I credit my early foundations in motorcycling to my beloved Suzuki SV650. Like with any sport, you need to learn the basics before you can progress to the more advanced stuff, and while my motorcycling career progressed on a number of different motorcycles over the years, my foundation was solidly built on my humble little SV.
With the whole world largely on hold for the foreseeable future thanks to the Coronavirus, we finally have time to revisit some projects that have been sitting on the back burner. In this case, the Energica Ego Corsa MotoE racer. If you remember, I wrote some words about the bike and my experience riding it, but never got around to posting the video. Several reasons factor into this: the holidays, other projects, procrastination, and just life in general pushing the ball down the road one more day. But the big reason this video comes to you so late is the fact I wasn’t able to get as much footage as I would have liked.
As we come to the end of 2019 and the conclusion of the first MotoE season, I think it’s fair to say the debut of Energica’s Ego Corsa MotoE electric racer was a success. Each race produced close battles (usually for the lead), the bikes go plenty quick, and though the sound of internal combustion is missing, it’s replaced with a soundtrack all its own. I like to think of it as the racing soundtrack of the future.
The major bane of every electric motorcycle’s existence, at least so far, is weight. As battery technology stands these days, there’s no getting around the fact that batteries are heavy. No matter how many trick components you surround the battery with, a plump curb weight is a killer when it comes to performance. Case in point, the Energica Eva Esse Esse 9. A trellis frame, Marzocchi fork, Bitubo shock, OZ wheels, Brembo brakes, and the finest in Italian electric motorcycle technology can’t hide the fact that the bike weighs 621 pounds.
The chance to ride a real-deal 250 Grand Prix World Championship bike is the stuff dreams are made of. I grew up obsessed by 250GP racing. In my teens, in the 1990s I knew every rider, every race number, had the posters on my bedroom wall and all of the races taped on videotape! As soon as I got my Learners, I was on the road on an old RZ250FN, followed by a few TZR250s before I started roadracing on RGV250s in 1995. Even my RGV racebike was painted the same colors as the Ralf Waldman HB 250. Riding the RGV proddie, I dreamed of one day being a 250 GP rider.
As expected, BMW introduced the production version of the carbon fiber HP4 RACE at the 2017 Auto Shanghai show. To be produced in a limited run of 750 units, the BMW HP4 RACE claims a fully-fueled weight of just 378 pounds while its S1000RR-based inline-Four claims a maximum output of 212 hp when rated at its crankshaft.
There’s an old saying that we’ve said many times on the pages of MO: It’s more fun to ride a slow bike fast than a fast bike slow. Never has that adage held more truth than during this, our comparison of the Moriwaki MD250H and Aprilia RS125 in 2010. One (Moriwaki) was designed to be a purebred track machine, while the other (Apriila) distilled the company’s long-standing history of 125cc two-stroke racing into a street-legal model. Considering the difference in performance between the two machines, it was a no-brainer the Moriwaki would be the superior machine around the Streets of Willow Springs racetrack, but it isn’t every day that two small-displacement motorcycles as unique as these two come around our direction, and the opportunity to pit the two of them together proved too much to resist. For more photos of both bikes ripping around the track, be sure to visit the photo gallery.
Recently, we brought you the story of Michael Czysz, designer/architect to the stars, fervent motorcycle enthusiast, and a visionary in the motorcycle world. It’s a tale of the man, his passion, his unfortunate illness, and how motorcycles make him feel alive again. Judging by the comments left by you, our readers, Michael Czysz has had an impact on many of you as well.