already had a love affair with the outgoing Street Triple model – enough to award the Street Triple R our 2009 Bike of the Year trophy – and this newest version has improved in nearly every way possible: engine, suspension, brakes, weight and electronics. At $12,500, the RS certainly costs more than a Yamaha FZ-09, upgraded for 2017 and being ridden and tested by our Evans Brasfield this week. If you’re cross-shopping, it would be better to compare the $9k Yammie to the base model Street Triple with just a $900 difference in MSRPs. A more appropriate match-up for the Street Triple RS would be MV Agusta’s Brutale 800 that lists for $13,498. Give us a little time and we’ll gladly compare them for you. Mid-displacement three-cylinder shootout, stay tuned. 2017 Triumph Street Triple RS + Highs Fast but not furious Equally at home on street or track An already light bike made a little lighter – Sighs What, no cruise control!?! Only two color options R model’s red subframe looks more high-spec than RS’s silver subframe Triumph will be offering a special Low Ride Height of the R model Street Triple. Carrying the same MSRP as the standard R model, the LRH version boasts suspension dedicated to lowering the bike 30mm (95mm of front wheel travel and 98mm of rear wheel travel vs 115mm of front wheel travel and 134mm of rear wheel travel on the standard R model. Triumph also says the LRH has “revised seat foam construction” to help reduce seat height from 32.5 inches of the R model to 30.7 for the LRH model. 2017 Triumph Street Triple RS Specifications MSRP $12,500 Horsepower 121 hp @ 11,700 Torque 57 lb.-ft. @ 10,800 rpm Engine Capacity 765cc Engine Type Inline-Triple Bore x Stroke 78 x 53.4mm Compression 12.65:1 Fuel System EFI Transmission 6-Speed Clutch Wet, multi-plate, slip and assist clutch Final Drive Chain Frame Aluminium beam twin spar Front Suspension Showa 41mm upside down big piston forks (BPF), 115mm front wheel travel. Adjustable compression damping, rebound damping and preload. Rear Suspension Öhlins STX40 piggyback reservoir monoshock, 131mm rear wheel travel. Adjustable spring preload (lock-rings), compression damping and rebound damping. Front Brakes Twin 310mm floating discs, Brembo M50 4-piston radial monoblock calipers Rear Brakes Single 220mm fixed disc, Brembo single piston sliding caliper Front Tire 180/55 ZR17 Rear Tire 120/70 ZR17 Seat Height 32.5 in. Wheelbase 55.5 in. Rake/Trail 23.9º/3.9 in. Dry Weight (claimed) 366 lbs. Fuel Capacity 4.6 gal. Electronics Ride modes, R-b-W, ABS, TTC, quick-shifter Colors Matt Silver Ice or Phantom Black (Metallic) 2017 Triumph Street Triple RS Review: First Ride appeared first on Motorcycle.com.
 
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H-D and Flat-Out Friday are Part of Mama Tried Weekend in Milwaukee, Starting Tonight! - Motorcycle.com News

H-D and Flat-Out Friday are Part of Mama Tried Weekend in Milwaukee, Starting Tonight! In conjunction with a full slate of Mama Tried festivities, indoor flat-track racing returns to Milwaukee tomorrow night, with a whole cast of classes running around on a concrete floor doused in Dr. Pepper syrup. Wait, really? H-D will stream it live. Full-court PR PRESS FOLLOWS: MILWAUKEE, Feb. 15, 2017 – Grassroots indoor motorcycle racing action returns to Milwaukee this weekend and Harley-Davidson will be live-streaming the action from Mama Tried’s Flat Out Friday. Racing will take place on the concrete floor of the BMO Bradley Center arena on an oval circuit soaked with sticky Dr. Pepper syrup, and race fans can catch every lap on a Harley-Davidson Facebook Live broadcast beginning at 7 p.m. CST on Friday, Feb. 17. Rusty Butcher (of the #HarleyHooligans) aims to defend his title in the Hooligan class while AMA 450 Pros race for more than $15,000 in prize money in the Charlotte Kainz Memorial Race. Nine other classes will also be competing: Open amateur, four stroke brakeless, youth 85, open vintage, inappropriate, women, boonies, Z125 and Bultaco. To check out the action live and in person, purchase tickets athttps://www.bmoharrisbradleycenter.com/events/detail/flat-out-friday In addition to Friday’s races, Harley-Davidson is sponsoring a full slate of Mama Tried events in Milwaukee throughout the weekend. Feb. 16: Mama Tried Bike Night at the H-D Museum 400 W Canal St., Milwaukee More than 100 race bikes are expected to flood Motorcycle Plaza as Flat Out Friday racers bring their quickest machines to the Harley-Davidson Museum campus before the competition gets hot and heavy on Friday night. MOTOR Bar & Restaurant will have food and drink specials, while the Zach Pietrini band provides the soundtrack. Feb. 17: Mama Tried’s Flat Out Friday BMO Harris Bradley Center, 1001 N 4th St, Milwaukee Indoor flat track racing featuring nine classes. Doors open at 4 p.m. CST Feb. 17: Mama Tried Pre-Partyat the H-D Museum The Garage at the Harley-Davidson Museum, 400 W Canal St., Milwaukee Doors Open at 9 p.m. CST Join Mama Tried and the Harley-Davidson Museum for the official Mama Tried Pre-Party after the Flat Out Friday races. The Pre-Party will feature a double-dose of rock from Red Light Saints, with opening set by He-Nis-Ra. Pre-Party concert tickets are $10 and are available for purchase online. Advanced tickets are strongly encouraged as this event will sell out. Feb. 18-19: Mama Tried Motorcycle Show 126 S. 2nd St., Milwaukee, Wis. Saturday, Feb. 18: 10 a.m. to 10 p.m. CST Sunday, Feb. 19: 10 a.m. to 3 p.m. CST The Mama Tried Motorcycle Show is an indoor invitational showcasing the best custom, homebuilt, and unusual race and street motorcycles from the Midwest and beyond. The show will feature more than 100 motorcycles from builders of all genres, including flat-trackers, hill climbers, choppers, and bobbers. www.h-d.com. H-D and Flat-Out Friday are Part of Mama Tried Weekend in Milwaukee, Starting Tonight! appeared first on Motorcycle.com News.
 
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