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Moto Morini, the Iconic Italian Motorcycle Brand, introduces the Seiemmezzo SCR Trek (Moto Morini/)Moto Morini Press Release: Moto Morini, the iconic Italian motorcycle brand, has a rich heritage of master craftsmanship and innovation spanning nearly a century. Founded in 1937, Moto Morini is known for crafting distinctive motorcycles that combine distinctive Italian design, premium quality, and exhilarating performance, announces a new addition to their line of inspirational motorcycles: the Seiemmezzo SCR Trek scrambler. The Moto Morini Seiemmezzo SCR Trek delivers an exceptional blend of style, comfort, and premium features, including a reliable and powerful 649cc parallel twin engine, premium KYB adjustable suspension, full LED lighting and a 5″ color TFT dash with Bluetooth connectivity, Pirelli Tires, tubeless alloy wheels with tire pressure monitoring, Brembo brakes, and Bouch ABS to ensure a thrilling ride with responsive handling and confident stopping power. For the long journey or the daily commute, the SCR Trek comes equipped with a 3-piece set of easy-to-remove, finely crafted, luggage made of durable leather and lightweight strongly woven nylon with all-weather covers and detachable shoulder straps. The stylish and secure wrap around engine drop bars offer increased protection and come with forward footrests for added comfort on long rides. The Seiemmezzo SCR Trek is the perfect fusion of form and function. The Moto Moini Seiemmezzo SCR Trek comes with The Best Warranty in Motorcycling, 3 years, unlimited miles so you can ride with confidence. The Seiemmezzo SCR Trek is the perfect blend of Italian style, comfort, performance, high quality, and affordability with an MSRP of $7,599. Available in Platinum Black, Cobalt Slate and Boot Camp Green. Premium quality, Italian-designed Seiemmezzo luggage and accessories are also sold separately with more options available. For more information on the loaded SCR Trek or to see the full line of inspirational motorcycles and accessories, visit your local Moto Morini dealer or click MotoMoriniUSA.com. Source

For 2024 Honda is renaming the CB500X the NX500, and giving it a fresh look, less weight, and new electronics. (Honda/)Honda’s midsize CB500 series shares the same engine, electronics, and most chassis components, so it’s no surprise that when updates arrive, they carry over across most of the bikes—as they did back in 2022. Big Red is also now marking 2024 as a time for new improvements, and the on-road made-in-Thailand trio—which consists of the CBR500R sport model, the CB500F naked, and the adventure-ish CB500X—are getting notable changes, including the fact that the CB500X will now be known as the NX500. Although the NX500 is different enough that it receives a few unique additional tweaks, all three get improvements to lighting, styling, and electronics equipment, and all models are available in dealers now. Related: 2022 Honda CBR500R ABS & CB500F ABS Ride Review It packs the same 471cc parallel-twin engine and steel tube frame as the outgoing CB500X, but the 2024 NX500 also gets a new 5-inch TFT screen and traction control. (Honda/)2024 Honda NX500 Despite the new NX prefix and subtle styling tweaks, the outgoing CB500X retains much of its rough and tumble character for 2024. Honda says “NX” means “New X-over,” and the new bike is 7 pounds lighter than its CB predecessor, gets new suspension settings, and adds a new LED headlight as examples to emphasize the change. The NX’s diet plan consists mostly of new cast aluminum wheels, which went from a conventional Y-shaped seven-spoke design to a Y-shaped five-spoke unit, helping bring curb weight down to 432 pounds. The reduction of unsprung weight combined with the revised suspension settings for the preload-adjustable single shock and 41mm Showa SFF-BP inverted fork are meant to improve handling and feel in all situations, according to Honda. As before, the 19-inch front wheel is matched to a 17-inch rear, with both wearing trail-pattern tires. In the cockpit is a brand-new 5-inch TFT screen inherited from the XL750 Transalp—-which uses optical bonding to improve visibility in bright sunlight, a first for a Honda motorcycle—from which riders manipulate a simple, backlit four-way toggle switch to get into the settings menu. There they’ll find Honda Selectable Torque Control as a standard feature, which gives them ways to manage rear-wheel traction, or just have HSTC turned off completely. On the other side of the restyled fairing and taller, narrower shield is a brand-new LED headlight with a wider throw for better nighttime visibility, while out back rides a new LED taillight, with all other lighting also being LED. Mechanically, however, you won’t see many changes, save for an ECU update to improve acceleration feel; the NX500 retains the liquid-cooled parallel-twin engine acting as a stressed member, a steel tube frame, and the same suspension specs of its CB500X forebear, with a seat height of 32.8 inches and 5.9 inches of travel up front, along with a 4.7-gallon fuel tank. Still, the new tweaks will make an already well-liked machine all the more manageable for more riders, and with only a slight increase in price. The new 2024 NX500, which will be available in Matte Black Metallic, comes with an MSRP of $7,399. New CBR1000RR-R-inspired styling, an ECU update, and new 5-inch TFT screen with HSTC are the main tweaks to the 2024 CBR500R. (Honda/)2024 Honda CBR500R Honda’s twin-cylinder midsize sport offering gets a more subtle but still noticeable refresh for 2024. It keeps the same 500R nomenclature, but dials up the sporting angle, adding sharp, Fireblade-inspired styling cues that include aero bits like a new fairing with winglets to improve handling and front-end grip. Other styling tweaks are more subtle, with the fuel tank, seat, and side panels featuring a narrow profile and smoother surfaces, giving riders a better grip on the bike with their knees to improve control. As with the other CB500s, the CBR500R also gets an ECU update to punch up acceleration feel, and new dual LED headlights with wider light distribution as well as a new taillight, and the new toggle-switch-operated 5-inch TFT display offering Honda Selectable Torque Control as standard equipment. There are no changes to the 471cc eight-valve liquid-cooled parallel-twin engine, Showa 41mm inverted SFF-BP fork with 4.7 inches of cushion stroke, or preload-adjustable single-tube shock absorber, and seat height remains 31.1 inches, with a curb weight of 421 pounds. The dual 296mm petal-style rotors and radial-mounted Nissin four-piston calipers that were part of the 2022 upgrade are still standard. The 2024 CBR500R, with its new CBR1000RR-R-inspired bodywork, will be available in Grand Prix Red and Matte Black Metallic, and will carry an MSRP of $7,399. Honda’s CB500F gets a sharper new look for 2024, and has all the same updates as its stablemates, with a new TFT screen, HSTC traction control, LED lighting, and ECU update. (Honda/)2024 Honda CB500F Honda’s entry-level naked bike returns with a few tweaks for 2024, mainly in the form of more aggressive styling, as well as most of the updates you’ve already read about on the other 500s. The 2024 CB500F’s fresh streetfighter-inspired styling is stronger than in past years, with sharper angles in the fairing that also incorporate headlight side ducts to channel airflow around the upper fuel tank. The side shrouds interlock with the fuel tank to emphasize the engine, while the compact front fender is drawn directly from the CB650R. We’ve already mentioned the new sharply chiseled LED headlight design which aims to throw out a wider light beam, with all lighting elsewhere on the bike now LED as well. The new 5-inch TFT screen shows vital info, with navigation through the settings being intuitive thanks to the backlit four-way toggle switch located on the left side of the handlebar, and Honda Selectable Torque Control is included. The system compares front and rear wheel speeds to monitor rear slip, and when detected, the fuel injection will smoothly reduce torque. HSTC can be turned off completely too. The CB500F also gets the ECU update to improve acceleration, but otherwise is unchanged in terms of engine, frame, and suspension specs (it shares suspension, wheels, and brake components with the CBR500R). The 2024 CB500F will be available only in Matte Black Metallic, and will have an MSRP of $6,899. Source

I keep buying a Lotto ticket with the hope my luck will change......the last 20 ( or thereabouts) tickets that bought I did not get 1 number!.

Didn't have the bottle to go in without me babysitting you then Ray?

What’s wrong with you brits? It’s like you enjoy bad shit!

The Genttlemen, the movie, it’s good fun! ”there’s fuckery afoot”, great line

Do you wear a green cape while you're riding it ?

Me too Pete, just make a feckin mess imo. We take them off any of the bikes that we sell.

Took the mountain bike out again for a bimble along the local dirt tracks. Not sure of distance but I was out for about three hours and my legs feel stiff now so a decent stretch I imagine. Its been so dry over the past three years it’s beginning to look like North Africa! Found a nice little place for @XTreme to wander around in. A strong smell of piss, used condoms and some stained mattresses would have given Pete a stiffy

That will last about five minutes before it shits it’s pants.

I won’t now

A look inside BMW’s new ASA transmission. (BMW/)Despite multiple attempts over the years, there’s still no standard form for semi-automatic motorcycle transmissions. However, BMW is about to join the fray with its own system and yet another different approach. For decades cars have followed an unspoken industry standard, with the P-R-N-D auto shifter pattern becoming the norm and allowing drivers to jump from one vehicle to another with no learning curve. On motorcycles, the automatic transmission has never managed to get the same sort of dominance, and as a result, there’s still no established convention on how they should work. Sure, there are twist-and-go scooters, with centrifugal clutches and belt-operated CVT transmissions, but as soon as automatic gearboxes are transferred to larger and faster bikes, it becomes a free-for-all in terms of tech. Over the years we’ve seen Honda’s Hondamatic bikes of the 1970s, with just two foot-selected ratios and no clutch lever, we’ve seen Aprilia’s Mana with a scooter-style CVT, we’ve seen Honda at it again with its fiendishly complex dual clutch transmission (DCT), and Yamaha take a simpler route with the FJR1300 YCC-S. Then there are semi-auto systems like MV Agusta’s SCS smart clutch system and, most recently, Honda’s new E-Clutch on the CB650R and CBR650R, giving the rider the choice between completely conventional operation of the clutch or letting the bike take care of it instead, while leaving a conventional, mechanical foot shifter. Oh, and then there’s Honda’s DN-01 with its all-hydraulic transmission, and probably a dozen other short-lived attempts to eliminate the convention of a left-hand clutch and left-foot shifter, with the goal of making riding a simpler prospect. Related: Automatic Bikes You Can Buy in 2023 MV Agusta’s SCS smart clutch is used on the Dragster RR SCS. (Jeff Allen/)Given BMW’s openness to alternative ideas, whether in the form of Telelever or Duolever suspension or its full-blooded embrace of unconventional engine layouts from boxer twins to inline-sixes and laid-flat triples and fours, it’s surprising that we’ve had to wait until 2024 for the Bavarian brand to leap into the semi-automatic transmission game. But later this year, the company’s new Automated Shift Assistant (ASA) will be available, initially on an as-yet-unconfirmed boxer-powered machine. The system itself is perhaps closest in spirit to the setup used by Yamaha on the YCC-S-equipped FJR1300. There’s a conventional hydraulic clutch and six-speed transmission, but they’re both operated by electromechanical actuators rather than having any direct mechanical connection between the rider and the ratios. The two actuators appear to be the same—each is a rotary motor that rotates when commanded by the system’s computer. The clutch actuator spins a gear with a spiral groove carved in its face, a pin running in this spiral groove is attached to a “swivel arm” (essentially a surrogate clutch lever) that pivots as the gear turns, smoothly operating the hydraulic clutch master cylinder. Spin the actuator one way and the clutch engages, turn it the other direction and the clutch disengages. The gearshift has a conventional-looking shift drum, but instead of using a ratchet system attached to a foot-operated gear lever to change ratios, the second electromechanical actuator turns a Geneva drive mechanism that turns the shift drum into defined positions that correlate with the engagement of each ratio. Related: Where Are The Motorcycles With Automatic Transmissions? A look at the left handlebar pod shows the D/M mode button that allows the transmission to be switched between D and M modes. (BMW/)In semi-auto M mode (selected via a single, bar-mounted button) you shift gears manually using a conventional-looking, conventional-feeling foot lever, but it has no mechanical connection to the gearbox. Instead it acts on switches that send signals to the transmission control unit (TCU), which in turn operates the clutch and gearshift actuators to follow your commands. Hit the button again and it switches to D mode, giving the TCU full control over gear shifts, with information coming from an array of sensors—throttle position, lean angle, revs, riding mode, and more are considered—to decide when to shift ratio. Why is BMW leaping into the semi-auto fray? The answer probably lies in the growing success of Honda’s DCT. Around half of all Africa Twins are optioned with DCT now, and more than two-thirds of Gold Wing buyers tick the same box, so it’s clear there’s a growing appetite for automatics. For some customers it’s likely that the semi-auto is the deciding factor when it comes to choosing an Africa Twin over a BMW GS, so it makes sense for BMW to offer its own equivalent. Related: The TRUTH about Automatic Motorcycles and DCT Half of Honda’s Africa Twin are optioned with DCT. (Jeff Allen /)Finally, there’s the question of which bike will get the system first. BMW demonstrated the ASA system on an R 1300 GS and BMW’s illustrations show how it’s integrated with the new boxer-twin engine used on that bike. However, the photos of the bar controls give a blurred glimpse of a red bike with black tank sides and a two-tone red-and-black seat. It’s not a paint scheme that matches this year’s options for the R 1300 GS, and the black panel on the side of the tank doesn’t match the shape of the one on the R 1300 GS. So which bike is it? The chances are that this is a subtle preview of the expected R 1300 GS Adventure, which is expected to debut later this year. In time, the 1,300cc engine is sure to spread to more models like an R 1300 R, R 1300 RT, and R 1300 RS that are all surely on the way, as well as the R1300 GS Adventure. With them the ASA system is likely to become an option across a broad array of different market niches. Source

Never trusted any oiler!

That Guzzi, now that’s a nice looking cruiser!

Classy lady! And knows a good pillion bike too, there’s no finer than a 1150GS apart from a full tourer.

it’s about to happen, statistically

They sound great!

I like it, probably wouldn't buy it but do think it looks good.

Lav seat is just a minor irritation ( to the ass ) and easily rectified, it's what they find out about the car on Friday ( hopefully they find nothing) at the garage that is more of a concern. Luck na, I have never been lucky....

Why wait until then i have two shocks for you now God doesn't exist and Harleys are as gay as Indians

Ducati gay pride day.