ZERO MOTORCYCLES ANNOUNCES EXPANDED MY24 PRODUCT LINE
The world’s largest all-electric motorcycle line has grown further with the inclusion of the best available range-per-dollar values in the industry.
SCOTTS VALLEY, CA (November 7, 2023) – Zero Motorcycles, the worldwide leader in
electric motorcycles and powertrains, today unveiled its model year 2024 product line complete with several all-new models. Headlined by new mid-power options, the MY24 product line represents an expansion of the company’s vast array of products that are already purchased by more of the world’s motorcycle-riding population than any other electric manufacturer.
“Every innovation from Zero Motorcycles stands as a testament to over 16 years of relentless development and a staggering 165 million miles ridden by our loyal owners,” said Sam Paschel, Zero Motorcycles CEO. “In an industry where every launch from Zero shapes history we are proud to unveil the latest chapters in our legacy.”
With as many as 1 billion motorcyclists globally in the market, Zero is the only brand that
addresses the full breadth and diversity of riders’ needs. While the electric motorcycle market sees occasional single-model EV entries from traditional internal combustion engine companies, Zero continues to lead by ensuring every rider, from the seasoned enthusiast to the novice, has an electric option tailored to them. The unmatched lineup from Zero, the most extensive from any full-sized electric motorcycle manufacturer worldwide, is evidence of our commitment.
S-Line’s Evolution – Meet the All-New Model S
Building upon the stellar reputation of the groundbreaking SR/F and SR/S models, Zero is proud to introduce the all-new Model S. This update to the world’s most iconic electric street motorcycle, the 2024 Model S offers the best battery value in the industry thanks to its 14.4 kWh battery and an MSRP below $15,000. Boasting an all-new motor, the S is optimized for striking the ideal balance of performance to efficiency and, with twice the battery capacity of its predecessor, the new Model S is a true game-changer. The 2024 S joins the SR (exclusively for European markets), SR/F, and fully faired SR/S as the most complete line of full-sized electric street motorcycles.
DS-Line – Unrivaled and Unyielding
Following the incredible response to the launch of our DSR/X last year, Zero Motorcycles is
thrilled to announce the expansion of the category defining DS-Line with the introduction of the next generation DS and DSR models. As with Zero’s other dual sport offerings, these bikes exemplify Zero’s dedication to innovation and rider satisfaction and share the same reinforced chassis, extra durable Gates carbon belt drive, and many other off-road specific benefits that the DSR/X offers.
Growth with Every Ride
Exclusive to Zero, riders in Europe and the rest of the world can now experience 11kw offerings for the FXE, S, and DS. Moreover, the 2024 SR and DSR models come as the first A2 license-compliant models from Zero as well as being the first and only electric motorcycles on the market to enable simple dealer installed upgrades to A3 license-compliant performance. A revolutionary concept, this allows the motorcycles to evolve with the rider, something that’s impractical for ICE bikes and unheard of in other electric offerings. These industry leading innovations are a direct result of Zero’s clear technological superiority and deep commitment to lead the electrification of the powersports industry.
In North America, the 2024 Model S is available for $14,995, the 2024 SR/F is available for $20,495, and the 2024 SR/S retails for $20,995. The North American dual sport motorcycles, beginning with the all-new DS in sell for $15,995, the all-new DSR is available at $19,995, and the pinnacle electric adventure bike, the DSR/X, is available for $22,995. Additionally, the FXE returns for 2024 and retails at $12,495 and the popular FX sells for $12,495, as well.
The future of motorcycling is electric. With its ever-evolving lineup and continuous push for innovation, Zero Motorcycles remains at the forefront, redefining the electric motorcycle experience for riders everywhere. For complete technical specifications and more information on the all-new models from Zero, or to find your local authorized Zero Motorcycles Dealer, visit zeromotorcycles.com today.
REVIVING A LEGENDARY NAME SYNONYMOUS WITH ADVENTURE TOURING: MOTO GUZZI PROUDLY UNVEILS STELVIO – THE NEVERENDING JOURNEY
STELVIO, WITH ITS BOLD PERSONALITY, REDEFINES THE ON-OFF ROAD EXPERIENCE. IT’S BUILT ON MOTO GUZZI’S MOST ADVANCED TECHNICAL FOUNDATION, BOASTING A COMPACT TWIN-CYLINDER ENGINE THAT LEADS THE PACK IN PERFORMANCE. ITS INNOVATIVE TECHNOLOGIES ARE DESIGNED TO ENHANCE BOTH THE JOY OF RIDING AND SAFETY.
MAKING A MAIDEN APPEARANCE ON THE STELVIO IS THE “PFF RIDER ASSISTANCE SOLUTION” DEVELOPED IN BOSTON BY PIAGGIO FAST FORWARD, WHICH, THANKS TO RADAR ROBOTICS-DERIVED TECHNOLOGY, ENSURES SAFER RIDING IN ANY SITUATION
As Moto Guzzi launches into its second century, it remains committed to crafting motorcycles that exude authenticity and exclusivity. After celebrating the milestone of its 100th anniversary in 2021, Moto Guzzi unveiled the V100 Mandello in 2022, an innovative motorcycle conceived and designed completely from scratch, an epoch-making technical breakthrough. A motorcycle full of brand-new technologies, powered by the new liquid-cooled 90° transverse V-twin engine.
On such a modern technical basis, Moto Guzzi now introduces the Stelvio, the second chapter of an initial masterpiece. Stelvio is a name of immense renown, held in high regard and cherished by motorcyclists. Moto Guzzi has made a conscious choice not to attach it to any other acronym, acknowledging the profound respect it commands within the motorcycling community. This is the precise moniker that it bears: Moto Guzzi Stelvio, named after the famous Alpine pass, that connects two valleys through 48 legendary hairpin bends, an essential destination for any motorcyclist. Hence, Moto Guzzi Stelvio stands as the ultimate destination for the seasoned motorcyclist, offering an opportunity to ascend to the peak of riding pleasure while seated in its saddle.
Moto Guzzi Stelvio is a state-of-the-art motorcycle that reaches towards the future. What remains unaltered is Moto Guzzi’s unique design and construction philosophy, distinctive technical preferences and a contemporary style that embraces the future while maintaining the unmistakable essence of Moto Guzzi. A guiding philosophy underpins an on-off road motorcycle meticulously crafted for endless journeys, exuding allure, and delivering an exquisite riding experience. It is driven by an engine with peerless performance attributes and a distinctive sound.
The left-side view of a 2024 Moto Guzzi Stelvio. Photo courtesy Moto Guzzi.
Unmistakable Design and Advanced Aerodynamics
Fascinating, sophisticated, and original: the Moto Guzzi Stelvio is the only motorcycle in its displacement class with a truly innovative development Cardan shaft drive and the only one with an electrically height-adjustable windshield. More importantly, it is the only one to boast such engine architecture of this type. While there are numerous captivating twin-cylinder engines, only one boasts a 90° transverse V-twin configuration and that’s the hallmark of Moto Guzzi. It possesses an utterly distinctive and unparalleled character in the way it delivers torque. The V twin is not only the beating heart of the Stelvio, but also the epicenter of its design, just as it is on every other current Moto Guzzi. The entire design commences with the elevation of the sculptured engine, where the cylinders appear to burst out of the tank and progress in a very contemporary style. The geometric dissection of the primary bodywork components, centered between the tank and seat, amplifies the elegance of its lines, all whilst maintaining an exceptional focus on intricate details. Materials, colors, and finishes are oriented toward future style trends, simultaneously accentuating the Italian essence of the motorcycle through its forms and intricate details. The feeling of dynamism is emphasized by the slender tail and larger shapes that dominate the front, a choice in which design meets the needs for protection and comfort necessary in a travel and touring-orientated bike.
Aerodynamics have undergone an extensive and meticulous overhaul, spearheaded by a dedicated team of engineers solely focused on this aspect. The aim was to optimize air protection, comfort, and the joy of riding, aligning with Moto Guzzi’s legacy as the first pioneering motorcycle brand to possess its very own wind tunnel. It took more than 1,500 hours of simulations with CFD (Computational Fluid Dynamics) calculation software and countless sessions in the wind tunnel to determine the ideal surfaces that would offer maximum protection for the rider and passenger, while occupying the least space. The windshield was also the subject of special study and is shaped to deflect flows while avoiding rear air vortices, aided by the presence of the two side deflectors. To accommodate different statures, it is electrically adjustable in height up to 150 km/h, with a range of as much as 70 mm. Moto Guzzi Stelvio also evokes iconic models from its rich heritage, drawing inspiration from elements such as the louvers present in the under-seat sides, yet embracing modernity and innovation in their redesigned form. This is the perfect motorcycle for those who take pleasure in observing details while running their hands along its surfaces, capable of evoking thrills well before the journey even begins. Whichever way you look at it, it is unmistakably a Moto Guzzi: the identity is confirmed frontally by the LED lighting system, with DRLs stressing the outline of the eagle, and laterally too, by the unique architecture of its completely exposed engine. Meticulous attention to detail extends to this aspect: the radiator’s inconspicuous placement and the concealment of rubber connection hoses from view, alongside the thorough refinement of the electrical system, where the wiring remains completely hidden, all contribute to the enhancement of the mechanical purity.
Moto Guzzi spent a lot of time working on the aerodynamics of the Stelvio. Photo courtesy Moto Guzzi.
Revolutionary Twin-Cylinder ‘Compact Block’ Engine Further Refined
Moto Guzzi Stelvio is powered by the engine unit recently introduced on the V100 Mandello, though it distinguishes itself in several respects, elevating the overall satisfaction of the riding experience. It should not be a big surprise that two motorcycles of such different backgrounds share a common engine. The Moto Guzzi V100 Mandello and Stelvio projects started in parallel before following quite different development paths. The Moto Guzzi engine builders received a clear directive right from the start: to craft an engine suitable for a variety of motorcycle types. For instance, the decision to create an oil sump isolated from the crankcase via a reed valve has resulted in minimal expansion of the lower portion of the engine. This design choice enhances the essential ground clearance required for overcoming off-road challenges.
Moto Guzzi’s ‘compact block’ is a state-of-the-art engine in terms of design and construction; compact and lightweight, it affords an agile chassis imbued with a spirited character. This potent and responsive engine is perfectly equipped to accompany Moto Guzzi over the forthcoming decades, in line with the needs of modern motorcyclists who seek the thrills of the torque with every twist of the throttle, all while balancing fuel efficiency and moderate running costs.
The 2024 Stelvio shares its 90-degree transverse V-Twin DOHC engine with the V100 Mandello. Photo courtesy Moto Guzzi.
The engine is a 90° transverse V-twin with liquid cooling and dual overhead camshaft timing with finger rockers and 4 valves per cylinder. The effective displacement is 1042 cc, while the bore to stroke values are 96 X 72 mm. As mentioned, the crankcase takes advantage of wet sump lubrication, with the crank chamber separated from the oil sump by a reed valve pack. This system allows for a lower engine due to a shallower oil pan, saving space and lowering the volumes which benefits the handling and – in the case of the Stelvio – leaves ample ground clearance for avoiding off-road obstacles. In addition, by decreasing the lubricant in the crank chamber, it has the advantage of decreasing friction and thus fuel consumption, as well as contributing to size containment. In general, a huge effort has been made to decrease inertia as much as possible (up to 50% less than the previous 1200 8V engine), decreasing weight and giving better responsiveness. A counter-rotating shaft is integrated, designed not to balance the primary forces, as they are inherently balanced by the 90° architecture. Instead, its purpose is to reduce reverse torque, thus enhancing rideability and eliminating any undesirable reactions during both acceleration and deceleration; The inclusion of this component has also enabled a reduction in the weight and dimensions of the crankshaft, thereby enhancing both compactness and overall performance. The outer crankcases were designed to have the structural function of reinforcing the frame, with its eight attachment points. The rider foot-pegs are securely fastened to the crankcases with just a few rubber pads, taking advantage of the engine’s superb balance to effectively eliminate vibration.
The ground-up design has yielded an exceptionally compact power unit, measuring 103 mm shorter than the smaller block of the V85 TT, and weighing less than the 1200 8V, the last four-valve engine manufactured by Moto Guzzi. A significant contribution comes from the hydraulically controlled wet multi-plate clutch with a slipper system. This system is not only more robust and dependable but also more compact and lighter compared to the dry single-plate solution used in other models currently in production. The alternator has been repositioned for improved efficiency, no longer residing at the front but now nestled within the V of the cylinders.
Another distinguishing feature from recent engines produced in Mandello del Lario is the 90-degree rotation of the cylinder heads. This decision not only creates more generous legroom but also streamlines the arrangement of the intake line and electronic injection components. Indeed, the two throttle bodies feature shorter and straighter high-turbulence ducts, which effectively enhance the delivery of the air/fuel mixture to the combustion chambers. This results in clear advantages such as increased power, smoother delivery, improved fuel efficiency, and reduced emissions of harmful pollutants. The decision to employ double overhead camshaft timing with finger rocker arms has enabled the implementation of more assertive valve lift profiles, leading to improved performance. Simultaneously, this design enhances combustion efficiency by eliminating fuel wastage. Contributing to this is the Ride-by-wire electronic control system, guaranteeing precise throttle control without any abrupt on-off response during throttle operation. The rotation of the cylinder heads facilitated the creation of an exhaust system featuring two smoothly curving headers that merge into a dual-exit tailpipe. Additionally, the headers are equipped with protective shields designed to divert hot air flows away from the rider’s legs.
The six-speed gearbox has undergone a redesign, resulting in even smoother and more seamless gear shifts. This was achieved by relocating the cotter from the primary shaft of the gearbox to the clutch, thereby enhancing its damping capacity and overall operation. With the same objective, the cam gear shift was altered to include optimized swingarm pilot cams. Furthermore, the performance of the quick shift (available as an accessory) has been improved thanks to new electronic operating strategies.
This power unit undoubtedly delivers a sporty level of performance: maximum power is 115 hp at 8,700 rpm while maximum torque is 105 Nm at 6,750 rpm, with 82 percent available as early as 3,500 rpm and the limiter set at an impressive 9,500 rpm. These statistics aptly illustrate the engine’s character and robustness, providing substantial low-end torque for a riding experience that truly embodies the Moto Guzzi legacy. However, the modern design has also resulted in an engine with low fuel consumption (5.1 l/100 km) and favorable running costs, with a service interval scheduled every 12,000 km.
Moto Guzzi Stelvio complies with the Euro 5+ emissions standard, partly due to the introduction of three lambda probes.
The final drive shaft drive makes use of an aluminum single-sided arm positioned on the left side. Compared to the one on the V100 Mandello, it has been reinforced to adapt it to off-road use. The minimal output of the drive shaft and the extensive longitudinal extension of the swingarm have effectively eradicated the initial upward effect upon opening the throttle, eliminating the necessity for reaction rods on the swingarm. This results in a seamlessly smooth riding experience during both acceleration and deceleration, akin to a chain drive, while still enjoying all the benefits of a cardan drive, including reduced maintenance and easier cleaning. One of the distinctive aspects of this system is the inclusion of a solitary universal joint located at the swingarm fulcrum, tilted at a 6-degree angle. This design choice not only maintains a slender central profile for the bike, reducing weight and enhancing ergonomics, but it also features a bevel gear set at an 84° angle (in contrast to the 90° angle found on other Moto Guzzi models). This arrangement allows the swingarm to accommodate a 170/60 tire fitted on a 4.5-inch tubeless spoke rim, emphasizing the adventurous spirit of the Moto Guzzi Stelvio.
Peak Riding Pleasure
It’s designed to excel in all usage scenarios, delivering comfort and unwavering performance in adventure touring, everyday convenience, and providing an exhilarating experience for those who seek sporty road riding. This is what we call versatility and Moto Guzzi Stelvio exemplifies the art of blending multiple personalities into a single motorcycle. The common denominator is the joy of riding and the feeling with the front wheel, capable of providing an unparalleled experience. This is the outcome of a design philosophy rooted in the craftsmanship of the master fabricators from Mandello, renowned worldwide. The credit for such a delightful and satisfying ride belong to the optimal weight distribution and the lowering of masses, allowed by the engine architecture and the 21-litre fuel tank that extends beneath the seat. But also, to the special layout of the new steel tube frame dedicated to Moto Guzzi Stelvio that uses the engine as a load-bearing element. Compared to the unit that powers the V100 Mandello, the front-end has undergone a complete redesign making it stronger and better suited for adventure riding. Furthermore, it now features different dimensions. The frame also boasts four front anchor points instead of the two on V100 Mandello, giving a 20-percent increase om rigidity. The 1520 mm wheelbase and 25.6° steering head angle give agility and sporty flair on curve-filled road.
The Moto Guzzi Stelvio was designed with rider and passenger comfort in mind. Photo courtesy Moto Guzzi.
The touring attitude is guaranteed by the ample comfort of the generously sized seat, positioned at just 830 mm above the ground and the active riding position that keeps the back upright and the legs slightly bent. It is easy to manage from a standstill and offers solid balance when both feet are on the ground, thanks to its narrow central section. In keeping with Moto Guzzi’s longstanding tradition of on-off road motorcycles, the new Stelvio also features wide, adjustable-section aluminum handlebars, perfect for off-road control while also providing a more relaxed touring posture. The passenger is an integral part of the design and can count on a wide, well-padded portion of the seat with large grab bars and a posture that allows comfortable movement. The luggage retention systemis highlyingenious (available with a rich catalogue of specialized accessories), without requiring any additional supports, thus leaving the look of the bike uncluttered when not in use, saving weight and minimizing lateral bulk. Attaching them is a breeze – just raise the passenger seat and insert the case hooks into the designated slots.
The suspension system is exclusively tailored for Stelvio, delivering both control and excitement in sporty riding, as well as the necessary comfort during long journeys and reliable grip on less conventional terrain, courtesy of its ample 170-mm travel. The Sachs fork, equipped with 46 mm stanchions, is adjustable for rebound hydraulics and spring preload, while the KYB shock absorber allows adjustments for rebound hydraulics and spring preload via convenient manual controls. Its sloping configuration is meticulously designed and fine-tuned to provide a progressive response and sensitivity in cushioning bumps in the road. The Brembo braking system incorporates a pair of 320-mm floating steel discs at the front, engaged by radial-mount monobloc calipers. The handlebar master cylinder, along with the clutch master cylinder, is also of a radial design, and both feature adjustable levers for distance to the handlebar. For the rear brake, a 280-mm disc is engaged by a dual-piston caliper. Tubeless spoked wheels, with a 19-inch front and 17-inch rear, accommodate tires designed with a structure and tread pattern suitable for light off-road riding.
The 2024 Moto Guzzi Stelvio can be ordered with (left) or without (right) the PFF Rider Assistance Solution radar system. Photo courtesy Moto Guzzi.
First With Radar Sensors for Safer Riding
Stelvio is the first Moto Guzzi equipped with the PFF Rider Assistance Solution, offered as a factory option (the bike can be ordered with or without).
This cutting-edge driving assistance platform is built on 4D Imaging Radar technology and was developed by Piaggio Fast Forward, a robotics expert based in Boston, founded in 2015 by the Piaggio Group.
This is the first time that such radar sensors (one is located above the front headlight assembly and one below the rear headlight assembly) have been implemented for use on a motorcycle, which has very different dynamics compared to a car, with significant variables of the lean angle when cornering. The advantages, compared with a traditional ultrasonic sensor-based driver assistance system, lie in an extremely wide field of vision and reliable monitoring regardless of lighting and environmental conditions.
The front radar sensor is located above the headlight on the Moto Guzzi Stelvio. Photo courtesy Moto Guzzi.
These devices play a key role on the active safety front, providing the Following Cruise Control (FCC), Forward Collision Warning (FCW), Blind Spot Information System (BLIS) and Lane Change Assist (LCA) functions. FCC represents an advanced cruise control system that utilizes the front radar to adapt the speed based on the vehicle in front. This system intervenes in engine brake control, amplifying it if the vehicle in front decelerates. The system acts on engine brake control, increasing it if the vehicle in front slows down.
The FCW uses the front radar to identify potential collisions with vehicles and objects situated in front of the motorcycle. BLIS serves to notify the rider of vehicles located in the blind spots detected by the rearview mirrors. Additionally, the LCA function continuously scans the area up to 30 meters behind, also identifying vehicles approaching from the side that could pose a lane-changing hazard. In all instances, the driver is alerted through appropriate audible and visual warnings displayed on the instrumentation and rearview mirrors.
The system is part of a first-rate electronics package, which includes Ride-by-wire electronic throttle for fine performance and fuel economy management, the advanced Marelli 11MP control unit and the 6-axis inertial platform. The latter, equipped with accelerometers and gyroscopes, possesses the capability to discern the bike’s orientation in relation to the road. It records and analyses inputs from the ride and transmits this data to the control unit, which then takes action to optimize control parameters as necessary. The six-axis platform allows the full potential of Cornering ABS, developed in collaboration with Continental, to be exploited to ensure maximum safety on the road. This system can enhance braking and ABS intervention while cornering, facilitated by a dedicated algorithm that continually monitors various parameters including lateral acceleration, front brake lever pressure, lean angle, pitching, and yawing. It dynamically adjusts the brake action to ensure an optimal balance between deceleration and stability.
There are five distinct Riding Modes available: Tourism, Rain, Street, Sport, and Off-Road. Each mode offers three different engine maps, four levels of traction control, three levels of engine brake and two levels of ABS control. Moto Guzzi’s technology is designed not only to enhance safety and enjoyment in riding but also to simplify life on the road. The rider simply needs to choose the Riding Mode that best aligns with their riding preferences to automatically achieve the optimal adjustment of the electronic parameters in use. These settings can also be personalized, allowing riders to fine-tune the parameters to match their individual preferences.
Tourism: This Riding Mode is tailored for long-distance travel. In this mode, the Engine Brake Intervention (MGFM) is set to a moderate level, aiding deceleration when the throttle is closed. The Power Delivery (MGCM) is progressive, at level 2 out of 3, and the Traction Control (MGCT) is set at level three out of four for added stability.
Rain: This mode is optimized for challenging weather conditions. Engine braking is set at a moderate level and power delivery is very gentle (level 3 out of 3). Traction control is at its highest level for maximum safety during acceleration.
Road: In this mode, the electronic settings are geared towards typical road driving. Engine braking is at a medium level, power delivery (MGCM) is progressive (level 2 out of 3), and traction control (MGCT) is configured at the second level out of four.
Sport: Electronic adjustments are precisely tuned to deliver an exhilarating sporty riding experience. Engine braking is minimal, power delivery (MGCM) is more direct and sportier (level 1 out of 3), and traction control (MGCT) is the least obtrusive (level one out of four). The ABS calibration enables very firm braking.
Off-Road: This mode is designed explicitly for off-road adventures. Engine braking is pronounced, and power delivery is at its most direct. Traction control and ABS are finely tuned for off-road use. Traction control has minimal intervention, while ABS is active only on the front wheel. This configuration enables off-road enthusiasts to enjoy their adventures without the risk of losing control of the motorcycle. Moreover, it is possible to deactivate both traction control (across all riding modes) and ABS on both wheels (in Off-Road mode only) for added flexibility and control.
The standard equipment includes a full LED lighting system with Daytime Running Lights (DRLs), the ‘bending lights’ system (which adds extra headlamps in the windshields to illuminate the inside of corners, improving visibility when leaning), and a USB port located beside the instrumentation. The latter is a 5-inch color TFT panel offering a range of information, such as fuel level, air and coolant temperature, gear engaged indicator, remaining range, and instantaneous consumption.
Additional accessories include Moto Guzzi MIA, the multimedia platform enabling smartphone connectivity with the instrumentation through Bluetooth. Moto Guzzi MIA combines an infotainment system for managing voice assistant, phone calls, and music using intuitive handlebar controls, as well as a navigation feature. With this feature, after setting the destination on your smartphone, you can display directions directly on the instrumentation.
Versions and Colors
Moto Guzzi Stelvio is available with or without PFF Rider Assistance Solution.
There are two color variants, both matte: Giallo Savana, which features a dark yellow hue on the front of the tank and on the side panels and the more elegant Nero Vulcano, dominated by the black/grey combination, with some yellow highlights on the tank and side panels.
A Wide Range of Accessories for All Needs
The range of accessories dedicated to the Moto Guzzi Stelvio includes beautifully crafted details designed to make the riding experience even more comfortable and engaging.
Hard side cases: designed to attach to the bike without requiring any additional supports and featuring a painted cover. The left-side case offers a capacity of 30 liters, while the right-side case provides 29 liters of storage. Both are spacious enough to accommodate a full-face helmet and can be conveniently opened using the motorcycle’s ignition key.
Top case: equipped with covers to match the cases, it has a capacity of 37 liters and has a backrest made of the same fabric as the seat. It also opens using the motorcycle’s ignition key.
Top case XL: dedicated to long-haul travel, it has a 52-litre capacity that can accommodate two full-face helmets. It has a matching cover and a backrest made of the same fabric as the seat. It opens with the same start key as the motorcycle.
Aerodynamic windshield: is made of polycarbonate and provides excellent protection on trips.
Heated comfort seat: an indispensable aid for dealing with colder climates. It is adjustable through handlebar controls to three different temperature levels. Equipped with a 3D Net insert that makes it very comfortable. Also available in higher and lower versions.
Heated comfort passenger seat: features a 3D Net padding that can provide more comfort when traveling. Adjustable to three temperature levels.
Heated grips: essential for tackling winter, they do not require additional electrical controls and are adjustable to three temperature levels.
Engine guards: durable protective tubulars powder-coated in the same color as the frame. They safeguard the engine in case of a fall.
Head guards: made of billet aluminum, they protect the heads from accidental impacts.
Centre stand: solid support in parking, also useful for bike maintenance.
Auxiliary light kit: additional LED spotlights that can increase the light beam.
USB port: an additional USB port installed beneath the seat, complementing the one that comes standard with the bike.
TPMS: indicates tire pressure on the instrumentation.
Moto Guzzi MIA: the multimedia platform that allows the smartphone to be connected to the instrumentation via Bluetooth, extending its functions.
Quickshifter: the bidirectional electronic gearbox that allows very fast shifts without using the clutch control.
Electronic anti-theft device: installs on the original electrical system without modification. Equipped with remote control.
Indoor motorcycle cover: elegant stretch sheet, tailored to the shapes of Stelvio.
Moto Guzzi Adventure Apparel
This is the clothing line dedicated to motorcyclists, designed to be versatile, easy to wear and protective in all conditions.
Road Carver jacket: a removable two-layer technical jacket with a Moto Guzzi Watershield waterproof membrane and removable winter lining and certified protectors on elbows and shoulders. There is a reflective design on the back that echoes that of the DRL on the Stelvio’s headlight cluster.
Road Carver Pants: technical pants equipped with Moto Guzzi Watershield waterproof membrane and removable, adjustable waist. Equipped with pockets and air vents.
Trail Chaser Gloves: provide protection from the elements, thanks to the Moto Guzzi Watershield waterproof membrane. They feature knuckle and palm protectors; touchscreen inserts on fingers and easy-to-adjust Velcro closure band.
Moto Guzzi Stelvio: Data Sheet
ENGINE
Type
Liquid-cooled 90° transverse V-twin cylinder. Double overhead camshaft distribution with finger rocker arms and four valves per cylinder
Displacement
1042 cc
Bore and stroke
96 x 72 mm
Compression ratio
12.6:1
Maximum power
115 CV (84,6 kW) at 8,700 rpm
Torque
105 Nm (10,7 kgm) at 6,750 rpm
Fuel
Electronic fuel injection; dual Ø 52 mm throttle bodies and Ride by wire management
Fuel tank capacity
21 liters (reserve 3.5 liters)
Homologation
Euro 5+
Fuel consumption (WMTC cycle)
5.1 l/100 km
CO2 emissions (WMTC cycle)
119 g/km
TRANSMISSION
Clutch
Wet multi-disc clutch with slipper clutch and hydraulic control and integrated clutch slave
Gears
6-speed gearbox
Primary transmission
Straight-geared, gear ratio: 31/48 (1.548)
Primary transmission
Cardan shaft drive: gear ratio: 12/38 (3.166)
Control management
3 engine maps (MGCM), 3 levels of engine brake control (MGFM), 4 levels of traction control (MGTC), cruise control. 5 Riding modes (Touring, Rain, Road, Sport, Off-Road)
FRAME AND WHEEL CHARACTERISTICS
Frame
Tubular high-strength steel frame
Front suspension
Front suspension Sachs telescopic hydraulic upside-down fork, Ø 46 mm, adjustable spring preload and rebound hydraulics
Front wheel travel
170 mm
Rear suspension
Aluminum single-sided shock absorber left side, adjustable in spring preload with knob and rebound hydraulics
Rear wheel travel
170 mm
Brakes
Front: dual stainless steel floating discs, Ø 320 mm, Brembo radial-mount calipers with 4 opposed pistons and metal braided hose
Rear: stainless steel disc, Ø 280 mm, Brembo floating 2-piston caliper. Continental ABS with cornering function
Wheels
Aluminum alloy
Front rim
Tubeless spoked 3.0″ x 19″
Rear rim
Tubeless spoked 4.5″ x 17″
Front tire
Radial tubeless 120/70 – R19″
Rear tire
Radial tubeless 170/60 – R17″
ELECTRICAL SYSTEM
A/C generator
550 W
System voltage
12 V
Battery
12 V – 12 Ah
DIMENSIONS
Length
2.195 mm
Width
945 mm
Wheelbase
1520 mm
Seat height
830 mm
Steering headstock tilt
25,6°
Trail
116,4 mm
Dry weight
222 kg
Weight in running order *
246 kg
* Weight with bike ready to ride, with all operating fluids and 90% fuel
MAX TOTH JOINS AGR TEAM FOR THE 2024 FIM JUNIORGP SEASON
November, 06 2023
AGR Team is pleased to announce the signing of promising American rider Max Toth for the upcoming FIM JuniorGP season in the Moto2 class. At just 17 years old, Toth has shown his talent and skills on the track. The AGR team is excited to add an American rider to our ranks, and we are confident that he will be a key element for the future of the Championship.
Max already has experience in the Moto2 class, having made his debut this season. He also has experience within the Spanish ESBK and Italian CIV Championship, where he has achieved podium finish, which will be fundamental to his success in the FIM JuniorGP. This sporting alliance will represent a significant boost to the young rider’s racing career. The team and the rider are looking forward to the start of next season.
Anscari Nadal: “We are delighted to have an American rider back in our team. We are confident that we can help Max Toth to reach his full potential”.
Max Toth: “I am very excited to start this adventure with the AGR Team. I want to thank Anscari for giving me this opportunity. From the test day in Aragon, I knew that this is a solid and very professional team. They have highly qualified professionals with a wide knowledge of how Moto2 works. Next year will be a year of learning. I am excited for this project to start, it will be a great year for us”.
TO ENJOY MORE POWER ON ROAD AND TRACK, MICHELIN WILL INTRODUCE THREE NEW MOTORCYCLE TIRES AT EICMA
Michelin Power 6 and Michelin Power GP 2 tires: extra grip on dry and wet conditions, thanks to MotoGP™ know-how[1],[2].
Michelin Anakee Road tire: the “Michelin” road performance[3],[4], with a specific trail look.
GREENVILLE, S.C. — Michelin is unveiling three new motorcycle products at the EICMA trade show on Nov. 7 in Milan. The new tires will be available for riders in January 2024, and will equip many motorcycles on display at the show while also being featured in the Michelin booth.
With 130 years of history in developing 2-wheel tires – the first Michelin tire ever made was designed for a bike – and more than 500 wins in the FIM World Championships, Michelin benefits from a vast and unique know-how. Whether it’s slick tires, radial tires, or asymmetrical tires, during the past 50 years, Michelin has always been the driving force behind innovation.
In recent years, the Michelin Power and Michelin Anakee ranges have been homologated by premium manufacturers such as BMW Motorrad, Triumph, KTM and Honda along with many others.
Michelin Power 6 street tires in use in wet conditions. Photo courtesy Michelin.
Michelin Power 6: The Everyday Tire Combining Fun and Sportiness
The new Michelin Power 6 tire is aimed at a wide range of sports motorcycle users looking for sportiness and pure riding pleasure. This new tire will be the reference for future Michelin launches in the sport segment.
Beyond sport performance, this tire keeps an eye on mileage for the daily rider or those who travel long distances. The grip in dry and wet conditions as well as its handling and sportiness make this tire a suitable answer to the demands of sport bike riders. Available in a wide range of sizes, this tire is suitable for motorcycles over 300cc, and has already been homologated on the new 2024 KTM 390 Duke.
Michelin Power GP 2: The Master of Racetracks is Homologated for the Road
Destined for the track, homologated for the road, aimed at owners of super sports bikes, this evolution of the Michelin Power GP tire enters a new dimension. The new tire delivers an even higher level of grip on wet or dry surfaces than its predecessor[2], which was already a leading tire in this category.
Thanks to its level of riding precision, it amplifies the track experience allowing the most experienced riders to push their limits on the track. Using the same development tools as those used for MotoGP™ tires, the new Michelin Power GP 2 benefits from the experience gained by Michelin as it earned 500 victories in the FIM World Championship.
Michelin Anakee Road street tires in use in wet conditions. Photo courtesy Michelin.
Michelin Anakee Road: The Michelin Road Performance, with a Specific Adventure Look
Complementing the Anakee range – which boasts other patterns for more aggressive off-road usage, Anakee Wild and Anakee Adventure – this new tire is designed for adventure touring motorcycles used for long road trips as well as for everyday travel. As these bikes are versatile, their range of use is just as wide.
With the new Michelin Anakee Road tire, Michelin has designed a tire aimed at motorcyclists who prefer pavement. This new tire provides high levels of grip in dry and wet conditions[3], a long service life[4] and stability. The design of the tire has been created to be in harmony with the style of these bikes, which have become lighter over the generations but are still an imposing size and weight.
Edouard De Peufeilhoux, Director of Michelin’s 2-Wheels Business Line:
“Innovation is at the heart of Michelin’s strategy. We invest in the evolution of our motorcycle tire ranges in order to always be the reference in the field for both riders and OEMs. After challenging market conditions in 2023, we have a strong conviction that motorcyclists are eager to return to the road and track. We have worked closely with motorcycle manufacturers to ensure that Michelin tires, thanks to their performance, contribute to the riding pleasure of every rider and meet the specificities of the new motorcycle models presented at the EICMA show. As a result, we are immensely proud of the development team that has designed these three new products unveiled at the end of the year. Many new tires for different market segments will be unveiled during 2024, all around the world: Michelin Power 6, Power GP 2 and Anakee Road are just the beginning of the Michelin’s technical revolution!”
The new Michelin tires will be available to retailers through North American authorized distributors starting January 1, 2024.
[1] DRY: In-house comparisons of the Michelin Power 5 tires and Michelin Power 6 tires ranges conducted at Ladoux tracks: the 05/17/2023 and 06/15/2023, dimensions of the tires: 120/70 ZR 17 and 190/55 ZR 17, on a BMW S1000RR.
WET: In-house comparisons of the Michelin Power 5 tires and Michelin Power 6 tires ranges conducted at Ladoux on Wet track: the 04/13/2023, dimensions of the tires: 120/70 ZR 17 and 190/55 ZR 17, on a BMW S1000R.
[2] DRY: In-house comparisons of the Michelin Power GP tires and Michelin Power GP 2 tires ranges conducted at Ladoux tracks: the 06/06/2023 and 06/08/2023, dimensions of the tires: 120/70 ZR 17 and 190/55 ZR 17, on a BMW S1000RR.
WET: In-house comparisons of the Michelin Power GP tires and Michelin Power GP 2 tires ranges conducted at Ladoux on a Wet track: the 04/11/2023, dimensions of the tires: 120/70 ZR 17 and 190/55 ZR 17, on a BMW S1000R.
[3] In-house comparisons of the Michelin Anakee III tire and Michelin Anakee Road tire ranges conducted at Ladoux track: wet performance the 05/17/2023, dry performance the 07/21/2023, dimensions of the tires: 120/70 R 19 and 170/60 R 17, on a BMW 1250 GS.
[4] Longevity independent test on open-road with Michelin Anakee III tire and Michelin Anakee Road made by DEKRA Narbonne: from 11/10/2022 to 12/22/2022, dimensions of the tires: 120/70 R 19 and 170/60 R 17, on a BMW 1250 GS.
350cc Grand Prix Motorcycles Featured in 2024 AHRMA Vintage Cup
(November 06, 2023, Knoxville, TN) The American Historic Racing Motorcycle Association (AHRMA) 2024 Vintage Cup will highlight iconic middle weight machines from the 1960s.
Sponsored by Hagerty Insurance, Roadracingworld.com, and NYC Norton (nycnorton.com), AHRMA’s 2024 Vintage Cup features the 350GP class which includes 350cc two and four-stroke and 250cc two-stroke liquid and air-cooled machines built before December 31, 1968.
“The 350GP class was our inaugural Vintage Cup class running in 2019. The grids increased immensely and have remained increased for the past five years. We are pleased to bring it back and expect the grids to be better than ever,” said Kenny Cummings of NYC Norton, Vintage Cup sponsor for the 350GP Featured Class.
Typical AHRMA 350GP grids include wide variety motorcycles from Aermacchi, Bultaco, Honda, Ducati, Kawasaki, and Suzuki.
“350GP has been an exciting class since AHRMA’s earliest days, and I plan to join in the fun myself as a rider and a machine owner for others. I expect to see a variety of marques represented in the results,” shared Carl Anderson, AHRMA’s 2023 Chairman of the Board.
The Vintage Cup will be highlighted during and after each of the 2024 AHRMA National road races. Added enhancements for the 2024 season include:
Enhanced trophies throughout the season.
Special awards for series champion.
Articles and photos on Roadracingworld.com to spotlight the class.
Roadracing World print magazine enhanced exposure for AHRMA and 350GP.
Discounted race entry fees.
Racer spotlight features in AHRMA MAG.
Class champion on cover of the AHRMA MAG.
Motorcycles eligible for AHRMA’s 350GP class must have been built before December 31, 1968, or be based on a like design and may have up to a 350cc air-cooled four-stroke engine with overhead valves and cams; a 350cc air-cooled single-cylinder two-stroke; 250cc liquid-cooled, single-cylinder two-stroke; 250cc air-cooled twin-cylinder two-stroke. A list of eligible machines can be found in the AHRMA Handbook in Section 10.2.3 350 Grand Prix (www.ahrma.org/ahrma-handbook).
“The 350 GP class has been important since the beginning of road racing. Practically all the factories that competed in the 500 class also competed in the 350 class. Norton and Velocette dominated before WWII and the immediate post-war period. The 350 Junior class ran at the Isle of Man from 1911 to 1976, Norton winning 12 times, MV nine times and Velocette eight times,” said David Roper, a multi-time AHRMA champion and frequent 350GP competitor.
“When the World Championship was established in 1949, the 350 was one of the four solo classes and lasted through 1982. The championship was won by a four-stroke every year until 1974 when the two-strokes took over until the class was eliminated,” Roper said. “Some manufacturers enlarged their 250 to 350 (Moto Guzzi and Honda), some made smaller versions of their 500s (Gilera and MV), and for some the 350 was their prime size and they enlarged them to make forays into the 500 class (AJS and Velocette). Singles, twins, triples, fours, and six-cylinder motors were successful.”
About AHRMA:
The American Historic Racing Motorcycle Association (AHRMA) is a not-for-profit organization dedicated to competing on fantastic classic and true vintage machines along with a wide range of modern motorcycles. With over 3,000 members, AHRMA is the largest vintage racing group in North America and one of the biggest in the world. The association has grown steadily over the years, reflecting the increasing interest in classic bikes.
Dunlop Motorcycle Tires welcomes Wes Samperio as a new Motorcycle Product Manager. Wes comes to Dunlop from Falken Tire, the company’s car and truck tire brand, where he had worked his way up to lead the Falken FAST sales team to help grow their retail presence. Samperio will be located with the team at the Rancho Cucamonga headquarters located in California to join current Motorcycle Product Manager Chris Siebenhaar.
Sr. Vice President of Dunlop Motorcycle Tires Sales and Marketing, Mike Buckley, explains: “Wes is a motorcycle enthusiast at heart and will be an outstanding addition to the team, and we look forward to bringing him up to speed with the product planning process.”
Both Samperio and Siebenhaar will report to the newly appointed Director of Product Marketing and Motorcycle Motorsports, Chad Geer. The sixteen-year member of the Dunlop Motorcycle Tire team will now be fully responsible for Dunlop’s product roadmap along with all the processes that support it. Additionally, Chad will spearhead the product marketing and overall product branding by working with Dunlop’s marketing team to align on messaging. Finally, motorsport racing activities will come under his direction, including the sponsorship programs attached to the various series Dunlop competes in including amateur and club racing activities.
“Chad has worked tirelessly and effectively with all stakeholders involved in the Dunlop Motorcycle business, and has earned this expanded role,” Buckley said. He continued, “I’m confident Chad will excel in this expanded role and continue to drive for results for the business.”
Finally, Rick Zimmerman has been promoted to Director of Original Equipment for Sumitomo Rubber North America (SRNA). This newly created role now includes both four-wheel and two-wheel businesses. SRNA’s Detroit office will now report to Zimmerman, and he will direct the four-wheel OE side of the company from now on.
“While on the surface it seems like an overwhelming expansion of responsibilities, I am confident that Rick will be fully capable of handling this based on the outstanding job he has done with the two-wheel OE business throughout his tenure with us,” said Buckley.
“All these moves have one thing in common: these three associates have been making great contributions to our company and have earned expanded roles or roles that will stretch their knowledge and experience to allow them to continue toward future leadership roles within SRNA,” explained Buckley.
About Dunlop Motorcycle Tires:
Dunlop is the largest supplier of original equipment and replacement motorcycle tires in the U.S.A. and is part of the Sumitomo Rubber North America (SRNA) company. For more information, visit www.DunlopMotorcycleTires.com. Follow @ridedunlop on Instagram, Facebook, YouTube, and Twitter for the latest Dunlop news. Use #RideDunlop and/or #RaceDunlop to share your Dunlop moments.
All or nothing: Sepang sets the final countdown in motion
The heat is on as the last triple header welcomes the title fight, with just 13 points in it and 111 still to play for
Monday, 06 November 2023
This is it. The final stretch, the final triple header of a history-making season. There are just three race weekends to go, at the end of which we’ll have a 2023 Champion. The three Tissot Sprints and Grand Prix races that remain are not, in fact, worth any more than they were in Portugal, or Mugello, or even last time out. But as the finish line appears on the horizon, it feels like it’s now all or nothing for the remaining 111 points – and the top two in the title fight are split by just 13. So here we go. It’s time to go racing at Petronas Sepang International Circuit.
Francesco Bagnaia (Ducati Lenovo Team) remains the Championship leader on the way in, and he’ll be the Championship leader by the conclusion of the Sprint at Sepang too, by a minimum of 1 point. That’s about all that can be guaranteed after a rollercoaster few Grands Prix for both the top title contenders. For Bagnaia, it’s been a mixture of tough Fridays, visits to Q1, rabbits pulled out of hats to make some history on Sunday and a good few reminders exactly why he’s the reigning Champion. At Sepang last season, he also proved why he would go on to grab that title as he held his nerve to out-duel now teammate Enea Bastianini (Ducati Lenovo Team).
For Jorge Martin (Prima Pramac Racing), meanwhile, it’s all been about pure pace. Or so it seemed, until Buriram. There, the number 89 was not actually faster than Bagnaia and Brad Binder (Red Bull KTM Factory Racing), and he had to get the gloves off, soak up some serious pressure AND play the tactics to perfection right to the line. But that he did, and if previously being the fastest wasn’t enough of a confidence boost, knowing he came out on top against that competition is just another. Those memories of his crash out the lead in Indonesia have hopefully been put to bed after proving, just like in Japan, that his nerves can be as steel as required – and he’ll need them to be after crashing out of the lead in Sepang last season.
Binder won’t be easy competition to deny, however, and he has little to lose. No pressure in the fight for the crown, an ever-present desire to get absolutely stuck in, serious speed and an RC16 that’s rocketed through the ranks since the Sepang Test make quite a combination, and he really, really wants that win. But Marco Bezzecchi (Mooney VR46 Racing Team) will want to make sure he’s the rider taking it to Bagnaia and Martin instead this time round, aiming to arrive at 100% fitness and not having been on the podium since that stunning win in India before his broken collarbone. Time is running out for the number 72 to stay in contention for the crown, but as we’ve seen before… when it’s hooked up for Bezzecchi, it’s game over for the rest. Can he come out swinging?
The rest of the Ducati armada will aim to do just that, too. Luca Marini (Mooney VR46 Racing Team) wants more this weekend and was the fastest in the Sepang Test. Alex Marquez (Gresini Racing MotoGP™) was right in the podium battle in Buriram before crashing out. Johann Zarco (Prima Pramac Racing) is now a premier class winner, and Fabio Di Giannantonio (Gresini Racing MotoGP™) was on an awesome run before a tougher Thai GP. There’s also a wildcard in the mix, in more than one way, as newly-crowned 2023 WorldSBK Champion Alvaro Bautista wildcards with the Aruba.it team. And his times raised some eyebrows in testing, as they should as he returns to a venue he’s raced more in the premier class of Grand Prix racing than most of the riders around him…
Marc Marquez (Repsol Honda Team), meanwhile, had a few things to remind people of in Buriram, as did one rider he duelled in a fabulous flashback: Fabio Quartararo (Monster Energy Yamaha MotoGP™). Marquez got the gloves off with Bagnaia, Quartararo, Bezzecchi AND Aleix Espargaro (Aprilia Racing) across a much better weekend in Thailand, and he’ll want to do more of the same at Sepang. Quartararo, this time around, got the better of the number 93 too, and last year in Malaysia he rode a stunning race to keep his title hopes alive. Can they get back up there again this weekend?
Speaking of Aleix Espargaro, it’s been a slightly tougher stint for Aprilia recently despite flashes of awesome speed. Both the number 41 and teammate Maverick Viñales suffered in the heat at Buriram, but not from the ambient conditions – from the bike. So that will be mission: priority to try and solve as the paddock rolls into Sepang. Viñales’ record at the venue is a truly stellar one too. Miguel Oliveira (CryptoDATA RNF MotoGP™ Team) and teammate Raul Fernandez had tough Thai GPs as well and will want a lot more from Malaysia, a home race for many in the team including founder Razlan Razali.
The list of those wanting more continues for many. Jack Miller (Red Bull KTM Factory Racing) may top the list as his mid-season woes continue into late-season woes, especially looking at the speed of Binder as a comparison last time out. Fellow RC16 rider Augusto Fernandez (GASGAS Factory Racing Tech3) will be frustrated in a different way after good pace in Buriram took him straight to Q2, but a run off on Sunday then dropped him back. He won the duel after catching teammate Pol Espargaro though, something the number 44 will want to reverse at Sepang if their paths cross once more.
Joan Mir (Repsol Honda Team) will want to home in on teammate Marc Marquez and the top ten, and likewise Franco Morbidelli (Monster Energy Yamaha MotoGP™) with Quartararo. Takaaki Nakagami (LCR Honda Idemitsu) took more points but had a deficit to Mir at the flag in Thailand, and Sepang offers another chance to move forward. He’ll have a teammate this time round too, with Iker Lecuona stepping in at LCR Honda Castrol as Alex Rins continues his recovery from a follow up surgery.
It’s a 23-strong field ready to take on a Sprint and a Grand Prix race at Sepang, and the grid is packed with stories, headlines and targets every rider is looking to hit. But for the top two, it’s 30 laps deciding who heads into Qatar with the first match point – because the crown is always on the line in the penultimate round of the season. Will it be Bagnaia or Martin? And can Bezzecchi bring himself back into contention? Do NOT miss the Petronas Grand Prix of Malaysia, because we’re about to find out.
SHOWTIME AT SEPANG
We’re underway at 15:00 local time on Saturday for the Sprint, before the GP race on Sunday fires up at the very same 15:00.
Acosta on the edge of glory – and history – at Sepang
Championship leader Pedro Acosta (Red Bull KTM Ajo) had a match point last time out, but it was definitely a longer shot as Tony Arbolino (Elf Marc VDS Racing Team) came out swinging on race day to deny the number 37. This time around though, Acosta can depend only on himself – with a top four finish enough to wrap up the crown regardless of Arbolino. So can he do it? Given he’s only finished off the podium in the dry once this season, the answer seems likely a yes.
Rain can always complicate a Sunday though, and three key rivals were all on the podium last year too: Arbolino, Alonso Lopez (Beta Tools SpeedUp) and Jake Dixon (Inde GASGAS Aspar Team). The rider really making waves and a few headlines in the rumour mill regarding a possible move to the premier class next season, however, is Buriram winner Fermin Aldeguer (Beta Tools SpeedUp). Can he play a starring role once again?
Tune in at 13:15 (GMT +8) on Sunday to see who rules Sepang, and if Acosta can wrap up the crown!
Can the field gain on Masia in Malaysia?
As we head into Sepang, Jaume Masia (Leopard Racing) is now a nice margin clear at the top of the standings once again, with the Spaniard looking to hammer home an advantage of 17 points. But this is Moto3™ and it can change in an instant, with that already having see-sawed aplenty across the flyaways. Still, one more drama-free Sunday for Masia and he’ll be staring down more than the mathematically obligatory match point in Qatar, he’ll be oh-so-close to glory. The mission for the competition is therefore a simple one: finish ahead.
It remains Ayumu Sasaki (Liqui Moly Husqvarna Intact GP) closest on the chase, the Japanese rider one of those who fought Masia right to the final corner at the venue in 2022, and it’s now David Alonso (Gaviota GASGAS Aspar Team) in third, just 25 points off the top as the rookie continues to show zero sympathy for those who’ve been racing these tracks for years. Can Sasaki bounce back and Alonso continue his charge? Daniel Holgado (Red Bull KTM Tech3) is within the same single-race 25-point margin of the top too, and won’t be content to settle.
Deniz Öncü (Red Bull KTM Ajo), meanwhile, is now 39 points off the top, making Sepang a probable last stand in the title fight. But if there’s a final corner made for the Turkish rider, it’s likely this one. Can he get back in the mix at the front? Can Taiyo Furusato (Honda Team Asia) and Collin Veijer (Liqui Moly Husqvarna Intact GP) repeat that feat? Tune in for more Moto3™ this weekend to find out, with plenty on the line at the Petronas Grand Prix of Malaysia!
Episode 2 of “Pressure To Rise” brings all the action and drama from MotoAmerica Superbikes at Barber Motorsports Park where the new Dunlop tires were put to the ultimate test on Barber’s aggressive race surface, which is already a handful for the Medallia Superbike riders who muscle their 200-plus-horsepower fire-breathers around the tight and twisty Alabama road course.
More, from a press release issued by FIM JuniorGP World Championship:
New names rise as sun sets on 2023 JuniorGP™ season in Valencia
A new winner and a historic second title, the final chapter of 2023 caps off a memorable season
Frantic. Frenetic. History-making. The Finetwork FIM JuniorGP™ World Championship season has come to a close as another year of records, drama, excitement and passion concludes. The sun set in style at the Ricardo Tormo Circuit in Valencia, with a new winner in the JuniorGP™ class in Adrian Cruces (Finetwork Mir Racing Team) who won Race 1, whilst Race 2 honours saw Joel Esteban (Aspar Junior Team) triumph after late drama. The Moto2™ European Championship saw Senna Agius (Liqui Moly Husqvarna Intact Junior GP Team) sign off in style with victory from P17 on the grid, whilst European Talent Cup honours went to Guido Pini (AC Racing Team), although it was Maximo Quiles (Aspar Junior Team) who clinched the crown. Stock European Championship competition ended the day with David Muñoz (SP57 Racing Team) taking a fifth win of 2023.
JuniorGP™ action fired up in Race 1 to start the day and it was a battle from the start. Adrian Cruces led for the majority of the race but was always under attack from Luca Lunetta (AC Racing Team), Alvaro Carpe (STV Laglisse Racing) and Angel Piqueras (Team Estrella Galicia 0,0), with Carpe and Piqueras coming through from the third row. However, resisting a final corner attack from the #83 of Carpe, Cruces held on to take a career-first win in the class, whilst Piqueras snatched third. A mistake from Lunetta on the final lap left him P5, behind polesitter Xabi Zurutuza (MTA Junior Team).
Race 2 was an epic fight and whilst Cruces tried to implement a fast pace like in Race 1, it couldn’t be replicated to the same level as the battle intensified. Jacob Roulstone (Aspar Junior Team) was his main rival this time, although the Australian was soon bundled out the way by the likes of Lunetta, Piqueras and Carpe – Carpe and Lunetta both in the battle for second overall in the standings. Joel Esteban was also in contention in the final stages and despite being close, he couldn’t make a pass in the last sector on the last lap. Cruces crossed the line first ahead of Esteban and Lunetta, but the #11 was forced to drop one place for exceeding track limits on the last lap, giving the #7 of Esteban a second win of 2023. Lunetta’s third place meant he secured runner-up spot in the Championship, which was one by Piqueras at Aragon.
The title had already been secured by Senna Agius at Aragon but he faced a different challenge in the final Moto2™ ECh race of 2023. A penalty after qualifying meant that his original pole position had turned into a P17 grid start. Inside the top ten by the end of the opening lap, Agius powered himself into contention whilst Alberto Surra (Team Ciatti-Boscoscuro grabbed the early advantage. Agius was soon ahead of his rivals, with Roberto Garcia (Cardoso-Fantic Racing), Unai Orradre (STV Laglisse Racing) and Yeray Ruiz (FAU55 Tey Racing) all being dismissed by the charging #81. The Australian then made short work of closing down a 2.6s gap up to Surra but despite catching the Italian, it took three attempts at Turn 4 to make the move stick. However, once he made it work, Agius eased to a tenth career win and an eighth of 2023, becoming just the third rider to win ten races in the class. Surra was a strong second whilst Orradre clinched third. Agius finished 67 points clear of Xavier Cardelus (Promoracing) in the end with Surra third.
The only title on the line coming into the final round of 2023 was that of the ETC, with Maximo Quiles vs Brian Uriarte (Team Estrella Galicia 0,0) being the rivalry. The race ignited with the #28 Quiles going all out from the start before a group of seven was formed, with Uriarte and teammate Rico Salmela part of it. Jesus Rios (MRE Talent) was a polesitter for the first time and swapped paint with Quiles before big drama occurred behind. At Turn 2 towards mid-race, Salmela tried to pass Uriarte but in doing so, ran wide; as he cut back, Uriarte was already under him and the two collided and crashed, ending the #51’s title hopes in a teammate clash. Quiles was now Champion whatever happened but he still fought hard against Pini, Valentin Perrone (Frando VHC Racing Team) and Rios. On the final lap, Pini rode to perfection for a last win with the #1 plate. Perrone took a first podium – also a first for Argentina in the class – whilst Rios was third with a third straight podium. Quiles in P4 became the first double ETC Champion; Pini finished second overall, leapfrogging Uriarte.
The last Stock ECh event of the year was an intriguing one; Daniel Muñoz was already crowned Champion but wanted to finish strongly, with Eric Fernandez (FAU55 Tey Racing) likewise aiming to sign off his 2023 season as number one in race terms. Both battled throughout the 18 laps, with Fernandez even slowing the pace right down, as both engaged in a game of strategy. After a lap of cruising around with a 13-second advantage, Muñoz pulled the pin and eased away to win by eight seconds ahead of his main title rival. Third place had seemingly gone to Archie McDonald (MRE Talent) but for exceeding track limits throughout the race, he was handed a three second penalty which left him in P7, denying him a first podium. Taking profit, Marco Garcia (Easyrace Team) was third, with the top three in the race being reflected in the same order in the final standings of 2023.
2023 may be over but the Finetwork FIM JuniorGP™ World Championship promises to make more history in 2024! The season kicks off at the Misano World Circuit “Marco Simoncelli” in Italy with racing action commencing on April 21st.
You can also find all the results, videos, photos and information regarding the championship on the official website: www.fimjuniorgp.com
More, from a press release issued by AGR Team:
END OF SEASON, MISSION ACCOMPLISHED, THANKS TO ALL OF YOU
November, 05 2023
Two races in JuniorGP, one in Moto2 and one in the ETC closed the 2023 season for the AGR Team and its riders. The results in these last events were not what we expected, but riders and each member of the AGR Team gave everything until the last minute.
2023 has been a season that, as every year, has given good and not so good moments. From the team we want to thank all the riders who have passed through our garage this year. We are already working to return stronger in 2024… We never give up
“Today I was one of the strongest on the track. In both races we did a nice start, but unfortunately another rider made a silly move and damaged my bike, which made me no possible to finish the race. In the second race it was more or less the same thing. Again another rider tried to make a silly move that cost me a lot of position. The next lap the same rider touched me and I crashed.I was able to remount and I think I finished P20. It not the end of the season I wanted nor the end of the season we deserved as we were one of the strongest. In the second race I really made a good start and was fighting in the front but things didn’t work in our way. I’m sure that in 2024 we can come back stronger. We got new goals for the next season and I’m sure we will achieve them.”
“This weekend has been a little bit emotional for me as it will be my last race in JuniorGP with this team and in Spain, so I was a little bit sad. Overall it went pretty good. The result was not amazing but I think it was a good way to finish the season. Looking forward to the future and I’m happy for what the team has done for me in the last two years.”
MOTO2
Mattia Rato P10 Championship P4 Points 113
“It has been a complicated race. I didn’t start well and I really struggled in the first lap. Another rider tried to overtake me in an , let’s say, not appropriate moment, which disturbed me a lot. Later I managed to overtake him and another rider, and I started to ride alone. It was then when I found my pace. The shame is that the riders I had in front were too far away. And that was it.”
Sam Wilford P12 Championship P13 Points 50
“Difficult end of the weekend, still suffering from an injury form eight weeks ago. I will take the winter to recover and come back next season fully fit to be fighting again where I think I can be. Thank you to the team for the work made and I hope to see everyone next year.”
European Talent Cup ETC
Owen van Trigt P20 Championship P33 Points 1
“The day was OK. I didn’t do one of the best starts. The pace was OK, but too far from the front. The balance of the season is under the expectations I had, but the positive is that I have grown and learned as a rider this season.”
Roadracing World MotoGP Editor and Isle of Man TT winner Mat Oxley and two-time World Championship-winning Crew Chief Peter Bom have started “The Oxley Bom MotoGP Podcast,” which will be focused on the FIM MotoGP World Championship.
This podcast is “Thailand 2023 – A Crazy Spooky Black Cloud.”
The original podcast can be found on BuzzSprout.com or listened to via other places you get podcasts.
An all-new 2024 Zero Model S electric motorcycle. Photo courtesy Zero Motorcycles.
ZERO MOTORCYCLES ANNOUNCES EXPANDED MY24 PRODUCT LINE
The world’s largest all-electric motorcycle line has grown further with the inclusion of the best available range-per-dollar values in the industry.
SCOTTS VALLEY, CA (November 7, 2023) – Zero Motorcycles, the worldwide leader in
electric motorcycles and powertrains, today unveiled its model year 2024 product line complete with several all-new models. Headlined by new mid-power options, the MY24 product line represents an expansion of the company’s vast array of products that are already purchased by more of the world’s motorcycle-riding population than any other electric manufacturer.
“Every innovation from Zero Motorcycles stands as a testament to over 16 years of relentless development and a staggering 165 million miles ridden by our loyal owners,” said Sam Paschel, Zero Motorcycles CEO. “In an industry where every launch from Zero shapes history we are proud to unveil the latest chapters in our legacy.”
With as many as 1 billion motorcyclists globally in the market, Zero is the only brand that
addresses the full breadth and diversity of riders’ needs. While the electric motorcycle market sees occasional single-model EV entries from traditional internal combustion engine companies, Zero continues to lead by ensuring every rider, from the seasoned enthusiast to the novice, has an electric option tailored to them. The unmatched lineup from Zero, the most extensive from any full-sized electric motorcycle manufacturer worldwide, is evidence of our commitment.
S-Line’s Evolution – Meet the All-New Model S
Building upon the stellar reputation of the groundbreaking SR/F and SR/S models, Zero is proud to introduce the all-new Model S. This update to the world’s most iconic electric street motorcycle, the 2024 Model S offers the best battery value in the industry thanks to its 14.4 kWh battery and an MSRP below $15,000. Boasting an all-new motor, the S is optimized for striking the ideal balance of performance to efficiency and, with twice the battery capacity of its predecessor, the new Model S is a true game-changer. The 2024 S joins the SR (exclusively for European markets), SR/F, and fully faired SR/S as the most complete line of full-sized electric street motorcycles.
DS-Line – Unrivaled and Unyielding
Following the incredible response to the launch of our DSR/X last year, Zero Motorcycles is
thrilled to announce the expansion of the category defining DS-Line with the introduction of the next generation DS and DSR models. As with Zero’s other dual sport offerings, these bikes exemplify Zero’s dedication to innovation and rider satisfaction and share the same reinforced chassis, extra durable Gates carbon belt drive, and many other off-road specific benefits that the DSR/X offers.
Growth with Every Ride
Exclusive to Zero, riders in Europe and the rest of the world can now experience 11kw offerings for the FXE, S, and DS. Moreover, the 2024 SR and DSR models come as the first A2 license-compliant models from Zero as well as being the first and only electric motorcycles on the market to enable simple dealer installed upgrades to A3 license-compliant performance. A revolutionary concept, this allows the motorcycles to evolve with the rider, something that’s impractical for ICE bikes and unheard of in other electric offerings. These industry leading innovations are a direct result of Zero’s clear technological superiority and deep commitment to lead the electrification of the powersports industry.
In North America, the 2024 Model S is available for $14,995, the 2024 SR/F is available for $20,495, and the 2024 SR/S retails for $20,995. The North American dual sport motorcycles, beginning with the all-new DS in sell for $15,995, the all-new DSR is available at $19,995, and the pinnacle electric adventure bike, the DSR/X, is available for $22,995. Additionally, the FXE returns for 2024 and retails at $12,495 and the popular FX sells for $12,495, as well.
The future of motorcycling is electric. With its ever-evolving lineup and continuous push for innovation, Zero Motorcycles remains at the forefront, redefining the electric motorcycle experience for riders everywhere. For complete technical specifications and more information on the all-new models from Zero, or to find your local authorized Zero Motorcycles Dealer, visit zeromotorcycles.com today.
REVIVING A LEGENDARY NAME SYNONYMOUS WITH ADVENTURE TOURING: MOTO GUZZI PROUDLY UNVEILS STELVIO – THE NEVERENDING JOURNEY
STELVIO, WITH ITS BOLD PERSONALITY, REDEFINES THE ON-OFF ROAD EXPERIENCE. IT’S BUILT ON MOTO GUZZI’S MOST ADVANCED TECHNICAL FOUNDATION, BOASTING A COMPACT TWIN-CYLINDER ENGINE THAT LEADS THE PACK IN PERFORMANCE. ITS INNOVATIVE TECHNOLOGIES ARE DESIGNED TO ENHANCE BOTH THE JOY OF RIDING AND SAFETY.
MAKING A MAIDEN APPEARANCE ON THE STELVIO IS THE “PFF RIDER ASSISTANCE SOLUTION” DEVELOPED IN BOSTON BY PIAGGIO FAST FORWARD, WHICH, THANKS TO RADAR ROBOTICS-DERIVED TECHNOLOGY, ENSURES SAFER RIDING IN ANY SITUATION
As Moto Guzzi launches into its second century, it remains committed to crafting motorcycles that exude authenticity and exclusivity. After celebrating the milestone of its 100th anniversary in 2021, Moto Guzzi unveiled the V100 Mandello in 2022, an innovative motorcycle conceived and designed completely from scratch, an epoch-making technical breakthrough. A motorcycle full of brand-new technologies, powered by the new liquid-cooled 90° transverse V-twin engine.
On such a modern technical basis, Moto Guzzi now introduces the Stelvio, the second chapter of an initial masterpiece. Stelvio is a name of immense renown, held in high regard and cherished by motorcyclists. Moto Guzzi has made a conscious choice not to attach it to any other acronym, acknowledging the profound respect it commands within the motorcycling community. This is the precise moniker that it bears: Moto Guzzi Stelvio, named after the famous Alpine pass, that connects two valleys through 48 legendary hairpin bends, an essential destination for any motorcyclist. Hence, Moto Guzzi Stelvio stands as the ultimate destination for the seasoned motorcyclist, offering an opportunity to ascend to the peak of riding pleasure while seated in its saddle.
Moto Guzzi Stelvio is a state-of-the-art motorcycle that reaches towards the future. What remains unaltered is Moto Guzzi’s unique design and construction philosophy, distinctive technical preferences and a contemporary style that embraces the future while maintaining the unmistakable essence of Moto Guzzi. A guiding philosophy underpins an on-off road motorcycle meticulously crafted for endless journeys, exuding allure, and delivering an exquisite riding experience. It is driven by an engine with peerless performance attributes and a distinctive sound.
The left-side view of a 2024 Moto Guzzi Stelvio. Photo courtesy Moto Guzzi.
Unmistakable Design and Advanced Aerodynamics
Fascinating, sophisticated, and original: the Moto Guzzi Stelvio is the only motorcycle in its displacement class with a truly innovative development Cardan shaft drive and the only one with an electrically height-adjustable windshield. More importantly, it is the only one to boast such engine architecture of this type. While there are numerous captivating twin-cylinder engines, only one boasts a 90° transverse V-twin configuration and that’s the hallmark of Moto Guzzi. It possesses an utterly distinctive and unparalleled character in the way it delivers torque. The V twin is not only the beating heart of the Stelvio, but also the epicenter of its design, just as it is on every other current Moto Guzzi. The entire design commences with the elevation of the sculptured engine, where the cylinders appear to burst out of the tank and progress in a very contemporary style. The geometric dissection of the primary bodywork components, centered between the tank and seat, amplifies the elegance of its lines, all whilst maintaining an exceptional focus on intricate details. Materials, colors, and finishes are oriented toward future style trends, simultaneously accentuating the Italian essence of the motorcycle through its forms and intricate details. The feeling of dynamism is emphasized by the slender tail and larger shapes that dominate the front, a choice in which design meets the needs for protection and comfort necessary in a travel and touring-orientated bike.
Aerodynamics have undergone an extensive and meticulous overhaul, spearheaded by a dedicated team of engineers solely focused on this aspect. The aim was to optimize air protection, comfort, and the joy of riding, aligning with Moto Guzzi’s legacy as the first pioneering motorcycle brand to possess its very own wind tunnel. It took more than 1,500 hours of simulations with CFD (Computational Fluid Dynamics) calculation software and countless sessions in the wind tunnel to determine the ideal surfaces that would offer maximum protection for the rider and passenger, while occupying the least space. The windshield was also the subject of special study and is shaped to deflect flows while avoiding rear air vortices, aided by the presence of the two side deflectors. To accommodate different statures, it is electrically adjustable in height up to 150 km/h, with a range of as much as 70 mm. Moto Guzzi Stelvio also evokes iconic models from its rich heritage, drawing inspiration from elements such as the louvers present in the under-seat sides, yet embracing modernity and innovation in their redesigned form. This is the perfect motorcycle for those who take pleasure in observing details while running their hands along its surfaces, capable of evoking thrills well before the journey even begins. Whichever way you look at it, it is unmistakably a Moto Guzzi: the identity is confirmed frontally by the LED lighting system, with DRLs stressing the outline of the eagle, and laterally too, by the unique architecture of its completely exposed engine. Meticulous attention to detail extends to this aspect: the radiator’s inconspicuous placement and the concealment of rubber connection hoses from view, alongside the thorough refinement of the electrical system, where the wiring remains completely hidden, all contribute to the enhancement of the mechanical purity.
Moto Guzzi spent a lot of time working on the aerodynamics of the Stelvio. Photo courtesy Moto Guzzi.
Revolutionary Twin-Cylinder ‘Compact Block’ Engine Further Refined
Moto Guzzi Stelvio is powered by the engine unit recently introduced on the V100 Mandello, though it distinguishes itself in several respects, elevating the overall satisfaction of the riding experience. It should not be a big surprise that two motorcycles of such different backgrounds share a common engine. The Moto Guzzi V100 Mandello and Stelvio projects started in parallel before following quite different development paths. The Moto Guzzi engine builders received a clear directive right from the start: to craft an engine suitable for a variety of motorcycle types. For instance, the decision to create an oil sump isolated from the crankcase via a reed valve has resulted in minimal expansion of the lower portion of the engine. This design choice enhances the essential ground clearance required for overcoming off-road challenges.
Moto Guzzi’s ‘compact block’ is a state-of-the-art engine in terms of design and construction; compact and lightweight, it affords an agile chassis imbued with a spirited character. This potent and responsive engine is perfectly equipped to accompany Moto Guzzi over the forthcoming decades, in line with the needs of modern motorcyclists who seek the thrills of the torque with every twist of the throttle, all while balancing fuel efficiency and moderate running costs.
The 2024 Stelvio shares its 90-degree transverse V-Twin DOHC engine with the V100 Mandello. Photo courtesy Moto Guzzi.
The engine is a 90° transverse V-twin with liquid cooling and dual overhead camshaft timing with finger rockers and 4 valves per cylinder. The effective displacement is 1042 cc, while the bore to stroke values are 96 X 72 mm. As mentioned, the crankcase takes advantage of wet sump lubrication, with the crank chamber separated from the oil sump by a reed valve pack. This system allows for a lower engine due to a shallower oil pan, saving space and lowering the volumes which benefits the handling and – in the case of the Stelvio – leaves ample ground clearance for avoiding off-road obstacles. In addition, by decreasing the lubricant in the crank chamber, it has the advantage of decreasing friction and thus fuel consumption, as well as contributing to size containment. In general, a huge effort has been made to decrease inertia as much as possible (up to 50% less than the previous 1200 8V engine), decreasing weight and giving better responsiveness. A counter-rotating shaft is integrated, designed not to balance the primary forces, as they are inherently balanced by the 90° architecture. Instead, its purpose is to reduce reverse torque, thus enhancing rideability and eliminating any undesirable reactions during both acceleration and deceleration; The inclusion of this component has also enabled a reduction in the weight and dimensions of the crankshaft, thereby enhancing both compactness and overall performance. The outer crankcases were designed to have the structural function of reinforcing the frame, with its eight attachment points. The rider foot-pegs are securely fastened to the crankcases with just a few rubber pads, taking advantage of the engine’s superb balance to effectively eliminate vibration.
The ground-up design has yielded an exceptionally compact power unit, measuring 103 mm shorter than the smaller block of the V85 TT, and weighing less than the 1200 8V, the last four-valve engine manufactured by Moto Guzzi. A significant contribution comes from the hydraulically controlled wet multi-plate clutch with a slipper system. This system is not only more robust and dependable but also more compact and lighter compared to the dry single-plate solution used in other models currently in production. The alternator has been repositioned for improved efficiency, no longer residing at the front but now nestled within the V of the cylinders.
Another distinguishing feature from recent engines produced in Mandello del Lario is the 90-degree rotation of the cylinder heads. This decision not only creates more generous legroom but also streamlines the arrangement of the intake line and electronic injection components. Indeed, the two throttle bodies feature shorter and straighter high-turbulence ducts, which effectively enhance the delivery of the air/fuel mixture to the combustion chambers. This results in clear advantages such as increased power, smoother delivery, improved fuel efficiency, and reduced emissions of harmful pollutants. The decision to employ double overhead camshaft timing with finger rocker arms has enabled the implementation of more assertive valve lift profiles, leading to improved performance. Simultaneously, this design enhances combustion efficiency by eliminating fuel wastage. Contributing to this is the Ride-by-wire electronic control system, guaranteeing precise throttle control without any abrupt on-off response during throttle operation. The rotation of the cylinder heads facilitated the creation of an exhaust system featuring two smoothly curving headers that merge into a dual-exit tailpipe. Additionally, the headers are equipped with protective shields designed to divert hot air flows away from the rider’s legs.
The six-speed gearbox has undergone a redesign, resulting in even smoother and more seamless gear shifts. This was achieved by relocating the cotter from the primary shaft of the gearbox to the clutch, thereby enhancing its damping capacity and overall operation. With the same objective, the cam gear shift was altered to include optimized swingarm pilot cams. Furthermore, the performance of the quick shift (available as an accessory) has been improved thanks to new electronic operating strategies.
This power unit undoubtedly delivers a sporty level of performance: maximum power is 115 hp at 8,700 rpm while maximum torque is 105 Nm at 6,750 rpm, with 82 percent available as early as 3,500 rpm and the limiter set at an impressive 9,500 rpm. These statistics aptly illustrate the engine’s character and robustness, providing substantial low-end torque for a riding experience that truly embodies the Moto Guzzi legacy. However, the modern design has also resulted in an engine with low fuel consumption (5.1 l/100 km) and favorable running costs, with a service interval scheduled every 12,000 km.
Moto Guzzi Stelvio complies with the Euro 5+ emissions standard, partly due to the introduction of three lambda probes.
The final drive shaft drive makes use of an aluminum single-sided arm positioned on the left side. Compared to the one on the V100 Mandello, it has been reinforced to adapt it to off-road use. The minimal output of the drive shaft and the extensive longitudinal extension of the swingarm have effectively eradicated the initial upward effect upon opening the throttle, eliminating the necessity for reaction rods on the swingarm. This results in a seamlessly smooth riding experience during both acceleration and deceleration, akin to a chain drive, while still enjoying all the benefits of a cardan drive, including reduced maintenance and easier cleaning. One of the distinctive aspects of this system is the inclusion of a solitary universal joint located at the swingarm fulcrum, tilted at a 6-degree angle. This design choice not only maintains a slender central profile for the bike, reducing weight and enhancing ergonomics, but it also features a bevel gear set at an 84° angle (in contrast to the 90° angle found on other Moto Guzzi models). This arrangement allows the swingarm to accommodate a 170/60 tire fitted on a 4.5-inch tubeless spoke rim, emphasizing the adventurous spirit of the Moto Guzzi Stelvio.
Peak Riding Pleasure
It’s designed to excel in all usage scenarios, delivering comfort and unwavering performance in adventure touring, everyday convenience, and providing an exhilarating experience for those who seek sporty road riding. This is what we call versatility and Moto Guzzi Stelvio exemplifies the art of blending multiple personalities into a single motorcycle. The common denominator is the joy of riding and the feeling with the front wheel, capable of providing an unparalleled experience. This is the outcome of a design philosophy rooted in the craftsmanship of the master fabricators from Mandello, renowned worldwide. The credit for such a delightful and satisfying ride belong to the optimal weight distribution and the lowering of masses, allowed by the engine architecture and the 21-litre fuel tank that extends beneath the seat. But also, to the special layout of the new steel tube frame dedicated to Moto Guzzi Stelvio that uses the engine as a load-bearing element. Compared to the unit that powers the V100 Mandello, the front-end has undergone a complete redesign making it stronger and better suited for adventure riding. Furthermore, it now features different dimensions. The frame also boasts four front anchor points instead of the two on V100 Mandello, giving a 20-percent increase om rigidity. The 1520 mm wheelbase and 25.6° steering head angle give agility and sporty flair on curve-filled road.
The Moto Guzzi Stelvio was designed with rider and passenger comfort in mind. Photo courtesy Moto Guzzi.
The touring attitude is guaranteed by the ample comfort of the generously sized seat, positioned at just 830 mm above the ground and the active riding position that keeps the back upright and the legs slightly bent. It is easy to manage from a standstill and offers solid balance when both feet are on the ground, thanks to its narrow central section. In keeping with Moto Guzzi’s longstanding tradition of on-off road motorcycles, the new Stelvio also features wide, adjustable-section aluminum handlebars, perfect for off-road control while also providing a more relaxed touring posture. The passenger is an integral part of the design and can count on a wide, well-padded portion of the seat with large grab bars and a posture that allows comfortable movement. The luggage retention systemis highlyingenious (available with a rich catalogue of specialized accessories), without requiring any additional supports, thus leaving the look of the bike uncluttered when not in use, saving weight and minimizing lateral bulk. Attaching them is a breeze – just raise the passenger seat and insert the case hooks into the designated slots.
The suspension system is exclusively tailored for Stelvio, delivering both control and excitement in sporty riding, as well as the necessary comfort during long journeys and reliable grip on less conventional terrain, courtesy of its ample 170-mm travel. The Sachs fork, equipped with 46 mm stanchions, is adjustable for rebound hydraulics and spring preload, while the KYB shock absorber allows adjustments for rebound hydraulics and spring preload via convenient manual controls. Its sloping configuration is meticulously designed and fine-tuned to provide a progressive response and sensitivity in cushioning bumps in the road. The Brembo braking system incorporates a pair of 320-mm floating steel discs at the front, engaged by radial-mount monobloc calipers. The handlebar master cylinder, along with the clutch master cylinder, is also of a radial design, and both feature adjustable levers for distance to the handlebar. For the rear brake, a 280-mm disc is engaged by a dual-piston caliper. Tubeless spoked wheels, with a 19-inch front and 17-inch rear, accommodate tires designed with a structure and tread pattern suitable for light off-road riding.
The 2024 Moto Guzzi Stelvio can be ordered with (left) or without (right) the PFF Rider Assistance Solution radar system. Photo courtesy Moto Guzzi.
First With Radar Sensors for Safer Riding
Stelvio is the first Moto Guzzi equipped with the PFF Rider Assistance Solution, offered as a factory option (the bike can be ordered with or without).
This cutting-edge driving assistance platform is built on 4D Imaging Radar technology and was developed by Piaggio Fast Forward, a robotics expert based in Boston, founded in 2015 by the Piaggio Group.
This is the first time that such radar sensors (one is located above the front headlight assembly and one below the rear headlight assembly) have been implemented for use on a motorcycle, which has very different dynamics compared to a car, with significant variables of the lean angle when cornering. The advantages, compared with a traditional ultrasonic sensor-based driver assistance system, lie in an extremely wide field of vision and reliable monitoring regardless of lighting and environmental conditions.
The front radar sensor is located above the headlight on the Moto Guzzi Stelvio. Photo courtesy Moto Guzzi.
These devices play a key role on the active safety front, providing the Following Cruise Control (FCC), Forward Collision Warning (FCW), Blind Spot Information System (BLIS) and Lane Change Assist (LCA) functions. FCC represents an advanced cruise control system that utilizes the front radar to adapt the speed based on the vehicle in front. This system intervenes in engine brake control, amplifying it if the vehicle in front decelerates. The system acts on engine brake control, increasing it if the vehicle in front slows down.
The FCW uses the front radar to identify potential collisions with vehicles and objects situated in front of the motorcycle. BLIS serves to notify the rider of vehicles located in the blind spots detected by the rearview mirrors. Additionally, the LCA function continuously scans the area up to 30 meters behind, also identifying vehicles approaching from the side that could pose a lane-changing hazard. In all instances, the driver is alerted through appropriate audible and visual warnings displayed on the instrumentation and rearview mirrors.
The system is part of a first-rate electronics package, which includes Ride-by-wire electronic throttle for fine performance and fuel economy management, the advanced Marelli 11MP control unit and the 6-axis inertial platform. The latter, equipped with accelerometers and gyroscopes, possesses the capability to discern the bike’s orientation in relation to the road. It records and analyses inputs from the ride and transmits this data to the control unit, which then takes action to optimize control parameters as necessary. The six-axis platform allows the full potential of Cornering ABS, developed in collaboration with Continental, to be exploited to ensure maximum safety on the road. This system can enhance braking and ABS intervention while cornering, facilitated by a dedicated algorithm that continually monitors various parameters including lateral acceleration, front brake lever pressure, lean angle, pitching, and yawing. It dynamically adjusts the brake action to ensure an optimal balance between deceleration and stability.
There are five distinct Riding Modes available: Tourism, Rain, Street, Sport, and Off-Road. Each mode offers three different engine maps, four levels of traction control, three levels of engine brake and two levels of ABS control. Moto Guzzi’s technology is designed not only to enhance safety and enjoyment in riding but also to simplify life on the road. The rider simply needs to choose the Riding Mode that best aligns with their riding preferences to automatically achieve the optimal adjustment of the electronic parameters in use. These settings can also be personalized, allowing riders to fine-tune the parameters to match their individual preferences.
Tourism: This Riding Mode is tailored for long-distance travel. In this mode, the Engine Brake Intervention (MGFM) is set to a moderate level, aiding deceleration when the throttle is closed. The Power Delivery (MGCM) is progressive, at level 2 out of 3, and the Traction Control (MGCT) is set at level three out of four for added stability.
Rain: This mode is optimized for challenging weather conditions. Engine braking is set at a moderate level and power delivery is very gentle (level 3 out of 3). Traction control is at its highest level for maximum safety during acceleration.
Road: In this mode, the electronic settings are geared towards typical road driving. Engine braking is at a medium level, power delivery (MGCM) is progressive (level 2 out of 3), and traction control (MGCT) is configured at the second level out of four.
Sport: Electronic adjustments are precisely tuned to deliver an exhilarating sporty riding experience. Engine braking is minimal, power delivery (MGCM) is more direct and sportier (level 1 out of 3), and traction control (MGCT) is the least obtrusive (level one out of four). The ABS calibration enables very firm braking.
Off-Road: This mode is designed explicitly for off-road adventures. Engine braking is pronounced, and power delivery is at its most direct. Traction control and ABS are finely tuned for off-road use. Traction control has minimal intervention, while ABS is active only on the front wheel. This configuration enables off-road enthusiasts to enjoy their adventures without the risk of losing control of the motorcycle. Moreover, it is possible to deactivate both traction control (across all riding modes) and ABS on both wheels (in Off-Road mode only) for added flexibility and control.
The standard equipment includes a full LED lighting system with Daytime Running Lights (DRLs), the ‘bending lights’ system (which adds extra headlamps in the windshields to illuminate the inside of corners, improving visibility when leaning), and a USB port located beside the instrumentation. The latter is a 5-inch color TFT panel offering a range of information, such as fuel level, air and coolant temperature, gear engaged indicator, remaining range, and instantaneous consumption.
Additional accessories include Moto Guzzi MIA, the multimedia platform enabling smartphone connectivity with the instrumentation through Bluetooth. Moto Guzzi MIA combines an infotainment system for managing voice assistant, phone calls, and music using intuitive handlebar controls, as well as a navigation feature. With this feature, after setting the destination on your smartphone, you can display directions directly on the instrumentation.
Versions and Colors
Moto Guzzi Stelvio is available with or without PFF Rider Assistance Solution.
There are two color variants, both matte: Giallo Savana, which features a dark yellow hue on the front of the tank and on the side panels and the more elegant Nero Vulcano, dominated by the black/grey combination, with some yellow highlights on the tank and side panels.
A Wide Range of Accessories for All Needs
The range of accessories dedicated to the Moto Guzzi Stelvio includes beautifully crafted details designed to make the riding experience even more comfortable and engaging.
Hard side cases: designed to attach to the bike without requiring any additional supports and featuring a painted cover. The left-side case offers a capacity of 30 liters, while the right-side case provides 29 liters of storage. Both are spacious enough to accommodate a full-face helmet and can be conveniently opened using the motorcycle’s ignition key.
Top case: equipped with covers to match the cases, it has a capacity of 37 liters and has a backrest made of the same fabric as the seat. It also opens using the motorcycle’s ignition key.
Top case XL: dedicated to long-haul travel, it has a 52-litre capacity that can accommodate two full-face helmets. It has a matching cover and a backrest made of the same fabric as the seat. It opens with the same start key as the motorcycle.
Aerodynamic windshield: is made of polycarbonate and provides excellent protection on trips.
Heated comfort seat: an indispensable aid for dealing with colder climates. It is adjustable through handlebar controls to three different temperature levels. Equipped with a 3D Net insert that makes it very comfortable. Also available in higher and lower versions.
Heated comfort passenger seat: features a 3D Net padding that can provide more comfort when traveling. Adjustable to three temperature levels.
Heated grips: essential for tackling winter, they do not require additional electrical controls and are adjustable to three temperature levels.
Engine guards: durable protective tubulars powder-coated in the same color as the frame. They safeguard the engine in case of a fall.
Head guards: made of billet aluminum, they protect the heads from accidental impacts.
Centre stand: solid support in parking, also useful for bike maintenance.
Auxiliary light kit: additional LED spotlights that can increase the light beam.
USB port: an additional USB port installed beneath the seat, complementing the one that comes standard with the bike.
TPMS: indicates tire pressure on the instrumentation.
Moto Guzzi MIA: the multimedia platform that allows the smartphone to be connected to the instrumentation via Bluetooth, extending its functions.
Quickshifter: the bidirectional electronic gearbox that allows very fast shifts without using the clutch control.
Electronic anti-theft device: installs on the original electrical system without modification. Equipped with remote control.
Indoor motorcycle cover: elegant stretch sheet, tailored to the shapes of Stelvio.
Moto Guzzi Adventure Apparel
This is the clothing line dedicated to motorcyclists, designed to be versatile, easy to wear and protective in all conditions.
Road Carver jacket: a removable two-layer technical jacket with a Moto Guzzi Watershield waterproof membrane and removable winter lining and certified protectors on elbows and shoulders. There is a reflective design on the back that echoes that of the DRL on the Stelvio’s headlight cluster.
Road Carver Pants: technical pants equipped with Moto Guzzi Watershield waterproof membrane and removable, adjustable waist. Equipped with pockets and air vents.
Trail Chaser Gloves: provide protection from the elements, thanks to the Moto Guzzi Watershield waterproof membrane. They feature knuckle and palm protectors; touchscreen inserts on fingers and easy-to-adjust Velcro closure band.
Moto Guzzi Stelvio: Data Sheet
ENGINE
Type
Liquid-cooled 90° transverse V-twin cylinder. Double overhead camshaft distribution with finger rocker arms and four valves per cylinder
Displacement
1042 cc
Bore and stroke
96 x 72 mm
Compression ratio
12.6:1
Maximum power
115 CV (84,6 kW) at 8,700 rpm
Torque
105 Nm (10,7 kgm) at 6,750 rpm
Fuel
Electronic fuel injection; dual Ø 52 mm throttle bodies and Ride by wire management
Fuel tank capacity
21 liters (reserve 3.5 liters)
Homologation
Euro 5+
Fuel consumption (WMTC cycle)
5.1 l/100 km
CO2 emissions (WMTC cycle)
119 g/km
TRANSMISSION
Clutch
Wet multi-disc clutch with slipper clutch and hydraulic control and integrated clutch slave
Gears
6-speed gearbox
Primary transmission
Straight-geared, gear ratio: 31/48 (1.548)
Primary transmission
Cardan shaft drive: gear ratio: 12/38 (3.166)
Control management
3 engine maps (MGCM), 3 levels of engine brake control (MGFM), 4 levels of traction control (MGTC), cruise control. 5 Riding modes (Touring, Rain, Road, Sport, Off-Road)
FRAME AND WHEEL CHARACTERISTICS
Frame
Tubular high-strength steel frame
Front suspension
Front suspension Sachs telescopic hydraulic upside-down fork, Ø 46 mm, adjustable spring preload and rebound hydraulics
Front wheel travel
170 mm
Rear suspension
Aluminum single-sided shock absorber left side, adjustable in spring preload with knob and rebound hydraulics
Rear wheel travel
170 mm
Brakes
Front: dual stainless steel floating discs, Ø 320 mm, Brembo radial-mount calipers with 4 opposed pistons and metal braided hose
Rear: stainless steel disc, Ø 280 mm, Brembo floating 2-piston caliper. Continental ABS with cornering function
Wheels
Aluminum alloy
Front rim
Tubeless spoked 3.0″ x 19″
Rear rim
Tubeless spoked 4.5″ x 17″
Front tire
Radial tubeless 120/70 – R19″
Rear tire
Radial tubeless 170/60 – R17″
ELECTRICAL SYSTEM
A/C generator
550 W
System voltage
12 V
Battery
12 V – 12 Ah
DIMENSIONS
Length
2.195 mm
Width
945 mm
Wheelbase
1520 mm
Seat height
830 mm
Steering headstock tilt
25,6°
Trail
116,4 mm
Dry weight
222 kg
Weight in running order *
246 kg
* Weight with bike ready to ride, with all operating fluids and 90% fuel
AGR Team Owner Anscari Nadal (right) with 17-year-old American Max Toth (left). Photo courtesy AGR Team.
MAX TOTH JOINS AGR TEAM FOR THE 2024 FIM JUNIORGP SEASON
November, 06 2023
AGR Team is pleased to announce the signing of promising American rider Max Toth for the upcoming FIM JuniorGP season in the Moto2 class. At just 17 years old, Toth has shown his talent and skills on the track. The AGR team is excited to add an American rider to our ranks, and we are confident that he will be a key element for the future of the Championship.
Max already has experience in the Moto2 class, having made his debut this season. He also has experience within the Spanish ESBK and Italian CIV Championship, where he has achieved podium finish, which will be fundamental to his success in the FIM JuniorGP. This sporting alliance will represent a significant boost to the young rider’s racing career. The team and the rider are looking forward to the start of next season.
Anscari Nadal: “We are delighted to have an American rider back in our team. We are confident that we can help Max Toth to reach his full potential”.
Max Toth: “I am very excited to start this adventure with the AGR Team. I want to thank Anscari for giving me this opportunity. From the test day in Aragon, I knew that this is a solid and very professional team. They have highly qualified professionals with a wide knowledge of how Moto2 works. Next year will be a year of learning. I am excited for this project to start, it will be a great year for us”.
Michelin Power GP 2 being used on a BMW S 1000 RR on a racetrack. Photo courtesy Michelin.
TO ENJOY MORE POWER ON ROAD AND TRACK, MICHELIN WILL INTRODUCE THREE NEW MOTORCYCLE TIRES AT EICMA
Michelin Power 6 and Michelin Power GP 2 tires: extra grip on dry and wet conditions, thanks to MotoGP™ know-how[1],[2].
Michelin Anakee Road tire: the “Michelin” road performance[3],[4], with a specific trail look.
GREENVILLE, S.C. — Michelin is unveiling three new motorcycle products at the EICMA trade show on Nov. 7 in Milan. The new tires will be available for riders in January 2024, and will equip many motorcycles on display at the show while also being featured in the Michelin booth.
With 130 years of history in developing 2-wheel tires – the first Michelin tire ever made was designed for a bike – and more than 500 wins in the FIM World Championships, Michelin benefits from a vast and unique know-how. Whether it’s slick tires, radial tires, or asymmetrical tires, during the past 50 years, Michelin has always been the driving force behind innovation.
In recent years, the Michelin Power and Michelin Anakee ranges have been homologated by premium manufacturers such as BMW Motorrad, Triumph, KTM and Honda along with many others.
Michelin Power 6 street tires in use in wet conditions. Photo courtesy Michelin.
Michelin Power 6: The Everyday Tire Combining Fun and Sportiness
The new Michelin Power 6 tire is aimed at a wide range of sports motorcycle users looking for sportiness and pure riding pleasure. This new tire will be the reference for future Michelin launches in the sport segment.
Beyond sport performance, this tire keeps an eye on mileage for the daily rider or those who travel long distances. The grip in dry and wet conditions as well as its handling and sportiness make this tire a suitable answer to the demands of sport bike riders. Available in a wide range of sizes, this tire is suitable for motorcycles over 300cc, and has already been homologated on the new 2024 KTM 390 Duke.
Michelin Power GP 2: The Master of Racetracks is Homologated for the Road
Destined for the track, homologated for the road, aimed at owners of super sports bikes, this evolution of the Michelin Power GP tire enters a new dimension. The new tire delivers an even higher level of grip on wet or dry surfaces than its predecessor[2], which was already a leading tire in this category.
Thanks to its level of riding precision, it amplifies the track experience allowing the most experienced riders to push their limits on the track. Using the same development tools as those used for MotoGP™ tires, the new Michelin Power GP 2 benefits from the experience gained by Michelin as it earned 500 victories in the FIM World Championship.
Michelin Anakee Road street tires in use in wet conditions. Photo courtesy Michelin.
Michelin Anakee Road: The Michelin Road Performance, with a Specific Adventure Look
Complementing the Anakee range – which boasts other patterns for more aggressive off-road usage, Anakee Wild and Anakee Adventure – this new tire is designed for adventure touring motorcycles used for long road trips as well as for everyday travel. As these bikes are versatile, their range of use is just as wide.
With the new Michelin Anakee Road tire, Michelin has designed a tire aimed at motorcyclists who prefer pavement. This new tire provides high levels of grip in dry and wet conditions[3], a long service life[4] and stability. The design of the tire has been created to be in harmony with the style of these bikes, which have become lighter over the generations but are still an imposing size and weight.
Edouard De Peufeilhoux, Director of Michelin’s 2-Wheels Business Line:
“Innovation is at the heart of Michelin’s strategy. We invest in the evolution of our motorcycle tire ranges in order to always be the reference in the field for both riders and OEMs. After challenging market conditions in 2023, we have a strong conviction that motorcyclists are eager to return to the road and track. We have worked closely with motorcycle manufacturers to ensure that Michelin tires, thanks to their performance, contribute to the riding pleasure of every rider and meet the specificities of the new motorcycle models presented at the EICMA show. As a result, we are immensely proud of the development team that has designed these three new products unveiled at the end of the year. Many new tires for different market segments will be unveiled during 2024, all around the world: Michelin Power 6, Power GP 2 and Anakee Road are just the beginning of the Michelin’s technical revolution!”
The new Michelin tires will be available to retailers through North American authorized distributors starting January 1, 2024.
[1] DRY: In-house comparisons of the Michelin Power 5 tires and Michelin Power 6 tires ranges conducted at Ladoux tracks: the 05/17/2023 and 06/15/2023, dimensions of the tires: 120/70 ZR 17 and 190/55 ZR 17, on a BMW S1000RR.
WET: In-house comparisons of the Michelin Power 5 tires and Michelin Power 6 tires ranges conducted at Ladoux on Wet track: the 04/13/2023, dimensions of the tires: 120/70 ZR 17 and 190/55 ZR 17, on a BMW S1000R.
[2] DRY: In-house comparisons of the Michelin Power GP tires and Michelin Power GP 2 tires ranges conducted at Ladoux tracks: the 06/06/2023 and 06/08/2023, dimensions of the tires: 120/70 ZR 17 and 190/55 ZR 17, on a BMW S1000RR.
WET: In-house comparisons of the Michelin Power GP tires and Michelin Power GP 2 tires ranges conducted at Ladoux on a Wet track: the 04/11/2023, dimensions of the tires: 120/70 ZR 17 and 190/55 ZR 17, on a BMW S1000R.
[3] In-house comparisons of the Michelin Anakee III tire and Michelin Anakee Road tire ranges conducted at Ladoux track: wet performance the 05/17/2023, dry performance the 07/21/2023, dimensions of the tires: 120/70 R 19 and 170/60 R 17, on a BMW 1250 GS.
[4] Longevity independent test on open-road with Michelin Anakee III tire and Michelin Anakee Road made by DEKRA Narbonne: from 11/10/2022 to 12/22/2022, dimensions of the tires: 120/70 R 19 and 170/60 R 17, on a BMW 1250 GS.
Alex McLean (122) won the inaugural Vintage Cup Championship featuring the 350GP class in 2019. Photo by etechphoto.com, courtesy AHRMA.
350cc Grand Prix Motorcycles Featured in 2024 AHRMA Vintage Cup
(November 06, 2023, Knoxville, TN) The American Historic Racing Motorcycle Association (AHRMA) 2024 Vintage Cup will highlight iconic middle weight machines from the 1960s.
Sponsored by Hagerty Insurance, Roadracingworld.com, and NYC Norton (nycnorton.com), AHRMA’s 2024 Vintage Cup features the 350GP class which includes 350cc two and four-stroke and 250cc two-stroke liquid and air-cooled machines built before December 31, 1968.
“The 350GP class was our inaugural Vintage Cup class running in 2019. The grids increased immensely and have remained increased for the past five years. We are pleased to bring it back and expect the grids to be better than ever,” said Kenny Cummings of NYC Norton, Vintage Cup sponsor for the 350GP Featured Class.
Typical AHRMA 350GP grids include wide variety motorcycles from Aermacchi, Bultaco, Honda, Ducati, Kawasaki, and Suzuki.
“350GP has been an exciting class since AHRMA’s earliest days, and I plan to join in the fun myself as a rider and a machine owner for others. I expect to see a variety of marques represented in the results,” shared Carl Anderson, AHRMA’s 2023 Chairman of the Board.
The Vintage Cup will be highlighted during and after each of the 2024 AHRMA National road races. Added enhancements for the 2024 season include:
Enhanced trophies throughout the season.
Special awards for series champion.
Articles and photos on Roadracingworld.com to spotlight the class.
Roadracing World print magazine enhanced exposure for AHRMA and 350GP.
Discounted race entry fees.
Racer spotlight features in AHRMA MAG.
Class champion on cover of the AHRMA MAG.
Motorcycles eligible for AHRMA’s 350GP class must have been built before December 31, 1968, or be based on a like design and may have up to a 350cc air-cooled four-stroke engine with overhead valves and cams; a 350cc air-cooled single-cylinder two-stroke; 250cc liquid-cooled, single-cylinder two-stroke; 250cc air-cooled twin-cylinder two-stroke. A list of eligible machines can be found in the AHRMA Handbook in Section 10.2.3 350 Grand Prix (www.ahrma.org/ahrma-handbook).
“The 350 GP class has been important since the beginning of road racing. Practically all the factories that competed in the 500 class also competed in the 350 class. Norton and Velocette dominated before WWII and the immediate post-war period. The 350 Junior class ran at the Isle of Man from 1911 to 1976, Norton winning 12 times, MV nine times and Velocette eight times,” said David Roper, a multi-time AHRMA champion and frequent 350GP competitor.
“When the World Championship was established in 1949, the 350 was one of the four solo classes and lasted through 1982. The championship was won by a four-stroke every year until 1974 when the two-strokes took over until the class was eliminated,” Roper said. “Some manufacturers enlarged their 250 to 350 (Moto Guzzi and Honda), some made smaller versions of their 500s (Gilera and MV), and for some the 350 was their prime size and they enlarged them to make forays into the 500 class (AJS and Velocette). Singles, twins, triples, fours, and six-cylinder motors were successful.”
About AHRMA:
The American Historic Racing Motorcycle Association (AHRMA) is a not-for-profit organization dedicated to competing on fantastic classic and true vintage machines along with a wide range of modern motorcycles. With over 3,000 members, AHRMA is the largest vintage racing group in North America and one of the biggest in the world. The association has grown steadily over the years, reflecting the increasing interest in classic bikes.
Chad Geer has been promoted to Director of Product Marketing and Motorcycle Motorsports at Dunlop. Photo courtesy Dunlop.
Dunlop Motorcycle Tires welcomes Wes Samperio as a new Motorcycle Product Manager. Wes comes to Dunlop from Falken Tire, the company’s car and truck tire brand, where he had worked his way up to lead the Falken FAST sales team to help grow their retail presence. Samperio will be located with the team at the Rancho Cucamonga headquarters located in California to join current Motorcycle Product Manager Chris Siebenhaar.
Sr. Vice President of Dunlop Motorcycle Tires Sales and Marketing, Mike Buckley, explains: “Wes is a motorcycle enthusiast at heart and will be an outstanding addition to the team, and we look forward to bringing him up to speed with the product planning process.”
Both Samperio and Siebenhaar will report to the newly appointed Director of Product Marketing and Motorcycle Motorsports, Chad Geer. The sixteen-year member of the Dunlop Motorcycle Tire team will now be fully responsible for Dunlop’s product roadmap along with all the processes that support it. Additionally, Chad will spearhead the product marketing and overall product branding by working with Dunlop’s marketing team to align on messaging. Finally, motorsport racing activities will come under his direction, including the sponsorship programs attached to the various series Dunlop competes in including amateur and club racing activities.
“Chad has worked tirelessly and effectively with all stakeholders involved in the Dunlop Motorcycle business, and has earned this expanded role,” Buckley said. He continued, “I’m confident Chad will excel in this expanded role and continue to drive for results for the business.”
Finally, Rick Zimmerman has been promoted to Director of Original Equipment for Sumitomo Rubber North America (SRNA). This newly created role now includes both four-wheel and two-wheel businesses. SRNA’s Detroit office will now report to Zimmerman, and he will direct the four-wheel OE side of the company from now on.
“While on the surface it seems like an overwhelming expansion of responsibilities, I am confident that Rick will be fully capable of handling this based on the outstanding job he has done with the two-wheel OE business throughout his tenure with us,” said Buckley.
“All these moves have one thing in common: these three associates have been making great contributions to our company and have earned expanded roles or roles that will stretch their knowledge and experience to allow them to continue toward future leadership roles within SRNA,” explained Buckley.
About Dunlop Motorcycle Tires:
Dunlop is the largest supplier of original equipment and replacement motorcycle tires in the U.S.A. and is part of the Sumitomo Rubber North America (SRNA) company. For more information, visit www.DunlopMotorcycleTires.com. Follow @ridedunlop on Instagram, Facebook, YouTube, and Twitter for the latest Dunlop news. Use #RideDunlop and/or #RaceDunlop to share your Dunlop moments.
Sepang International Circuit. Photo courtesy of Michelin.
All or nothing: Sepang sets the final countdown in motion
The heat is on as the last triple header welcomes the title fight, with just 13 points in it and 111 still to play for
Monday, 06 November 2023
This is it. The final stretch, the final triple header of a history-making season. There are just three race weekends to go, at the end of which we’ll have a 2023 Champion. The three Tissot Sprints and Grand Prix races that remain are not, in fact, worth any more than they were in Portugal, or Mugello, or even last time out. But as the finish line appears on the horizon, it feels like it’s now all or nothing for the remaining 111 points – and the top two in the title fight are split by just 13. So here we go. It’s time to go racing at Petronas Sepang International Circuit.
Francesco Bagnaia (Ducati Lenovo Team) remains the Championship leader on the way in, and he’ll be the Championship leader by the conclusion of the Sprint at Sepang too, by a minimum of 1 point. That’s about all that can be guaranteed after a rollercoaster few Grands Prix for both the top title contenders. For Bagnaia, it’s been a mixture of tough Fridays, visits to Q1, rabbits pulled out of hats to make some history on Sunday and a good few reminders exactly why he’s the reigning Champion. At Sepang last season, he also proved why he would go on to grab that title as he held his nerve to out-duel now teammate Enea Bastianini (Ducati Lenovo Team).
For Jorge Martin (Prima Pramac Racing), meanwhile, it’s all been about pure pace. Or so it seemed, until Buriram. There, the number 89 was not actually faster than Bagnaia and Brad Binder (Red Bull KTM Factory Racing), and he had to get the gloves off, soak up some serious pressure AND play the tactics to perfection right to the line. But that he did, and if previously being the fastest wasn’t enough of a confidence boost, knowing he came out on top against that competition is just another. Those memories of his crash out the lead in Indonesia have hopefully been put to bed after proving, just like in Japan, that his nerves can be as steel as required – and he’ll need them to be after crashing out of the lead in Sepang last season.
Binder won’t be easy competition to deny, however, and he has little to lose. No pressure in the fight for the crown, an ever-present desire to get absolutely stuck in, serious speed and an RC16 that’s rocketed through the ranks since the Sepang Test make quite a combination, and he really, really wants that win. But Marco Bezzecchi (Mooney VR46 Racing Team) will want to make sure he’s the rider taking it to Bagnaia and Martin instead this time round, aiming to arrive at 100% fitness and not having been on the podium since that stunning win in India before his broken collarbone. Time is running out for the number 72 to stay in contention for the crown, but as we’ve seen before… when it’s hooked up for Bezzecchi, it’s game over for the rest. Can he come out swinging?
The rest of the Ducati armada will aim to do just that, too. Luca Marini (Mooney VR46 Racing Team) wants more this weekend and was the fastest in the Sepang Test. Alex Marquez (Gresini Racing MotoGP™) was right in the podium battle in Buriram before crashing out. Johann Zarco (Prima Pramac Racing) is now a premier class winner, and Fabio Di Giannantonio (Gresini Racing MotoGP™) was on an awesome run before a tougher Thai GP. There’s also a wildcard in the mix, in more than one way, as newly-crowned 2023 WorldSBK Champion Alvaro Bautista wildcards with the Aruba.it team. And his times raised some eyebrows in testing, as they should as he returns to a venue he’s raced more in the premier class of Grand Prix racing than most of the riders around him…
Marc Marquez (Repsol Honda Team), meanwhile, had a few things to remind people of in Buriram, as did one rider he duelled in a fabulous flashback: Fabio Quartararo (Monster Energy Yamaha MotoGP™). Marquez got the gloves off with Bagnaia, Quartararo, Bezzecchi AND Aleix Espargaro (Aprilia Racing) across a much better weekend in Thailand, and he’ll want to do more of the same at Sepang. Quartararo, this time around, got the better of the number 93 too, and last year in Malaysia he rode a stunning race to keep his title hopes alive. Can they get back up there again this weekend?
Speaking of Aleix Espargaro, it’s been a slightly tougher stint for Aprilia recently despite flashes of awesome speed. Both the number 41 and teammate Maverick Viñales suffered in the heat at Buriram, but not from the ambient conditions – from the bike. So that will be mission: priority to try and solve as the paddock rolls into Sepang. Viñales’ record at the venue is a truly stellar one too. Miguel Oliveira (CryptoDATA RNF MotoGP™ Team) and teammate Raul Fernandez had tough Thai GPs as well and will want a lot more from Malaysia, a home race for many in the team including founder Razlan Razali.
The list of those wanting more continues for many. Jack Miller (Red Bull KTM Factory Racing) may top the list as his mid-season woes continue into late-season woes, especially looking at the speed of Binder as a comparison last time out. Fellow RC16 rider Augusto Fernandez (GASGAS Factory Racing Tech3) will be frustrated in a different way after good pace in Buriram took him straight to Q2, but a run off on Sunday then dropped him back. He won the duel after catching teammate Pol Espargaro though, something the number 44 will want to reverse at Sepang if their paths cross once more.
Joan Mir (Repsol Honda Team) will want to home in on teammate Marc Marquez and the top ten, and likewise Franco Morbidelli (Monster Energy Yamaha MotoGP™) with Quartararo. Takaaki Nakagami (LCR Honda Idemitsu) took more points but had a deficit to Mir at the flag in Thailand, and Sepang offers another chance to move forward. He’ll have a teammate this time round too, with Iker Lecuona stepping in at LCR Honda Castrol as Alex Rins continues his recovery from a follow up surgery.
It’s a 23-strong field ready to take on a Sprint and a Grand Prix race at Sepang, and the grid is packed with stories, headlines and targets every rider is looking to hit. But for the top two, it’s 30 laps deciding who heads into Qatar with the first match point – because the crown is always on the line in the penultimate round of the season. Will it be Bagnaia or Martin? And can Bezzecchi bring himself back into contention? Do NOT miss the Petronas Grand Prix of Malaysia, because we’re about to find out.
SHOWTIME AT SEPANG
We’re underway at 15:00 local time on Saturday for the Sprint, before the GP race on Sunday fires up at the very same 15:00.
Acosta on the edge of glory – and history – at Sepang
Championship leader Pedro Acosta (Red Bull KTM Ajo) had a match point last time out, but it was definitely a longer shot as Tony Arbolino (Elf Marc VDS Racing Team) came out swinging on race day to deny the number 37. This time around though, Acosta can depend only on himself – with a top four finish enough to wrap up the crown regardless of Arbolino. So can he do it? Given he’s only finished off the podium in the dry once this season, the answer seems likely a yes.
Rain can always complicate a Sunday though, and three key rivals were all on the podium last year too: Arbolino, Alonso Lopez (Beta Tools SpeedUp) and Jake Dixon (Inde GASGAS Aspar Team). The rider really making waves and a few headlines in the rumour mill regarding a possible move to the premier class next season, however, is Buriram winner Fermin Aldeguer (Beta Tools SpeedUp). Can he play a starring role once again?
Tune in at 13:15 (GMT +8) on Sunday to see who rules Sepang, and if Acosta can wrap up the crown!
Can the field gain on Masia in Malaysia?
As we head into Sepang, Jaume Masia (Leopard Racing) is now a nice margin clear at the top of the standings once again, with the Spaniard looking to hammer home an advantage of 17 points. But this is Moto3™ and it can change in an instant, with that already having see-sawed aplenty across the flyaways. Still, one more drama-free Sunday for Masia and he’ll be staring down more than the mathematically obligatory match point in Qatar, he’ll be oh-so-close to glory. The mission for the competition is therefore a simple one: finish ahead.
It remains Ayumu Sasaki (Liqui Moly Husqvarna Intact GP) closest on the chase, the Japanese rider one of those who fought Masia right to the final corner at the venue in 2022, and it’s now David Alonso (Gaviota GASGAS Aspar Team) in third, just 25 points off the top as the rookie continues to show zero sympathy for those who’ve been racing these tracks for years. Can Sasaki bounce back and Alonso continue his charge? Daniel Holgado (Red Bull KTM Tech3) is within the same single-race 25-point margin of the top too, and won’t be content to settle.
Deniz Öncü (Red Bull KTM Ajo), meanwhile, is now 39 points off the top, making Sepang a probable last stand in the title fight. But if there’s a final corner made for the Turkish rider, it’s likely this one. Can he get back in the mix at the front? Can Taiyo Furusato (Honda Team Asia) and Collin Veijer (Liqui Moly Husqvarna Intact GP) repeat that feat? Tune in for more Moto3™ this weekend to find out, with plenty on the line at the Petronas Grand Prix of Malaysia!
Jake Gagne (1) leads Cameron Petersen (45), Mathew Scholtz (11), Richie Escalante (54), Cameron Beaubier (6), PJ Jacobsen (99), and the rest of the MotoAmerica Superbike field at the start of Race Two at Barber Motorsports Park in 2023. Photo by Brian J. Nelson.
BARBER MOTORSPORTS PARK
Episode 2 of “Pressure To Rise” brings all the action and drama from MotoAmerica Superbikes at Barber Motorsports Park where the new Dunlop tires were put to the ultimate test on Barber’s aggressive race surface, which is already a handful for the Medallia Superbike riders who muscle their 200-plus-horsepower fire-breathers around the tight and twisty Alabama road course.
More, from a press release issued by FIM JuniorGP World Championship:
New names rise as sun sets on 2023 JuniorGP™ season in Valencia
A new winner and a historic second title, the final chapter of 2023 caps off a memorable season
Frantic. Frenetic. History-making. The Finetwork FIM JuniorGP™ World Championship season has come to a close as another year of records, drama, excitement and passion concludes. The sun set in style at the Ricardo Tormo Circuit in Valencia, with a new winner in the JuniorGP™ class in Adrian Cruces (Finetwork Mir Racing Team) who won Race 1, whilst Race 2 honours saw Joel Esteban (Aspar Junior Team) triumph after late drama. The Moto2™ European Championship saw Senna Agius (Liqui Moly Husqvarna Intact Junior GP Team) sign off in style with victory from P17 on the grid, whilst European Talent Cup honours went to Guido Pini (AC Racing Team), although it was Maximo Quiles (Aspar Junior Team) who clinched the crown. Stock European Championship competition ended the day with David Muñoz (SP57 Racing Team) taking a fifth win of 2023.
JuniorGP™ action fired up in Race 1 to start the day and it was a battle from the start. Adrian Cruces led for the majority of the race but was always under attack from Luca Lunetta (AC Racing Team), Alvaro Carpe (STV Laglisse Racing) and Angel Piqueras (Team Estrella Galicia 0,0), with Carpe and Piqueras coming through from the third row. However, resisting a final corner attack from the #83 of Carpe, Cruces held on to take a career-first win in the class, whilst Piqueras snatched third. A mistake from Lunetta on the final lap left him P5, behind polesitter Xabi Zurutuza (MTA Junior Team).
Race 2 was an epic fight and whilst Cruces tried to implement a fast pace like in Race 1, it couldn’t be replicated to the same level as the battle intensified. Jacob Roulstone (Aspar Junior Team) was his main rival this time, although the Australian was soon bundled out the way by the likes of Lunetta, Piqueras and Carpe – Carpe and Lunetta both in the battle for second overall in the standings. Joel Esteban was also in contention in the final stages and despite being close, he couldn’t make a pass in the last sector on the last lap. Cruces crossed the line first ahead of Esteban and Lunetta, but the #11 was forced to drop one place for exceeding track limits on the last lap, giving the #7 of Esteban a second win of 2023. Lunetta’s third place meant he secured runner-up spot in the Championship, which was one by Piqueras at Aragon.
The title had already been secured by Senna Agius at Aragon but he faced a different challenge in the final Moto2™ ECh race of 2023. A penalty after qualifying meant that his original pole position had turned into a P17 grid start. Inside the top ten by the end of the opening lap, Agius powered himself into contention whilst Alberto Surra (Team Ciatti-Boscoscuro grabbed the early advantage. Agius was soon ahead of his rivals, with Roberto Garcia (Cardoso-Fantic Racing), Unai Orradre (STV Laglisse Racing) and Yeray Ruiz (FAU55 Tey Racing) all being dismissed by the charging #81. The Australian then made short work of closing down a 2.6s gap up to Surra but despite catching the Italian, it took three attempts at Turn 4 to make the move stick. However, once he made it work, Agius eased to a tenth career win and an eighth of 2023, becoming just the third rider to win ten races in the class. Surra was a strong second whilst Orradre clinched third. Agius finished 67 points clear of Xavier Cardelus (Promoracing) in the end with Surra third.
The only title on the line coming into the final round of 2023 was that of the ETC, with Maximo Quiles vs Brian Uriarte (Team Estrella Galicia 0,0) being the rivalry. The race ignited with the #28 Quiles going all out from the start before a group of seven was formed, with Uriarte and teammate Rico Salmela part of it. Jesus Rios (MRE Talent) was a polesitter for the first time and swapped paint with Quiles before big drama occurred behind. At Turn 2 towards mid-race, Salmela tried to pass Uriarte but in doing so, ran wide; as he cut back, Uriarte was already under him and the two collided and crashed, ending the #51’s title hopes in a teammate clash. Quiles was now Champion whatever happened but he still fought hard against Pini, Valentin Perrone (Frando VHC Racing Team) and Rios. On the final lap, Pini rode to perfection for a last win with the #1 plate. Perrone took a first podium – also a first for Argentina in the class – whilst Rios was third with a third straight podium. Quiles in P4 became the first double ETC Champion; Pini finished second overall, leapfrogging Uriarte.
The last Stock ECh event of the year was an intriguing one; Daniel Muñoz was already crowned Champion but wanted to finish strongly, with Eric Fernandez (FAU55 Tey Racing) likewise aiming to sign off his 2023 season as number one in race terms. Both battled throughout the 18 laps, with Fernandez even slowing the pace right down, as both engaged in a game of strategy. After a lap of cruising around with a 13-second advantage, Muñoz pulled the pin and eased away to win by eight seconds ahead of his main title rival. Third place had seemingly gone to Archie McDonald (MRE Talent) but for exceeding track limits throughout the race, he was handed a three second penalty which left him in P7, denying him a first podium. Taking profit, Marco Garcia (Easyrace Team) was third, with the top three in the race being reflected in the same order in the final standings of 2023.
2023 may be over but the Finetwork FIM JuniorGP™ World Championship promises to make more history in 2024! The season kicks off at the Misano World Circuit “Marco Simoncelli” in Italy with racing action commencing on April 21st.
You can also find all the results, videos, photos and information regarding the championship on the official website: www.fimjuniorgp.com
More, from a press release issued by AGR Team:
END OF SEASON, MISSION ACCOMPLISHED, THANKS TO ALL OF YOU
November, 05 2023
Two races in JuniorGP, one in Moto2 and one in the ETC closed the 2023 season for the AGR Team and its riders. The results in these last events were not what we expected, but riders and each member of the AGR Team gave everything until the last minute.
2023 has been a season that, as every year, has given good and not so good moments. From the team we want to thank all the riders who have passed through our garage this year. We are already working to return stronger in 2024… We never give up
“Today I was one of the strongest on the track. In both races we did a nice start, but unfortunately another rider made a silly move and damaged my bike, which made me no possible to finish the race. In the second race it was more or less the same thing. Again another rider tried to make a silly move that cost me a lot of position. The next lap the same rider touched me and I crashed.I was able to remount and I think I finished P20. It not the end of the season I wanted nor the end of the season we deserved as we were one of the strongest. In the second race I really made a good start and was fighting in the front but things didn’t work in our way. I’m sure that in 2024 we can come back stronger. We got new goals for the next season and I’m sure we will achieve them.”
“This weekend has been a little bit emotional for me as it will be my last race in JuniorGP with this team and in Spain, so I was a little bit sad. Overall it went pretty good. The result was not amazing but I think it was a good way to finish the season. Looking forward to the future and I’m happy for what the team has done for me in the last two years.”
MOTO2
Mattia Rato P10 Championship P4 Points 113
“It has been a complicated race. I didn’t start well and I really struggled in the first lap. Another rider tried to overtake me in an , let’s say, not appropriate moment, which disturbed me a lot. Later I managed to overtake him and another rider, and I started to ride alone. It was then when I found my pace. The shame is that the riders I had in front were too far away. And that was it.”
Sam Wilford P12 Championship P13 Points 50
“Difficult end of the weekend, still suffering from an injury form eight weeks ago. I will take the winter to recover and come back next season fully fit to be fighting again where I think I can be. Thank you to the team for the work made and I hope to see everyone next year.”
European Talent Cup ETC
Owen van Trigt P20 Championship P33 Points 1
“The day was OK. I didn’t do one of the best starts. The pace was OK, but too far from the front. The balance of the season is under the expectations I had, but the positive is that I have grown and learned as a rider this season.”
Roadracing World MotoGP Editor and Isle of Man TT winner Mat Oxley (left) and two-time World Championship-winning Crew Chief Peter Bom (right) in the paddock at Jerez. Photo courtesy Mat Oxley.
Roadracing World MotoGP Editor and Isle of Man TT winner Mat Oxley and two-time World Championship-winning Crew Chief Peter Bom have started “The Oxley Bom MotoGP Podcast,” which will be focused on the FIM MotoGP World Championship.
This podcast is “Thailand 2023 – A Crazy Spooky Black Cloud.”
The original podcast can be found on BuzzSprout.com or listened to via other places you get podcasts.
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Online Dictionary
Readable Experience
Content Scaling
Default
Text Magnifier
Readable Font
Dyslexia Friendly
Highlight Titles
Highlight Links
Font Sizing
Default
Line Height
Default
Letter Spacing
Default
Left Aligned
Center Aligned
Right Aligned
Visually Pleasing Experience
Dark Contrast
Light Contrast
Monochrome
High Contrast
High Saturation
Low Saturation
Adjust Text Colors
Adjust Title Colors
Adjust Background Colors
Easy Orientation
Mute Sounds
Hide Images
Hide Emoji
Reading Guide
Stop Animations
Reading Mask
Highlight Hover
Highlight Focus
Big Dark Cursor
Big Light Cursor
Cognitive Reading
Virtual Keyboard
Navigation Keys
Voice Navigation
Accessibility Statement
www.roadracingworld.com
November 14, 2026
Compliance status
We firmly believe that the internet should be available and accessible to anyone, and are committed to providing a website that is accessible to the widest possible audience,
regardless of circumstance and ability.
To fulfill this, we aim to adhere as strictly as possible to the World Wide Web Consortium’s (W3C) Web Content Accessibility Guidelines 2.1 (WCAG 2.1) at the AA level.
These guidelines explain how to make web content accessible to people with a wide array of disabilities. Complying with those guidelines helps us ensure that the website is accessible
to all people: blind people, people with motor impairments, visual impairment, cognitive disabilities, and more.
This website utilizes various technologies that are meant to make it as accessible as possible at all times. We utilize an accessibility interface that allows persons with specific
disabilities to adjust the website’s UI (user interface) and design it to their personal needs.
Additionally, the website utilizes an AI-based application that runs in the background and optimizes its accessibility level constantly. This application remediates the website’s HTML,
adapts Its functionality and behavior for screen-readers used by the blind users, and for keyboard functions used by individuals with motor impairments.
If you’ve found a malfunction or have ideas for improvement, we’ll be happy to hear from you. You can reach out to the website’s operators by using the following email
Screen-reader and keyboard navigation
Our website implements the ARIA attributes (Accessible Rich Internet Applications) technique, alongside various different behavioral changes, to ensure blind users visiting with
screen-readers are able to read, comprehend, and enjoy the website’s functions. As soon as a user with a screen-reader enters your site, they immediately receive
a prompt to enter the Screen-Reader Profile so they can browse and operate your site effectively. Here’s how our website covers some of the most important screen-reader requirements,
alongside console screenshots of code examples:
Screen-reader optimization: we run a background process that learns the website’s components from top to bottom, to ensure ongoing compliance even when updating the website.
In this process, we provide screen-readers with meaningful data using the ARIA set of attributes. For example, we provide accurate form labels;
descriptions for actionable icons (social media icons, search icons, cart icons, etc.); validation guidance for form inputs; element roles such as buttons, menus, modal dialogues (popups),
and others. Additionally, the background process scans all the website’s images and provides an accurate and meaningful image-object-recognition-based description as an ALT (alternate text) tag
for images that are not described. It will also extract texts that are embedded within the image, using an OCR (optical character recognition) technology.
To turn on screen-reader adjustments at any time, users need only to press the Alt+1 keyboard combination. Screen-reader users also get automatic announcements to turn the Screen-reader mode on
as soon as they enter the website.
These adjustments are compatible with all popular screen readers, including JAWS and NVDA.
Keyboard navigation optimization: The background process also adjusts the website’s HTML, and adds various behaviors using JavaScript code to make the website operable by the keyboard. This includes the ability to navigate the website using the Tab and Shift+Tab keys, operate dropdowns with the arrow keys, close them with Esc, trigger buttons and links using the Enter key, navigate between radio and checkbox elements using the arrow keys, and fill them in with the Spacebar or Enter key.Additionally, keyboard users will find quick-navigation and content-skip menus, available at any time by clicking Alt+1, or as the first elements of the site while navigating with the keyboard. The background process also handles triggered popups by moving the keyboard focus towards them as soon as they appear, and not allow the focus drift outside it.
Users can also use shortcuts such as “M” (menus), “H” (headings), “F” (forms), “B” (buttons), and “G” (graphics) to jump to specific elements.
Disability profiles supported in our website
Epilepsy Safe Mode: this profile enables people with epilepsy to use the website safely by eliminating the risk of seizures that result from flashing or blinking animations and risky color combinations.
Visually Impaired Mode: this mode adjusts the website for the convenience of users with visual impairments such as Degrading Eyesight, Tunnel Vision, Cataract, Glaucoma, and others.
Cognitive Disability Mode: this mode provides different assistive options to help users with cognitive impairments such as Dyslexia, Autism, CVA, and others, to focus on the essential elements of the website more easily.
ADHD Friendly Mode: this mode helps users with ADHD and Neurodevelopmental disorders to read, browse, and focus on the main website elements more easily while significantly reducing distractions.
Blindness Mode: this mode configures the website to be compatible with screen-readers such as JAWS, NVDA, VoiceOver, and TalkBack. A screen-reader is software for blind users that is installed on a computer and smartphone, and websites must be compatible with it.
Keyboard Navigation Profile (Motor-Impaired): this profile enables motor-impaired persons to operate the website using the keyboard Tab, Shift+Tab, and the Enter keys. Users can also use shortcuts such as “M” (menus), “H” (headings), “F” (forms), “B” (buttons), and “G” (graphics) to jump to specific elements.
Additional UI, design, and readability adjustments
Font adjustments – users, can increase and decrease its size, change its family (type), adjust the spacing, alignment, line height, and more.
Color adjustments – users can select various color contrast profiles such as light, dark, inverted, and monochrome. Additionally, users can swap color schemes of titles, texts, and backgrounds, with over seven different coloring options.
Animations – person with epilepsy can stop all running animations with the click of a button. Animations controlled by the interface include videos, GIFs, and CSS flashing transitions.
Content highlighting – users can choose to emphasize important elements such as links and titles. They can also choose to highlight focused or hovered elements only.
Audio muting – users with hearing devices may experience headaches or other issues due to automatic audio playing. This option lets users mute the entire website instantly.
Cognitive disorders – we utilize a search engine that is linked to Wikipedia and Wiktionary, allowing people with cognitive disorders to decipher meanings of phrases, initials, slang, and others.
Additional functions – we provide users the option to change cursor color and size, use a printing mode, enable a virtual keyboard, and many other functions.
Browser and assistive technology compatibility
We aim to support the widest array of browsers and assistive technologies as possible, so our users can choose the best fitting tools for them, with as few limitations as possible. Therefore, we have worked very hard to be able to support all major systems that comprise over 95% of the user market share including Google Chrome, Mozilla Firefox, Apple Safari, Opera and Microsoft Edge, JAWS and NVDA (screen readers).
Notes, comments, and feedback
Despite our very best efforts to allow anybody to adjust the website to their needs. There may still be pages or sections that are not fully accessible, are in the process of becoming accessible, or are lacking an adequate technological solution to make them accessible. Still, we are continually improving our accessibility, adding, updating and improving its options and features, and developing and adopting new technologies. All this is meant to reach the optimal level of accessibility, following technological advancements. For any assistance, please reach out to
