The Honda City wasn’t the only vehicle the Japanese automaker attached a turbocharger to in 1982 – that year it also introduced the CX500 Turbo and created the first turbocharged production motorcycle in the process.

Honda’s alliance with turbocharged motorcycles was short-lived, and after following Honda into the fray, the industry as a whole quickly returned to naturally aspirated. But in a decade known for its excesses, the CX500 Turbo and the CX650 Turbo that replaced it a year later were remarkably restrained.

Surprisingly perhaps, this high-performance technology was not used on a superbike, but on a sports tourer. Nor did Honda use an inline-four, or even a parallel-twin, but a relatively low-tech 80-degree V-twin – although the key to the bike’s tractability and reliability is fuel injection. programmed fuel from Honda. The CX500 was Honda’s first bike to use this technology, and it would soon permeate many other models across the Honda empire.

“It was built largely for the US market,” says Graham Jones-Ellis of the UK Honda Turbo Association. “They were sold in the UK, but in much smaller numbers – we think there are only around 50 left, while most of the 650 will be US imports.” Around 350 Turbos are thought to have arrived in the UK in total, around a tenth of the US allocation.

While the Turbos might have had American cruising in mind, even in modest condition they offered a useful performance boost over the stock V-twin, with the engine going from 48 horsepower to 80, with the 650 hitting 99 hp.

“They’re pretty quick,” Jones-Ellis said. “Obviously you have all the restrictions of the 1982 brakes and the 1982 suspension. But they are still great fun to ride.

This dual purpose was confusing for the press. Reviewers couldn’t decide if it was a sport bike, given its performance potential, or a tourer, with its larger frame, tall fairing and shaft drive.

The waters were even murkier because while factory turbocharging was in its infancy, the aftermarket had already taken the lead in this area, pushing the bikes to significant horsepower figures but with a little less concern for the maneuverability.

“Most of the aftermarket kits were way too big for the bikes, and on the big engines too, like the 1100cc,” Jones-Ellis recalls. “You would have an absolute monster in a straight line, but they were almost impossible to ride. While Honda wanted the bikes to actually run, so they tried to make the most of a small engine and a small turbo. These motorcycles produce a lot of torque at very low rpm, and that’s the real difference.The torque curve is very flat.

Response was also good, with the small engine running a reasonable 7.2:1 compression ratio (8:1 for the CX650) and short exhaust channels ensuring the turbo spools up quickly. The response isn’t quite on par with a naturally aspirated bike, but as Jones-Ellis says, “it’s definitely not bad.”

However, other Japanese brands haven’t quite followed Honda’s lead with their own bikes. “They all jumped on the bandwagon – Kawasaki was the last to drop turbocharging, but the Suzuki and Yamaha were more like add-ons. It’s probably a bit unfair, but they weren’t designed very well. … »

Expensive to manufacture and often unreliable, Jones believes that these later bikes soured the market for turbocharged motorcycles somewhat and burst the brief bubble – while offering little tangible benefit over a conventional bike. Honda’s step into the relative unknown was rewarded with just two years of sales – one for the CX500 and another for the CX650.

Jones-Ellis had no particular interest in bikes originally, but after joining the club after spending time socializing with friends, he took the plunge—and now his CX500 is a keeper.

“It’s been extremely reliable,” he says, having recently proven it during a cycling tour of Norway. “There are some very minor faults that are easy to fix, and lots of parts are still available. They have these old computer-controlled electronics, and it’s like the size of a little novel—but most of these bikes still have their stock computers, and even their stock turbos.

In fact, aside from the wiring slowly degrading over time, it looks like Honda’s first try at the motorcycle turbocharger is no more troublesome than an old Super Cub. Fuel injection helps, giving the CXs an edge over carbureted Suzukis and Yamahas, and as high-end bikes at the time, the brakes and suspension are good too—for their day, at least.

It’s a mark of how much owners appreciate the bikes that Jones-Ellis feels several club members have more than one hidden away. It may really be a CX500 or CX650 Turbo, rather than a Motocompo portable bike, which would be the perfect addition to a Honda City Turbo in an enthusiast’s garage…

Read more

The Honda Gold Wing was flawed, but also distinctly special
Superbike, super price: Honda RC30 sells for £65,000
Kawasaki’s KR-1 was a temperamental failure…but a fantastic pleasure

The Ultimate motorcycling Yamaha Ténéré 700 Project Bike came with a 0.8-inch lowering from stock, just enough to keep me tiptoe clear when stationary. However, less than an inch of lowering results in the kickstand holding the bike nearly upright, or at least that’s what it seems like when I get on and off carefully. I tipped to the high side several times because I couldn’t be sure quickly enough. Even taking care to find level locations before dismounting, such as at a gas station pump, the Ténéré 700 would fall off the high side due to a gust of wind.The solution to the problem is a shorter kickstand, but how much shorter? The AltRider adjustable aluminum side stand has seven length settings over a three-inch range, from one inch longer than stock to two inches shorter. The wide adjustment range satisfies riders who have lowered their Ténéré 700, as well as riders with long adventure bike legs. The stock kickstand is too short on a raised Ténéré 700, causing the bike to lean excessively. If I use 80/20 street tires my lean angle will be different than when I ride new high studs. When my panniers are fully loaded and I have camping gear strapped to the back of the bike, the angle of the kickstand changes.Installation is simple, although it does require some planning. The crutch swap took me about 30 minutes including stopping to take pictures. You start by removing the original kickstand. The two main bolts that hold the stock kickstand on are threaded and are under the bike facing you if you are working from the kickstand side. For those of you with a bike lift, this will be an easier job. If you don’t have a lift, you’ll need to secure your bike vertically and keep it from rolling while you release these bolts. If you can reach the bolts with your bike on its center stand, block the front end so you don’t move the bike from the stand when you release the bolts. You need three tools for installation: a 10mm hex driver, plus 2.5. mm and 4 mm hex keys.Alt Rider includes a spring puller in the kit, and it works great. The greater tension of the AltRider spring is evident when you stretch it out to catch the pin on the kickstand, and safety glasses are mandatory. Be aware of the location of the side stand switch rotation pin. It’s tiny and easily missed. Notice how the pin fits into the pivot base of your current side stand; make sure you put it in the new AltRider kickstand in the same orientation.Deploying the AltRider adjustable side stand requires a heel hold of the stand, as there’s no need to step out to hook your heel – I missed it the first time due to muscle memory. However, I haven’t missed it since I saw that it is enough for my heel to move a little deeper into the swingarm. When deployed, the convex bottom of the huge foot does a good job of self-leveling for maximum stability. Fixed-length crutches are the one-size-fits-all solution to a multi-variable problem. After installation, your tilt angle is unchangeable. The fixed-length “down” kickstands are just a bit too short for my liking, making it difficult to straighten my bike when I parked on a slight incline with a full tank of gas and a padded tank bag. I wanted something between stock and lowered fixed length. With an adjustable kickstand, I can adjust the length to my preference.The $175 price tag for the AltRider Adjustable Aluminum Side Stand is $56 more than the Camel ADV Products T7 Camel Toe Side Stand I tested earlier in the life of the Ultimate Motorcycling Yamaha Ténéré 700 project bike. , if you need tuning, the AltRider unit is well worth the premium. Like all products from this Seattle-based company, the kickstand is built to handle the rigors of off-road use, and there’s a Honda Africa Twin version to boot. to the Ténéré 700 model that I tested. The adjustability of the AltRider Adjustable Aluminum Side Stand sets it apart from other kickstands.

AltRider Adjustable Aluminum Side Stand Review Photo Gallery

Airbag technology is commonplace in cars, trucks and other four-wheeled vehicles in 2022. In the motorcycle realm, airbag safety systems are more often worn by riders on their bodies, rather than considered technology equipped on the motorcycles themselves. The Honda Gold Wing is a notable exception, of course, but it’s nowhere near as common on bikes as it is on cars, these days.

However, some major OEMs are trying to change that. In November 2021, Piaggio and automotive airbag manufacturer Autoliv announced that they had signed a joint development agreement to create an airbag system for two-wheeled vehicles. Now that it’s November 2022, it looks like Yamaha is also looking into the possibility of developing its own motorcycle airbag system.

“Yes, we are looking at airbags for motorcycles. Already some companies have made announcements and several others are mobilizing for this development. I believe some are already in the market, and we are also developing this as well. But we are not in able to establish a roadmap for its launch now,” Heiji Maruyama, general manager of Yamaha’s technical research and development center, told Autocar Professional.

He went on to describe the differences between airbag systems and other supplemental safety systems in cars, and how they compare to motorcycles. On bikes, of course, the form factor is very different, as is the size. Other considerations with cyclists include the fact that seat belts are not involved on bicycles, and cyclists also, by necessity, tend to move around in their seats much more frequently than drivers and passengers in bicycles. cars. This, in turn, can make it more difficult to formulate a protection system that adequately improves driver safety.

Still, Maruyama said, considering all the different factors involved is necessary—and Yamaha will do its best to research and fix those issues. In November 2021, Honda issued a statement regarding its goal of achieving zero fatal accidents by 2050– and it’s a sentiment that Maruyama echoed in terms of Yamaha’s efforts.

Elsewhere in the interview, Maruyama said that “our goal is to put the technology into a small machine, and technically speaking we have reached a very advanced stage.” While it’s still unclear exactly when or how Yamaha might share these developments with the public, we look forward to seeing the progress Team Blue has made in the not-too-distant future.

But while the Yamaha rider was by far the best rider this weekend, his three race victories were not enough to prevent the WorldSBK championship from changing hands.

Two second places in the distance races and a fourth in the Superpole Race for Ducati’s Alvaro Bautista were enough for the former MotoGP rider to wrap up the title with one round to go.

Razgatlioglu enjoyed a close-to-the-race battle with Jonathan Rea and Bautista before coming clear thanks to consecutive fastest laps in the closing stages.

Once again showing relentless speed, Razgatlioglu dominated all but one of the sessions taking pole, the fastest lap of three races and three wins.

“Qualifying, fastest laps, three race wins, everything, I couldn’t do more,” Razgatlioglu said. “I explain this weekend first – we were very strong from the start and I always say I need three wins here because it was the last chance for me.

“I gave it my all this weekend, especially the last race I had with Alvaro but I said [to myself] “I have to win this race”.

“After passing Alvaro I pushed again and rode more calmly. I also saw the fastest lap – 32.7s – I’m really happy when I saw that. I won three times and that’s amazing to me.

“I wasn’t watching the championship and I just tried to win. Anyway, congratulations to Alvaro! It’s been a good season for him and also congratulations to Ducati who are very fast.”

After sending his congratulations to Bautista and Ducati, Razgatlioglu then pointed to Yamaha and what needs to be improved for 2023.

Razgatlioglu added: “Next year we will try again to do our best. We need to improve the bike and also the power. We need more power.

“Now I’m focusing on next year because we need a good bike and a more powerful bike. Then we’ll fight for the championship again.”

Where did Razgatlioglu lose the WorldSBK title?

While Razgatlioglu has done very little harm throughout the year, in fact the Turkish star was arguably better than his title-winning season in 2021, the Yamaha rider dropped huge chunks of points at Assen, Misano, Magny-Cours and San Juan, which could have prevented Bautista from winning the title in Mandalika, if at all.

Only one was Razgatlioglu’s mistake when he crashed at San Juan, the other three included a racing incident with Rea at Assen and problems with his R1 at Magny-Cours and Misano.

Bautista only had one incident that saw him fail to score, which was an accident at Donington Park.

“This year, Alvaro in the first races wasn’t looking at me, he was just riding his bike,” Razgatlioglu said. “I’m always focused on Alvaro because he’s quick, we’ve known that since 2019.

“When I started fighting with Alvaro – okay, the start of the season was not good for me because I felt the bike was not like last year, but after improving the bike , I started to fight for the championship again.

“Yes, we crashed with Jonny, but it was a racing accident, and after two years I made a mistake.

“I crashed in Argentina but I was just fighting for the win. Why did I crash? It’s because I only live for the win, not the second, not the third. But now I’m very happy.”

In times not so long ago, metric cruisers were often considered the pariahs of the motorcycle world.

If you look at the used market, or at least the bottom of the used market, you can easily see why. Most of them are clunky, with too much chrome and no power to talk about. Although they were and still are reliable, even in good condition, they have no real value.

Metric cruisers have come a long way. Today they are no longer cheap and chintzy imitators, they have their own style and are not only able to go with their American-made counterparts.

Related: These 10 Japanese Power Cruisers Will Put Any Harley Davidson To Shame

8/8 Triumph Bonneville Bobber

Triumph has been getting stronger and stronger lately and now has a motorcycle in just about every segment, and if the rumors are true, then that range will soon include a dirt bike and an electric motorcycle.

Their staple, however, has been their heritage bikes, and the Bobber is arguably one of the best heritage motorcycles on the market today. Abundant power from a 1200cc parallel twin and sporty handling make it a popular choice among enthusiasts.

7/8 Honda Shadow

While the new Rebel is very good, the Shadow has its number in one key area, a V-twin engine. Even though it’s liquid-cooled, it’s much more cruiser-like.

Like most new bikes, the Rebel gets a parallel twin, but the old Shadow that has been around for ages still looks great, especially in red, white and blue. It is still one of the best Japanese cruisers.

Related: 10 things you need to know before buying a Honda Shadow RS VT750RS

6/8 Ducati Diavel

The Diavel is between the power-cruiser and the extra-long sportbike. What it is though, is pure distillation genius. Well, at least the second generation is.

The first-generation Diavels had their fair share of issues, just like just about any Ducati, but the second generation, equipped with the 1262cc engine, is next level. Faster to 60 mph than most sportbikes and more nimble than any similar power-cruiser, this is one of those bikes anyone could grow to love.

Related: Here’s how the Ducati Diavel 1260 balances muscle and agility

5/8 BMW R18

While not everyone is sold on this massive air-cooled boxer twin, it produces similar torque to similarly spec Harley-Davidsons and looks just as good. Their heritage design effectively blends classic cruisers and classic BMWs.

With the German manufacturer, you’ll get top-notch engineering, and even though it’s a stripped-down model, you’ll still benefit from their technology and an incredible dealer network. BMW clearly wanted to do business with this bike and focused much of its marketing energy on highlighting the size of this engine. Time will tell if people are ready to opt for a boxer brief.

4/8 Triumph Rocket 3

Melting a face of 163 pound-feet of torque, you could quickly consider this 2458cc behemoth a random act of madness. Especially when you realize it’s a triple.

It’s a motorcycle though, and it’s also a cruiser. A big, bold cruiser that’s both fun to drive and well made. It boasts exceptional fit and finish, as well as its renowned refueling.

Related: Why the Triumph Rocket 3 221 Special Edition is the most impressive motorcycle today

3/8 Moto Guzzi V9 Bobber

After effectively disappearing for a while, Moto Guzzi is making quite a successful comeback. The V9 stays true to its heritage theme and adds some cruiser elements.

It has their unusual, but characteristic, 90-degree transverse V-twin that produces a healthy 65 horsepower and 54 pound-feet of torque, which is respectable considering its size. Reliability issues may be valid though, and the dealership network isn’t great, so you’ll have to decide if it’s worth it or not.

2/8 Honda Valkyrie Rune

In a completely unusual move, Honda, known for making affordable and efficient motorcycles, did this amazing thing. The Rune is basically a custom bike, just mass-produced.

These bikes would have cost around $100,000 to make, meaning they lost about $75,000 on each sale. It is one of those legendary bikes that will certainly become more and more valuable over time.

1/8 Yamaha Road Star Warrior

After fumbling with their solid, but less than spectacular V Star bikesYamaha came out of nowhere when they produced the Road Star Warrior.

Japanese bikes with long names are usually more flattering to deceive, but that’s definitely not the case. Equipped with a 1670cc air-cooled V-twin that delivers over 100 pounds of torque, this power cruiser also features sporty motorcycle suspension and a lightweight aluminum frame.

Every year motorcycle manufacturers spend millions on research and development. Sometimes the result is improved performance and technology. Sometimes that means we have a whole new drool bike that’s revolutionizing the industry. And then sometimes the result is a bike that completely disappoints. The design may not be attractive, the performance may not be exciting, or it may be uncomfortable. Then finally, sometimes there is nothing wrong with the bike. Instead, the manufacturer fails the bike. Maybe the marketing wasn’t what it should have been. Perhaps the timing of the release was not suited to market conditions. These ten production motorcycles from brands like Ducati, KTMand even Honda are the biggest flops in recent history.

Related: Top 10 most expensive motorcycles in 2022

10/10 2005-2010 Ducati Sport Classic Sport 1000S

When you look at Ducati’s lineup, it’s hard to imagine the company ever producing a motorcycle flop. Interestingly, the the bike fell apart when it was released but gained strong popularity. In recent years, the result is a booming second-hand market. With that in mind, you could say the bike was ahead of its time. The 992cc air-cooled V-twin engine ran very well and the bike handled well on the road. While the double seat was comfortable, the single seat was not. Many claim that the styling and performance of the bike surpasses any modern scrambler on the market. So it’s a shame that Ducati abandoned the bike so quickly.

9/10 2008-2010KTM RC8

This bike was doomed from the start, with multiple production delays and dismal sales performance. Then, during the development and production process, the regulations changed and this bike became unsuitable for its racing purpose. The RC8 is like the first pancake. It was KTM’s first attempt at a superbike, and it wasn’t quite up to standard. KTM did it fast but then produced highly successful superbikes that won MotoGP. KTM fans argue that a revival is long overdue. A newer version of the bike with KTM’s knowledge would produce a high-quality bike that would definitely be a winner.

Related: The history of KTM

8/10 1979 Honda NR500

This disappointing bike might be Honda’s biggest mistake. As one of Japan’s great manufacturers, the company has achieved many successes. Unfortunately, this pioneering four-stroke engine was not a hot sell for riders. The bike had no chance of going through the research and development phase. Honda tried to make a four-stroke engine more powerful than the dominant two-strokes at the time. However, a plethora of regulations hampered Honda’s efforts. Many initial ideas and integrations were rejected. The result was a mechanically unreliable bike that was difficult to work on. Finally, the bike came out of Honda’s race development team. Track bikes are push-started. This feature does not work on city streets and quickly became unpopular.

7/10 2001 Moto Guzzi V11

The Moto Guzzi V11 might be an unexpected addition to the list. Today, it is one of Moto Guzzi’s best-selling bikes. However, it didn’t start that way. When it first hit the market, it was terribly undernourished. It also had a retro cafe racer style that the world just wasn’t ready for yet. The vintage and retro trend hadn’t arrived yet, so this bike didn’t garner the following the company was hoping for. It took several years for the specs of the bike to improve and the market to want its unique style. Today, the bike is doing much better in a market that lends itself to it.

Related: Top 10 longest motorcycles

6/10 2011-2012 MV Agusta Brutale 920

It’s a hard road for MV Agusta. Manufacturers love Aprilia and Ducati dominate the market as Italian motorcycle experts. MV Agusta tries so hard but always seems to miss the mark. The Brutale 920 is an example. Interestingly, the bike came out during Harley’s tenure as trademark owner. Interesting way, the Brutale has impressive stats and a smooth yet powerful engine. Unfortunately, the bike was introduced to the market as an entry-level bike. However, its performance capabilities and price were anything but entry-level. Harley also sabotaged the release by backing up and shifting just before its US launch.

5/10 2001-2003 Aprilia Futura RST1000

The problem with the Futura RST1000 is Aprilia’s aggressive growth rate. The company thought it had a winner with the bike and its big V-twin engine. It was a chance to compete against Ducati and Honda, which it saw as its main competitors. However, the bike never gained traction in the global market. Aprilia then doubled its bet by continuing to produce more expensive and faulty models year after year. The bikes had good ergonomics and design, but riders preferred the Honda VFR800 with its own V4 engine. It had everything the Futura had and was more affordable.

Related: Top 10 Sport Bikes Under $15,000 in 2022

4/10 Harley-Davidson XR1200

Harley dominates the American motorcycle market. However, he always struggled to replicate that success in Europe. The XR1200 was Harley’s attempt to appeal to the European rider market while staying true to Harley’s roots. The bike itself looked good and ran well. However, the American pilots were not interested and the European pilots did not want it either. She could have done better, but Harley didn’t give her enough marketing support in the United States. As for the European market, the bike was still too heavy to compete with the tastes that preferred the lighter bikes that dominated the market. Fortunately, Harley learned its lesson and produced more globally appealing motorcycles.

3/10 Yamaha MT-01

Starting with the obvious, the Yamaha MT-01 is like the Mr. Potato Head of motorcycles. Yamaha took parts from all his other bikes to put this one together piecemeal. The result is a bike that is not very comfortable to sit on. The tank is too wide and the pegs are in the wrong place. However, the most disappointing feature of the bike is the engine performance. It’s a massive 1670cc V-twin engine, but the tuning is all torque and no speed. The sound is also a huge disappointment. He looks more like a purring kitten than a roaring lion.

Related: The new Yamaha MT-07 is ready to take on the Honda Hornet CB750

2/10 Husqvarna Nuda 900

Sometimes bike flops just don’t make sense, and the Husqvarna Nuda 900 is one of them. The The Husqvarna brand has had a turbulent journey of ownership changes and struggles. For a certain time, BMW owned the company, and during that time produced the Nuda 900. Unfortunately, the bike had dismal sales and just flopped in the market. However, the bike itself was not that great. It had a well-equipped engine, Brembo brakes and many impressive features you would expect from a BMW-produced motorcycle. Eventually Husqvarna was sold, and today the Super Duke is just a modern iteration of this super bike.

1/10 Buell 1125CR

Harley got involved with Buell during a time of extreme struggle and escalated the situation. It’s when the 1125CR was born and eventually became one of the worst bikes with the Buell name. Cycling is incredibly uncomfortable, with a super low handlebar that forces you to sit too far forward. Then there’s the clumsy design of the fairings. Finally, the bikes never stood a chance as they were pushed between a set of chrome cruisers at Harley dealerships. The Buell company keeps coming back, so hopefully a decent looking and capable bike comes out of it.

The latest published study on the Global Electric Bike Service Certification Market by AMA Research assesses the market size, trend and forecast till 2027. The Electric Bike Service Certification market study covers important research data and proves to be a handy reference document for managers, analysts, industry experts, and other key people to have a ready-to-access, self-analyzed study to help understand the market trends, growth drivers, upcoming opportunities and challenges and about competitors.
Key players in this report include:
Robert Bosch GmbH (Germany), Cytech Coatings Pvt Ltd (UK), Light Electric Vehicle Association (USA), REV Electric Bikes (Australia), Yamaha Motor Co., Ltd. (Japan), BionX International Corporation (Canada), Derby Cycle AG (Germany), Trek Bicycle Corporation (USA), Fuji Ta Bicycle (China)

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The electric bike service certification provides access to the necessary services in the electric bike, it proves the authenticity of the service and helps in the after-sales and sales services. It is widely used by dealers and retailers to provide several regulated information. With the growing number of electric bicycle production and demand, the market for electric bicycle service certification will increase. The certification is provided in different types of e-bikes such as hybrid e-bikes, off-road e-bikes, e-cargo and others.

Market trends:
Emerging Technology Advancements in E-Bike Service Certification

Market factors:
The growing demand for the electric bicycle in the world
The need for restoration and maintenance requires service certification

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Rising demand for e-bike will drive e-bike service certification market

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by application (dealers, retailers), e-bike system class (class 1, class 2, class 3), service (sales services, after-sales services), e-bike (hybrid/commuter e-bikes, all-electric e-bikes -terrain, E-cargo, Folding E-bikes, Others)

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The Middle East and Africa (South Africa, Saudi Arabia, United Arab Emirates, Israel, Egypt, etc.)
North America (United States, Mexico and Canada)
South America (Brazil, Venezuela, Argentina, Ecuador, Peru, Colombia, etc.)
Europe (Turkey, Spain, Turkey, Netherlands Denmark, Belgium, Switzerland, Germany, Russia UK, Italy, France, etc.)
Asia-Pacific (Taiwan, Hong Kong, Singapore, Vietnam, China, Malaysia, Japan, Philippines, Korea, Thailand, India, Indonesia and Australia).

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To carefully analyze and forecast the Electric Bike Service Certification market size by value and volume.
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Electric Bike Service Certification Market Research Coverage:
It includes major manufacturers, emerging player’s growth story, and major business segments of Electric Bike Service Certification market, years considered, and research objectives. Further, segmentation based on product type, application, and technology.
Executive Summary of Electric Bicycle Service Certification Market: It provides a summary of overall studies, growth rate, available market, competitive landscape, market drivers, trends and issues, and macroscopic indicators.
Electric Bike Service Certification Market Production by Region Electric Bike Service Certification Market profile of manufacturers-players is studied on the basis of SWOT, their products, production, value, their finances and other vital factors.

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Overview, Definition and Classification of Electric Bike Service Certification Market Drivers and Barriers
Electric Bike Service Certification Market Competition by Manufacturers
Impact Analysis of COVID-19 on Electric Bike Service Certification Market
Electric Bike Service Certification Capacity, Production, Revenue (Value) by Region (2021-2027)
Electric Bike Service Certification Supply (Production), Consumption, Export, Import by Region (2021-2027)
Electric Bike Service Certification Production, Revenue (Value), Price Trend by Type
Electric Bike Service Certification Market Analysis by Application {Dealers, Retailers}
Electric Bike Service Certification Manufacturers Profiles/Analysis Electric Bike Service Certification Manufacturing Cost Analysis, Supply Chain/Industry Analysis, Sourcing Strategy and Downstream Buyers, Marketing
Strategy by major manufacturers/players, standardization of connected distributors/traders, regulatory and collaborative initiatives, industry roadmap and analysis of value chain market effect factors.

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Answers to key questions
How feasible is the e-bike service certification market for long-term investment?
What are the factors influencing the demand for e-bike service certification in the near future?
What is the impact analysis of various factors on the growth of the Global Electric Bike Service Certification Market?
What are the recent regional market trends and how successful are they?

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About the Author:
Advance Market Analytics is a global market research industry leader that provides quantified B2B research to Fortune 500 companies on emerging, high-growth opportunities that will impact over 80% of global business revenue.
Our analyst tracks high growth study with detailed and in-depth statistical analysis of market trends and dynamics that provides a comprehensive overview of the industry. We follow a thorough research methodology coupled with critical insights related to industry factors and market forces to generate the best value for our clients. We provide reliable primary and secondary data sources, our analysts and consultants obtain informative and usable data tailored to the business needs of our clients. The research study enables clients to achieve varied market objectives ranging from global footprint expansion to supply chain optimization and competitor profiling to mergers and acquisitions.

This press release was published on openPR.

28.10.2022 |
MotoGP staff |
MotoGP

Yamaha MotoGP boss Lin Jarvis was full of praise for Monster Energy rider Fabio Quartararo’s performance in Malaysia on Sunday.

With the MotoGP title still mathematically up for grabs as the 2022 season draws to a close in Valencia next week, Jarvis was all smiles after the Frenchman’s return from 12th on the grid to third on the Sepang podium, an impressive effort even without broken sound. major.

“We are still in the game! Yamaha’s MD happily confirmed. “We have to settle for that. You never know but of course it is clear that we have to win the race which is not easy and our competitors must have some kind of bad luck which is not the ideal way to win but hey, in this game, anything can happen. ”

While 23 points leave Ducati title hopeful Pecco Bagnaia a near-shoo-in for this season’s crown, Valencia are known for throwing a curve ball. Yamaha have been through heartache in the past, especially when Valentino Rossi crashed in the 2006 fight.

“I remember going to Valencia in 2006,” Jarvis continued. “We were very yellow – we were the Camel Yamaha team. Valentino was going there, it should have been a formality of sorts, to win the race and the unthinkable happened. Vale fell and Nicky [Hayden] went with the title so I know Valencia is a very tough track. Everything can happen!

“He’s very happy,” he continued of Quartararo’s performance in Malaysia. “This track is not so easy for us, number one. To be 12th on the grid and finish third is something. To ride with a broken finger and get that result is impressive.

“You could see today that he was riding his way again, in his style. Smooth and precise, so I think that gave him a big confidence boost and it’s all to play for.

Italian motorcycle parts and accessories specialist Athena has introduced a new big bore cylinder kit for the Yamaha YZ450F. Designed for riders looking to take their dirt bike to the next level, the kit is a bolt-on application that claims to improve engine efficiency, performance and response. Compatible with all Yamaha YZ450F models from 2020 to 2022, Athena bore kits are designed and manufactured in Italy.

According Athena, the Big Bore Kit can be installed without making any crankcase modifications. The kit consists of a lightweight forged piston, an aluminum cylinder head with a self-lubricating, anti-seize coating on the inside, and all gaskets and hardware needed for installation. Power gains are pegged to a six-horsepower increase, thanks to the bigger bore that’s been stretched to 102 millimeters. Additionally, the forged piston and reinforced inner cylinder walls help reduce friction, increasing engine efficiency and life.

The company says the big-bore kit has undergone rigorous dyno and track testing and delivered significant performance improvements, though Athena won’t provide exact numbers other than the six-horsepower gain. It also states that the engine compression ratio is slightly increased as a result of the upgrade. Athena’s Big Bore cylinder kit is available for 740.99 euros, which works out to around 738 USD.

For those looking for a more modest upgrade to their bike, Athena also offers a standard bore upgrade that follows the same specs as the stock engine. In this kit, the engine is reinforced for improved efficiency and longevity with a forged aluminum piston that has a molybdenum disulfide coating that reduces friction, improving performance and efficiency. Athena’s standard bore kit for the Yamaha YZ450F sells for 547.99 euros, or about US$546.

Having been the fastest driver throughout practice, Razgatlioglu was once again the man to beat in qualifying as he outclassed title rivals Jonathan Rea and Alvaro Bautista to claim his third pole position of the 2022 season.

The Turkish runner was quickly taken out of the blocks during the 20-minute session, diving straight into the 1.36m bracket to set a new circuit record at the Argentinian site.

The 1m37.687 lap he set in his first run was more than half a second quicker than he achieved in the third practice session earlier on Saturday, and put him three tenths ahead of Loris Baz and Jonathan Rea halfway through the session.

There were major improvements across the board as the riders returned to the track for the final minutes of qualifying, with Bautista being the first to dethrone Razgatlioglu on the factory Ducati with a time of 1m36.671s.

Rea was the next driver on a fast lap and found a huge time from his first run, taking provisional pole by two tenths of a second.

However, Razgatlioglu left his best for last and, after crossing the line seconds before the checkered flag fell, he was able to secure his first pole position since Assen in April with a time of 1m36.216s. .

The record lap was more than two-tenths faster than what Rea managed on his Kawasaki, with Bautista finishing a similar margin behind in third, as the three championship contenders locked down the front row again in WSBK.

Iker Lecuona put in a strong performance aboard the factory Honda to set the fourth fastest time, albeit seven tenths on Razgatlioglu, while BMW also had a positive performance as Scott Redding qualified fifth on the factory M1000RR in front of Baz’s Bonovo satellite bike. .

Baz crashed late but was able to get back on the bike, finishing 0.004s behind the next independent rider in order, Axel Bassani on the Motocorsa Ducati.

The top 10 was completed by Ducati rider Michael Ruben Rinaldi, Kawasaki’s Alex Lowes and Honda’s Xavi Vierge, with Lowes dropping from fourth to ninth after failing to improve in his first race.

Andrea Locatelli (Yamaha) and Michael van der Mark (BMW) missed out on a place in the top three rows on their respective works bikes, finishing 11th and 14th respectively.

Argentina WSBK – Qualifying results: