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Triumph engines will be powering Moto2 from 2019!



British firm to supply engines for the Moto2 class from 2019.

New was leaked five months ago, but now it’s officially official; UK motorcycle manufacturer Triumph are going to be providing the engines for the Moto2 World Championship from 2019.

In a three year deal signed with Dorna – MotoGP’s commercial owners – Triumph will be supplying all teams with a race-tuned 765cc Street Triple engine, based on the new 2017 Street Triple.

“This is a significant moment for Triumph that brings an exciting new chapter to our 110-year racing history and builds on our celebrated TT and Supersports race winning triple engines.” – Paul Stroud, CCO Triumph Motorcycles

Triumph state that this is a ‘significantly developed’ version of the Daytona 675R powerplant used in BSB and the Isle of Man (amongst other places).

Here’s the list of official modifications:

  • Modified cylinder head with revised inlet and exhaust ports for optimised gas flow
  • Titanium valves and stiffer valve springs for increased rpm
  • Low Output race kit alternator for reduced inertia
  • Taller 1st gear ratio
  • Race developed slipper clutch which will be tuneable
  • Specific race ECU; which will be developed with Magneti Marelli
  • Revised engine covers for reduced width
  • Different sump to allow for improved header run

Sounds good. (Who are we kidding?! We have no idea what any of this really means, but it sounds impressive).

What it means in ‘real terms’ (and these are Triumph’s words) is that the race specification Triumph 765cc Moto2 engine has been developed further to allow the engine to breathe more freely and to rev harder than the production bike; increasing overall performance.

Plus, ‘other changes have been made specifically to adapt the engine for race use.’

Outside of the obvious kudos and respect we need to give Triumph for securing the deal – and for replacing Honda who seem to have given up on the ‘middleweight’ Supersport market entirely – the really interesting takeaway of this news for the rest of us, is the natural speculation that this could be the spark that ignites Triumph into redeveloping and reviving the Daytona 765R.

Despite sources close to Triumph constantly telling us that this is NEVER going to happen, it’s ok for us to keep the dream alive, isn’t it?

(Plus with another few years to wait, this means that we’ve got longer to lose that weight so that we can fit back into our leathers).

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Custom of the Week: Yamaha SR500 ‘Scrambler’ by Daniel Peter




SCRAMBLERS ARE A HOT TOPIC. Build one, and you’re sure to be judged solely by how well equipped it is for hardcore off-piste use.

But that’s not all that scramblers are about. Daniel Peter compares his latest build to his childhood BMX—and it’s pretty much how we feel about modern-day scramblers too.

“When I was four years old, my BMX bike became my life,” he explains. “It was so simple, yet so fun. Just wheels, pedals and brakes. I’d ride it to the beach, jump a few curbs along the way, race my friends. Those were the good days.”

“30 years later, I set out to build a motorcycle based on the same principles. There’s nothing on this bike that doesn’t need to be there. It has wheels, a punchy engine and great brakes. I didn’t even put a speedo on it, because I never looked at the one on my last bike.”

Daniel works as a photographer in Chicago, but wrenches during the winter to keep his passion for riding alive. He keeps a workshop in Chicago’s Logan Square neighborhood, outfitted with a tool cabinet, a welder, and a 1940s South Bend lathe.

This 1978-model Yamaha SR500 is the fourth Yamaha 500 he’s built to date. “It’s the most simple, yet the most thorough, of the bunch,” he says.

The motor’s been bumped to 540 cc, with a grocery list of go-fast bits that includes a lighter XT500 crank, a new piston from JE and a Megacycle cam for better torque down low.

R&D valve springs with titanium caps, a Powerdynamo ignition and a high-flow oil pump from Kedo round out the package.

Hoos Racing refreshed the crank and cut new valve seats for Daniel, but he tackled the rest of the rebuild himself. Every single bearing and seal was replaced along the way too. As for the carb, it’s been swapped out for a 39 mm Keihin FCR flatslide number, fed by a fat K&N filter.

The exhaust system is a combination of a custom made stainless steel header, and a Cone Engineering muffler.

The SR rolls on 17” supermoto wheels, borrowed from a KTM (front) and a Honda CRF450 (rear). They’re wrapped in Pirelli MT60 Corsa tread; a 120 up front, and a chunky 160 on the 5” rear rim. (“It juuust fits,” says Daniel.)

The brakes have been upgraded with a mix of Brembo and Beringer parts, with an RCS 14 radial master cylinder up front.

On top is an aluminum Yamaha XT500 fuel tank, wrapped in a paint scheme “inspired by an unforgettable riding trip through Baja.” Just behind it is a new saddle from MotoLanna, with a new kicked-up subframe loop.

It’s just about spring in Chicago, so Daniel must be itching to rack up the miles on his SR500. And we’re betting it’s going to be impossible to get him off it.

A version of this article first appeared on Bike Exif. It’s republished here with permission.

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Icon claim back the streets in their latest, epic video



Street’s Not Dead.

Regular readers will know that we eagerly await anything released from the US streetwear firm Icon Motorsports. So the moment that a video drops from the Portland firm we’re bound to pay attention.

That’s an interest piqued double when they post it alongside what is essentially a call to arms…

“Street’s not dead. If you think it went away, you’d be wrong. Street’s still here undermining pompous authority, rejecting standards, and bucking the status quo..”

And they’re not kidding either. With the Icon clad rider thrashing their Kawasaki ZX-10R through city streets, car parks and even a public fountain at one point, there’s a lot to take in.

Couple that with their usual loud, Icon style and you’ve certainly got a statement of intent.

(Don’t try this at home kids).



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