Since manufacturers have already started releasing their lines for the next year, the 2023 model year will have interesting new motorcycles and gears. However, given that the new ECE 22.06 safety standard is already being put into practice, it appears to be particularly interesting from the gear standpoint. This indicates that manufacturers of helmets are introducing new designs that all adhere to the new standard.
Scorpion is one company that has lately been in the news. The current MotoGP World Champion, Fabio Quartararo, has recently helped the Korean helmet maker gain much popularity. Race helmets are among the safest and most thoroughly tested headgear available. Scorpion’s EXO-R1 EVO Air is at the top of the heap. The EVO moniker refers to the modifications that must be made to the helmet to comply with the new ECE 22.06 standard.
Scorpion EXO-R1 EVO Air Vatis Blue
To begin with, the EXO-R1 EVO Air sports a new shell constructed of Ultra-TCT fibers. In particular, this shell design is to offer superior protection against rotating forces. A new EPS foam within the helmet absorbs and disperses impacts more efficiently. The front of the helmet is strengthened by a thicker chin guard. This will result in weight gain. The EXO-R1 EVO weighs 50 to 80 grams more than its predecessor, depending on size. It still weighs 1,350 grams in size M, which is astounding.
The full-face helmet maintains its familiar appearance. Therefore the improvements to the helmet are not noticeable from a stylistic viewpoint. It also keeps the same hardware, such as the Max vision screen, Pinlock anti-fog attachment, and Ellip-Tec II quick-release screen mechanism. The cheek pad inflating mechanism and detachable, washable Kwikwick 3 inside, two hallmark features of the Scorpion EXO-R1, are still available here.
Pricing of Scorpion EXO-R1 EVO
Scorpion comes with 13 different color possibilities, including two basic versions, five designs with many iterations, and two variants without color. The Scorpion EXO-R1 EVO Air starts at 369.90 Euros (USD 361). It also comes in a Carbon version that costs 469.90 Euros (USD 459) and complies with ECE 22.06 standards.
It would be an understatement to say that opinions on the 2023 Honda CB750 Hornet have two types of fans. While some enthusiasts have expressed enthusiasm over the Hornet brand returning to Big Red’s lineup, many have been let down by the new naked bike’s departure from earlier model norms. That cool reaction is also a result of the CB750’s re-design by Kar Lee.
1998 Original Honda hornet in classic yellow
Honda unveiled the Hornet’s edgy concept art in front of the public before its official launch on October 4, 2022. Many detractors compared the initial concepts to KTM’s 890 Duke series, but the final product followed a far more conventional path. Prolific digital designer Kar Lee redesigned the unimpressive looks to incorporate vintage Hornet design cues while further upgrading the device.
Kar Lee’s design of the Honda hornet
Lee begins by addressing classic Honda hornet design cues that Honda eliminated, such as the round headlamp, high-mounted exhaust, and an inline-four engine. The digital creator borrows the CB650R’s neo-retro LED headlight and tucks the end can behind the Hornet’s tail unit to further enhance its connection to earlier versions. An inline triple divides the distance between the modern parallel twin and the four-bangers of old, but he can’t quite fit an inline-full four’s load into the tubular steel frame of the CB750.
The single-sided swingarm of Lee’s Hornet prominently displays the high-mounted exhaust, which also adheres to classic Hornet design principles. Although he doesn’t use the one-sided unit in every render, it does give the inexpensive product a more expensive feel. Although Lee’s new exhaust may conceal the subframe, he goes above and above by adding side plates to the steel frame.
2023 Honda hornet CB750
If the changes to the lights, motor, and chassis weren’t enough, the designer also added retro Hornet artwork and borrowed modern details like red wheel tape. Lee does not, however, make any bodywork changes to the 2023 CB750. Yet the production model seems nothing like the computer renderings.
Of course, Lee may riff on current designs without having to adhere to emissions or safety regulations. We do wish Honda would have been more adventurous with the design of the 2023 Honda hornet after seeing his effort.
We are at the beginning of October 2022, which means that 2023 is just a few months away. It follows that 2025 is just two years distant. If you recall, Kawasaki declared that year that it will provide more than 10 distinct types of electric and hybrid vehicles in markets all over the world.
It was initially announced in October 2021. Since then, the business kept very quiet about its behind-the-scenes operations for a while. Kawasaki believed it was past due to let at least a few of its projects out of the bag by the time the Suzuka 8 Hours Endurance Race came around in August 2022. That’s when we first saw a pair of prototype electric and hybrid electric vehicles, each of which had Kawasaki DNA.
Specifications of Kawasaki electric bike
The expectation was that Kawasaki would withhold information about either vehicle at the time given that both were prototypes. According to VIN decoder data, a forthcoming electric Kawasaki motorcycle should have 14.8 horsepower, firmly placing it in the 125cc-equivalent range. This makes a lot of sense as a first attempt at an adult-targeted Kawasaki electric bike. After all, millions of riders worldwide depend on 125cc motorbikes to go where they need to go daily.
On October 4, 2022, the opening day of the first Intermot event hosted in three years, take place. Kawasaki Europe showcased its EV motorbike prototype at an Intermot press briefing just two months after initially revealing those prototypes in Japan.
Kawasaki EV Motorcycle at Intermot
Masaya Tsurono, managing director of Kawasaki Motors Europe, spoke extensively about the company’s future ambitions, which undoubtedly involve both electric and hybrid automobiles. According to Kawasaki, this prototype—which was only made for display at the press conference—will “form the basis of a real future production machine.”
What about the actual bike? It is quite obvious that it is an electrified Z. It’s interesting to note that the prototype has a chain drive, as you can see in the video. Not many manufacturers of two-wheeled electric vehicles now make that decision.
Although we are aware that it is a prototype, the term may refer to a wide range of early versions of a product, and this one appears to be rather futuristic. The following actions, which are undoubtedly forthcoming, are eagerly anticipated. For more news and updates keep visiting BikersInsider.
For the 2023 model year in Europe, Honda has revised two of its well-liked neo-retro models. Both the CB1000R and the Rebel 500 receive minor stylistic upgrades that give them a more distinctive look and help them stand out in the crowded neo-retro market.
You might argue that both of these motorcycles represent opposite sides of the spectrum, with the Rebel serving as a well-liked beginner-friendly model and the CB1000R serving as Honda’s top-of-the-line naked motorcycle. Honda makes several upgrades to the motorcycles for the 2023 model year, including new paint schemes and improvements to certain parts.
Honda Rebel 500
The Rebel 500 will be the first vehicle in this discussion. It continues to have the power of a small 471cc parallel-twin engine and is classified as an A2 license-compliant vehicle. Three new paint colours—Mat Gunpowder Black Metallic, Pearl Smoky Gray, and Candy Diesel Red—are part of the 2023 improvements. In addition to the new colour schemes, Honda is debuting the Rebel S, a special edition of the well-known cruiser that is adorned with extras like a stylish headlamp cowl, all-black fork gaiters, and a seat with diamond stitching. The Rebel S is only available in the stylish Titanium Metallic shade.
Honda CMX500 Rebel 2023
Honda CB1000R
The CB1000R, Honda’s top-of-the-line Neo Sports Cafe naked bike, is now sharper and more technologically advanced than ever for the 2023 model year. It has a USB charging port beneath the seat and a full-colour TFT display with Honda Smartphone Voice Control. The CB1000R will also feature high-quality parts including a Showa Big Piston front fork, radially mounted four-piston brakes and a stunning single-sided swingarm.
For the CB1000R, there is also a limited-edition Black Edition model that, as the name implies, has an all-black exterior except for a silver stripe on the fuel tank. A fly screen, seat cowl, and a quick-shifter are further accessories that allow for thrilling, split-second gear changes.
The new Bordeaux Red Metallic hue for the 2023 CB1000R will be an option, while the Black Edition will come in a stylish Mat Jeans Blue Metallic.
This quick ratio calculator estimates the short-term liquidity of a company, which in other words represents its ability to use the quick assets to pay its current liabilities. There is more information on how to calculate this financial indicator below the form. With a quick ratio of over 1.0, XYZ appears to be in a decent position to cover its current liabilities, as its liquid assets are greater than the total of its short-term debt obligations. ABC, on the other hand, may not be able to pay off its current obligations using only quick assets, as its quick ratio is well below 1, at 0.45.
Which of these is most important for your financial advisor to have?
As a case in point, current assets often include slow-moving inventory items and other items which are not very liquid. The quick ratio is a rigorous test of a firm’s ability to pay its obligations. The quick ratio is useful when analyzing a company’s liquidity position. Like other liquidity ratios, a ratio of 1 or above means the ratio indicates the company can meet its current liquidity needs.
Get Your Questions Answered and Book a Free Call if Necessary
A financial professional will offer guidance based on the information provided and offer a no-obligation call to better understand your situation.
The quick ratio (acid-test ratio) is a simple indicator used to measure the ability of a company to meet its short-term obligations with its most liquid assets.
For instance, a quick ratio of 1.5 indicates that a company has $1.50 of liquid assets available to cover each $1 of its current liabilities.
You can spend less time running the numbers and more time driving success.
Ideally, most companies would want to have a quick ratio of 3 or higher.
It’s easy to calculate the quick ratio formula and run financial reports with QuickBooks accounting software. Its cloud-based system tracks all your financial information and gives you fast access to your current assets and liabilities. You can spend less time running the numbers and more time driving success.
Firm of the Future
The quick ratio is an aggressive liquidity ratio and check of a company’s ability to pay for short-term leases and liabilities by only considering easily saleable assets such as cash and marketable securities. The quick ratio and current ratio are accounting formulas small business owners can use to understand liquidity. While the quick ratio uses quick assets, the current ratio uses current assets. The current ratio formula is current assets divided by current liabilities.
Our work has been directly cited by organizations including Entrepreneur, Business Insider, Investopedia, Forbes, CNBC, and many others. For information pertaining to the registration status of 11 Financial, please contact the state securities regulators for those states in which 11 Financial maintains a registration filing. The quick ratio only considers readily available assets which means it cannot be used by companies that have significant what is a w2 form amounts of fixed assets such as real estate or equipment. The quick ratio is ideal for short-term creditors who want to know how quickly they will be paid back if the company were to go bankrupt. This means it may suffer from illiquidity which could lead to financial distress or bankruptcy. In addition, considering companies in similar industries and sectors might provide an even clearer picture of the firm’s current liquidity situation.
Often referred to as the ‘Acid-Test Ratio,’ this metric offers insights into a company’s ability to meet short-term obligations. Whether you’re a seasoned investor or a budding entrepreneur, the Quick Ratio is a crucial tool in your financial arsenal. While the quick ratio is not a perfect indicator of liquidity, it is one tool that analysts use to get a snapshot of how well a company can meet its short-term obligations. The financial metric does not give any indication of a company’s future cash flow activity. Though a company may be sitting on $1 million today, the company may not be selling a profitable product and may struggle to maintain its cash balance in the future. This ratio indicates that the company is in a good financial position because it has enough liquid assets available to service its short-term liabilities.
A ratio greater than 1 indicates that a company has enough assets that can be quickly sold to pay off its liabilities. Cash equivalents are often an extension of cash, as this account often houses investments with very low risk and high liquidity. My Accounting Course is a world-class educational resource developed by experts to simplify accounting, finance, & investment analysis topics, so students and professionals can learn and propel their careers. Keep in mind that industry, location, markets, etc. can also play a role in what a good quick ratio is. Do your research to find out what ratio your business should be aiming for.
Because prepaid expenses may not be refundable and inventory may be difficult to quickly convert to cash without severe product discounts, both are excluded from the asset portion of the quick ratio. The total accounts receivable balance should be reduced by the estimated amount of uncollectible receivables. As the quick ratio only wants to reflect the cash that could be on hand, the formula should not include any receivables that a company does not expect to receive.
The Kawasaki KLX230 is a relatively reliable entry-level dual-sport platform. The Kawasaki KLX230 is well-liked by both novice and expert enduro riders and has won accolades for its use, unfailing dependability, and unquestionable adaptability. Numerous aftermarket enhancements, like aftermarket wheel sets that turn the dual-sport into a supermoto, are readily accessible in terms of alterations.
Fortunately, Kawasaki will begin offering a supermoto version of the KLX230 in Japan starting with the 2023 model year, addressing the needs of customers searching for an entertaining, rowdy ride for the streets and supermoto courses. Except for the 17-inch front and rear wheels, the new bike, known as the KLX230SM, has almost all of the same components as the conventional KLX230. By October 15, 2022, it will be on the Japanese market. The suggested retail price for it will be USD 3,861.
Specifications of Kawasaki KLX230SM
With an air-cooled single-cylinder engine producing 19 horsepower at 7,600 RPM and 13.7 ft-lbs of torque at 6,100 rpm, the KLX230SM presents itself as a practical, if not agricultural, machine overall. A six-speed gearbox transfers this power to the rear tyre, giving the motorcycle a slightly higher peak speed and improved road performance. Kawasaki asserts that their vehicles achieve an outstanding 33.4 kilometres per litre of gasoline or 78.6 miles per gallon.
Kawasaki KLX230SM
The Kawasaki KLX230SM features a brand-new 37mm inverted front fork with 204 millimetres of travel. Kawasaki’s Unitrack rear suspension, complete with progressive springs and preload adjustability, features the rare. Wheel travel on the back wheel is 168 millimetres overall. Lastly, the front and rear disc brakes on the KLX230SM measure 300 and 220 millimetres, respectively, to bring the vehicle to a halt. Because of its relatively low 136-kilogram wet weight and reachable 845-millimetre seat height, the KLX230SM should be a reasonably simple motorcycle to ride—both aggressively and around town.
For more news and updates keep visiting BikersInsider.
The 2JZ engine is one of Toyota‘s most recognizable trademarks. The Wankel rotary engine may be found in Mazda vehicles. The “boxer” is Subaru‘s. Despite their flaws, these engines have earned our admiration and respect. Despite being an awful failure, the oval piston engine by Honda was a success in its own right.
Honda attempted to replace the beloved two-stroke motorcycles in Moto GP with a four-stroke bike, the NR500, which included this engine. The NR500 was one of Honda’s most infamously failed race bikes.
Problem background
Those who work for Honda get to design a four–stroke, four-cylinder motorcycle. The maximum number of cylinders is four, the maximum displacement is 500cc, and the bike must also be naturally aspirated according to the current regulation book. It’s a challenging challenge to solve, but is it impossible? At the time, two-strokes had a peak power output of roughly 120 horsepower.
Honda had to develop a novel way to create a four-stroke, four–cylinder engine to deliver the same power as the two-stroke rival. Engineers had to think about the valves to increase airflow. When it comes to engines, if you can obtain greater airflow and more combustion, you may be able to acquire more power you need. This is how Honda’s engineers came up with using eight valves per cylinder in their designs.
Two stroke vs four stroke ICE working
As a result of the piston’s oval form resulting from its eight valves, it has plenty of clearance to work. To provide room for two connecting rods per piston and a new piston ring design, the new piston design and the high rpm, it was predicted to produce necessitated. To cut a long and bizarre story short, each problem that Honda attempted to solve led to a slew of new ones that the team had to work through to complete its newest racing engine.
Introduction of NR500
This hard work paid off in 1979 when Honda raced the NR 500 for the first time. Unfortunately, the team could only win two races in the entire season, despite their best efforts. It wasn’t until 1992 that Honda decided that the timing was appropriate for an oval-piston motorcycle to be made commercially viable. This is the origin of the NR 750, but at an MSRP of almost $60,000. It’s not hard to see why it did not sell very well. Even yet, Honda’s singular approach to problem-solving has traditionally resulted in some of its most beloved motorcycles.
Honda’s smart solution
All motorcycles at the period had 2-stroke engines as standard equipment. Honda, on the other hand, despised their 120-horsepower output. Honda opted to create a strong 4-stroke engine for its NR500 to outrun its rivals and win the race. This, however, was not a simple procedure.
Honda Oval Piston
The NR series started in 1977 when Honda came back to Grand Prix racing. Because 2-stroke engines were more compact and powerful than 4-stroke engines, Honda was in need to come up with a new design to compete.
Because Grand Prix regulations limit engines to four cylinders and 500cc, Honda had to develop an innovative alternative. And it was for this same reason that Honda decided to act wisely again!
Honda opted to create a V8 engine in the form of a V4 to obtain the tremendous power required. All of Honda’s competitors were caught off guard by this.
Honda Oval Piston V8 engine with 32 valves
The engine’s 32 valves were made possible using two con-rods per oval piston. In other words, a higher compression rate results from more air and fuel being mixed in each cylinder. Even though it had an odd oval shape, the piston was nothing more than two ordinary ones that had been joined together. For the first time, Honda used oval pistons in this bike.
The efficiency of CRAZY oval piston engine
Everything had to be squeezed inside a standard V4, which was difficult. Honda’s NR500 didn’t enter Grand Prix racing until 1979.
Due to two-stroke supremacy, the engine could not keep up at 20,000 RPM, generating 130 horsepower. Honda’s engines failed to deliver on the racetrack despite their enhanced power. Even though Honda utilized an oval piston engine to win the 1981 Suzuka 500-Kilometer Race, this was their lone victory with this engine.
Its biggest drawback was its weight. The 4-stroke engine weighed 20 kg heavier than the two-stroke because of its larger cylinder head. The engine’s center of gravity and overall balance was thrown off by the extra mass surrounding the head.
Honda opted to limit the output to maximize rideability and lifespan rather than racing proficiency. It deemed rider comfort and control more crucial than pure racetrack brilliance. The NR came back in 1987 with a 750cc V4 engine. The NR750 was the most powerful and technologically advanced 4-stroke racer available at the time. However, because of its capacity restriction of 500cc, it was not allowed to compete in any GP series.
Normal vs Oval piston
The oval piston was tested on a 2-valve, single–cylinder engine before the entire engine was built to ensure it worked properly. Eight valves and a single cylinder were eventually achieved. The development team had already discovered several problems.
A “sudden disintegration” issue would occur when the engine’s RPM surpassed 10,000. The biggest issue was with the connecting rods twisting.
Honda NR500 1982 with Oval Piston Engine
Unlike a typical piston, an oval piston has two rods. Increasing the engine’s revs caused the rods to flex, displacing the piston pin and breaking the parts.
Naturally, there was some scepticism about the oval-piston engine concept. Is it possible to reach the predicted intake efficiency in real-world driving? Piston friction and sealing: what’s the deal? Could the engine be adequately cooled such that high temperatures don’t distort the pistons? The development team was the only one aware of the many issues that needed to be addressed. The words of caution did not connect with them in their quest to introduce something fresh to the racing industry. However, the development team had already encountered significant issues by this point.
The engine of the NR750 wasn’t the only revolutionary component. Its upside–down suspension, carbon fibre bodywork, side-mounted radiators, under-the-seat exhausts, and EFI had been mapped for performance. It was the first Japanese sports bike of its kind. A digital speedometer was also a first.
Honda NR750 1992 with Oval Piston Engine
The NR500 was Honda’s first oval-piston motorcycle. The two-stroke 500cc GP Yamahas and Suzukis were designed to match and made their debut at Silverstone in August 1979. Still, neither machine made it through the qualifying round.
The enhanced 2X was released in 1982 after the NR500 was developed to its full potential. Kenny Roberts’ reign as motorcycle world champion ended. When rising sensation Freddie Spencer won a heat race for the Laguna Seca 200 at 22,000 RPM.
The NR500 failed to stop Honda from going for a 750cc oval-piston racing machine. Malcolm Campbell, a native Australian, qualified second quickest in the 1987 Le Man’s 24-hour event. The NR750 was only three hours in the race until a big-end bolt came free and blocked the oil flow. It did cause a piston to seize. Later, the NR750 appeared in the Swann series of 1987. With his new 160-horsepower engine, Campbell won one race and finished third in the series.
Conclusion
Despite their increased power, Honda’s engines did not perform particularly well on the track. Honda’s 1981 Suzuka 500-Kilometer Race win was their sole success in the oval piston engine category. This year’s World Grand Prix series has been a constant battle.
Weight was a significant hindrance for me. The weight of the four-stroke engine was increased by around 20 kg due to the need for a bigger cylinder head. The extra mass surrounding the head shifted the machine’s center of gravity and balance. Replacement of iron with titanium and aluminium – already a light material – with magnesium was among the measures to lower the weight. After a short period, Honda’s advantage was soon eroded by competition using the same strategy.
Since returning to the World GP Series three years prior, Honda’s NR500s had failed to win on the international circuit. Even yet, Honda knew that a losing run could not persist. Honda was under increasing pressure in Japan and worldwide to give up the race.
As a compromise, Honda entered two-stroke NS500 motorcycles into the GP series in 1982 to get closer to the top of the podium. The NS motorcycles took over from the NRs as the worldwide dominant force in motorcycle racing.
If you liked this informative post, please let us know in the comments. For more news and updates, keep visiting BikersInsider.
The Arc Vector electric motorbike made a significant impression when it was shown for the first time in 2018, owing to its stand-out look, excellent performance, and cutting-edge technologies. With an ultra-futuristic aesthetic and a concentration on speed and performance that set it apart from anything we had ever seen, it was unique in its concept form.
Arc has had its share of challenges, much like several other programs targeted toward the future of two-wheeled mobility. Arc stated that it would begin producing its bikes in 2019. Still, due to several obstacles, not to mention the worldwide epidemic, Arc had to slow down.
The company has plans to create one of the most cutting-edge Human-Machine-Interface (HMI) systems for the new motorbike. It has now announced the Arc Vector Angel Edition.
Owners will test Arc Vector Angel Edition
The British firm is offering 10 owners of its super high-tech roadster the option to participate in the HMI system’s final development with this AE edition. A full-face helmet with a heads-up display replacing the rearview mirrors and gauge cluster and a jacket with haptic sensors offering collision avoidance capabilities are all part of the HMI system, this will replace conventional motorcycle features.
In other words, the first 10 buyers of the Arc Vector Angel Edition will participate in the final R&D of the bike itself, just as test pilots put brand-new equipment through its paces for the first time. That’s pretty awesome, huh?
Arc vector angel edition
More precisely, the participants will take part in several tests, the most important of which will be many circuit runs in the U.K. and the U.S. Their input will be crucial in enhancing the advanced technological systems of the Vector. In addition to track testing, the Vector will also go through a battery of demanding road tests, which will ultimately be crucial because the bike will be a street bike.
After completing the testing phase, which should take around two years, the testers will get their own production models. Suppose you have an interest in the Vector’s technical specifications. In that case, Arc states that this future naked bike will have a peak speed of 200 km/h, or 125 mph, and be able to go up to 436 km (272.5 miles) on a single charge.
With the 2023 DSR/X, Zero Motorcycles dominated the electric and adventure sectors on September 13, 2022. The brand’s SR/F and SR/S continued to operate covertly while the first e-ADV garnered all the attention. Although the sportbike and naked bike versions were brand-new toys in 2020 and 2021, respectively, Zero is still making improvements to both platforms in 2023.
The explorer advanced Zero’s technology while the DSR/X introduced the electric vehicle market with an off-road-capable chassis and touring-friendly features. The dependable ZF 75-10 motor features a new 17.3 kWh power pack from the firm. All of Zero’s premium models are elevated by the increasing electric tide, and the SR/F and SR/S models now have large-capacity batteries.
Range and speed of Zero SR/S and SR/F
This electric drivetrain in the DSR/X provides up to 180 city miles, 85 highway miles, and 115 combination miles of range. Surprisingly, the naked and sportbike outperform those figures with a claimed combined range of 124 miles, a claimed city range of 187 miles, and an estimated highway range of 93 miles. The two sportier alternatives value ponies with 110 horsepower and 140 lb-ft of torque, while the DSR/X prioritizes torque with 166 lb-ft combined with 100 horsepower.
Zero SR/F 2022
The 6 kW Rapid Charger from Zero is available in the Zero SR/S and SR/F accessory catalogues, much like the electric adventure bike. With 10 hours of Level 1 charge, 2 hours of Level 2 charging, and 1 hour of 6 kW Rapid Charging, all three models recover 95% of their battery capacity.
Unfortunately, Zero won’t offer the optional 20.9 kWh Power Tank on the SR/S nor the SR/F, which pushes the city range to 220 miles on the DSR/X. For 2023, the SR/F will sport a black and gold livery and retail for $23,795. The SR/S, on the other hand, will start at $23,995 and come with an asphalt gray and cyan color scheme. The 2023 models are now available at Zero dealers around the country.
When Moto Guzzi unveiled the V100 Mandello in November 2021, it created a stir in the sport-touring world. After creating such a stir, the Italian company withheld more information for over a year. After revealing the V100’s European pricing and availability, it appears that Moto Guzzi is now prepared to fully unleash the model.
This past weekend marked the beginning of the Moto Guzzi World Days 2022 celebration at the Mandello Del Lario facility (September 8-11, 2022). And who is the honoured guest? That’s right—the 2023 V100 Mandello. After the occasion, on September 12, 2022, Moto Guzzi began taking pre-orders in Italy. The V100 will come in a base model and an upgraded S trim, as anticipated.
Specifications
The liquid-cooled, DOHC, 1,042cc transverse V-twin engine will be advantageous for both variations. The new engine is the most powerful one that comes from Moto Guzzi, producing 115 horsepower and 77.4 lb-ft of torque.
With four riding modes (Travel, Sport, Rain, and Road), a Marelli 11MP ECU helps handle all of those horses, and a six-axis IMU enables multi-level traction control and lean-sensitive ABS. The five-inch TFT display on the motorcycle allows riders to operate the powerful electronics package. The V100 will introduce the first adaptive aerodynamics system with tank-mounted wind deflectors, but the innovation doesn’t end there.
Moto Guzzi v100 Mandello Magna Red
The S variant further enhances the already remarkable package by including heated grips, a quick shifter, and Moto Guzzi’s MIA multimedia platform. The S-spec model will cost €18,249 (USD 18,500) and will be available in the high-end Verde 2121 and Grigio Avangiuardia paint choices. However, the regular V100 Mandello only costs €15,749 (USD 15,950). The base model will be available from Moto Guzzi in Polar White and Magna Red colours.
Sadly, the business hasn’t yet provided availability or pricing details outside of Europe. However, based only on MSRPs, we believe the V100 Mandello will compete fiercely in the sport-touring market.
