Honda Bikes – Bike Pix Mon, 29 Nov 2021 05:02:12 +0000 en-US hourly 1 Honda Bikes – Bike Pix 32 32 Top 10 500cc motorcycles + October 2021 Mon, 29 Nov 2021 04:44:20 +0000
Royal Enfield 650 modified by STG Tracker

The big bike segment continues to be dominated by the Royal Enfield 650 twins which recorded over 75% market share in October 2021

Total sales of 500cc + bikes in October 2021 are 1,613 units. Year-on-year growth was down -7.72%, compared to 1,748 units sold in the corresponding period last year. While the Royal Enfield 650 twins maintain their lead, other popular names in the top ten include Kawasaki and Trident. While Kawasaki and Trident each have three motorcycles in the top ten, Suzuki, Harley, and Honda each have one. Only two bikes in the top 10 recorded negative year-on-year growth in October 2021.

500cc motorcycles + October 2021 – 650 twins in the lead

Topping the list are the twin Royal Enfield 650 with sales of 1,236 units in October. Year-on-year growth was down -17.93% from 1,506 units sold in October last year. The market share is 76.63%. 650 twins are capable of producing much higher volumes than other similar bikes as they are affordable in the range of Rs 2.70 lakh to Rs 3.20 lakh.

With the success of the 650 twins in the domestic and international markets, Royal Enfield will soon be expanding its 650 range to include a new motorcycle based on the SG650 concept. The company also unveiled a special 120th anniversary edition of 650 twins at EICMA.

At number two is the Kawasaki Z900 with sales of 58 units in October. YoY growth is 87.10%, compared to 31 units sold in October last year. The market share is 3.60%. Next in the list is Triumph Trident with sales of 49 units in October. The market share is 3.04%.

500cc + Motorcycle sales in October 2021
500cc + Motorcycle sales in October 2021

Trident was launched in India earlier this year in April at a starting price of Rs 6.95 lakh. The naked streetfighter boasts a range of high-tech features and comes in four color options. It is powered by a 660 cc engine that develops 80 hp / 64 Nm.

The Kawasaki Ninja 650 is fourth with sales of 31 units in October. The year-on-year growth is 63.16%, compared to 19 units sold in October last year. The market share is 1.92%. The fifth is Hayabusa with sales of 24 units. The market share is 1.49%. Launched in April 2021 in its BS6 format, Hayabusa is sold out to this day. The last batch opened for reservations in July was sold in less than an hour, a record. The second lot had 100 units for sale.

Triumph Tiger 900 sales double

Placed in sixth place, sales of Triumph Tiger 900 are at 22 units in October. Year-on-year growth is 120.00%, compared to 10 units sold in October last year. This is the top 10’s highest annual growth in percentage terms. The Tiger 900’s market share is 1.36%.

No 500cc + motorcycle sales 21st of October 20 oct. %
1 650 Twin Beds 1 236 1,506 -17.93
2 Z900 58 31 87.10
3 Trident 49 0
4 Ninja 650 31 19 63.16
5 Hayabusa 24 0
6 Tiger 900 22 ten 120.00
7 Ninja1000 19 16 18.75
8 883 Iron 14 0
9 Twin Street 14 25 -44.00
ten CBR650 13 0
11 Vulcan S 13 32 -59.38
12 DL650XA 13 0
13 Ninja ZX-10R 12 0
14 Versys 650 11 13 -15.38
15 Low Rider Special ten 0
16 Versys 1000 9 7 28.57
17 big bob 7 0
18 fat boy 114 7 0
19 Z650 6 13 -53.85
20 Low jumper 6 0
21 1200 X-Forty Eight 5 0
22 Triple Street 4 18 -77.78
23 Boneville T100 4 9 -55.56
24 Street jammer 4 1 300.00
25 Pan America 3 0
26 Twin Africa 3 0
27 Boneville Speedmaster 3 7 -57.14
28 Boneville T120 3 21 -85.71
29 Twin speed 3 0
30 Electra Glide 2 0
31 W800 1 7 -85.71
32 Boneville Bobber 1 0
33 Triple Speed 1 0
34 Heritage classic 1 0
35 Glide on the road 1 0
36 Forty-eight special 0 4 -100.00
37 Fat boy 0 3 -100.00
38 883 Iron 0 2 -100.00
39 Low Rider S 0 2 -100.00
40 Low jumper 0 1 -100.00
41 Rocket III 0 1 -100.00
Total 1613 1,748 -7.72

Other top 10 bikes include the Kawasaki Ninja 1000 (19 units), Harley Davidson Iron 883 (14), Triumph Street Twin (14), and Honda CBR 650R (13). Of these, the only negative growth bike is the Street Twin. Sales are down -44%, compared to 25 units sold in October last year. Ninja 1000 shows growth of 18.75%, compared to 16 units sold in October last year. The Honda CBR 650R was launched earlier this year in March and has a 0.81% market share.

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Jonathan Rea explains the return to plate # 65 Sat, 27 Nov 2021 09:47:17 +0000

Jonathan Rea says racing # 65 on his bike on a lap in Indonesia brought back memories of his “life-changing” freshman year with Kawasaki in the World Superbike Championship.

Rea retained his favorite bike number 65 when he transitioned from the struggling Honda team to Kawasaki in 2015, starting a period of unprecedented success that would net a record six titles in consecutive years.

Choosing to use the number 1 after each of his league successes, Rea last competed in a WSBK event with the number 65 on his bike nearly six years so far in the 2015 season finale at the Qatar.

However, after losing a titanic battle for the riders’ title to Yamaha’s Toprak Razgatlioglu last weekend in Indonesia, Rea ditched the No.1 sticker on the front of his ZX-10RR for his favorite No.65. on the pit lane in Race 2.

This will become Rea’s new bike number in 2022, having ceded the right to use the number 1 to new champion Razgatlioglu.

When asked how it felt to see No.65 on his bike again, Rea said, “So refreshing, honestly.

“I told the guys in the middle of the days after I lost [the title], ‘we haven’t prepared anything, do you have an old # 65 from 2015?’. They said ‘no’.

“So they did that, I don’t know how they did it, but they must have had red Motocard stickers [merchandise website], and they did this # 65.

“When I saw him on the bike it reminded me of joining Kawasaki and the change it made in my life. It was really happy and motivating times, winning my first championship.

“I am delighted to be using it next year. I hope I will only have to use it for a year. But that’s a cool number. “

Jonathan Réa, Kawasaki

Razgatlioglu has expressed his intention to race No.1 on his Yamaha next year, having used No.54 as his motorcycle number since his WSBK debut in 2018 with Puccetti Kawasaki out of deference to his manager and mentor Kenan Sofuoglu.

Before Rea, Sylvain Guintoli was the last rider to compete in the WSBK with the # 1 on his motorcycle, sporting the number reserved for the defending champion on his Honda in 2015 after winning the title the previous year with Aprilia.

“I have to talk to Kenan Sofuoglu [about] this number, “said Razgatlioglu.” Yamaha, I don’t know [what they think], but I think it’s time for the # 1.

During his previous stint at Honda between 2010-14, Rea raced with 65th place on his CBR1000RR every year except 2012, when he fielded fourth place to highlight his position in the standings of the year. former.

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Hero, Honda Motorcycles and Scooters holiday season release is lowest in 7 years Thu, 25 Nov 2021 18:22:44 +0000

It is estimated that the production of the main Indian two-wheeler manufacturers, Hero MotoCorp and Honda Motorcycle and Scooters India (HMSI), fell to its lowest level in seven years in October and November.

Sales of motorcycles and scooters did not gain momentum even during the holiday months, leaving businesses struggling with a pile of unsold inventory.

The two companies account for nearly 60 percent of the domestic two-wheeler market, and skidding production volumes reinforce weak demand and the structural slowdown facing the world’s largest two-wheeler market. Companies have inventory for 45 to 55 days in their channels, according to dealer sources.

For the first time in seven years, the market leader Hero MotoCorp produced less than a million units during the holiday months. It is estimated to produce a cumulative 890,228 units in the two months compared to nearly 1.4 million units in the same period last year.

In addition to a sharp 25 percent increase in motorcycle and scooter prices over the past two years, a slowdown in rural sales, coupled with high fuel prices, has kept buyers away.

Sluggish rural sales have been attributed to agro-sentiment caused by an uneven monsoon and a delayed harvest in all areas.

In urban markets, the delay in reopening schools and colleges, job losses and pay cuts (after the pandemic hit) and prolonged work-from-home policies have affected sales, said ICRA in a recent report.

“One also cannot ignore the disruption created by electric two-wheelers, which are much easier on the wallet with all the incentives and reduced running costs,” said one dealer, adding, if one took all high and low speeds into account. Electric two-wheelers launched in the last year and a half are said to represent 4 to 5% of the market.

An analyst at a national brokerage firm agreed with this opinion. “Electric two-wheelers have started to nibble the internal combustion engine two-wheeler market. “

A spokesperson for Hero MotoCorp said the company experienced sequential growth in shipments in October 2021 compared to September 2021. While the first phase of the holiday season has been slow to take off, demand for the second phase the holiday season has seen an increase, the spokesperson added.

“After the holiday season, our inventory is five to six weeks, and with the harvest being delayed due to the late monsoon retreat in many parts of the country and the current wedding season, a resumption of the demand is expected, “he said. outside.

The company expects demand to pick up in the coming quarters thanks to improved macroeconomic indicators and immunization.

Like Hero, HMSI reduced production in the aforementioned two months. The local branch of the Japanese two-wheeler manufacturer, which produces on average more than 800,000 units, made 653,555 during the holiday months of the current year, the lowest in seven years.

YS Guleria, director (sales and marketing), HMSI, declined to comment.

Although to a lesser extent, other two-wheeler manufacturers, including TVS Motor and Bajaj Auto, cut production in October and November to align supply with weak demand and correct stocks in their chains.

ICRA Ratings estimates that national two-wheeler volumes will contract 1-4% year-on-year in 2021-2022, following a weak performance of the holiday season for the industry.

CRISIL Research also estimates that two-wheeler sales will end the year with a 3-6% year-over-year decline.

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Bimota KB4 update | Bike world Wed, 24 Nov 2021 00:52:56 +0000
A production version, Bimota’s KB4 has finally been presented, two years after the unveiling of the prototype at EICMA 2019.Bimota

Back at EICMA 2019, just before COVID (remember those carefree days?), Bimota unveiled its KB4 prototype. Since then, the bike has been in quarantine like the rest of us, until EICMA 2021, about a day ago. Breathe easily: the bike is alive and ready to ride.

The KB4 was one of the showpieces, refined, elegant and slightly retro, especially in the KB4-RC edition. Bimota Managing Director Pierluigi Marconi, the man who created the Tesi chassis concept, surprised audiences by unveiling a machine that departs from Bimota’s ultra-sport tradition and emphasizes supreme handling. The idea behind the KB4: Pair the relatively smooth-mannered Kawasaki Ninja 1000SX inline-four with a nimble chassis, then wrap it in distinctive style, all with flawless execution.

Aluminum machined in the mass abounds on the KB4.Bimota

The 142 hp Ninja powertrain bolts into a tubular steel trellis frame with a structure inspired by classic Bimota creations. Machined aluminum billet components define the construction; the swingarm is machined from billet aluminum, as is the rear shock linkage. The suspension components are all Öhlins, a TTX 36 shock at the rear and a 43mm FG R&T 43 NIX 30 fork up front. The triple clamps are, of course, also machined billet aluminum, as are the associated footrests and levers. Carbon fiber bodywork elements, as well as the genuine leather-trimmed seat, further underline the refined nature of the whole. Everything is pure high-end execution.

The KB4 has the radiator located under the rear section to help make the chassis and wheelbase as short as possible.Bimota

Lightweight, powerful, but above all compact

Pierluigi Marconi, together with highly experienced chief stylist Enrico Borghesan, focused on making the bike accessible for real-world riding, paying special attention to ride quality and comfort. The seat height has been kept at a very human level of 31.5 to 31.8 inches in order to provide a center of gravity which must be among the lowest in the field of contemporary sport motorcycles. The bike is compact not only in height, but in wheelbase; at 54.7 inches, it is only 0.5 inch taller than a Honda CBR300R. To move the front wheel back as far as possible, Marconi placed the radiator between the rear part of the seat and the rear tire and added a cooling fan, the same solution as on the Benelli 900 Tornado. The front features a state-of-the-art 24-degree steering axle with 101mm (4.0 inches) of drag.

Bimota’s KB4 is compact with a 54.7-inch wheelbase.Bimota

The Bimota KB4 and KB4 RC (the “RC” stands for Race Cafè) run on Pirelli Diablo Sport radials, a 120 / 70-17 at the front and 190 / 50-17 at the rear. Brembo supplies the braking system in the proven combination of two 320mm front rotors and four-piston calipers, combined with a single 220mm rear disc and two-piston caliper. The dry weight is moderate at 417 pounds.

A coffee version of the KB4, the KB4 RC shows more of Bimota’s highly polished underpinnings.Bimota
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Honda “far from ready” with MotoGP 2022 motorcycle Mon, 22 Nov 2021 12:09:58 +0000

Honda failed to win a race in 2020 for the first time since returning to the premier class full-time in 1982, and although Marc Marquez has won three grand prizes this year despite a serious arm injury, the RC213V does turned out to be a problematic bike.

All of its riders suffered from a lack of rear grip, which had the effect of hampering them in the turns and pulling them out.

Honda unveiled a radically different RC213V prototype for 2022 during the Misano test in September and continued to develop it last week during the Jerez post-season test.

LCR’s Takaaki Nakagami finished second overall at the end of Jerez’s two days of testing, while Honda factory team rider Pol Espargaro was seventh – while Marc Marquez was absent, having missed the last two rounds of 2021 with vision problems.

“It’s not easy to answer, because sometimes we just don’t know,” Puig told when asked what stage of development Honda is at with the RC213V 2022.

“After performing a test, engineers have to collect all the information and, of course, decide on the direction or the way forward.

“So in which part of the development [we are]: we test and develop at the same time.

“I mean, there is no limit to development, you can always develop.

“We’re trying to figure out what’s best for our riders, based on different chassis and engine setups, and that’s what all manufacturers do.

“I would say that we are still far from ready, but very important and crucial test here.

“In our complicated situation with our riders, Marc not being there, we are receiving good information.”

Addressed exclusively to the Spanish edition of Motorsport.esPuig was optimistic about Honda’s work so far on its 2022 challenger.

“The conclusions are positive because we have found a direction in which to continue the work,” he added.

“When the bike is tested by different riders and each one tells you a different thing, it is very complicated, but fortunately the opinion of our riders is very similar and it is very important, because you realize that the work that we started in Misano and what we said as we were going to try to do for this test in Jerez worked. And that’s positive. “

Espargaro says the missing rear grip on the 2021 bike came with the new prototype, but notes that the front “suffers more” now.

“Without a doubt, this is the grip I was asking for, they have worked a lot on this aspect and we have taken a big step forward,” said the Spaniard.

“When you generate a lot of grip at the rear, other issues arise, especially at the front, which suffers more. Maybe we need a softer tire.

“But we got what we asked for and now we have to do our job and return the effort.”

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Insecurity: Nigerian government bans sale of motorcycles Sat, 20 Nov 2021 20:58:17 +0000

Governor Abubakar Bello of the state of Niger ordered the immediate ban on the sale of certain categories of motorcycles across the state.

Ahmed Matane, Secretary of the State Government (SSG), revealed this in a statement released on Saturday in Minna.

SGF said the ban covers motorcycles such as: Bajaj Boxer, Qiujeng, Honda ACE, Jingchen, with a displacement of 185 cubic centimeters (CC) and above.

He explained that the measure was intended to put an end to the activities of bandits, kidnappers and other criminals sowing terror on innocent citizens of the state.

The SGF said the government condemned in strong terms the level of carnage caused by bandits and kidnappers in the state, reaffirming the commitment of the Bello-led administration to dealing with the threat.

“The government is aware of the inconvenience this measure would cause to the population, but the decision was taken in the general interest of the state.

“We call on motorcycle dealers across the state to cooperate with the directive,” he said.

Mr. Matane also called on residents to cooperate with security agencies on the security measures put in place.

The SSG said the government ordered state security agencies to ensure effective enforcement of the directive.

Mr. Matane reiterated that the activities of commercial motorcyclists, commonly known as “Okada or Kabu-Kabu” and the operation of illegal car parks remain prohibited in the metropolis of Minna and its surroundings.

The Nigeria News Agency (NAN) reports that the state government previously restricted the movement of all motorcycles from 6:00 p.m. to 6:00 a.m., an ordinance that is still in effect. (NOPE)

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4 Sale / Honda GB500 TT: The best British British motorcycle ever? Fri, 19 Nov 2021 06:06:50 +0000

Honda takes a lot of criticism these days for being too boring, too careful. While Big Red still has a reputation for mechanical excellence and superb fit and finish, motojournos and die-hard riders complain that the company’s bikes just aren’t as exciting as they used to be.

What is happening? Maybe it’s a problem for experienced motorcyclists who are just too spoiled, and take things like reliability for granted, and they have to stop complaining. Or, maybe Honda just decided to be cautious after getting burned on machines like the GB500 TT, a very cool motorcycle that saw poor export sales.

This dry sump engine looks great in this vintage style body! Photo: cycle merchant

Cafe racer via Japan

The GB500 TT (commonly referred to as GB500) was an oddity when it debuted in the United States in 1989. It was an homage to the classic British motorcycles that had dominated Isle of Man racing in the mid-20th century, and the name does it is obvious if the body did not. FR = gto eat Britain, and the TT was for Tourist Trophy, Isle of Man TT races.

In the late ’80s everyone wanted plastic superbikes, not retro British bikes, so the Honda was weird. Notice, the Japanese had done this stuff before; Kawasaki and Yamaha had long had parallel twins in their lineup with a strong visual resemblance to British-built bikes, and the KZ750 twin and XS650 were often seen as reasonable and reliable alternatives to the wayward machines made in the UK.

However, no one has ever been too excited about UK singles. These thumpers were generally considered outdated and run down, and no one was interested in commemorating these machines and their successes (unless you counted the Yamaha SR500, maybe). Even today, no major manufacturer builds a retro big-bore single-cylinder that looks like a vintage British bicycle.

A very clever reuse of Honda’s big bore XR / XL engine in a totally different motorcycle style. Photo: cycle merchant

But, back in the ’80s Honda insiders must have fond memories of the hairy-chested British four-stroke singles that once dominated TT racing, and they put the engineers to work. First, they built the GB250, a cafe-style bike with a downsized engine taken from the XL350 dual sport. These machines are incredibly rare outside of Japan, as they have never been officially exported. Some examples made it to other countries via the gray market import scene and were appreciated for their low-end couple.

Why hasn’t Honda exported the GB250 to other countries? Probably the same reason why so many other 250 models never make it out of the Japanese domestic market: Executives don’t expect jaded, energy-hungry buyers to pay a fair price for a bike perceived to be “too small.” “. Here in Japan, restrictive regulations make the 250 attractive, but in Europe, Australia and North America buyers want bigger machines.

This is probably why Honda decided to introduce the GB500 to Western markets in 1989 (Japan and other countries saw it on sale earlier, and they saw a 400 version as well). This bike was powered by an air-cooled 498cc single oversquare, with a four-valve RFVC head and single overhead cam. As it was adapted from the larger XL / XR 500-600 series, it had a dry sump design. It was rated at 39 horsepower at 6500 rpm. It was still a long way from the hot four cylinders of the day, but it was enough for a competent driver to have a lot of fun on a side road.

The vintage dual-shock setup means you shouldn’t expect superbike handling. Photo: cycle merchant

With a rear drum brake, single disc front brake, dual rear shocks, telescopic front forks (including vintage fork gaiters!) And 18-inch spoke alloy rims, the GB500 does not. was hardly a technical masterpiece. The chassis and undercarriage were well matched to the engine, and the riding style of this bike was made for. Wet weight was 390 pounds and the chassis had a short wheelbase and tight angles, for quick steering. You could still have a lot of fun on this bike in the corners, if you kept the engine boiling.

Or, with that cute cafe-style seat and clubman bars, runners were able to crawl into an old-fashioned squat and ride around town looking for caffeine and jukeboxes, pretending they were at Ace Cafe, even though they were really headed for Dunkin ‘Donuts. Some models even came with a cockpit fairing or two-seater bench seat, for a ’60s look.

Honda generously included a kickstarter on the side of the engine, so you can bring your bike to life and impress all viewers (or shamefully resort to the electric boot, if your quads weren’t so up to the task).

But, there just wasn’t enough interest to maintain sales in North America. The United States only saw the imported GB500 for 1989 and 1990, and then it disappeared from the Honda lineup.

With 571 miles on the clock, this bike has barely ridden in the past 30 years. Photo: cycle merchant

This bike here?

Nowadays, it’s a different story. With a renewed interest in retro bikes, the rare US GB500 now commands a pretty high resale value, especially if you find one in good condition, like this example in Boca Raton, Florida.

This is a 1990 model, and it appears to be in great condition, with only 571 original miles on the clock. The asking price is an astronomical amount of $ 12,500, which is pretty steep considering that you can buy a much newer retro from Triumph or Royal Enfield for that money, or less, and it will have ABS and EFI.

If you must have a GB500, however, you will need to pay. At least that’s a good excuse to visit Florida?

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MotoGP Jerez test: speed is the center of attention for Ducati after podium record | MotoGP Wed, 17 Nov 2021 16:10:12 +0000

Ducati may still have missed out on the all-important MotoGP riders’ title, but the Italian factory could celebrate a long list of successes in 2021, including:

A new Ducati record of 24 podiums (by five different riders), seven race victories (this is the best since Casey Stoner’s historic title in 2007), a clear podium in the Valencia final, a victory in the constructors and teams titles, drivers’ vice-champion of the title with Francesco Bagnaia, at least one Ducati in the front row in the 18 races, a first Ducati satellite victory by the rookie of the year Jorge Martin and his teammate Pramac Johann Zarco being the best independent pilot.

It’s a big turning point since Dall’Igna accepted the role of general manager of Ducati Corse, of Aprilia, at the end of 2013, when the factory had just suffered its only season without a single MotoGP podium.

“Honestly, I’m really happy with the work we’ve all done together over these years,” said Dall’Igna on the eve of this week’s Jerez tests. “At the beginning Ducati was not that competitive and year after year we have improved our performance and honestly all of us are very happy with the success of this season.

“Because in terms of podiums, it’s the best year for Ducati since the start of MotoGP with 24 podiums, that’s a lot, we had the first, second and third places in the last race in Valencia, this which means our bike can adapt to different riding styles and honestly we have been pretty competitive all season in all races.

“Year after year we are improving something on the bike and we certainly haven’t reached the final destination, let me say! But anyway, we’re really happy with the improvement.

The dark cloud that hung over the Desmosedici for many seasons was a difficulty to turn. The victories on winding tracks such as Portimao, Valencia, Jerez, Le Mans this season suggest it is a thing of the past, but Dall’Igna admitted there was still work to be done.

“The Ducati’s cornering was a problem when I got to Ducati and little by little I think we’ve improved the bike a bit each year.

“It’s really hard to tell you a single solution. Maybe last year we narrowed the gap more than the previous ones, but every year we made a little change to improve the bike in the turns.

“Nevertheless, we have a lack of performance in certain places and in certain areas. For example, entering the fast corners, we had some problems this year, ”he explained. “For example, in Assen. And also, in Qatar.

“We would therefore like to improve our bike mainly on this aspect [for 2022].

“Anyway, our competition is really strong. Mostly, Suzuki, Honda and Yamaha did a good job, Honda in the latter part of the season was really competitive. So it will be a tough championship next year for sure. “

The last two seasons of MotoGP have been held under technical freeze, in response to the covid pandemic. This prevented Ducati, Honda, Yamaha and Suzuki from modifying their engine design while reducing aerodynamic improvements.

Does this mean that Ducati has moved its resources to areas such as the chassis?

“No. The engine has its specialists, the chassis has different,” he said. “We simply developed our bike into a [normal] way and honestly I have no doubts that our riders have been really fantastic this season as well. “

With the engine frozen out, Factory and Pramac riders will each be able to try out the latest version of a “brand new” Ducati 2022 engine in Jerez on Thursday and Friday.

Dall’Igna added that nothing was formally discussed with Valentino Rossi on testing the Ducati, as test rider Michele Pirro has indicated that the new retired nine-time world champion is ready to do.

Meanwhile, Dall’Igna fears that having Casey Stoner as a rider trainer is not logistically possible due to the fact that the 2007 world champion of the factory is based in Australia.

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Electric Bicycle Market Size, Growth (2021-2028) Mon, 15 Nov 2021 23:03:56 +0000

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Five things to know before the Valencia GP Thu, 11 Nov 2021 10:58:30 +0000

3. Ducati snatches the 2021 Constructors’ Championship title from Yamaha

Ducati Corse didn’t have the best bikes on the grid when they started the season with the 2021 Desmosedici GP bike. The bike had the famous Ducati power on the long straights. But the drivers struggled to get the best lap times on a track with medium to slow corners.

But as the season ended half of its races, the Italian team took over with improvements and the team started winning races and came very close to winning both championships. In the end, the improvements came a bit late and it hampered Francesco Bagnaia’s title race.

Speaking of Bagnaia, the young Ducati rider showed exemplary performance in the second half of the season. He has achieved five podiums, including three race wins, in the nine races of the second half so far.

Even if the title escaped him in the GP of Emilia-Romagna, that does not detract from the work they have provided this year. On the contrary, it makes Ducati the favorite for the 2023 title. Now, whether that falls into Bagnaia’s hands or not, that’s something we’ll have to wait and find out. And it starts from the upcoming Valencia GP.

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