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H-D’s new aggressive Softail

The new Softail line brings the elimination of the Dyna family as well as a revamping of the previous version of the Softail family. Now rocking a new chassis, Milwaukee-Eight motors, and an upgraded suspension including a monoshock, the 2018 Softails are a whole new breed.

“The Fat Bob is surely the sportiest bike in Harley-Davidson’s lineup, but that doesn’t mean I would call it sporty. The suspension is nice and taut (though jarring for me on our short freeway stint), and the cornering clearance is better than on anything else currently available from the brand, but the riding experience reminds me of my first time riding the Sportster Forty-Eight.”

Sean MacDonald of Cycle World

The new Fat Bob is by far the most aggressively designed model in the family. The Fat Bob is one of the Softails that can be ordered in either the 107 or 114 M-8engines. The starting price for the new Fat Bob is $16,999.



Remember the Kawasaki Ninja 400 that was spotted during commercial shoot in Harley-Davidson’s backyard? The motorcycle, as per documents from California Air Resources Board, with a 399cc displacement, will be heading to the US market soon. The motorcycles came into news after Kawasaki shut down the North Avenue between Cramer and Prospect in Milwaukee for about an hour to shoot the commercial for the new generation model.

From what we could see in the video, the new 2017 Ninja 400 will most likely get muscular styling along with the new Kawasaki Racing Team livery. Visually, the design is sharper and we can see ZX-10R inspired styling cues, along with, as aforementioned, the KRT livery. Hardware list, as seen in the video, includes conventional telescopic front suspension, clip-on handlebars and what appears to be a ZX-10R inspired LED tail light.

Powering tasks will most likely be provided by a Liquid-cooled DOHC 8-valve 399 cc Parallel Twin motor capable of producing 44PS and peak torque at 37Nm.

While there is no official statement from Kawasaki, the motorcycle is expected to arrive at the 2017 EICMA motorcycle show. We may not see the motorcycle on Indian shores anytime soon. We’ll bring you more updates as and when they arrive. Meanwhile, let us know your views about the Kawasaki Ninja 400 through the comments section.



Zero Motorcycles has revealed their 2018 lineup of electric bikes. They’ll be the same prices as their 2017 counterparts, but reduced charging speeds, improved range, and faster acceleration will undoubtedly make them more desirable.


Zero Motorcycles makes some pretty fancy electric motorcycle models that can be used by both consumers and police units. With the introduction of its 2018 lineup, Zero has improved the capabilities of its bikes with a higher range and reduced charging times.

As Zero explains in its 2018 highlights post, the improvements to their electric motorcycle models are a result of the newly-revealed 6 kW Charge Tank accessory, which can be used by the company’s Zero S, Zero SR, Zero DS, and Zero DSR bikes. The new accessory enables the Zero S and DS ZF7.2 to be charged roughly an hour when plugged into a level 1 110 V outlet, while larger batteries found in the SR and DSR can be charged in around two hours using a level 2 charger.

As for the vehicles’ range, the electric motorcycle models equipped with the ZF7.2 and ZF14.4 power packs can now travel 10% farther thanks to “improved battery chemistry.” How far they can go largely depends on the area you’re in, but Zero notes the range will top out at around 223 miles.

“It’s the highest power and energy density battery in today’s transportation industry and for its size takes you farther than any other electric vehicle on the planet,” says Zero.


Riders who are all about speed will be happy to hear the new electric motorcycle models are slightly faster too. Bikes with the ZF7.2 power pack provide 11% more rear wheel torque, while the powertrains of the ZF13.0 Zero S and Zero DS have been finely tuned to offer up to 30% more power and torque. Want to quickly pass other cars and motorcycles on the road? Now you can.

According to Engadget, prices for the new 2018 models are the same as the 2017 models, with the cheapest Zero FX starting at $8,495. If you’re eyeing the base model Zero S, it starts at $10,995, though the Charge Tank will cost you another $2,295 — a high price to pay if you want to get back on the road quickly after a battery-depleting ride.


November’s EICMA show in Milan may reveal a new generation of supercharged Kawasaki engines and related models

Kawasaki shocked the world three years ago when it unveiled the supercharged H2 and H2R sportbikes. The 16-valve, DOHC, 998cc inline-four that powers both of those hot rods is boosted by a mechanically driven centrifugal supercharger to generate in track-only H2R trim 310 hp at 14,000 rpm and 115 pound-feet of peak torque at 12,500 rpm.

The engineering team had one obvious target: Give life to the most powerful production motorcycle in the history of the sport, whatever use that would be good for in real life. Large displacement, oversquare bore and stroke (76 x 55mm) for sky-high revs, plus supercharging—no prisoners taken.

While the H2/H2R is a clear statement of technological leadership, neither supercharging nor turbocharging has so far done for the motorcycle what it has done for 20 years for production automobiles: Allow a small engine to deliver high fuel economy at freeway speeds, yet with forced induction to also deliver spirited acceleration and real-world on-ramp performance.

The problem that has kept this from happening on two wheels is the limited tire footprint of the motorcycle. Not only does a motorcycle have only two wheels, but it uses only one-third of the width of those two tires. This small footprint cannot transmit the fast-rising and peaky torque of either turbocharging or the centrifugal supercharger of the Kawasaki H2/H2R.

A motorcycle’s drive wheel requires extremely smooth, predictable torque, which is why modern engine-control electronics (ride by wire, virtual powerband, traction control, anti-wheelie) have had such good success in smoothing the power delivery of existing bikes.

In revealing its “Balanced Supercharging” concept in 2015, Kawasaki showed a rotary shutter in the intake of a centrifugal blower (possibly similar to the “vortex throttle” used on Cosworth Champ Car engines) but did not explain either its purpose or function. We can only speculate that it might be used with fast computer control to maintain a desired boost pressure in an engine’s sealed intake airbox, thereby dealing with the old problem of torque that rises too fast for human control.

We will have to wait to see what Kawasaki reveals at EICMA this November. In a teaser about “Balanced Supercharging,” Kawasaki refers to a new generation of sport-tourers equipped with supercharged engines that were conceived to deliver supreme flexibility and great torque at relatively low rpm.

EXCLUSIVE VIDEO: Kawasaki Ninja H2R Dyno Run

Ford did something similar with its 1.0-liter three-cylinder EcoBoost engine, a little turbocharged monster that became the new standard in spark-ignited engineering for its solid peak power—140 hp at 6,000 rpm, combined with an incredibly thick and flat torque curve (133 pound-feet of torque at a mere 1,500 rpm)—and very low fuel consumption.

Ford applied lessons learned from diesel engine practice: a nearly flat pent-roof cylinder head (modest 22 degrees included valve angle) with the largest portion of the combustion chamber a deep bowl in the piston crown. This configuration proved effective at reducing knock despite compression exceeding 10:1, high for a mass-production supercharged engine.

In addition, the deep chamber keeps tumble turbulence alive through the compression/combustion cycle for perfect combustion and high efficiency. The combination proved to be a shortcut to high efficiency and torque not seen since the days of the Ford-Cosworth DFV 3.0-liter Formula 1 V-8, the engine that in 1967 set new thermodynamic standards.

Ford used turbocharging to reset the relationship between displacement, revs, and mean effective pressure, the main factors that participate in the definition of the power generated by internal-combustion piston engines. In this case, engineers drastically reduced the influence of revs and boosted mean effective pressure to an extremely high 304.5 psi. For a street-legal, naturally aspirated engine, we would be happy to see slightly more than half of that, say, 174 psi.

Not having to worry about mean piston speed, Ford engineers selected a small bore and a long stroke, which contributed to the clean, efficient, high-compression-ratio combustion chamber. Kawasaki appears to have adopted that same philosophy to deliver supremely flexible engines combining additional torque delivery, smoothness, and power.

Kawasaki used a mechanically driven supercharger for the H2/H2R. Can we in the future expect an electrically driven supercharger managed by the ECU for even higher engine efficiency and smoothness? Audi has done this with its SQ7 turbodiesel 4.0-liter V-8, and it works well.

If Kawasaki is able to combine small-engine economy with big-engine torque and power through a new and more controllable form of supercharging, that company will have opened a previously closed door to the future.


“With 23 years of continuous production (well, as continuous as Cagiva get), the Mito is the planet’s longest-running stroker and for the first decade of its existence was desirable as any superbike.

“Penned by Massimo Tamburini, the first generation had bodywork virtually identical to Cagiva’s 500GP bike, the second generation aped a Ducati 916.But there was more to the bike than looks – a searing powerband, a seven-speed gearbox and a chassis capable of containing a much bigger engine made it fodder for teenage racers (Rossi’s first track foray was on a Mito) and specials builders who bolted in anything from RD350 motors to CR500s.

“My yearning for one was sated when I was involved in the build of a CR-engined Mito. It was magnificent and crap, all at the same time.”



LTG Caslen’s entrance onto the football field was a stark reminder …

As players from NFL teams across the country kneel in protest during the playing of the national anthem, one football team is getting its pregame ritual right.

On Oct. 14, Superintendent Lt. Gen. Robert Caslen led West Point Black Knights football team onto the field by way of his saber-wielding motorcycle.

Photos of Caslen riding his bike were posted to Facebook, where users praised him as well as the Army football team, which beat Eastern Michigan 28-27, extending its home unbeaten streak to five games.

According to Independent Journal Review, Caslen has a habit of leading his team — and audience — in national pride and school spirit.

The former U.S. Military academy cadet, who played varsity football when he attended the academy, was seen in 2015 leading his team onto the field, only this time by way of an Orange County Choppers motorcycle.

Another time, he was pictured commandeering a T-shirt cannon, which quickly earned him the name “Supe Daddy.”

“The Lieutenant General is known to be out in front of the student section during games,” IJR reported, as well as “leading them in the Army chant, ‘The Rocket.’”

And there are multiple instances — and videos — of Caslen hyping up his crowd as well as giving praise to the fallen heroes at West Point, both on and off the field.

This habit of leading is nothing new to Caslen, who, in a 2015 interview with Observer, said his bests days in Iraq were when he received word that he would have the “honor of leading our sons and daughters.”

Many of these “sons and daughters” had been cadets from the classes he taught, he said, adding further that the “last person who wants to go to war is the military.”

Caslen’s enthusiastic actions and honorable works for his cadets and fallen soldiers is sure to continue, as West Point keeps on working to bring the best out of those it trains to serve.

According to IJR, “LTG Caslen’s entrance onto the football field was a stark reminder that the USMA family will continue to train, fight, and safeguard all that our country holds dearest.”

What do you think? Scroll down to comment below.


10 mins of BADASS FL2K street racing action! This monster 400HP H2 makes a trip from Texas to test against some of the fastest bikes in the country. We also jump in a 1300whp Nissan GTR to play with some bikes.


Bumble Bee – BMW S1000RR

Built motor




Texas H2 400HP – Kawasaki Ninja H2

Built engine

Built trans

Stage 3


Race gas


Hulk H2 – Kawasaki Ninja H2

Stage 2


Adams swing arm


Venom busa – Suzuki Hayabusa

Built motor


Pump gas


BMW S1000RR (run with GTR)

Full bolt ons



Kawasaki Ninja H2 (run with GTR)

Bolt ons



Nissan GTR – TSM built



Ducati has unveiled the new 2018 Monster 821 and one of the most noticeable features is that new exhaust muffler that replaces the much talked about unit from the previous generation model. For 2018, the Ducati Monster has been upgraded to include aesthetic and functional features first introduced on the Monster 1200: a more streamlined, agile look with fully redesigned tank and tail, Euro 4 compliant engine, an all-new silencer and a headlight that is both classic and contemporary. Also making its debut on the mid-size Monster is the colour TFT display with selected gear and fuel indicators, while available accessories include the Ducati Quick Shift up/down system.

Here are all the details of the new 2018 Ducati Monster 821.

New 2018 Ducati Monster 821 Expected Prices

With the added features, the new 2018 Ducati Monster 821 will carry a slight premium over the previous generation model. Expect the prices to hover around INR 12 lakh (ex-showroom).

New 2018 Ducati Monster 821 Expected Launch Date

While there are no official details about the India launch of the new 2018 Ducati Monster, we expect that the motorcycle should arrive in showrooms by early 2018.

New 2018 Ducati Monster 821 Features and Details

The new 2018 Monster 821 has been redesigned to create a sleek, compact bike with true sporting character. The new tank is now claimed to be lighter and also features the classic anodized aluminium attachment clip. The short, compact, sleek tail, supported by the steel Trellis subframe, lets riders set a seat height of 785 or 810 mm.

On the Monster 821 the engine acts as a load-bearing element, the Trellis frame being attached to the cylinder heads. The double-sided swingarm on the Monster 821 also ensures a compact 1480 mm wheelbase. The rear seat-carrying subframe – also attached directly to the engine – has been redesigned to provide a compact structure that also supports the new passenger footpeg struts. Both rider and passenger footpeg attachments are made of die-cast aluminium and mount aluminium pegs. The rider’s pegs also feature aluminium heel guards.

Up front, the Monster 821 is equipped with a 43 mm fork and, behind, a monoshock with spring pre-load and rebound damping adjustment that makes use of progressive linkage. The shock absorber is attached directly on the vertical cylinder head at one end and on the die-cast aluminium double-sided swingarm at the other. The motorcycle is equipped with 10-spoke alloy wheels, 3.5 x 17” up front and 5.5 x 17” at the rear, mounting Pirelli DIABLO ROSSO III tyres, 120/70 up front and 180/55 at the rear.

The new, Euro 4 compliant silencer draws its inspiration from the exhaust on the Monster 1200 R. Another signature component on the 821 is the round headlight, high-tech yet iconic and, like the tank, identical to the one on the Monster 1200. The headlight provides a powerful halogen light source and features LED “horseshoe” side lights. LED lighting is also incorporated at the rear. The Monster 821 also has a Hazard lights function, activated by pressing the left indicator switch for four seconds.

The Monster 821 instrument panel has a colour TFT display that shows selected gear and fuel level. The display has three different configurations, each designed to show information that is best suited to certain riding situations. In Urban Riding Mode, the display adopts the Core configuration, minimising the shown data: ideal for downtown riding. The clearest information is vehicle speed, displayed in the centre of the screen, while the selected gear is shown on the right. In Touring Riding Mode, the display changes completely and goes to the Full configuration to display as much useful travelling info as possible. In Sport Riding Mode, the display adopts the Track configuration, providing only information related to sport riding. The rev counter graphic is reset with a Superbike-style layout. The TFT control panel on the Monster 821 can be personalised and the rider can choose the display mode regardless of the selected Riding Mode.

The Monster 821’s instrument panel is ready to display info related to the Ducati Multimedia System (DMS); the latter lets riders connect their smartphones via the Bluetooth module (available as an accessory) and control some of its functions via the switchgears. The panel displays music player controls and earphone connection, incoming call and received message status icons. Moreover, the Monster 821 has an under-seat USB port to recharge smartphones and other devices.

The Monster 821 comes in three different colours:

  • Ducati Yellow with black frame and black wheels
  • Ducati Red with red frame and black wheels
  • Dark Stealth with black frame and black wheels

New 2018 Ducati Monster 821 Engine and Performance

The Monster 821 is powered by the 821 cc twin-cylinder Desmodromic Testastretta 11 Euro 4 compliant engine which delivers a maximum power of 109 hp at 9250 rpm and a maximum torque of 86 Nm at 7750 rpm. That valve clearance needs checking every 30,000 km (18,000 miles). The twin-cylinder engine uses throttle bodies with Ride-by-Wire control. The Monster 821 exhaust ducts, with a cross-section of 50 mm, form part of a 2-1-2 system designed.

Monster 821 accessories include Ducati Quick Shift (DQS) up/down, a race-derived electronic system that lets riders up-change without using the clutch and without having to close the throttle and down-change without operating the clutch, just closing the throttle. The system works differently for upshifts and downshifts, integrating adjustment of spark advance and injection during upshifts with an auto-blipper function during downshifts.

New 2018 Ducati Monster 821 Safety

Up front, the Monster 821 mounts twin Brembo M4-32 4-piston monobloc calipers that grip 320 mm discs and an axial-pump brake lever with incorporated fluid reservoir. At the rear is a single 245 mm disc gripped by a Brembo caliper; like the front brake, it features enhanced-efficiency sintered brake pads.

The Monster 821 features Ducati Riding Mode technology. This incorporates the Bosch 9.1MP 3-level ABS system with integrated pressure sensor and 8-level DTC that, together, make up the DSP (Ducati Safety Pack) which optimises vehicle control and enhances ride safety.

Riding modes include Sport, Touring and Urban, with each mode being programmed to vary the engine ‘character’ (Power Modes) and the ABS and DTC intervention levels instantaneously, even on the go. Electronic Ride-by-Wire (RbW) uses Ducati e-Grip system to manage different mappings and adjust power delivery (Power Modes), while Ducati Traction Control (DTC) features eight levels of system interaction to enhance control by reducing rear wheel spin. Lastly, the ABS system, designed to prevent wheel lock during braking, offers three different intervention levels.

  • Sport Riding Mode delivers 109 hp of power with direct RbW throttle twist response, reduced DTC intervention, level 1 ABS braking efficiency and rear wheel lift detection disabled.
  • Touring Riding Mode delivers 109 hp of engine power with a more progressive RbW throttle twist response, increased DTC intervention, level 2 ABS braking efficiency and moderate rear wheel lift control.
  • Urban Riding Mode delivers a maximum power of 75 hp with progressive RbW throttle twist response; DTC is set to an even higher intervention level and the ABS is set to level 3, maximising braking stability and wheel lift-up prevention.

New 2018 Ducati Monster 821 Technical Specifications

 Ducati Monster 821 (MY18)
TYPE Testastretta 11°, L-Twin, 4 Desmodromically actuated valves per cylinder, Water cooled
DISPLACEMENT 821 cc (50.1 cu in)
BORE X STROKE 88 x 67.5 mm (3.46 x 2.66 in)
POWER* 80 kW (109 hp) @ 9,250 rpm
TORQUE* 86 Nm (8.8 kgm / 63 lb-ft ) @ 7,750 rpm
FUEL INJECTION Electronic fuel injection system, Ø 53 mm throttle bodies, Full Ride-by-Wire
EXHAUST 2-1-2 system, two lambda probes, stainless steel muffler with aluminium end cap
GEARBOX 6 speed
PRIMARY DRIVE Straight cut gears, Ratio 1.85:1
RATIO 1=37/15, 2=30/17, 3=28/20, 4=26/22, 5=24/23, 6=23/24
FINAL DRIVE Chain drive, Front sprocket Z15, Rear sprocket Z46
CLUTCH Slipper and self-servo wet multiplate clutch with mechanical control
FRAME Tubular steel trellis frame linked to cylinder heads
FRONT SUSPENSION Ø 43 mm usd fork
FRONT WHEEL 10-spoke light alloy, 3.5″ x 17″
FRONT TYRE 120/70 ZR 17 Pirelli Diablo Rosso III
REAR SUSPENSION Progressive linkage with adjustable monoshock, Aluminium double-sided swingarm
REAR WHEEL 10-spoke light alloy, 5.5″ x 17″
REAR TYRE 180/55 ZR17 Pirelli Diablo Rosso III
WHEEL TRAVEL (FRONT/REAR) 130 mm /140 mm (5.12 in / 5.51 in)
FRONT BRAKE 2 x Ø 320 mm semi-floating discs, radially mounted monobloc Brembo M4-32 callipers, 4-piston, axial pump with Bosch ABS as standard equipment
REAR BRAKE Ø 245 mm disc, 2-piston calliper with Bosch ABS as standard equipment
DRY WEIGHT 180,5 kg (398 lb)
WET WEIGHT (KERB) 206 kg (454 lb)
WET WEIGHT (NO FUEL) 195 kg (430 lb)
SEAT HEIGHT Adjustable 785 mm – 810 mm (30.91 in – 31.89 in)
WHEELBASE 1,480 mm (58.27 in)
RAKE 24,3°
TRAIL 93.2 mm (3.67 in)
FUEL TANK CAPACITY 16.5 l (4.36 US gal)
Riding Modes, Power Modes, Ducati Safety Pack (Bosch ABS + Ducati Traction Control DTC), Ride-by-Wire, TFT colour display, Passenger seat cover.Up&down Quickshift (DQS), Anti-theft system, Ducati Data Analyzer (DDA) ready.
Warranty 24 months, Unlimited mileage
Mainteinance service intervals 15,000 km (9,000 mi) / 12 months
Valve clearance check 30,000 km (18,000 mi)
Standard Euro 4
CO2 emissions 125 g/km
Consumption 5.4 l/100 km


Yamaha has teased the Motoroid, a new concept motorcycle that can interact with its rider thanks to trick artificial intelligence. Shown ahead of the Tokyo Motor Show, the bike packs native AI technology which Yamaha says can give its rider the experience of “kando”, the Japanese concept of deep spiritual inspiration and satisfaction.

As you can see above, the electric-powered Motoroid has battery cells that look like chrome canisters positioned beneath the seat, which itself comes with a radical racing-inspired design.

Yamaha will present 20 different concepts, one of which is the Motoroid, when the Tokyo Motor Show begins on October 27.


Kawasaki will unveil a Ninja H2 derived super-tourer at this year’s Milan show, completely transforming the premium fast-touring market overnight.

The new continent-shrinker will be the first production tourer to use supercharger technology to deliver the ultimate blend of explosive torque and power, while also returning impressive fuel economy and Bentley GT levels of smooth refinement.

200bhp of touring punch

Don’t be confused by the name – which we believe will be Ninja H2 SX – this is a touring bike first and foremost, not a biposto version of the formidable Ninja H2R. While it won’t be short of power, the development team have concentrated on delivering incredible mid-range drive and fuel range. That means superbike levels of power and torque, while sipping fuel at the rate you’d expect from the firm’s normally aspirated 118bhp Versys 1000.

MCN’s Japanese source also revealed that the reworked H2 engine, which has been remapped to deliver around 200bhp at peak with a tangible boost to the mid-range punch, could also be the first outlet for Kawasaki’s variable-boost supercharger. The firm showed an engine at last year’s Tokyo show which boasted vanes on the supercharger’s inlet that opened and closed via a mechanical actuator. Rumours suggest this actuator has been replaced by a smaller and lighter integrated electric motor which will power the vanes – tuning the supercharger’s supply of air according to the rider’s throttle inputs.  

The ultimate GT

The rest of the bike promises an equally premium experience. That means we’re expecting the next generation of Kawasaki’s huge compliment of electronic rider aids all controlled by an inertial measurement unit to knit together cornering ABS, traction control, anti-wheelie and multiple rider modes. The H2 SX would also be the perfect candidate for semi-active suspension system – something we’ve not seen from Kawasaki yet.

In addition, we’d expect to see class-leading attention to touring considerations, with a full TFT dash and integrated satnav functionality, electronic screen, headed grips and seats, full media connectivity and keyless ignition. Honda are on the eve of unveiling their radically revamped Gold Wing, and BMW have already set the bar high with their ballistic K1600GTL. There’s an increasing glut of super-high-end versatile adventure-sports bikes, too – like Ducati’s Multistrada S Touring – so Kawasaki have to arrive in the market with something phenomenal. And the information seeping out of Japan suggests the H2 will be exactly that.

The Versys 1000 and Z1000SX families will remain, while the 1400GTR, has already ceased production as a casualty of Euro4 regulations.

But with the Ninja H2 costing £25,499, and the track-only H2R a marriage-wrecking £47,000, can the new SX and GT meet market expectations? The indications are that the base H2 SX will start at around £20k, while a fully-laden GT might be more like £23k – putting it firmly in the same realm as the Gold Wing and K1600GTL.

Get the full story from its Milan unveil in MCN on November 8.


  • 200bhp supercharged tourer
  • SX and GT spec versions
  • Class-leading fuel consumption
  • High-end spec as standard
  • Variable boost supercharger


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