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Unleashing the Beast: The Triumph Rocket 3R Supercharged by Roké Motors

Ron Betist — Thu, 25 Apr 2024 07:30:25 +0000

Passion meets Precision

In the ever-thrilling world of motorcycle customization, where passion meets precision, Triumph Motorcycles stands as a beacon of innovation. With the recent unveiling of their 2024 model of the Triumph Rocket, enthusiasts worldwide are buzzing with anticipation, eager to experience the next evolution of two-wheeled exhilaration. Yet, amidst the fervor surrounding Triumph’s latest masterpiece, there exists a tale of ingenuity and audacity that deserves its moment in the spotlight – the story of the Triumph Rocket 3R transformed by the visionary artisans at Roké Motors.

Masterpiece in the making

Picture this: a sleek and formidable machine, born from the marriage of cutting-edge technology and boundless creativity. This is the Triumph Rocket 3R, a powerhouse on two wheels, poised to conquer the open road with unrivaled ferocity. But for Roke Motors, the Rocket 3R was more than just a bike – it was a canvas begging to be transformed into a masterpiece.

“Why did you build this bike?” When asked, Roke Motors’ Chief engineer Bas Kentrop response is as bold as it is unapologetic: “No particular reason, just to prove it can be done.” It’s a sentiment that resonates with anyone who has ever dared to dream beyond the confines of convention, fuelled by a relentless desire to push the boundaries of what’s possible. And so, armed with nothing but his imagination and a thirst for adventure, Bas embarked on a journey to unleash the full potential (and more!) of the Triumph Rocket 3R.

Ideal canvas

The choice of the 2023 Triumph Rocket 3R as the base for their project was a stroke of genius. With its muscular silhouette and commanding presence, the Rocket 3R was the epitome of raw power, just waiting to be harnessed or perhaps even better, unleashed. “Because the bike standard is already a beast,” explains Roke Motors, “I want to turn it into a real monster.” And thus, the stage was set for a transformation of epic proportions.

Drawing inspiration from their past builds, particularly the 2017 Thruxton R compressor project, Roke Motors set about realizing their vision with unwavering determination. Their goal was clear: to enhance the Rocket 3R’s already formidable capabilities without sacrificing an ounce of its sleek and stealthy aesthetic. It was a delicate dance between form and function, requiring equal parts technical expertise and artistic finesse.

No boundaries

With no budget constraints to hinder their creativity, Roke Motors spared no expense in their quest for perfection. Low compression JE pistons, modified cams, and a TTS compressor kit formed the backbone of the mechanical upgrades, while fuel injectors with a higher flow rate and a modified fuel pressure regulator ensured optimal performance under any circumstance. Meanwhile, the integration of a boost-sensitive voltage clamp and custom-made software added a layer of sophistication to the bike’s already formidable arsenal.

But perhaps the greatest challenge lay not in the technical aspects of the build, but in preserving the Rocket 3R’s trademark smoothness and reliability. It was a challenge that Roke Motors embraced with gusto, pouring countless hours into fine-tuning every aspect of their creation to ensure that it ran as seamlessly as the original – if not more so. And in the end, their efforts paid off handsomely, with the Triumph Rocket 3R emerging from its transformation as a paragon of performance and poise.

Dream on wheels

As Roke Motors proudly proclaims, “the result” is what they cherish the most. From crafting bespoke software to overcoming unforeseen technical challenges, every obstacle overcome was a testament to their unwavering dedication to their craft. And the result speaks volumes – a Triumph Rocket 3R that not only looks the part but rides like a dream.

In the midst of Triumph’s latest Rocket offering, Roke Motors offers a tantalizing glimpse into a parallel universe where customization reigns supreme. Their Triumph Rocket 3R with a compressor stands as a testament to the enduring allure of motorcycle customization and the indomitable spirit of innovation. It is a machine born not out of necessity, but out of sheer passion and a desire to push the envelope. And in doing so, Roke Motors has created a true masterpiece – a beastly beauty that captivates the imagination and inspires awe in all who behold it.

Attention please!

From its meticulously crafted components to its thunderous roar on the open road, every aspect of the Roke Motors Triumph Rocket 3R demands attention and admiration. All elements work in perfect harmony to unleash an unrivalled surge of power, propelling the Rocket 3R into the stratosphere of performance motorcycles. And with fuel injectors boasting a higher flow rate and a modified fuel pressure regulator, every twist of the throttle delivers an adrenaline-fueled rush unlike any other.

But it’s not just the brute force of 360 Nm in combination with 307 Hp that sets the Roke Motors Triumph Rocket 3R apart – it’s the meticulous attention to detail that elevates it to a league of its own. The integration of a boost-sensitive voltage clamp and custom-made software ensures that the bike’s performance remains consistent and reliable, regardless of the conditions. From city streets to winding mountain roads, the Rocket 3R handles with the grace and precision of a finely tuned instrument, effortlessly carving through corners and devouring straightaways with equal aplomb.

We had the extreme pleasure of riding the Rocket on winding country roads. The handling is superb and the combination with all that raw power available at the flick of your right wrist turned the ride in to a thrill.

Next level

Yet, for all its power and prowess, perhaps the most remarkable aspect of the Roke Motors Triumph Rocket 3R is its ability to retain the essence of the original while pushing the boundaries of what’s possible. From a distance, it may appear as just another Rocket 3R – sleek, stylish, and unmistakably Triumph. But beneath the surface lies a symphony of innovation and engineering excellence, waiting to be unleashed with the twist of a throttle.

As the motorcycle world has recently been heralding the arrival of Triumph’s latest 2024 Rocket offering, Roke Motors stands as a shining example of the boundless potential of motorcycle customization. Their 2023 Triumph Rocket 3R with a compressor is more than just a bike – it’s a testament to the enduring allure of the open road and the indomitable spirit of those who dare to dream. And as riders around the world embark on their own journeys of discovery, one thing is certain: the legacy of the Roke Motors Triumph Rocket 3R will live on, inspiring generations of enthusiasts to push the limits and chase their wildest dreams.

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The all new Indian Scout revealed !

Paul Albrecht — Thu, 18 Apr 2024 12:12:51 +0000

Out of the silence, a screeching sound and a sudden wobble wake me up in an uninviting way – the train is reaching its next station. I’m on my way to Munich, where the all new Indian Scout will be revealed, the second iteration of the model that revived the long gone legend.

My lack of sleep goes back to another machine of the american brand, a friend’s 1928 Indian Scout 101 that we have been working on these last days (Bernhard Elflein, Herzbube Motorcycles, Revival of the machine: Herzbube’s Indian Scout 101 | Bike EXIF). He’s had the 101 for ages, one of those perfect, hard to finish projects. We spent long hours giving the old Scout its life back, the perfect anticipation to seeing the new icon, almost a century after its forefather was first brought to life. Midnight wrenching proves to be a great metaphor to describe the character one could associate to Indian: a restless, driven, maverick attitude. And I’m about to find out what has been made out of it.

Photo: Olivier Groot

Meeting other attendants upon my arrival already gives a small preview of what could be expected: actors, racers… a wide array of backgrounds with a motorcycle brand as the touching point. Unusual, considering the homogeneity that brands tend to breed. But nothing about this reveal seems to be usual in any way. The chosen place for the occasion: Motorworld Munich, the automotive mecca of the German city, a huge event location packed with the rarest, most impressive machines of recent history.

Photo: Olivier Groot

Soon after entering the room where the reveal will take place, we notice the covered silhouettes of the bikes we are here to see, parked on the side. Standing in the center, another beauty of early Indian years, this time courtesy of the Indian Motocycle Club Germany. You read that right, Motocycle, without the r, as read on original bikes. Indian people have been riding their lane since the very beginning, when attempts to register the full name led to dodge regulations by letting a letter out of the equation. Clever gentlemen. Christoph – caretaker of the old machine above – also had plenty of other stories to share. It seems like you might meet the nicest people on a Honda, but those with the greatest stories ride an Indian.

Photo: Olivier Groot

After warming up the atmosphere, those responsible for the launch take the stand to introduce the brand and the man leading its renewal, Ola Stenegärd, who guides the public through the creation of the latest machine, in a way very appreciated by anyone with a background in design or motorcycle building. In Ola’s words, the team focused on timeless aesthetics, concentrating on making stuff lean and clean while always keeping customizing in mind. The inspiration? The hot rod scene with legendary cars like Zephyrs, and the unmistakable lines of the original Indians. The design of the new Scout was considered through every layer, giving attention one can notice in every read: from afar, closer or in the smallest details, in the words of the designers.

Photo: Olivier Groot

All the anticipation leads to the covers being finally removed, revealing five models based on the new Scout: the Scout Classic, Scout Bobber, Sport Scout, Super Scout, and 101 Scout (a homage to the original 101, called the best motorcycle Indian ever made). All five share the same tubular frame design that has cleaned the overly heavy, casted feel of the previous model, a design that favors a connection to the vintage Scout and the current Chief. It now features a smaller radiator between the downtubes, neatly integrated rear shocks and that classic Indian downtube line. Features like shock travel, fenders, seats and wheels vary across the line, just like the final trim the customer can choose.

The new engine – called the Speedplus – has been completely redesigned, bored out to 1.250 cc and now pulls between 105 and 111 horsepower at 7.250 rpm, with 108 Nm of torque at a slightly lower 6.300 rpm. Many will miss the machined engine covers that contributed to the industrial look of the first modern Scout, but there is a general smoothness the bike has in its lines, angles and details that feels coherent and thought through. A very clean look altogether. Of course, it’s not the 1930’s anymore and no manufacturer will offer an exhaust system that doesn’t look like it belongs as a fuel tank in a multiplanetary rocket, but considering everything, the job done is more than acceptable.

Making a bike look like those built 90 years ago only goes so far, and so does losing oneself in poisonous terms like heritage. Throwing some chrome on everything won’t make anything better, neither will doing as if not a single decade has passed, and I think Indian have managed to create a modern machine that knows where it belongs, while not forgetting where it comes from. They put their hands in the fire and cast one hell of a piece out of the heat. Judge for yourselves.

Check out our impressions of the new Indian Scout launch on YouTube!

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RTR Electric motorcycles – Startup presents scrambler with classic looks

Jaco Zijlstra — Tue, 11 Apr 2023 15:49:29 +0000

The motorcycle industry, at least on the combustion engine side, has not seen a lot of new brands come to life the past few decades. Yes, we did witness the successful resurrection of famous brands from the past, like Indian and Royal Enfield, who are developing and pushing out impressive ranges of truly great motorcycles. But we haven’t seen many new brands of combustion engine motorcycles lately.

However, the birth and subsequent rise of electric motorcycles has resulted in a whole slew of new manufacturers. Zero was an early starter in 2006, and especially in the last few years quite a few new entrants, like Energica and Cake, have emerged.

But for the motorbike enthusiast with a fondness of classic styling – like myself, I have to admit – many of these motorbikes just don’t look right… Mainly due to the necessity of big battery racks I guess, but it seems quite a few new builds either go for sportsbike-like fairings which hide these batteries (like Energica), or for quite radical new styling accentuating the difference with combustion engine bikes (Cake or Sondors). And the ones who take their styling cues more from ‘regular’ motorcycles, look, at least in this author’s admittedly biased opinion, clunky at best…

There are exceptions of course, like RGNT Motorcycles from Sweden, and now there is a promising new brand out of Brazil just starting up, called RTR Electric motorcycles!

Because what better base for a real commitment to classic lines than founders who share a 30-year history of designing and building award-winning custom motorcycles under the label ‘Retrorides By Lourenço’. You may know them from their book “The CafeRacer Bible”, a great “How to build” resource, and from their sublime proprietary suspension for the BMW K100…

So now, following their desire to play their part in creating a cleaner and smarter future for humanity, they founded RTR Electric motorcycles.

Their first model, the 799e, is an electric scrambler targeted at urban use. Its design is inspired by the iconic Scramblers of the 1970s – and it looks the part!

Pre-production exemplars are undergoing the homologation process in Brazil now, production of the RTR 799e is scheduled to start December 2023. They plan to start selling these bikes in Brazil, the United States and in Europe to begin with.

RTR are determined to preserve their custom DNA, their reputation for delivering great motorcycles, and their spirit of “handcrafted by hand”.

They aim to accomplish this by offering full customization options on the website as part of the purchase process, by using the best high-quality parts and by completely hand-assembling the RTR 799e in Brazil…

On the website, customers will for instance be able to choose the colors, the type of seat, the type of tires, the type of front fenders, the type of headlight, to use side plates or not – making each motorcycle unique.

High quality also means that these motorcycles are built with noble materials that do not harm the environment, and are built to last while also designed to be upgradable. A really neat detail is that where gas would be stored before, the 799e has a 7-liter glove compartment to store your stuff!

While the 799e’s range is not stellar today at 120 km with a full battery, RTR are partnering with major battery developers to significantly increase this autonomy. You can charge it by just plugging into a regular 110/220V outlet.

Top speed of 127km/h is certainly acceptable for its intended mostly urban use. And the ‘kick’, as with all electric motorcycles, is the instantaneous torque thanks to the electric motor delivering “everything” at once, which propels you like a bat out of hell as soon as you twist the throttle!

So all in all RTR are well underway on this exciting journey. Driven by passion as they are, they still want to achieve their goals faster and more efficiently, so they are currently selecting investors to help them. But help them in a way that allows them to stay true to their starting points: Really change the way people get around, by providing a cleaner and more sustainable electric alternative, but also to construct these beautiful motorcycles in their native country of Brazil!

www.rtrmotorcycles.com

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Royal Enfield’s Super Meteor: a cruiser bike honoring its heritage

Jaco Zijlstra — Tue, 14 Mar 2023 17:05:12 +0000

Back home in Amsterdam, we just had the first ride of the year cut short due to rain, really cold rain that is…

So, when I got invited to test the new Royal Enfield (RE) Super Meteor in the South of France, ‘yes please’ was the only possible answer!

Our hosts Motomondo and Sima had prepared a bunch of brand-new bikes for us to ride in Marseille, most of them with 10km or less on the clocks. So careful with the tyres on the first kilometers! Especially as we had some rain in the early morning, fortunately the only rain we’ve seen that day….

The RE Super Meteor is a retro cruiser – with all the cruiser characteristics you might expect – low seat, hourglass shape seen from above, large tank, forward controls, high and wide handlebars. You sit upright with your arms and legs stretched forward. Not really familiar for a sportsbike rider like myself, but I have to admit, it’s comfortable and allows you to keep riding all day long!

The 648cc engine – the same basically as the engine on the Interceptor INT 650 or the Continental GT 650 bikes – is a 4 stroke, Air-Oil Cooled Parallel twin. A so-called ‘mid-segment’ bike, not as big – or intimidating if you prefer :-) – as your typical Harley or Indian cruiser. But plenty of ‘oomph’: 47 horsepower, accelerates quite quickly, lots of torque with 80% of the power delivered below 3.000rpm, and a very steady and comfortable ride at highway speeds.

As mentioned above, I’m a sportsbike rider, so especially cornering had a bit of a learning curve for me. Having the peg feelers scrape the asphalt in nearly every turn – most of them are 180 degrees on the fabulous ‘Route des Crêtes’ – was a bit scary at first. But you learn to lean less and not to worry too much about the scraping.

And then you’re set – this is a bike that is very easy to ride. Smooth throttle, effortless shifting, good acceleration, more than adequate braking by the single disc brakes front and back. There even is ABS on board. Plus USD forks with a 120mm stroke, an RE first. The bike has a low center of gravity, feels quite stable on the straights and is easy to steer into the corners. This can be attributed to the 16” rear wheel and the 19” front wheel in true cruiser style, but, according to RE, is certainly also courtesy of the new frame and swingarm which have been developed in conjunction with Harris Performance in the UK.

When you first sit on the Super Meteor, it feels higher than you’d expect standing next to it. But that height works – for me, I’m of average height at 1m75, but also for the more ‘vertically challenged’ colleagues on the ride, and even for those exceptionally tall Dutch guys that were riding with us.

Moving to the looks then: the Super Meteor is unmistakably a cruiser with its narrow waist and big teardrop-shaped tank. It also reflects the RE heritage quite well, for example by its chrome tank badges with historic RE logo.

The Super Meteor 650 is available in five colors: black, blue, dark green, grey and dark red. There is a minor price difference between the single color painted ‘Astral’ models and the two-tone ‘Interstellar’ models.

However, what really struck me is that for €300 more, you get the Super Meteor 650 Tourer, which comes with a nice luxury one-piece touring seat with embroidered logo, windscreen, and a pillion backrest. That seat does not only look great, but is a bit softer and more comfortable as well. So even if you’re not into backrests or windscreens, I would still go for the Tourer model and just store the windscreen and backrest.

All in all, the RE Super Meteor was a blast to ride on the curvy roads of the Route des Crêtes. The only minor setback were the tyres, which were no match for the brakes and lacked some grip at an angle. So I would shell out for a pair of more grippy touring tyres pretty quickly I guess.

The RE Super Meteor is a very reasonably priced mid-segment bike with an engine that has proven its worth, and featuring high-end components such as ABS, upside-down front suspension, and LED lighting. Plus TBT (Turn By Turn) navigation, linking to your smartphone. We did not get to test this however, as we were just trying to keep up with Joel, RE’s Marseille dealer, who clearly knows these roads very well…

So who’s this bike for? Well, obviously you have to dig the cruiser style, but RE had some specific target groups in mind when they built this bike:

female riders, looking for a classic style and easy-to-ride bike
returning riders, looking for a classic-looking, dependable weekend toy
Royal Enfield afficionados who want an upgrade or more modern bike
first time buyers looking for a lot of value for money, a brand with history and an un-intimidating riding experience…

Prices vary in Europe due to different taxes for new motorbikes (still…), but range from €7.200 for the single-color Astral model, €7.400 for the two-tone Interstellar and €7.700 for the Tourer in Italy, to €9.499 for the Astral, €9.799 for the Interstellar and €9.999 for the Tourer in the Netherlands.

So go and try one out at your local RE dealer if you’re interested…

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Moto Morini, the Comeback! Seiemmezzo SCR and STR First Ride Reviews

Ron Betist — Tue, 29 Nov 2022 07:00:00 +0000

After a long resting period, Moto Morini is back! Originally Italian, from Milan, MM is now part of the Zhongneng vehicle group since 2018. In 2022 three new models have been released. All designed in Italy, and sporting some of the best and renowned Italian components. All based on the same 650cc twin engine. First in line is the X-Cape, which we have taken for a week and will be reviewed in a separate post. During the launch I had the opportunity to ride number 2 and 3 in the line-up, both versions of the Seiemmezzo. That is Italian for ‘six-and-a-half’.

First Look

The Seiemmezzo Scrambler (SCR), available in Night Black and Navy Green, and the Seiemmezzo Street (STR), available in Fire Red, Smokey Anthracite, and Starlight White. An excellent selection of colour schemes that, combined with the attention for detail and the carefully designed visual lines, result in elegant and beautiful machines. Especially the Navy Green SCR with gold anodised forks, a brown seat, and silver accents is a treat to our eye. Let’s dive into it!

Common Base

Both models are based on the same steel trellis frame with aluminium swingarm and 650 twin engine. The engine puts out 47.5BHP @8250rpm and 54Nm of torque at 7000rpm, allowing for a top speed of 175km/h. The engine feels torquey and responsive throughout the range, if you keep up the revs . They both sport the same fully adjustable suspension setup provided by Kayaba, 120mm travel front and rear. Both sit at 810mm and round about 200kg (dry weight).

Both are safely slowed by the same 298mm Brembo dual disc front brakes with Bosch ABS.

Behind the full LED headlight sits a very clean and clear 5” TFT screen with Bluetooth connectivity. It allows the rider to choose between two types of digital guages. One assigned to the STR, the other to the SCR. To access the setup, use the intuitive, backlit handlebar controls.

Differences

Where do they differ? Let’s take a look first.

The STR is more road focused with a narrow handlebar and 18” and 17” aluminium wheels with Pirelli Angel GT tyres. It has an elegant line with a slim tail section, appealing to a sporty and spirited audience.

The SCR has wider handlebars, like those on the 70’s British scramblers, 18” and 17” spoked tubeless rims with Pirelli MT60RS tyres, and a brown, ribbed, heritage seat. But what does this mean in terms of riding experience?

Riding Experience

While the SCR feels planted, yet plush, ready to tackle any kind of road surface, the STR feels a little harder, yet confident, and definitely more at home at very smooth surface.

This is solely due to the tyres. Both models have the exact same suspension setup with identical settings between the models we tested.

The wider handle bar on the SCR allows for a leisure, upright riding position and smooth corrections.

In contrast, the narrower STR handlebars invite a sporty body position and commitment to the curves.

At 185cm tall, the SCR seat, pegs, and tank dimples align perfectly. Though the STR required a few minutes of finding the most comfortable riding position, especially aligning thighs with the tank geometry. In short, both are an absolute joy to ride and a lot of bike for the money! The SCR will be available in the EU next month and will cost, depending on local taxes, between €7350 and €8590. The STR comes in at €400 less.

And there is a hint for an even more exciting future! 2024 is supposed to be the year for a new 1200cc EURO5 compatible engine that will be used in 3 models: SuperAdventure, Milano, and Super Scrambler! Until then, we would happily explore the EU curves on these great bikes!

(Photos by Florian Meuret, Rodolphe Herpet, and Casper van der Ven)

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Is Royal Enfield going to score a hattrick? First ride with the HNTR350

Ron Betist — Fri, 28 Oct 2022 04:53:49 +0000

The new Royal Enfield HNTR350, aiming to win over a younger audience

With this model, Royal Enfield tries to make motorcycling and commuting by motorcycle accessible and attractive to a younger audience. Think new riders, students, young working professionals, perhaps even as a second, lighter motorcycle. The lines remind of us of the British heritage. It would not look out of place in a line-up with the moderns classics like Triumph.

Riding experience

The little thumper produces 27Nm of torque and 22 BHP of power that are predominantly experienced through the mid-range of revolutions. It is third in line after the very successful Classic and Meteor model (check out our First Ride Review and this Starship custom). It is based on same the 350cc J engine. This single cylinder bike has an entirely different geometry and thus creates a very different riding experience. The reduced rake (25°) and trail (94mm) combined with the 1370mm wheel base make the bike feel light and agile, perfect for city riding. The motorcycles we rode were brand new. Pushing them to their limits, testing peak power at 6100rpm, would have been disrespectful to the technology and torturing the machines. We will save that for another ride… ;)

It easily climbs through the revs and the black dial speedo with white numbers clearly displays increasing velocities. 60km/h to 100km/h in fourth gear is a comfortable acceleration without discomforting vibrations. These do show up at 80km/h in fifth gear, so do not short shift it!

That said, the engine is very forgiving in second and third due to the heavy flywheel. This makes it very suitable for city riding. Unpredictable and abrupt city traffic stops are the responsibility of the 300mm single front and 270mm rear brake rotor. Combined with the dual channel ABS, these do the job.

Room for improvement

Room for improvement can be found in the suspension and in the exhaust. The cobblestone pavement in the historical centre of Dijon and surrounding villages, and the French country lanes did put the suspension to the test. Observations: the linear rear shocks are rather hard, the front suspension is rather soft, a little unbalanced. Though, rear suspension upgrades can be performed rather easily at home. As to the exhaust, for city riding it is, to our taste, too loud and not a pleasant, well-rounded thump one would expect from a little thumper. Plus, I experienced that with a very average EU size 42 I found the heel of my boot touching the exhaust more often than not. A small nuisance, yet I image it to be worse for people with larger feet. Taken both into account, if I would own one of these, I would swap the exhaust for an aftermarket (slip-on) exhaust as soon as they would become available.

Make it your own!

Besides the exhaust and suspension, other work on the bike to do at home would be personalisation of your HNTR. And this is where it becomes even more exciting. We try to provide a platform to inspire motorcycle owners to personalise and customise their motorcycles. Therefore, we are happy to see that RE offers a plethora of accessories. These range from mirrors and indicators to engine guards and tail tidies that are easily bolted on and maintain the warranty. Especially the tail tidy with the ribbed seat will make it look very elegant in our eyes! There are two themes available from the dealers, urban and suburban, that include a selection of the accessories.

The suburban comes with black crash guards, a (although somewhat flimsy) pannier plus rack, touring mirrors, a pillion back rest.

The urban caters more to the (undoubtedly inspired by café racers) roadster image, a fly screen, a level seat, LED indicators, engine guards, and bar end mirrors.

What plays a large role in the outstanding looks of the HNTR350 is the paintjob. It is available in 6 colours, divided into a single colour and two-tone series, called ‘dapper’ and ‘rebel’, respectively. The former includes white, ash, and grey, the latter blue/white, black/white, and red/black. Personally I tip my hat to RE for not making the same mistakes as many other motorcycle (gear) producers when aiming to engage women riders. They offer predominantly white/pink and black/pink colour schemes. These nicely painted petrol tanks hold 13 litres of fuel, good for a couple hundred kilometres with reported consumption of 2.63 L/100km.

In all, I had a great time riding this very fun motorcycle! It is excellent for its intended purpose, so it might just be that the hattrick is not too far off. Of course, we all look forward to seeing what you do with these cool little rippers when it comes to customisation!

(Photos by Florian Meuret and Rodolphe Herpet)

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2021 Indian Roadmaster Heritage

Ron Betist — Fri, 29 Apr 2022 10:59:34 +0000

True American iron
Over the past few years we have been riding a number of Indians, from the exciting FTR up to the impressive Chief last Summer. With the Autumn in full swing, we thought it would be apt to try out some big bikes in the month of November 2021. We recently kicked off with the BMW R18 and the R18 Transcontinental.

With that heritage in mind the Indian Roadmaster was a logical next step. To stay in tune with the inspiration of the Bavarian bikes dating back to the 1930’s, it was nice to be presented by Indian Motorcycle with their ‘Heritage Edition’.

All inclusive
Everything you can dream about is probably fitted to this machine! Starting with the very impressive ‘Thunderstroke’ heart which is no less than 116 cubic inches (1800 cc), also to be found in the Chief, the Chieftain and in the Springfield, the list of mouth-watering goodies just goes on forever.

According to Indian Motorcycle the Roadmaster was built for the riders looking for the ‘Gold Standard’ in comfort and ride. This Roadmaster is adorned with chrome finishes, Ride Command with Apple CarPlay® integration, rear cylinder deactivation and a variety of ride modes.

Standard amenities include multi-setting heated seats and grips, remote-locking saddlebags and trunk, adjustable passenger floorboards, ABS, cruise control, keyless ignition, automatic tyre pressure monitoring, full LED lighting, and lower fairings with adjustable airflow vents.

“Can we get you anything else sir?”
Well, how about: Metzeler Cruisetec® tyres, and a push-button adjustable windshield? Standard amenities across the entire Roadmaster lineup include remote-locking saddlebags and trunk with over 140 litres of combined storage, adjustable passenger floorboards, ABS, cruise control, keyless ignition, tyre pressure monitoring and full LED lighting.

Furthermore, the power buttons on the Roadmaster, just like on the above mentioned models, have been relocated to the switch cube on the handlebars to accommodate a new 12-volt charge port on the dash. The charge port conveniently provides riders with an opportunity to plug in and connect to a wider range of electronics.

Phew! And I though my Christmas wish list was long.

On the road
After taking this all in it was time to hit the road. Having just given back the BMW R18 Transcontinental it was quite a change to get on the Roadmaster. Whereas it took a full day to get really comfortable with the huge BMW, the Roadmaster, which is equally gigantic, felt easy to handle right from the start.

Of course it is a bulky machine not necessarily built for Dutch country roads. Its natural habitat is more the American highway, but still there was no instant at all that it felt uncomfortable or out of place.

It is also nice to experience the reactions of other road users when they see the impressive front fairing of the Roadmaster appear in their rear-view mirrors. Cars automatically move to the side of the road to make room and you see many heads turned towards the machine to admire the beautiful finishes.

Broad power band
Did I already cite the smooth power delivery and loads of torque available at crazy low revs? Being the hooligan that I am, I could not resist throttling the engine at times, just to experience the full power of its roaring heart.

The Roadmaster comes with a dual-disc front and a single-disc rear brake arrangement (with ABS). There is sufficient stopping power available, although it feels a bit less direct compared to the BMW. With its low and wide handlebars, large seat and spacious floorboards, all Roadmaster models should fit the vast majority of European riders comfortably. And thanks to the adjustable windshield, wind protection is easily customizable. I played around with the electronics to raise and lower the shield while riding. In urban environments I found it better to ride with the shield down as the upper edge was exactly in view when sitting up straight.

Autumn comes with crisp weather and the heated grips and seats (even for passengers) did definitely make the long miles go by far more comfortably as well on shorter and even colder rides.

Coffee and cake the American way
On a chilly Saturday morning I decided to ride to a friend who lives in the south of the country. He is not very well unfortunately and this was a great excuse to cover over 400 kilometres on one day, just for coffee, cake, good old riding memories and a laugh.

What a magnificent experience it was! The Indian challenges the pilot to just keep on riding and riding until there is no horizon in sight anymore. It was a Royal Ride that day and I felt like a King riding this high powered motorcycle all week.

Choices
Life is all about selecting the paths to go on and following your passions to lead the way in life.
Choosing the right bike for the right moment is one of them.

Don’t forget to ‘work less and ride more’. Life is too short not to.

Photo credits: Ron Betist

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Finally! Electric goes Triumph TE-1 prototype

Ron Betist — Tue, 08 Feb 2022 18:59:20 +0000

Triumph goes electric in style
Project Triumph TE-1 has just been revealed in completed prototype form.
To get to this stage Triumph Motorcycles set up a collaboration with Williams Advanced Engineering (WAE), Integral Powertrain Ltd, and WMG at the University of Warwick. The project is funded by the Office for Zero Emission Vehicles through Innovate UK. This fund was set up to create ground-breaking developments in specialist electric motorcycle engineering and innovative integrated technology design.
Well, as far as looks go they are on the right track at least.

Next stage
Marking the official end of the collaboration stage of the TE-1 project, the completed demonstrator is now fully ready for the next Triumph-led stage of the project to begin – the live testing programme – integrating for the first time all of the latest and final innovations from the project partner workstreams.

Energy source
The WAE battery pack incorporates dedicated cell packaging for optimum centre of gravity, vehicle control unit, DCDC converter, integrated cooling, charge port, and styled carbon covers. This all-new WAE-developed powertrain will set new standards for electric bike performance, with class-leading power, efficiency, charging time and range.
Wholly responsible for TE-1’s lightweight, ground-breaking battery system, WAE has employed a holistic approach to development which will allow riders to use more electric power for longer, providing access to outstanding performance regardless of battery charge, alongside rapid charging times.

Proper power
The all-new battery has peak power of 170kW and continuous power of 90kW, with a capacity of 15kWh. This enables the motorbike to deliver 130kW of peak power and 80kW of continuous power. Class leading system cooling combined with the optimum balance of power and energy means TE-1 can give the rider more electric power for longer and deliver outstanding performance regardless of battery charge. The 360-volt system also enables a fast-charging time of under 20mins (0-80%), which is combined with a market leading target range.

Weight balance
WAE has optimised the battery module layout to balance mass and positioning within the prototype chassis taking into consideration centre of gravity, space and relationship with the powertrain and charging approach. A new and bespoke vehicle control unit has been integrated into the battery pack to minimise weight and packaging.
Key project achievements during this phase include test results that exceed current benchmarks and targets set by the UK Automotive Council for 2025, providing a platform with great potential for future development in electric motorcycle performance.

The overall objective of the TE-1 project has been focused on developing electric motorcycle capability, in order to provide an input into Triumph’s future electric motorcycle offering, driving innovation, capability, and new intellectual property, and enhancing the credibility and profile of British industry and design.
With the completion of the prototype demonstrator, the full live testing phase of the TE-1 project will now begin. Over the next six months the prototype demonstrator will undertake an extensive live testing programme within Triumph’s state-of-the-art facilities, including rolling road and track testing, designed to provide direction into the final set up and calibration of the prototype demonstrator.

Going live
At the completion of the live testing phase, estimated to be Summer 2022, the prototype demonstrator will be updated with its final body panels in readiness for active track demonstration. At this time, final specifications and testing outcomes will be published, as well as insights and key facts on how the TE-1 delivers on the project targets including final battery and range performance.

If Triumph are looking for volunteers, the BikeBrewers team members are ready to pack their toothbrush in a jiffy.

What the boss says
As we do not take any marketing speak for granted, we gave the Triumph Motorcycles CEO Nick Bloor a call. Here’s what he has to say: “It has been truly exciting to see the progress made during phase 3 of Project Triumph TE 1 with the final prototype motorcycle now going into real life testing. Everyone involved at Triumph is proud to have been part of this innovative British collaboration. Personally, I am thrilled with the results we have already achieved with our partners, and the exciting preview of the potential electric future to come. We look forward to continuing the ambitious and innovative work on the TE-1 demonstrator prototype through the live testing phase and sharing the outcome with Triumph fans across the world.”
The demonstrator bike is now undergoing final battery level validation and calibration to ensure the performance results meet best-in-class power and energy density targets and for the rider, ensuring there is no compromise in performance at low levels of charge.

Our point of view
BikeBrewers are deeply rooted in the custom scene. We are purebred petrolheads by definition.
Still, we do recognize that electric is an important factor in future mobility. We are regularly testing electric bikes and are in general quite enthusiastic about the experiences we have had. There are quite a number of road tests on electric motorcycles scheduled for 2022 and we will continue to report and share our findings.

But truth be told, after each electric adventure our hearts jump with joy each time we get back on our loud, smelly and noisy machines.
That is just us speaking though.

What we REALLY want to know is how YOU feel about all this!
Please share your uncensored comments on this bike and riding electric with us.
We have some nice give-aways in store for the best comments.

More background on WAE can be found here

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Review: 2021 BMW S1000R

Ron Betist — Mon, 08 Mar 2021 06:45:46 +0000

Faster, lighter & meaner
Custom bikes will always at the core of BikeBrewers existence. But almost every custom art piece spawns from something that was produced by a motorcycle manufacturer. We feel it is only right to occasionally highlight new models we consider to be cool enough to be seen among all those magnificent custom dreams.

In this piece our Spanish Brewer Thierry Tronquit Prats zooms in on a new Bavarian brew: the 2021 BMW S1000R.

Going back in time
It all started in 1992, when BMW developed the R1100RS which developed 90hp and 95 Nm of torque. The engine was a 1085cc air-cooled boxer with a top speed of 218 kph for 239 kg. It was a half-faired naked machine which at that time was very aerodynamic. As the years went by, BMW enhanced the bike by making it lighter, improving the boxer engine and aerodynamics.

In 2009, BMW launched the S1000RR ditching the boxer engine and replacing it with a 999cc inline-four configuration which had an output of 193 hp and a maximum torque of 112 Nm. The claimed top speed was 305 kph. The motorcycle featured a dry weight of 183 kg and it featured electronics like Race ABS, DTC, and a couple of rider aids. Since then, the S1000RR has gotten lighter, faster, more powerful and loaded with the latest technology.

A few years later, we have ridden into the year 2014 now, BMW launched the naked version of this powerful super-bike called the S1000R sharing the engine, gearbox, frame, suspension and fitting straight bars. In one word: INSANE!

Six years later, BMW have revamped their roadster based on the 2021 S1000RR. It is lighter, faster and is equipped with even more power. This is a super high tech machine filled to the brim with modern technology such as ABS Pro, Dynamic Traction Control (DTC), full LED lighting and much, much more. Just as you may expect from the German technicians.

Power center
Let’s talk about the engine. It’s the same inline 4 you will find in the S1000RR but with a slightly different configuration … a more linear power delivery! It produces 165Hp available at 11.000rpm with a torque of 114Nm available at 9.250rpm. BMW has also modified the gearbox making the 4th, 5th and 6th speeds longer lowering consumption and the level of noise. For the first time, they have also added the engine drag torque control (MSR) so that the back-wheel won’t skid when you are brutally accelerating or violently down shifting.

Frame
How about the frame and the swingarm? The frame called Flex Frame is completely new and is not as wide as before therefore giving the pilot a better position and more freedom to move around. The suspended swingarm has been taken from the S 1000 RR and the spring strut with Full Floater Pro kinematics is now positioned considerably further from the swingarm and engine axle. This prevents the motor from overheating due to residual heat and ensures an even more stable temperature behavior and an even more constant damping response. In combination with the swingarm, which has its roots in motorsport, this results in increased grip and less tire wear.

Of course, the 2021 S1000R model comes with the latest technology. Its equipped with DTC (dynamic traction control), ABS Pro, which also works when you need to brake while in a curve, and three driving modes: Rain, Road and Dynamic. The Dynamic Pro is an open map that you can adjust to your preferences with the MSR (engine drag torque control) and the DBC (Dynamic Braking Control) which will help you in case of an emergency braking.

At the controls
Regarding the TFT screen, it comes with a 6.5 inches screen for better reading and more information. The rider can choose from different displays depending on the purpose. The Pure Driving display, for example, provides all the information needed for normal highway driving, while another center display show displays for lean angle, deceleration and traction control.

A Bluetooth smartphone interface is already included as standard to enable app-based arrow navigation. The TFT screen is conveniently operated from the handlebar by means of the multi-controller. The optional M package provides a third center display with a display bar and lap timer.

Brighten up your day
The new S1000R uses state-of-the-art LED technology: new LED headlight with optimized low beam and high beam; newly designed LED turn indicators and taillights. The rear indicators have been adopted from the S 1000 RR and feature an integrated tail / brake light function. Safety in night driving is ensured by the adaptive turning light, which is a component of the Headlight Pro as a factory option. The rider benefits from better road lighting when cornering to make night riding even safer.

Let’s finish the review of the BMW S1000R by talking about its design which is more dynamic and remains faithful to its appearance “tail up – nose down”. Pure power with an aggressive look putting more weight on the front tire for better handling. It comes in different color schemes keeping the sporty and dynamic appearance.

Thierry only has one question for BMW: When can we test ride it on a track?

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Brough Superior; Rolls Royce of motorcycles

Ron Betist — Wed, 03 Mar 2021 05:45:10 +0000

The Roll Royce of motorcycles
Every serious motorcyclist will have heard the name at one point in his life: ‘Brough Superior’.
George Brough was the son of William Brough, an English motorcycle producer who had been building motorbikes in England since the turn of the century.

But growing up between motorcycle parts George wanted more and was ambitious enough to start his own brand just after the war in 1919. The son was convinced he could improve on his father’s designs, and made sure all motorcycles produced in his factory were high performance and of superior quality.

To achieve this all motorcycles were actually assembled twice. The first round was to make sure all parts fitted properly, whereas the second and final build was after all materials that needed to be painted or plated had been given the required treatment. After that all machines were test ridden to make sure they performed up to specifications.

It goes without saying that the Brough Superior were expensive and clients came mostly from higher echelons in British society.

Lawrence of Arabia: Eternal Brough Superior icon
Lawrence of Arabia, also known as Thomas Edward Lawrence or T.E Shaw (when he enrolled in the
Royal Air Force), was a British author. He owned no less than seven Brough Superiors. He was a fanatical rider. His Broughs were so important to him that he used to write about them in letters and in his books. The ultimate brand ambassador. Each of his Broughs was given a name that was similar to a royal lineage, going from George I to George VII.

In his book The Mint, Lawrence dedicated an entire chapter (The Road) to the pleasure he had of riding across England in the morning to get the best ingredients for a brunch.
This chapter is still considered as one of the most beautiful odes to riding motorcycles.

Ton up
Brough Superior was the first brand to have produced motorcycles that could go ‘Ton up’ (above 100 mph) even before the expression became common in the British café racer scene in the sixties.

The original factory produced motorcycles between 1919 and 1940. After the war it ceased production. It was not until 2014 when a by French motorcycle expert Thierry Henriette bought the rights to the brand name.

Presenting ‘The Lawrence’
After relaunching the iconic brand with Lawrence of Arabia’s legendary ‘S.S.100’ in collaboration with Aston Martin to create the only existing bike of the brand, French owned Brough Superior decided to set out to produce the most high end motorcycle of the world, the “Lawrence”.

In line with the original way of producing more than a century ago, modern day Brough superiors are also hand-built using only the best materials available (titanium, carbon fibre, aluminium), the production of the Lawrence benefited from the excellent network within the French aeronautical while it was being developed.

Launch delayed
A highly anticipated revelation of the bike was scheduled for the EICMA 2020 fair in Milan, but the show was cancelled due to the outbreak of the COVID-19 pandemic.

The Lawrence was only recently released to the public online.

This new model represents a milestone for Brough Superior. Inspired by the mechanical architecture
of the S.S.100, the Lawrence has unique curves that were only possible to be created by using
carbon fibre. The frame of the motorcycle is in titanium, and its fork is a Fior type in aluminium.

The engine has entirely been developed internally by the Brough Superior engineers. The production
technology and the engineering skills that are required to build this bike partly come from the
aeronautical industry that is very influential in the region of Toulouse, France. The world’s leading
spaceships, satellites and aircrafts are also produced in the same region.

Limited edition
The original brand only manufactured only 3.048 motorcycles during the factory’s lifetime.
Only 188 editions of this 21st century edition will be produced. The number 188 is echoing the
birth date of T.E. Lawrence: 1888.

With the high standard of quality it is hardly surprising the price tag is in the upper regions as well. The French factory has set it around 66 000 euros, the definite price depending on local taxes.

The proud owners of the brand name describe the birthplace of their latest brainchild as “a mesmerizing place where ideas take shape into beautiful objects.”
Each part of a Brough is thought, drawn and designed by the Factory’s engineers and designers. It is
then hand-built with the finest existing materials by Brough Superior’s craftsmen.
Welders, polishers, painters and saddlers are working in harmony within the headquarters of the
company.
Some parts like wheels and swingarms are cnc-ed by local machinist partners. Their expertise allows Brough Superior to meet the same quality requirements as in the aeronautical industry.

The BikeBrewers team is in high anticipation of an invite to travel to the South of France and fly this baby around in the lovely French countryside in search of the right ingredients for a decent picnic.

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