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Will there be a Royal Enfield Sherpa 650 ?

By General Posts

with inputs by Pratik Bhanushali from https://www.msn.com

Speculated to be

  • to be powered by the same engine as the current 650s
  • gets spoked wheel
  • could borrow the bodywork from the Interceptor 650

Royal Enfield may offer yet another new model called Sherpa 650. It is getting crowded at Enfield product listing with motorcycles aimed at different types of riders. This is such a big leap from just 10 to 15 years ago. The brand and the company keeps on growing and improving and challenging itself as well as its target audience.

A test mule seen in the spy shots here gives a better look at the probable production model.

The specifications may be very similar to 650cc trio from Royal Enfield — namely Interceptor 650, Continental GT 650, and Super Meteor 650)

Sherpa 650 looks similar to the Interceptor’s unit but has suspended on USD front forks and dual rear shocks. It seems it would get off-road ready tires.

Rumors suggest that Royal Enfield would likely launch the new Sherpa 650 in 2024. It’ll be positioned above the Interceptor and below the new Super Meteor in RE’s lineup.

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AmPro Yamaha Announces 2023 Team

By General Posts

Ricky Russell, Zach Osborne, Liam Draper, and reigning GNCC WXC Champion Rachael Archer looking to campaign for top honors aboard their YZs

MARIETTA, Ga. – December 1, 2022 – AmPro Yamaha is excited to announce a powerhouse lineup for 2023 with the signing of Ricky Russell to lead the charge in the premier class, and the addition of Zach Osborne and Liam Draper in the 250 class. Returning with the team to defend her crown in the Grand National Cross Country Series (GNCC) is 2022 WXC National Champion Rachael Archer.

Russell returns to the AmPro family looking to fight for the title aboard the all-new 2023 Yamaha YZ450F and will be racing the GNCC XC1 class, the National Enduro Series Pro 1 class, and select US Sprint Enduro rounds. The Washington State rider ended the year on a high note with a victory at the season finale to give him a pair of wins for third in the points standings and looks to keep his momentum rolling into next season.

Coming out of retirement to go off-road racing full-time is former supercross/motocross racer Osborne. A championship-proven rider with a versatile background, he will be joining the program to race the GNCC XC2 class and select US Sprint Enduro races aboard the 2023 Yamaha YZ250FX. Osborne was crowned the Pro Motocross 450MX Champion in 2020 and earned a pair of 250 titles in 2017 – the 250SX East Championship and 250MX Championship. He was also part of the U.S. World Trophy Team at the International Six Days Enduro in 2013 and 2014, and now looks to evolve his talents into the longer more demanding off-road formats.

Draper will be joining the team to compete in both the GNCC XC2 class and the National Enduro Series Pro 2 class. Making his GNCC debut in 2018, the New Zealander looks to keep building on his forward momentum and looks to fight up front aboard the 2023 Yamaha YZ250FX.

Returning to the AmPro Yamaha program is reigning GNCC WXC National Champion Archer who will also be piloting the 2023 Yamaha YZ250FX. In addition to defending her title in the GNCC series, the New Zealander will race select US Sprint Enduro rounds.

The team is also happy to announce their AmPro bLU cRU amateur support riders with Cooper Jones and Ryder Sigety returning with the squad and the addition of Mike Delosa and Simon Johnson.

In 2023, AmPro Yamaha’s primary focus will remain on the Grand National Cross Country Series and the National Enduro Series (NEPG), as well as GNCC University and select bLU cRU special events to support Yamaha riders honing their off-road skills. Russell, Osborne, Draper, and Archer, will also have a renewed focus on the US Sprint Enduro Series as their schedule permits. Additionally, they will be assisting in the development of our AmPro bLU cRU Amateur Team riders at GNCC, US Sprint, and JDay offroad events.

Donnie Luce – Amateur MX/ ATV / Off-Road Coordinator for YMUS

“Yamaha is pleased to continue our long association with Randy Hawkins and the entire AmPro Team. We are very excited about the team that we have assembled for our 25th season together. This association has produced numerous champions over the years while allowing us to further showcase our complete line of Yamaha Off-Road models, GYTR, and Yamalube products.”

Randy Hawkins – AmPro Yamaha Racing Team Owner

“This is going to be an exciting year for us. It’s time to get back to our roots and really show the world that Yamaha’s race machines are a step above the competition’s. We have the riders and team personnel, and we have the right equipment to win multiple championships in 2023.”

Ricky Russell – AmPro Yamaha Racing

“I couldn’t be more excited to be reunited with AMPRO Yamaha. Randy and all the guys here helped me start my GNCC racing career, so in a way, it feels like coming home and it’s good to be back. I finished off 2022 with a few Overall wins in GNCC and had career-best finishes in NEPG, so I’m very stoked to take that momentum into 2023 on the all-new YZ450F batting for championships!”

Zach Osborne – AmPro Yamaha Racing

“I’m super excited and grateful for this opportunity. My first conversation with Randy about joining his team and the off-road community dates all the way back to the end of 2007, so for this to come to fruition at a time when I was looking for a new opportunity is just super cool! I’m excited to get the season started in a few short months and I hope to make the team and our sponsors proud. I’ve been back to full-time training for about six weeks now and things are responding well heading into the holidays and my January training camp!”

Liam Draper – AmPro Yamaha Racing

“I’m super excited to be a part of AmPro Yamaha. It’s always been my dream to be on a factory team since I first came to the USA in 2018, and now it’s a reality! I’m super happy with the bike and I’m excited to be teammates with Ricky, Zach, and Rachael. Randy also brings such a vast knowledge of the sport and I’m excited to be under his leadership!”

Rachael Archer – AmPro Yamaha Racing

“2022 was epic! I was able to push through and get consistent podiums and six GNCC wins throughout the year and win the WXC championship! I’ve been working on this championship since I was 12, so to finally take the number-one plate at 20 years old is a pretty big achievement! I couldn’t have done it without the help of my awesome team at AmPro Yamaha, and I’m super excited to be chasing another championship or two again in 2023 with them!”

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Harley-Davidson’s 2020 Mid-Year Model Lineup

By General Posts

by Jason Marker from https://www.rideapart.com

I hate Florida. Hate it. I hate it with the furious passion of a million burning suns. Years ago I swore that I would never step foot in the Sunshine State again, a promise that I’ve kept religiously. Florida: Not Even Once. That said, when Harley-Davidson calls you up and personally invites you to Daytona Beach to ride brand new bikes and you haven’t touched a bike in three months because Michigan winters suck, well, if you’re me you find that even your most rigidly held beliefs are negotiable.

The Friday before Daytona Bike Week dawned cool and cloudy. I’d rolled in from Orlando International the previous evening around 20:00. After a lovely dinner with the Harley team and my colleagues—among whom was legendary MoJo and RA alum Peter Jones—and a good night’s sleep, I was ready to ride some bikes. We convened for breakfast and the tech briefing, and after a fair amount of drinking coffee and dicking around, we piled into the hotel shuttle and off we went to pick up our bikes.

Now, this wasn’t going to be a typical press ride. We weren’t all going to be riding the same bike all day. Not today. No, we were riding three different bikes—the new Softail Standard (which I can’t stop calling the FX Softail), the 30th Anniversary Fat Boy, and the hi-po CVO Road Glide. The plan was for the four of us to trade bikes on and off all day so that we got seat time on each model. Kind of unorthodox, but I was into it. I mean, I hadn’t touched a bike in three months due to winter and moving to a new house, so I was down for anything.

After an impromptu tour of the greater Daytona Beach metropolitan area thanks to our timid, easily confused driver, we arrived at Daytona International Speedway. The bikes were lined up all gassed up and ready inside Harley’s demo fleet paddock. We got a quick overview of the bikes, took a few minutes for the requisite social media stuff, and finally hit the road.

We spent the next few hours really putting the bikes through their paces. Now, Florida isn’t known for its stunning, technically challenging riding roads, but he Harley team did its best to find a route that wasn’t all straight lines and swamplands. They were the kinds of roads Harleys thrive on—primarily straights with a few sweeping turns and the occasional corner just to keep us on our toes. Overall a really nice ride in pretty weather and not once were we menaced by an alligator or accosted by Florida Man.

Since this was a ride in which I rode three different bikes, I’m going to break up the reviews into three sections—one for each bike. At the end, I’ll sum up my thoughts on all three as a group and give you all my final impressions which, I’m sure, is what you’re all here for anyway. So, without further ado, let’s talk about these sweet new Harleys.

2020 CVO Road Glide

The Road Glide is, hands down, my favorite Harley. It’s my fave despite my general dislike for touring bikes and other big, bulky things that can’t get out of their own way. I love its weird fairing, its close-set dual headlights, and its lines that, while clearly still based on an FL touring frame, seem longer and sleeker to me than their Electraglide siblings.

The monster, hi-po CVO is the Road Glide’s apotheosis. It isn’t just sleek and stylish, it’s also big. From its over-large front wheel to its massive Milwaukee 8 lump to the big sound of the BOOM! sound system, it has all the presence and charisma of Shaquille O’Neil in a $10,000 suit—i.e. a lot.

At the CVO Road Glide’s heart is a 117 cubic inch version of Harley’s stout Milwaukee 8 mill mated to a six-speed transmission. This big stonking engine is the largest installed by Harley in a production bike and comes equipped with an upgraded performance cam and a big old Screamin’ Eagle Heavy Breather (god I love that name) high-performance intake to let this monster breathe. The exhaust is a handsome two-into-two setup with a satin finish and black tips. We’re talking some big iron here.

Out front is a huge 21-inch cast wheel with a skinny tire, a nod to the current, totally bonkers big wheel custom style (which I absolutely love). The wheel is finished in gloss black with smoked satin accents and looks pretty great in that classic FL front end. Aft is a matching, more traditional 18-inch wheels wrapped, like the front, in classic Harley Dunlop rubber. Braking is provided by four-piston calipers fore and aft, backed up by a slew of electronic rider aids like Harley’s Reflex Defensive Rider Systems (RDRS), ABS, traction control, etc.

The CVO’s infotainment package is the top of the line BOOM! Box GTS system. Controlled by a bright, easy to read, 6.5-inch touchscreen, it comes with everything Harley has to offer. There’s the four-speaker—two in the fairing and two in the leading edges of the saddlebag lids—600 watt stereo, integrated navigation, and Apple CarPlay (with Android Auto coming down the pipe soon). It also features the new Harley-Davidson app, its very own cellular relay, and a slew of customization options. To top it all off, Harley throws in a BOOM! Audio 30K Bluetooth helmet comms system—a reskinned Sena 30K—with every purchase.

Looks-wise, the bike comes in a fantastic color that Harley calls Premium Sand Dune. It’s a kind of bone-white color with a satin pearl finish on it. Depending on the light it looks white, beige, or haze gray and it looks deep and rich in the sun. The color is offset by satin black and red accents, including very nice CVO logos on the saddlebags. The classic Road Glide shark-nose fairing is enhanced by “Fang” lowers which look rad and keep more wind off the rider. It’s an extremely good looking bike.

On the road, the CVO Road Glide is stately, king-like. It has gravitas. It also has an acceleration best described as glacial and a hilariously low, 5,500 rpm redline. I was constantly bouncing off the rev limited in first gear under heavy acceleration, which honestly is mostly my fault since I’m used to high-strung, 40-year-old, Japanese triples and inline-fours. That said, once you lug the CVO up to speed it moves. The big M8 117 pushes the bike along at a very respectable clip and provides the rider with short bursts of blinding straight-line speed which belie the bike’s bulk. Much like a gator or, since we’re talking about him, like Shaq.

The engine does its best work in 4th gear, loping along at around 2,200 RPM at 60 miles per hour. there’s a seemingly bottomless well of torque to draw from, too. The engine is rated at 125 foot-pounds and it pulls like a tractor in every gear. It’s honestly kind of impressive.

My biggest complaint about the CVO Road Glide is its size. It’s a handful, especially at low speeds. Despite the bike’s front suspension being specially set up for it, that big 21-inch wheel I like so much does the handling no favors. I found it kind of numb in traffic, and thanks to its sheer bulk, maneuvering the bike through tight spaces was hair-raising, to say the least. The CVO Road Glide is a lot. Almost too much, if you ask me.

To be fair, high-po, limited edition, $40K touring bikes aren’t exactly my cup of tea. If such a machine is your cup of tea, though, I think you’ll dig the CVO Road Glide. The combination of power, comfort, and looks is a potent one. It’s an excellent addition to Harley’s CVO collection. If you have the means, I highly recommend you pick one up.

2020 Softail Standard

Slid into the Softail lineup as a basic, blank-slate model perfect for customization, the Softail Standard is an extremely good looking bike. Offered only in black with a subtle throwback logo on the tank in dark gray, it’s a stripped-down, no-nonsense, short-ranged cruiser.

As befits a base model bike, all the fat has been trimmed off the Softail Standard. Harley pared away the bits, bobs, and superfluous systems. What’s left behind is simply a motorcycle—nothing more, nothing less—and probably the purest Harley experience currently available in the MoCo’s lineup. From its laced wheels and mini-apes to the basic 107ci Milwaukee 8 and mid-controls to the solo saddle, short rear fender, and simple two-into-two shotgun exhaust, the Softail Standard is just a good, solid bike.

The Softail Standard’s biggest selling point, according to Harley, is that the bike is a blank canvas for customization. To that end, Harley launched four complete custom bolt-on packages that new Softail Standard owners can have bolted on at their dealership. First, there’s the “Day Tripper” package that adds passenger accommodations, forward controls, and a small swingarm bag. Second, a “Coastal Custom” package that adds a quarter fairing, two-up seat, and new bars, risers, and footpegs. There’s a “Touring Custom” package that adds small saddlebags, a more comfortable two-up seat, a windshield, and assorted accouterment to improve comfort and turn the bike into a respectable touring machine. Finally, there’s the “Performance Custom” package that upgrades the engine with a Screamin’ Eagle Stage II kit and a host of intake, exhaust, and tuning upgrades.

I gotta admit, I really like this modular custom package idea. Harley touts them as a starting point, a way for new owners to see various ways in which their new bikes can be customized. They’re a pretty good deal, too, and run between around $1,100 (Day Tripper) to $1,700 (Touring Custom) Yankee Dollars. It’s a nice way to bundle popular accessories for riders who want a touch of customization but don’t want to go hog wild with it, as it were.

Now the bad(ish) news. Out of the three bikes we rode during the press ride, the Softail Standard was my least favorite. Sure, it looks phenomenal as you walk up to it and I really like its clean lines, but as soon as you throw a leg over it you discover something disconcerting in a Harley—it’s small.

Thanks to the weird ergos—mid controls, low-slung solo saddle, mini-ape handlebars—the Softail Standard feels cramped and tiny, especially if you’re a, uh, rider of size like I am. At 6’1 and 240 pounds with a 34-inch inseam, I was incredibly uncomfortable while riding this thing. The whole time I was aboard I was sitting right on my tailbone and had to keep shifting my weight around to relieve the pain in my lower back. I also could never find a good place for my feet on those pegs, especially since there’s no heel rest anywhere to be found.

Combine that with a vague-feeling shifter, weird spacing between the rear brake pedal and the footpeg (it’s both too close and too far away, if you get my drift), and a wicked crosswind during our ride and I never felt like I was in complete control of the bike. I mean, I was, but every time I was in the saddle I kept worrying that I might not be able to handle a road emergency if one came up. That kind of thing doesn’t really inspire rider confidence.

To be absolutely clear, I’m not saying that the Softail Standard is a bad bike. Far from it, in fact. Like I said earlier, I really dig its lines, its attitude, and those modular customization packages. Thing is, at its heart the Softail Standard is a short-range bike, built to bounce between stops close to home, not eat up the miles on the superslab. I’m sure it’s great at that, but I was on this thing for an hour at a time and, no sir, I didn’t like it.

My problems with the bike aren’t primarily due to how it’s built, they’re due to how I’m built. Someone smaller and/or lighter probably won’t have the same I did while in the saddle. If you are built like I am, well, caveat emptor big man. You might want to spring for some forward controls and more sensible handlebars (and a more comfortable saddle) if you’re looking to pick one of these up.

2020 Fat Boy 30th Anniversary Edition

Thirty years ago, Willie G. Davidson stood in front of a jet black tractor-trailer with a new bike and changed motorcycling. That bike, the questionably named Fat Boy, was a burly, low-slung brute with a huge FL front end, fat tires, solid disc wheels, and about fifteen miles of Harley-Davidson attitude. Since then, the Fat Boy has been the go-to ride for legions of Harlista bar pirates, killer cyborgs from the future, and my dad. Now, after three decades at the top of the heap, Harley has released a limited edition 30th Anniversary Fat Boy.

I’ve had a soft spot for the Fat Boy ever since it came out, mostly due to Terminator 2 and the fact that my dad rolls a ’96 model that’s seen so many paint jobs, engine upgrades, and mods that it’s essentially the Bike of Theseus at this point. There’s just something about it, an undeniable presence that is, much like the Softail Standard, quintessentially Harley.

Look, I’m not going to lie to you all here. There’s not a lot of blue sky between the 30th Anniversary Edition and a run of the mill 2020 Fat Boy 114. There’s the paint job, which is, admittedly, phenomenal. It’s Harley’s vivid black color offset with copper-colored accents and a slightly redesigned OG Fat Boy logo on the tank. The paint, combined with the blacked-out M8, handlebars, and other brightwork, lend an air of menace to the already looming Fat Boy. It’s just a paint job, though. Aside from the limited run, though—just 2,500 units—that’s it. That’s everything special about the 30th Anniversary edition.

Honestly, I was hoping for something more. Performance upgrades, maybe, or some one-off grips and floorboards to really set the 30th apart from its mass-market stablemates. That said, just because I felt that the 30th Anniversary Edition wasn’t quite special enough doesn’t mean that I didn’t like it. On the contrary, I loved it. It was my favorite of the three bikes I rode during the press ride. It’s comfortable, confident, surprisingly nimble, and respectably fast thanks to the big boy 114 engine. All that is, of course, chalked up to the huge overhaul the Softail line got in 2018, but still. The Fat Boy rules, and the 30th Anniversary Edition is like the cherry on top of an already delicious, and powerful, sundae.

Sorry about the length of this one, friends. After riding three different bikes over the course of just a few hours, I had a jumble of thoughts and impressions to work out, so thanks for sticking around this long. So, my final thoughts? At the end of the day, after thrashing each bike up and down Florida’s Atlantic coast, I felt a little like Goldilocks in the Three Bears’ house. Despite my love for it, the CVO Road Glide was too much—much too much—for me. The Softail Standard was too little, and its fantastic lines didn’t make up for the cramped confines and sore lower back. The 30th Anniversary Fat Boy, though, was just right. It had everything I could have wanted in a single, good looking package.

All three bikes are fantastic Harleys, though. They do exactly what they’re meant to and I reckon the MoCo’s marketing team will land solid hits with each bike’s target demo. I’m clearly not in any of those three target markets, but that doesn’t mean you aren’t. If you’re a CVO buyer, a new rider looking to get into Harleys, or a long-term Fat Boy stan, these bikes are just what you’re looking for.

The 2019 Ducati Model lineup arriving to American Dealerships

By General Posts

Season Opening Events Taking Place March 22 – 24 at Showrooms Nationwide

Mountain View, Calif. (February 22, 2019) – Ducati North America is celebrating the warm riding weather just around the bend by bringing its national Season Opening to participating dealerships March 22 – 24. The annual event offers Ducati owners and new fans their first opportunity to experience the Italian brand’s new line of motorcycles in person, which includes 10 new models for 2019, built for every riding level and encompassing all the Ducati worlds, ranging from Racetrack, Travel, Lifestyle and Scrambler, to Sport & Fun.

For details, motorcyclists – or anyone interested in learning how to ride – can sign up here to learn more about the 2019 bikes or can locate their nearest Ducati dealership online at: https://www.ducati.com/us/en/dealers

One relevant addition to the 2019 Ducati stable is the all-new Diavel 1260, the first significantly new Diavel since its debut in 2010, with a new 1262 cc engine and muscular styling – making it a completely new motorcycle. It’s perfect for experiencing summer winds along the coast, refreshing spring breezes down winding mountain roads or cruising with style down the backroads of America. Power and technology mix in the new Diavel 1260 to create the most advanced Diavel to date and, with low monthly payments, financing for the Diavel 1260 can be priced starting as low as $265.95 per month.

Sign up here to learn more about the new Diavel 1260: https://contact.ducati.com/ww/en/season-opening-2019/light/s

Also, existing 2018 models can be available with APR as low as 0% through Ducati Premier Financing, or with special offers on Ducati Apparel and Ducati Accessories. For more information, clients should contact their nearest Ducati dealership.

Ducati 2019 Season Opening Motorcycles

Scrambler Icon [As Low As $118.17 Per Month] – The Scrambler brand was launched in 2014 and has become Ducati’s best-selling model by volume. For 2019, the new Scrambler Icon continues this vintage-inspired-joy of a motorcycle with important technological updates in the world of safety, including Bosch Cornering ABS. Visually, the new motorcycle continues retro-inspired style with new, beefier side panels to match the steel of the teardrop tank and the glass of the headlight. A black-painted engine, brushed cylinder head fins and machine-finished rims give the new Ducati Scrambler Icon even more eye-catching panache.

Scrambler Full Throttle [As Low As $136.73 Per Month] – The new 2019 Full Throttle takes its cue from the flat track Scrambler ridden by Californian racer Frankie Garcia in the 2018 American Super Hooligan Championship. With its two-tone black-yellow, white-striped tank, all-new rear end with dedicated seat and white-rimmed yellow number holders, this bike has a real dirt track competition feel. A low-slung tapered handlebar – light and ergonomic – stubby front mudguard and dual-silencer exhaust add to the distinctiveness of the Scrambler Full Throttle.

Scrambler Desert Sled [As Low As $148.33 Per Month] – For 2019, the Scrambler Desert Sled rekindles the spirit of classic American off-road bikes without compromising the Ducati Scrambler lifestyle. With its red frame, new seat with color-coordinated stitching and spoked wheels with black rims, it exudes off-road fun. The new Desert Sled also features an Off-Road Riding Mode that allows ABS disengagement for down-in-the-dirt joy. A dedicated riding position and adjustable Kayaba suspension also ramp up the fun factor. Rugged off-road character oozes from the type-approved headlight mesh guard, high mudguards (specially designed for this version) and engine skid pan.

Scrambler Café Racer [As Low As $148.33 Per Month] – The new 2019 Scrambler Café Racer draws its inspiration, and its Silver Ice Matte graphics with blue frame, from the legendary Ducati 125GP Desmo. The new 17″ spoked wheels and aluminum bar-end mirrors give the bike a cool 1960s race look, while a modern radial front brake pump provides braking performance on a par with that of a sport bike. It’s a rare Ducati in blue – one surely to catch the eyes of everyone on the streets.

Hypermotard 950 [As Low As $180.24 Per Month] – With new sharper angles and a lighter weight, the adrenaline-packed Hypermotard takes its look from the supermotard race world and for 2019 comes with completely overhauled ergonomics and an ultra-advanced chassis set-up and electronics package. A full 8 lbs. lighter than the previous model, the Hypermotard mounts a renewed 937 cc Testastretta 11° engine with a more muscular 114 hp.

Hypermotard 950 SP [As Low As $223.73 Per Month] – The spirited and higher-performing Hypermotard SP also on display is Ducati’s offer for those looking for Hooligan-style excitement, featuring a flat seat, increased-travel Öhlins suspension, Marchesini forged wheels and Ducati Quick Shift (DQS) Up and Down EVO, as well as Carbon Fiber components such as front mud guard and timing belt covers.

Diavel 1260 [As Low As $265.95 Per Month] – Unconventional, unique and unmistakable, the second-generation Diavel 1260 remains faithful to the original spirit of this incredibly special bike, drawing on its key styling elements and putting a decidedly more contemporary slant on it. Its Testastretta DVT 1262 engine is capable of delivering 159 horsepower at 9,500 rpm. The bike also includes an upgraded chassis to make it more responsive on mixed-road routes. The S version on display also features fully adjustable Öhlins suspension, dedicated wheels, and an even higher-performance braking system, with Ducati Quick Shift up & down Evo (DQS) as standard to allow clutchless shifting.

XDiavel (Matte Liquid Concrete Grey) [As Low As $276.18 Per Month] – New for 2019, the XDiavel – famous for representing the best parts of the Ducati performance world and the relaxed cruiser world – now comes available in an uncompromising new color palette, the stunning Matte Liquid Concrete Grey. The finish and style express the motorcycle’s edgy spirit and take the XDiavel’s strong look to new levels.

Multistrada 1260 Enduro [As Low As $322.23 Per Month] – The Multistrada 1260 Enduro is the new generation of the off-road member of the Multistrada family. It has an increased engine size with the 1262 cc Testastretta DVT engine pushing out 158 horsepower, which is an increase from 152 horsepower from the previous Multistrada 1200 Enduro.

Panigale V4 R [As Low As $521.85 Per Month] – The Panigale V4 R features technology taken from MotoGP racing and is a racing bike that can be enjoyed on the streets. Following Ducati’s first mass-production four-cylinder engine, the V4, debut in 2017, the V4 R is now the pinnacle of the new Panigale V4 family and can claim the title as the ultimate road-legal Ducati competition bike. This is the most powerful, high-performance factory bike ever built by Ducati, with new technology like carbon fiber aerofoils that increase stability and allow for reduced reliance on electronic controls.

About Ducati:
Additional information about Ducati, including participating dealers and availability can be found at www.ducati.com.

Ducati Motor Holding S.p.A. – A Sole Shareholder Company – A Company subject to the Management and Coordination activities of AUDI AG.

Founded in 1926, since 1946 Ducati has been producing sport-inspired motorcycles characterized by high-performance Desmodromic engines, innovative design and cutting-edge technology. Situated in Bologna, the factory is located in the Borgo Panigale district. The model range covers several market segments with the following families: Diavel, Hypermotard, Monster, Multistrada, and Superbike. In 2015 Ducati presented the Ducati Scrambler: a new brand made of bikes, accessories and apparel that provide the last word in creativity and self-expression. These authentic icons of “made in Italy”, together with an extensive range of associated accessories and technical and lifestyle apparel, are distributed in 90 countries around the world. Ducati competes in both the World Superbike and MotoGP World Championships. In Superbike Ducati has won 17 Manufacturers’ titles and 14 Riders’ titles and in 2011 passed the historic milestone of 300 race victories. Ducati have participated in MotoGP since 2003, winning both the Manufacturers’ and Riders’ titles in 2007.