        We anticipated the news in recent weeks, but now comes official confirmation. The 2024 road racing season will see Ian Hutchinson back in action, full-time, as he tackles the biggest international events. &ldquo;Hutchy&rdquo; has undergone medical checks and has now been given the OK by doctors to compete in the world&rsquo;s most extreme road racing discipline. Hutchinson and team Padgett's together again The 44-year-old, already a legend in the road racing world, will be wearing the colours of a team with which he has already written an important page in the history books. We&rsquo;re talking about team Padgett's Racing, with which he will compete in both the North West 200 and the Tourist Trophy, riding the Honda CBR1000RR-R Fireblade SP and CBR600RR fielded by Clive Padgett&rsquo;s squad. It was with Padgett's that Hutchinson won all five of the Tourist Trophy races in which he competed in 2010 (Superbike, Senior TT, Superstock and both Supersport races), setting a record of five wins at a single edition, one that still stands today. Though he has little to prove, considering the sixteen TTs and three North West 200 races he has won to date, climbing back on the Honda of the same team will undoubtedly motivate &ldquo;Hutchy&rdquo;, who may well make life difficult for the likes of Hickman, Dunlop, Harrison and Todd, around the Triangle Circuit but particularly on the Mountain Course.       

After a year&rsquo;s enforced break, &ldquo;Hutchy&rdquo; is set to return to road racing with the very team with which he won five TT races in 2010

Road Races, official: Ian Hutchinson returns to racing with team Padgett's

        This is Bautista&rsquo;s championship to lose. People started to say this last year after Magny-Cours, the Spaniard having left the French track with a 30-point lead before heading into a triple-header of favourable tracks, or rather Barcelona, Portimao and Villicum. And it has now become something of a mantra during this 2023 season. Eighteen races into the season and Alvaro has won sixteen, his remaining results a second place in the Superpole Race at Donington and a crash at Mandalika. The Spaniard leads the way in the standings with a 93-point lead over Toprak Razgatlioglu, an impressive advantage, yes, but not a record in SBK, in fact this kind of deficit has been made up in the past, a fact that might leave his rivals with at least a little hope. Bautista impressive but the record season was 2003 Alvaro Bautista&rsquo;s performance so far might look like the best ever start to a SBK season but this is in fact not the case. If we go back exactly 20 years, to 2003, the fans were still reliving that last lap duel between Colin Edwards and Troy Bayliss at Imola. But both riders switched paddocks come the end of 2002, moving to MotoGP with varying degrees of success. And in SBK Ducati debuted the brand-new 999R F03, very different to the &ldquo;perfect series&rdquo; designed by Sergio Robbiano under the guidance of Massimo Tamburini. The 999 designed by South African Pierre Terblanche never won a place in the heart of the ducatisti but still now, twenty years later and despite new regulations, it continues to hold a record that will be hard to repeat. The Bolognese manufacturer chose Neil Hodgson to ride on the Ducati Fila team alongside Ruben Xaus. The English rider seized the opportunity and after finishing third in the 2002 championship, 226 points behind Colin Edwards, he began a new &lsquo;factory&rsquo; life and began to win big. &nbsp;Aboard the 999R F03, Neil Hodgson appeared unbeatable, the Brit winning eleven of the first twelve races and was only stopped by James Toseland in race 2 at Oschersleben. Neil left Silverstone after the sixth race weekend with 295 points out of a possible 300. He was followed in the standings by &lsquo;the pianist&rsquo;, although he had been less consistent, reaching the podium on just five occasions and slipping back to find himself 130 points behind the frontrunner after just six weekends. 137 points behind Hodgson was his team-mate Ruben Xaus, with six podiums but also two DNFs to his name. Neil would go on to win two more races and score six more second-place finishes, building a 140-point lead after Brands Hatch. The Englishman won the title at Assen thanks to a second place in race 1 behind Toseland, rounding out the season with a 103-point lead over the man who would replace him on the factory Ducati the following year. The American who beat the Japanese Back in that magical 2003 season, Ducati had nine bikes finish inside the top ten, with only Gregorio Lavilla, now the WorldSBK Executive Director, able to break the trend by placing fifth aboard the Suzuki. But there were other seasons in which the championships looked to be decided after just six rounds. In 2005 Troy Corser and Suzuki lay 73 points ahead of Chris Vermeulen, and the following year Troy Bayliss left Misano 94 points in front of Noriyuki Haga. In 2015 Jonathan Rea and Leon Haslam were separated by 101 points in what was the Northern Irishman&rsquo;s first year on the factory Kawasaki. He did it again in 2018, when he built a 64-point lead over Chaz Davies. Going further back in time to 2011, Carlos Checa lay 72 points ahead of Max Biaggi in the year he scored Ducati&rsquo;s last SBK title prior to Bautista&rsquo;s win last year. But in 2009, &ldquo;Nitro Nori&rdquo; Haga, who had moved from Yamaha to the factory Ducati 1098 in place of Troy Bayliss, held an 85 point lead over team-mate Michael Fabrizio although neither of the pair went on to become champion. The 2009 season was memorable for several reasons. The Ducati rider, thanks also to the many mistakes made by rookie Ben Spies in the early rounds, won six of the first twelve races and finished second in another five. The American won the five races in which Haga places second but crashed four times, slipping back to third in the standings after twelve races, 88 points behind Nitro Nori. But then, during the second half of the season, Spies won nine races and the Japanese rider only two. By Portimao the latter was lying just ten points ahead of the American. With a &ldquo;harakiri&rdquo; that was not uncommon throughout his career, Haga crashed in race 1, gifting Ben Spies the win. The American then managed this advantage in race 2 to secure the title, a first for him and Yamaha. Given the shape of Alvaro Bautista and the Panigale V4 R right now, it&rsquo;s hard to imagine Toprak Razgatlioglu making a similar comeback, but if there&rsquo;s one rider who could do it today, it would be the Turk.       

The Spaniard holds a 93-point lead but this is not a record and there are those &lsquo;in red&rsquo; who have been able to make up an 88 point deficit in the past

Does Bautista have the championship in hand? A look at the records and “almost” impossibile comebacks

        The Spaniard began his world championship racing career in 2008, when he debuted in the 125 class aboard a team Repsol KTM. Time has passed since then and Marc has achieved incredible results, as well as becoming one of the highest paid motorcyclists in history. According to reports by Cuatro.com, Marquez has a net worth of roughly 80 million Euro. Let&rsquo;s take a closer look. Marc Marquez&rsquo;s salary Over the sixteen seasons in which he&rsquo;s competed in the world championship, Marc&rsquo;s salary has grown in line with his results. For a rider who went from being Moto2 world champion in 2012 to MotoGP rookie of the year the very next year, we&rsquo;d expect nothing less. The Repsol Honda rider earns 12.5 million Euro per season with his race&nbsp;contract alone, which sees him tied to the Japanese manufacturer for at least two more seasons. Added to this are all numerous advertising deals, with Red Bull, Estrella Galicia, Alianz and Tissot, which will give him earnings of roughly 40 million Euro by 2024. As for race bonuses, Marc earns 570,450 Euro for a single race win. And if he were to win the world title, the Spaniard would bank an additional 1.4 million Euro. Marc Marquez&rsquo;s home A few years ago, the multi-titled champion moved from his hometown of Cervera to Madrid, along with brother Alex. There he has a home worth 10 milion Euro, a 1,300 sqm villa with seven bedrooms. In addition, Marc is building a villa in Cervera, to which he may return once he retires from racing. Marquez&rsquo;s cars The garage of such a fantastic house calls for an impressive fleet and the Spaniard doesn&rsquo;t disappoint in this regard, owning an M6 Coup&eacute; (2013), M4 Coup&eacute; (2014), M6 Cabriolet (2015), M2 Coup&eacute; (2016), M4 CS (2017), M3 CS (2018) and an X4 M (2019), as well as various Honda Civics, the so-called &lsquo;company cars&rsquo;. In addition to the cars, Marc has various enduro and trials bikes that he uses for training, as well as several Specialized bicycles. Marc Marquez&rsquo;s watches Marc also has an impressive collection of watches. The Spaniard owns 61 Tissots, many of which he has gained, as we know, as a result of scoring pole position in the championship.       

With eight world titles to his name, can you guess as to his net worth? Read on to find out!

MotoGP, here’s what Marc Marquez earns

        A big comeback was called for after a six-year absence and the Caschi d&rsquo;Oro awards more than lived up to our expectations. The 43rd edition of the Motosprint-branded event had it all, with a ceremony that spanned the ages, from the triumphs of Giacomo Agostini and the MV to the latest feats of Pecco Bagnaia on the Ducati. Both champions were in attendance at the motorcycle magazine&rsquo;s gala celebration. A magical evening that was staged at the wonderful Galli theatre in Rimini. Displayed outside the venue were legendary bikes including Agostini&rsquo;s MV Agusta 500 and Michele Rinaldi&rsquo;s Suzuki MX, while a number of champions took to the stage &ndash; starting with Agostini himself &ndash; representing a very impressive number of world titles between them, 60 in all. The perfect blend of past, present and future then, on a journey that began in the 70s &ndash; with recognition of the father of Italian motocross Emilio Ostorero &ndash; and moved swiftly through the decades, acknowledging a wide range of riders. Bagnaia and more besides &ndash; the future is now  It&rsquo;s not often you&rsquo;ll find Giacomo Agostini chatting with two young champs like Guido Pini and Gabriel Fabio Vuono, both keen to hear trade secrets from a legend. &ldquo;Try to stop at 14 titles though&rdquo; Ago smiled (although we know how jealously he guards his record) while speaking to the admiring youngsters. The two-stroke age continued with the likes of Loris Capirossi and Max Biaggi. The latter received an award for his career but also for his speed record &ndash; 470.2 km/h &ndash; set just six months ago. &ldquo;I had to stop during one record attempt as the helmet starts to disintegrate around 400 km/h. You need different equipment for this kind of challenge&rdquo;. A memorable journey through the ages, all the way up to the present &ndash; and future &ndash; of Italian motorcycling. First to receive their trophies were local heroes Enea Bastianini and Marco Bezzecchi, both keen to continue setting MotoGP alight, and then it was the turn of Pecco Bagnaia, the new number one of MotoGP, both physically and metaphorically. &ldquo;I immediately felt at home on the factory team&rdquo;, comments Enea, &ldquo;much better than I expected. I&rsquo;m ready&rdquo;. From Cairoli to Verona  Bastianini used the Rimini stage to formally announce his title aspirations, something that would see him lift his second world trophy. A feat previously achieved by Manuel Poggiali, another of the champions who received an award and who stood out for his very stylish tuxedo. Then there were riders who appeared via video link, like the 2022 Superbike and MXGP champions Alvaro Bautista and Tim Gajser, who had similar thoughts. &ldquo;I received my first Casco d&rsquo;Oro sixteen years ago, so it&rsquo;s moving to receive a second&rdquo;, commented the Spaniard. &ldquo;It&rsquo;s a special prize that many of the champions I admire have received in the past&rdquo;, noted the Slovenian, one of the big new names in MX following the retirement of Tony Cairoli, who himself received an award for the nine world titles achieved throughout his career. Tony's off-road successor, albeit in a different discipline, is Andrea Verona, the EnduroGP champion at just 23, a phenomenal talent who is also humble. Talent, titles and smiling faces... These were the ingredients that went into the evening, reminding us just how motorcycling can move us. Just as we, at Motosprint, will continue to move you with the strength of our passion.       

A journey into motorcycling&rsquo;s past, present and future &ndash; from the legend that is Agostini to the aspirations of Bagnaia and the dreams of young champs Vuono and Pini

Motosprint Caschi D’Oro Awards: our celebration of number ones

In motorcycling, when mere mortals move to a new category, they usually need time to adapt to the bike, the competition, and the class itself. But this isn&rsquo;t the case for Pedro Acosta who, at just sixteen years of age, landed in the Moto3 world championship and immediately reached the podium, before going on to win the second race of the season. His performance was nothing short of masterful, the rider starting from pitlane before crossing the line first.  His inspiration  The Mazarr&oacute;n rider has continued to stand out, scoring a further three wins and earning points whenever a victory hasn&rsquo;t been possible. He enjoys the summer break as championship leader, 48 points ahead of second-placed rider Sergio Garcia, and 72 ahead of Dennis Foggia, third. In an interview with MCN, the now 17-year old admits: &ldquo;I&rsquo;d like to be 90% Marc Marquez and bring 10% of the spectacle of Casey Stoner or Kevin Schwantz&rdquo;.  His fellow countryman is his reference: &ldquo;I&rsquo;d take almost everything that M&aacute;rquez has, because when he wins it&rsquo;s because he&rsquo;s stronger. He has something different to other riders. Even in 125, he rode in a different way to everyone else. Studying him has helped me improve my riding&rdquo;. And this, combined with his grit, his hunger and his unquestionable talent, is helping him to write a new page in the motorcycle history books. Incredible, without a doubt.  Translated by Heather Watson  MotoGP, Puig: &ldquo;Marquez? He&rsquo;s riding with an arm and a half&rdquo; 

The young phenomenon has clear ideas about who he wants to emulate, and the eight-time champion is just one of the examples he seeks to follow &nbsp;

Moto3, Acosta: &ldquo;I&rsquo;d like to be 90% Marquez, 10% Stoner or Schwantz&rdquo;

A rider who won the hearts of the Ducatisti and the second Aussie to fly high in WorldSBK, Troy had a less than lucky time in the world championship but it ended with that crazy 2006 Valencia win aboard the Desmosedici GP6, a &lsquo;prize&rsquo; for having won his second WorldSBK title.  Today, Troy Bayliss is a Ducati ambassador and co-owner of the DesmoSport team in ASBK, a team that has been clocking up national titles and that, this season, will field Troy&#39;s son Oli aboard the Panigale V4R.  The early days and the BSB title   Born in Taree on 30 March 1969, Troy&#39;s career was slow to start. He had to start working as a body shop mechanic to make the money to race. In &rsquo;92, at the &lsquo;tender&rsquo; age of 23, he returned to racing after having abandoned it due to a lack of funds. He entered the Australian 250SP championship with a Kawasaki before moving to the 600 class in &lsquo;93.  From &lsquo;94 to &lsquo;95 he competed in the Aussie 600 championship and then moved to Superbike the following year, riding the factory Kawasaki and finishing third overall. This result earned him a wildcard entry in the &lsquo;97 WorldSBK round in his native Australia, where he scored two fifth-place finishes at 28 years of age.  He also competed in the Australian 250 world championship round with a Suzuki, crossing the line sixth.  Age not on his side, the BSB series opened its doors to him. Troy moved to the UK in &rsquo;98 and raced team GSE&rsquo;s Ducati 996. He finished the season eighth overall, enough to be reconfirmed. The Aussie then dominated the 1999 season, scoring seven wins and fourteen podiums to secure the British title.  AMA Superbike and his first world championship stint   His BSB title was enough for Ducati to hire him in 2000. Before fielding him in WorldSBK, Ducati decided to enter him in the American Superbike series with team Vance &amp; Hines. His adventure began with pole in the prestigious Daytona 200, although he was forced to retire from the race when his engine broke. Meanwhile, in WorldSBK, Ducati had a serious problem, as Fogarty&rsquo;s injury in Australia had ruled him out of the title race. Tardozzi and Ciabatti made an urgent call and brought Troy from America to Japan. His debut at Sugo was nothing to write home about, a double DNF in fact. And so Troy returned to America. While Luca Cadalora was brought in for the Donington round, Bayliss was back on board for Ducati&rsquo;s home round of Monza.  The Monza &ldquo;Monster Brake&rdquo;   Bayliss&rsquo; second Superbike chance came at Monza. Troy didn&rsquo;t know the track, the bike, the tyres or the Superpole format, but he was nevertheless able to pull out two fourth-place finishes in the races. The highlight of the round was his exceptional braking that took him from fifth to first after the Prima Variante.  That double fourth was enough for Ducati management to confirm Bayliss for the rest of the season. He scored two wins, at Hockenheim and Brands Hatch, as well as seven additional podiums, to close sixth overall with 243 points.  In 2001 he started the year as the Ducati Infostrada team&rsquo;s main rider alongside Ruben Xaus. Troy had a spectacular season, amassing six wins, fifteen podiums and a first world title. He then dominated the first part of 2002, winning 14 of 18 races. But after the Suzuka 8 Hours, Colin Edwards didn&rsquo;t put a foot wrong while Bayliss suffered a serious setback, forced to retire in race 2 at Assen. Troy finishes the season as runner-up, with 541 points, 11 points behind eventual winner Edwards.  250, MotoGP and the 2006 Valencia win   Having had a taste of the world championship in 97, Troy returned to MotoGP with Ducati in 2003, alongside Loris Capirossi. He scored three podiums and nine top-ten finishes to close sixth overall, with 128 points.  The 2004 season was very difficult for Bayliss, the Desmosedici GP4 proving unmanagable. The Australian only completed half of the races, scoring just one podium at season finale Valencia. He finished the year in 14th place with 71 points.  In 2005 Ducati opted for Carlos Checa and Troy moved to Sito Pons&rsquo; Camel Honda team. His season concluded ahead of time when he fractured his wrist while training. 15th place overall for him that season, with 54 points.  He was back in MotoGP in 2006 for the final Valencia round, a prize for having won the 2006 WorldSBK title with Ducati. This was to be Troy&#39;s first and only MotoGP win, the Aussie dominating the race ahead of team-mate Capirossi, on the day Hayden won the title.  The second &ldquo;stint&rdquo; in Superbike: the 2006 and 2008 titles and retirement   In 2006 Troy returned to Superbike with Ducati and the 999F06 bike, which had already won in 2003 and 2004 with Hodgson and Toseland but struggled against the Honda and Suzuki four-cylinders in 2005. He had an incredible season, scoring twelve wins, sixteen podiums in all, and securing his second world title, three races ahead of schedule.  2007 was a photocopy of 2005, the 999 having reached the end of its development. Troy gave it his all (even a fingertip) as he tried to stick with the very fast Hondas, Yamahas and Suzukis. Despite the Donington crash, after which he had his finger amputated so as to be able to compete at the next round of Valencia, Troy had a solid season, scoring six wins and thirteen podiums in all. He finished the year fourth with 372 points, 43 points behind champion Toseland.  Over the winter of 2007, Troy announced that 2008 would be his final season. Ducati presented the 1098, the weapon with which Bayliss would attempt to secure a third title. He started the year with five wins across the first four rounds. The year was not without its setbacks, with five zeros in all, but despite this, Troy was soon celebrating his third world title at the penultimate French round, while the Portimao season finale saw him round out the year with a double win.  Bayliss retired from the Superbike championship with three world titles, 52 race wins and 94 podiums in 156 races.&nbsp;  Recent years   Having hung up his helmet, Troy continued on as a Ducati test rider, taking to the track with new WorldSBK modes and serving as a global Ducati ambassador.  In 2015 the factory Aruba Ducati team called on him to replace injured Davide Giugliano for the SBK rounds in Australia and Thailand. He scored 15 points across the four races, the points scored in race 1 in Australia making him the second oldest rider to have earned Superbike points, at the age of 45, 10 months and 8 days, behind only Frantisek Mrazek who scored points at Mosport in 91 at the age of 55 and 25 days.  After race 2 at Buriram, Troy announced his definitive retirement from WorldSBK, but he did compete in the 2018 ASBK championship.  Translated by Heather Watson  Troy Bayliss: &ldquo;MotoGP is becoming more like Moto3&rdquo;  As of 2016, he is active with Ducati in ASBK as the co-owner of team DesmoSport. 

Following on from Corser and Vermeulen, here&rsquo;s another member of the &ldquo;Australian Collective&rdquo; or rather the most successful Australian WorldSBK rider, who cut off his finger to continue racing and won the final MotoGP race of 2006 with Ducati

Whatever happened to: Troy Bayliss

        Rather than the Rossi-Biaggi rivalry, from 2003 to mid-2005 MotoGP was all about the competition between the Doctor and Sete Gibernau, two episodes in particular standing out in history, or rather Losail 2004 and Jerez 2005. While Losail 2004 damaged relations between the Gresini riders, who had been cordial up until that point, it was Jerez and that famous last gasp tussle that really put a wall between the pair, who didn&rsquo;t speak again after that day. But first things first, let&rsquo;s look at what happened at the race sixteen years ago. Losail, 2004 - the starting grid scandal and Sete&rsquo;s win   In 2004, MotoGP took to the Losail track for the first time, racing during the day. What set things off was Valentino&rsquo;s grid spot. The Doctor finished qualifying in eighth place and after the session, his crew, perhaps unbeknowst to the Italian rider, went out on track to &lsquo;lay rubber down&rsquo; in his starting spot, ahead of the next day&rsquo;s race. Somebody talked and in the end both Rossi and Biaggi (who appeared to have done the same thing as Vale) had to start from the back of the grid, in 23rd and 24th. Pole position went to the other Yamaha, Checa, while Sete qualified on the front row. Gibernau won the race on Sunday while Rossi crashed out after just five laps, also injuring the little finger on his right hand. It all finished &ldquo;there&rdquo; with Valentino&rsquo;s usual lightheartedness after the race and gags with his fan club involving a broom and bucket to &lsquo;clean the track&rsquo; and a shirt with the words &ldquo;la rapida&rdquo;. Jerez, 2005 - the walls come up   In 2005 the title fight between Valentino Rossi, factory Yamaha rider, and Sete Gibernau, factory Honda rider with team Gresini, was relaunched. Jerez was the first race of the season. Valentino and Sete battled it out from start to finish, trying to get the better of each other through every turn. It all came down to the final lap. Rossa went long at turn 6, Dry Sac, and Gibernau moved back into the lead. Valentino didn't give in and remained glued to the Spaniard until the final turn, or &lsquo;last chance&rsquo; corner. Gibernau closed the door but left a tiny hole which Rossi, coming off the brakes, was able to find a way into. The pair connected and it was the Spaniard who came off worse, ending up in the gravel outside the last turn. He was able to stay on the bike though and crossed the line second. In parc ferm&eacute; he refused to speak to Valentino, holding the arm that had been involved in the contact.  Translated by Heather Watson MotoGP: Valentino Rossi&rsquo;s gift to Razlan Razali       

Just after the Spaniard&rsquo;s 48th birthday, we look back at two of the episodes that symbolise the pair's MotoGP rivalry between 2003 and mid-2005

Losail 2004 and Jerez 2005: the Rossi-Gibernau rivalry

Dopo l'inizio della stagione a Jerez de la Frontera il Supermoto World Championship ha vissuto quasi un mese di pausa ed ora &egrave; pronto per il secondo round che si terr&agrave; sempre in Spagna, ad Albaida. E' l<span title="It is going be the first time that the track of Albaida hosts a S1GP and everybody is very excited for the response of the fans, as well as the new track with 820 metres of asphalt and 290 metres of offroad. ">a prima volta che la pista di Albaida ospita il mondiale Supermoto e tutti sono molto curiosi sulla risposta dei tifosi, cos&igrave; sulla nuova pista, con 820 metri di asfalto e 290 metri di fuoristrada. <span title="A lots of works have been made to host the S1GP, S2 and three class of SM Spanish Championship this upcoming week-end, an huge enthusiasm for S1GP of Comunitat Valenciana that will become a steady appointment for every years. ">Molti lavori sono stati fatti per ospitare la S1GP, la S2 e tri classe di&nbsp; Campionato Spagnolo SM, con un entusiasmo enorme per l' S1GP della Comunit&agrave; Valenciana che diventer&agrave; un appuntamento costante ogni anno. Il pilota ufficiale TM Thomas Chareyre ha lasciato il GP di Spagna con la tabella rossa e conduce la classifica S1GP con 50 punti. Il francese &egrave; stato infatti imbattuto nel primo Gran Premio della stagione e ha vinto entrambe le manche con grande autorit&agrave;. Il suo obiettivo per questo fine settimana &egrave; quello di confermare la sua leadership. <span title="TM Degasoline Marc Reiner Schmidt had not fantastic qualification in Jerez but on Sunday he had a great performance and he ended in second, now he wants prove to everybody that he is ready to win the Title also in S1GP after have won the European last season. "><span title="TM Degasoline Marc Reiner Schmidt had not fantastic qualification in Jerez but on Sunday he had a great performance and he ended in second, now he wants prove to everybody that he is ready to win the Title also in S1GP after have won the European last season. ">Marc Reiner Schmidt della TM Degasoline non ha fatto delle fantastiche qualifiche a Jerez, ma la domenica ha esordito con una grande prestazione e si ha concluso in seconda piazza. Ora vuole dimostrare a tutti che &egrave; pronto a vincere il titolo anche in S1GP dopo aver vinto l'ultima stagione europea. Altri candidati per le prime posizioni sono Lukas H&ouml;llbacher su Husqvarna, che ha chiuso sul podio nell'ultima gara e far&agrave; del suo meglio per confermare la sua posizione e Pavel Kejmar su KTM MTR, che ha testato la pista in questi giorni e il suo obiettivo &egrave; quello di ripetere la sua prima posizione come in Colombia l'anno scorso. <span title="Fifth position in World Championship Standings is for APRILIA Fast Wheels Asseri Kingelin followed by the home riders SUZUKI Grau Jose Luis Hernandez and David Gimenez who will count with the publics&rsquo; support to improve their positions. ">Quinta posizione nel campionato del mondo per l'Aprilia Fast Wheels di Asseri Kingelin seguita dai piloti di Suzuki Grau, Jose Luis Hernandez e David Gimenez che possono contare sul sostegno del pubblico. In totale, sedici piloti provenienti da otto diversi Paesi e sei Costruttori sono pronti a dare il meglio in terra valenciana. Fiammetta La Guidara

Questo weekend sul circuito spagnolo approder&agrave; per la prima volta il Mondiale Supermoto. Tutti contro Thomas Chareyre, leader a pieni punti dopo Jerez

Mondiale Supermoto: il 2&deg; round a Albaida

Sedicimila tifosi hanno assistito al primo round del FIM CEV Repsol sul circuito di Valencia. <span title="With everything in their favour, Ram&iacute;rez and Toba took wins in the Moto3&trade; Junior World Championship, as did Granado and Odendaal in the Moto2&trade; European Championship, Scheib in the Superbike European Championship and Carrau in the Kawasaki Z Cup.&lt;/p&gt;&lt;br /&gt; &lt;p&gt;">Ram&iacute;rez e Toba hanno conquistato le vittorie nel Campionato del Mondo Moto3 Junior, mentre Granado e Odendaal hanno vinto nell'Europeo Moto2 e Scheib nell' Europeo Superbike. Tanta adrenalina fin da gara1 con i giovanissimi protagonisti della Moto3: Jaume Masia su Honda &egrave; balzato subito al comando dalla sesta posizione in griglia, ma poi Lorenzo Dalla Porta su Husqvarna &egrave; passato in tesat seguito da Dennis Foggia, marcors Ramirez e dai due piloti del team Asia Kaito Toba e Ayumu Sasaki. Mentre davanti continuavano a scambiarsi posizioni, Marcos Ramirez ha atteso fino a pochi giri dalla fine per andare ad attaccare. Ed &egrave; riuscito a passare al comando conquistando la vittoria. In gara2 Marcos Ramirez e Kaito Toba hanno girato subito con un ottimo passo che gli ha consentito di guadagnare un buon margine sugli inseguitori e di contendersi la testa della gara. Alle loro spalle Rory Skinner, Dennis Foggia, Lorenzo Dalla Porta, Makar Iurchenko e Jeremy Alcoba hanno lottato per la terza posizione. Alla fine ha vinto Toba davanti a Ramirez e Dalla Porta. Nell'Europeo Moto2 vittoria per Eric Granado in gara1 e per Steven Odendaal in gara2, mentre nella Superbike continentale doppietta per Maximilian Scheib. Qui tutti i risultati. Fiammetta La Guidara

Sedicimila tifosi hanno assistito al primo round del FIM CEV Repsol a Valencia. Ram&iacute;rez e Toba hanno conquistato le vittorie nel mondiale Moto3 Junior

CEV: Ramirez e Toba a Valencia

      Motosprint.it vi&nbsp;offre tutte&nbsp;le prove su strada e verit&agrave; di moto e scooter. Tutti i modelli pi&ugrave; importanti. Per Aprilia, BMW, Ducati, Harley, Honda, Kawasaski, Ktm, Moto Guzzi, MV, Norton, Piaggio, Peugeot, Suzuki, Triumph, Yamaha ... e le altre.  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Da Aprilia a .... Yamaha i test verit&agrave; e su strada

Prove moto e scooter by Motosprint.it

  Suzuki Italia ha comunicato che per il secondo anno consecutivo prender&agrave; il via il Trofeo monomarca Gladius Cup.  La competizione quest&rsquo;anno sar&agrave; gestita direttamente dalla Federazione Motociclistica Italiana (F.M.I.) e si articoler&agrave; in 5 tappe all&rsquo;interno del calendario della Coppa Italia.      &ldquo;La filosofia del Trofeo Gladius &egrave; di offrire il massimo divertimento con costi d&rsquo;iscrizione e di gestione particolarmente contenuti &ndash; ha commentato Haruo Ito, Amministratore Delegato di Suzuki Italia divisione Motocicli e Fuoribordo. "Sono molto soddisfatto che il nostro monomarca veda la attiva collaborazione della Federazione, che dona ulteriore lustro alla Suzuki Gladius Cup.&rdquo;     Con &euro; 2.000,00 (IVA esclusa) il pilota potr&agrave;, infatti, prendere parte alle 5 gare - 2 turni di prove di qualifica il sabato e la gara della domenica - ed equipaggiare la propria moto con il kit tecnico che gi&agrave; da solo ha un valore superiore ai &euro; 2.500,00. I costi si riducono a Euro 1.000,00 (IVA esclusa) per i piloti gi&agrave; in possesso del Kit. Per entrambi un Kit Entry di benvenuto.    Ricco il montepremi che prevede una Suzuki Alto per il primo classificato; al secondo una Suzuki GSR600 e al terzo uno scooter a ruote alte SIXteen 150. Inoltre vincite in denaro ad ogni gara (1&deg; posto Euro 500, 2&deg; Euro 300, 3&deg; Euro 200).         ISCRIZIONE Le iscrizioni apriranno ufficialmente venerd&igrave; 26 febbraio, per un massimo di 36 iscritti. Sar&agrave; possibile partecipare con qualsiasi versione delle Gladius.  PARTNER Confermati i prestigiosi partner tecnici del trofeo: ARROW fornir&agrave; gli impianti di scarico; EURO RACING le sospensioni WP e il kit pedane arretrate; CRUCIATA il codone e il cupolino; MOTUL i lubrificanti. La novit&agrave; assoluta per i pneumatici che saranno DUNLOP (Sportmax GP Racer D211) saranno venduti direttamente in pista dalla Dunlop stessa previa punzonatura al costo di Euro 290,00 IVA e montaggio compresi.  Kit tecnico: &bull;        Sospensione anteriore WP e buono sconto ammortizzatore posteriori WP &bull;        Scarico completo Arrow &bull;        Cupolino, codone, paracolpi Sottocoppa Cruciata &bull;        Kit Pedane, trecce aeronautiche anteriori Euroracing &bull;        Kit adesivi sponsor ufficiali &bull;        Kit abbigliamento paddock Suzuki Tartix &bull;        Buono sconto abbigliamento tecnico Suzuki Italia  &bull;        Materiale pubblicitario (da esporre obbligatoriamente presso la propria struttura durante il weekend di gare)   Kit Entry (solo iscrizione alle gare) &bull;        Kit adesivi sponsor ufficiali &bull;        Kit abbigliamento paddock Suzuki Tartix &bull;        Buono sconto abbigliamento tecnico Suzuki Italia  &bull;        Materiale pubblicitario (da esporre obbligatoriamente presso la propria struttura durante il weekend di gare)    Sar&agrave; inoltre possibile acquistare, presso i concessionari ufficiali Suzuki, ad un prezzo straordinario l&rsquo;abbigliamento tecnico (tuta in pelle Suzuki e guanti abbinati) al vantaggioso prezzo di Euro 500+IVA.   Di seguito le piste che accoglieranno la Suzuki Gladius Cup e relativo calendario gare:  &bull;Misano Adriatico 11 aprile  &bull;Franciacorta 16 maggio  &bull;Misano Adriatico30 maggio  &bull;Mugello01 agosto &bull;Vallelunga12 settembre       &ldquo;La Federazione Motociclistica Italiana &egrave; particolarmente lieta di collaborare strettamente con Suzuki Italia nell&rsquo; organizzazione e nella gestione del trofeo Gladius Cu. &ndash; commenta il Pres. FMI Paolo Sesti. &ndash; Riteniamo infatti che, questo sforzo in comune, costituisca una nuova importante opportunit&agrave; per tutti gli appassionati della velocit&agrave; in pista.  Siamo lieti dunque che anche il marchio Suzuki sia presente nel &ldquo;Sistema CIV 2010&rdquo; insieme a tutte le pi&ugrave; importanti aziende motociclistiche operanti in Italia!&rdquo;.    Ulteriori informazioni, regolamento e scheda d&rsquo;iscrizione sono consultabili e scaricabili on line su www.gladiuscup.it, www.suzuki.it oppure ai numeri 366 6658640, fax 06 32488640, e-mail suzukicup@suzuki.it.

Cinque tappe per la seconda edizione del trofeo monomarca

Al via la Suzuki Gladius Cup

            La Prova              Cittadino Cattivo      Per mettersi contro il pi&ugrave; forte ci vogliono fiducia nei propri mezzi e molta preparazione. La Suzuki ha soddisfatto entrambe le condizioni ed &egrave; salita sul ring con il primo scooter a ruote alte della sua storia: non a caso&nbsp;Sixteen, &ldquo;sedici&rsquo;, come la misura in pollici delle ruote, come l&rsquo;et&agrave; minima per guidare la versione 125 di questa nostra prova. Bersaglio principale non tanto l&rsquo;Honda SH che da tempo immemorabile domina le classifiche di vendita, quanto piuttosto ritagliarsi uno spazio significativo. Che si traduce con &ldquo;piacere&rdquo;, piacere a un buon numero di persone e catturarne il favore nonostante la presenza incombente del mostro sacro, termine di paragone da cui nessun ruote alte pu&ograve; prescindere. Il Sixteen non si propone come un oggetto completamente diverso perch&eacute; la categoria ha i suoi canoni, che sono rigidi, eppure dalla massa si distingue, eccome.                          Esteticamente, soprattutto nella zona dello scudo appuntito e pieno di sagomature che fa il verso al cupolino delle supersportive GSX-R; tecnicamente, perch&eacute; ha il freno a disco posteriore, plus che giustifica il prezzo superiore di 100 euro a quello dell&rsquo;SH sia nella versione 125, sia nell&rsquo;altra di 150 cm3. Volendo sintetizzare si pu&ograve; parlare di un ruote alte dal temperamento sportivo, un cittadino cattivo che non disdegna pieghe n&eacute; allunghi. Le prestazioni sono a livello dei migliori della categoria: quasi 103 km/ h in velocit&agrave; e un filo peggio di 21&rdquo; in accelerazione sui 400 metri. Qualcosina lo si paga sul piano del tiro, perch&eacute; &egrave; un motore grintoso che ama girare un po&rsquo; alto e per questo non &egrave; immediato nella risposta quando si riapre da basso regime, ma resta un motore brillante e piacevole, adatto soprattutto al pubblico giovane che sulla manetta non ama fare economia. Forse &egrave; per questo che facilmente ci si ritrova a saettare tra una curva e l&rsquo;altra, nello stretto, tenendo velocit&agrave; di percorrenza insospettate.                      Per questo, e per il fatto che il Sixteen &egrave; divertente: avantreno solido, un gran bell&rsquo;appoggio che invita a piegare con fiducia. Nei cambi di direzione veloci richiede un&rsquo;azione energica ma &egrave; precisissimo e d&agrave; tanta sicurezza. E chiude anche bene le traiettorie. Forse non &egrave; l&rsquo;uso per cui il Suzuki a ruote alte &egrave; stato pensato, ma siccome guidare non &egrave; solo spostarsi... perch&eacute; non approfittarne? Del resto l&rsquo;agilit&agrave; in mezzo al traffico &egrave; un dato quasi scontato, viste le dimensioni contenute, cos&igrave; come sono scontate la facilit&agrave; di parcheggio e di manovra: peso contenuto, altezza da terra a misura di uomo... normale. E poca protezione, non solo perch&eacute; da buon ruote alte non ha il parabrezza ma perch&eacute; il profilo dello scudo porta a qualche vortice sulle gambe. Comunque, divertimento a parte, resta un &ldquo;cittadino&rdquo;, per cui le sospensioni sono tarate per i centri storici: morbide, comode sul pav&eacute; e un po&rsquo; meno sulle buche che non riescono ad assorbire totalmente. Affondano e se si spinge il passo gli ammortizzatori &ldquo;pompano&rdquo;, come su tutti i mezzi di questa categoria, ma la situazione resta ben controllabile e comunque &egrave; anche grazie a questa morbidezza che il Sixteen perdona gli errori e si lascia correggere di buon grado. Oltre ad essere confortevole nell&rsquo;uso di tutti i giorni La frenata &egrave; molto pronta nell&rsquo;attacco, poi sembra non particolarmente energica e invece basta stringere con pi&ugrave; decisione per ottenere spazi di arresto eccellenti: da 60 km/h bastano 13 metri per fermarsi. Perfetto per quella citt&agrave; che resta l&rsquo;habitat naturale di uno scooter eccellente, caratterizzato da una posizione di guida naturale e leggermente puntata sull&rsquo;anteriore, per maggiore reattivit&agrave;. Bene, infine, anche l&rsquo;ergonomia dei comandi e il cruscotto sott&rsquo;occhio e ben leggibile.                                                  I nostri rilevamenti              Velocit&agrave; max      102,8 Km/h        Accellerazione da fermo                  Distanza in metri        0-400        0-1000                    Tempo in secondi        21"31        49"26                    Velocit&agrave; in uscita in Km/h        93,4        101,4                            Variazione velocit&agrave; in Km/h        0-50        0-100                    Tempo in secondi        4"72        37"07                    Distanza in metri        39,3        826,1              Ripresa da 50Km/h                  Distanza in metri        0-400        0-1000                    Tempo in secondi        18"13        39"76                    Velocit&agrave; in uscita in Km/h        95,3        101,7                            Variazione velocit&agrave; in Km/h        50-100                    Tempo in secondi        24"95                    Distanza in metri        584,1              Scarto al tachimetro                  Velocit&agrave; Indicata        50 km/h        100 km/h                    Velocit&agrave; effettiva        47,5 km/h        91,3 km/h              Frenata                  da 60 km/h        da 100 km/h                    13,2 metri        39,8 metri              Peso effettivo                  Con il pieno di carburante        Asse anteriore        Asse posteriore                    140,6        56,6        84,0                        Il Banco              Potenza massima      9,82 CV (7,22 kW) a 8200 giri minuto (effettiva alla ruota)              Coppia massima      0,90 Kgm (8,80 Nm) a 6.750 giriminuto (effettiva alla ruota)        &nbsp;            Identikit                      Motore        Monocilindrico orizzontale, quattro tempi, raffreddato a liquido. Cilindrata 124,1 cm3. Alesaggio e corsa 53,5 x 55,2 mm. Rapporto di compressione 11,5: 1. Distribuzione monoalbero a camme in testa, due valvole. Alimentazione a iniezione elettronica. Accensione elettronica transistorizzata. Lubrificazione forzata a carter umido con pompa trocoidale. Avviamento elettrico.                    Trasmissione        Primaria a cinghia con variatore continuo, riduzione finale a ingranaggi. Frizione centrifuga                    Ciclistica        Telaio monoculla sdoppiata in tubi di acciaio. Sospensioni: anteriore forcella teleidraulica; posteriore gruppo motore- tramissione oscillante, braccio ausiliario e due ammortizzatori idraulici regolabili nel precarico molla. Freni a intervento combinato: anteriore un disco di 220 mm &Oslash; con pinza a tre pistoncini; posteriore disco di 220 mm &Oslash; con pinza a singolo pistoncino. Pneumatici: anteriore 100/ 80- 16&rdquo;, posteriore                    Dimensioni        Interasse 1.385 mm, lunghezza 2.060 mm, larghezza 740 mm, altezza 1.145 mm, sella 800 mm. Angolo cannotto 25-, avancorsa 68,5 mm. Serbatoio carburante 8,5 litri                        La tecnica              Vince sempre la semplicit&agrave;      Esteticamente moderno e aggressivo, sotto la &ldquo;pelle&rdquo; molto tradizionale perch&eacute; la categoria ha confini precisi e il pi&ugrave; rigoroso &egrave; quello del prezzo: dunque vince la semplicit&agrave;, perch&eacute; la complicazione costa e pu&ograve; rompersi, perdipi&ugrave; su uno scooter cos&igrave; proprio non &egrave; necessaria. Quindi il motore &egrave; tradizionalissimo e ancor pi&ugrave; semplice di quello dei Burgman di analoga cilindrata. Non &egrave; una versione coi carter allungati per alloggiare la ruota di maggior diametro, 16&rdquo;: &egrave; stato progettato ex novo, un monocilindrico due valvole - gli altri Suzuki ne hanno quattro - con la distribuzione monoalbero a camme in testa comandata da catena. L&rsquo;albero a camme &egrave; su cuscinetti, non era necessaria la sofisticazione di un appoggio diretto sull&rsquo;alluminio della testata che richiede materiali e lavorazioni pi&ugrave; pretenziosi, ed il variatore &egrave; a tre masse. L&rsquo;alimentazione naturalmente &egrave; ad iniezione ma qui l&rsquo;iniettore &egrave; posizionato nel collettore, non nel corpo farfallato come avviene pi&ugrave; spesso, per avere maggiore velocit&agrave; di ingresso del flusso.      Per quanto riguarda il raffreddamento a liquido e la lubrificazione a carter umido, infine, la pompa dell&rsquo;acqua e quella dell&rsquo;olio sono coassiali, comandate dall&rsquo;albero motore per mezzo di una catena. All&rsquo;insegna del classico anche la ciclistica, telaio monoculla sdoppiata in tubi, sospensioni convenzionalissime e naturalmente ruote di 16&rdquo;. Per&ograve; i dischi freno sono due, uno davanti e uno dietro, entrambi di 220 mm &Oslash;, e con sistema ad intervento combinato. Nella media della categoria sia la cura costruttiva, sia la dotazione: cruscotto piacevole con le informazioni solite, vano sottosella ad apertura centralizzata per un casco demi-jet, gancio appendiborsa, cassettino nel controscudo e pedane del passeggero estraibili. In pi&ugrave;, il sistema che permette di occludere la serratura di contatto, ad ulteriore protezione contro il furto. Per evitare che il Sixteen piaccia... pi&ugrave; del lecito.                  La pagella                                Linea          8                    Nulla di rivoluzionario ma piacevole e con una punta di grinta che non sta per niente male.                           Finiture          7,5                    Tutto come dev&rsquo;essere fatto ma niente fronzoli, contenere i prezzi ha le sue regole.                           Componentistica          8                    Idem come sopra: tutto perfetto per un mezzo nato per il diporto.                           Motore          8                    Erogazione pulitissima e prestazioni soddisfacenti, in basso non mozza il fiato.                           Trasmissione          8                    Risposta lenta quando si riapre il gas ma &egrave; per il poco tiro del motore; per il resto, perfetta.                           Sospensioni          8                    Un ottimo compromesso tra comfort e guida per uno scooter da diporto veloce.                           Freni          8,5                    Il disco posteriore non &egrave; solo marketing e i dati della prova di arresto lo dimostrano.                           Strumentazione          8                    Elegante nel disegno, assolutamente tradizionale nella sostanza, abbastanza precisa.                           Comfort          7,5                    Poca protezione ma le sospensioni sono morbide e la guida leggera                           Capacit&agrave; di carico          7,5                    Le ruote alte rubano spazio al vano ma un casco ci sta, ed &egrave; un bel risultato.                           Guida          8,5                    Avantreno solido e buoni limiti di piega: divertirsi si pu&ograve;, anche nel tran tran quotidiano                           In citt&agrave;          9                    Leggero, sagoma stretta, temperamento scattante: il centro &egrave; la sua casa!                           Prezzo          8                    Il giusto per un mezzo decisamente ben riuscito, nel complesso                     

Ruote alte per la citt&agrave; ma con una punta di grinta, nel motore e in frenata

Prova Verit&agrave; - Suzuki Sixteen 125

Mese di Luglio con dati contrastanti per le 2 ruote. Il totale delle immatricolazioni (&gt;50cc) segna una leggera flessione, con 55.088 unit&agrave; (-3,2%). Gli scooter proseguono nel trend di crescita con 42.086 vendite (+5%), ma questa volta non riescono a recuperare i volumi persi dalle moto con 13.002 pezzi, -23% rispetto al luglio 2008.Non realizzano risultati migliori i ciclomotori (=50cc) con 17.206 veicoli (-16,2%), in calo continuo dall&rsquo;inizio dell&rsquo;anno.&nbsp; &nbsp;Il progressivo dei primi 7 mesi del 2009 registra una sostanziale tenuta delle immatricolazioni che arrivano a 295.455 veicoli, -2,4% rispetto all&rsquo;anno scorso, grazie alla significativa ripresa degli scooter che si consolida con 211.517 unit&agrave;&nbsp; (+7,7%). Nel frattempo le moto si fermano a 83.938 pezzi (-21,2%). Mancano all&rsquo;appello oltre 22.000 vendite rispetto allo stesso periodo del 2008. I &ldquo;cinquantini&rdquo;, in assenza di incentivi, subiscono un notevole ridimensionamento con 66.709 registrazioni (-22,1%) e oltre 18 mila pezzi in meno.Ad usufruire efficacemente degli incentivi, pari a 500 euro a fronte di rottamazione di un veicolo EURO zero o EURO 1, sono soprattutto gli scooter di piccola e media cilindrata, aiutati anche da politiche commerciali che sostengono la campagna incentivi. Purtroppo per le moto fino a 60kW non emergono dati incoraggianti. Nonostante l&rsquo;interesse per le moto sia ancora forte nel pubblico, sembra che la situazione economica suggerisca di rimandare l&rsquo;acquisto. L&rsquo;offerta da parte delle Case cerca di venire incontro alle esigenze di veicoli meno estremi e pi&ugrave; versatili, ma nella classifica delle vendite di luglio le prime venti posizioni sono occupate da modelli di scooter. Analizzando i dati per cilindrata si confermano gli incrementi per gli scooter 125cc, con 71.178 pezzi acquistati (+27,6%), e 150-200cc: 47.948 (+25%). Si verifica anche uno spostamento dalle cilindrate intorno a 250cc, in forte calo, verso i 300-400cc, che crescono fino a 68.907 unit&agrave; (+17,5%). In caduta libera i maxiscooter oltre 500cc, solo 1.671 vendite (-54,6%). Nel comparto moto soffrono soprattutto le medie cilindrate, da 600cc (-28,4%), fino a 750cc (-23,7%). La suddivisione per segmenti mette in luce l&rsquo;arretramento delle sportive (-35,7%) e delle enduro stradali (-25,5%). Meno negativo l&rsquo;andamento delle naked&nbsp; (-13,1%), delle supermotard (-17,7%) e delle custom (-18%).Il totale delle 2 ruote a motore (immatricolazioni +50cc) arriva a 362.164 vendite, -6,8% rispetto all&rsquo;anno precedente.Auspichiamo infine che gli incentivi messi a punto con il Ministero dell&rsquo;Ambiente, dedicati alla categoria dei ciclomotori, dei veicoli ibridi ed elettrici e delle bici, possano diventare operativi in settembre, in modo da invertire la tendenza negativa del segmento dei &ldquo;cinquantini&rdquo;.   &nbsp;      Top 30 50 cc    1 Aprilia Scarabeo 50 2t&nbsp; 1.1412 Malaguti Phantom F12 Lc&nbsp; 8443 Piaggio Liberty 50 Rst 4t&nbsp; 8284 Yamaha Aerox Scooter 7495 Piaggio Vespa Lx 50 4v 4t&nbsp; 5316 Piaggio Vespa Lx 50&nbsp; 4917 Kymco Agility 50 R16&nbsp; 4908 Aprilia Sr 50 R&nbsp; 4819 Piaggio Zip 50 2t&nbsp; 47810 Piaggio Nrg Power Dd&nbsp; 47511 Piaggio Liberty 50 4t&nbsp; 45112 Yamaha Bw's&nbsp; 39613 Piaggio Liberty 50 Rst 2t&nbsp; 37314 Aprilia Scarabeo 50 4t&nbsp; 34115 Gilera Runner Rst 50&nbsp; 33916 Malaguti Phantom F12 Ac&nbsp; 31217 Kymco Agility 50&nbsp; 26818 Aprilia Scarabeo 50 4t 4v&nbsp; 24219 Piaggio Liberty 50 2t&nbsp; 20620 Kymco Super 8 50 2t&nbsp; 18221 Piaggio Zip 50 Sp&nbsp; 18122 Peugeot V Clic&nbsp; 17223 Honda Derapage 50 Hm&nbsp; 16424 Sym Symphony 50&nbsp; 16225 Kymco Like 50 4t&nbsp; 15426 Malaguti F10&nbsp; 15227 Piaggio Liberty S 50 4t&nbsp; 15128 Piaggio Vespa S 50&nbsp; 15029 Yamaha Giggle&nbsp; 14030 Kymco Agility Rs 50&nbsp; 139  &nbsp;      Top 30 Moto    1 Kawasaki Z 750&nbsp; 3.8392 Honda Italia Cb 600 F Hornet&nbsp; 2.9733 Ducati M 696&nbsp; 2.9014 Bmw R 1200 Gs&nbsp; 2.7885 Yamaha Xj6-N&nbsp; 2.3986 Kawasaki Er-6n&nbsp; 2.2597 Honda Xl 700 V Transalp&nbsp; 2.0958 Honda Italia Cb 1000 R&nbsp; 1.7639 Suzuki Gsr 600 Naked 1.50910 Suzuki Dl 650 V-Strom&nbsp; 1.34811 Bmw F 800 Gs&nbsp; 1.28312 Yamaha Yzf-R1&nbsp; 1.24413 Bmw R 1200 Gs Adventure&nbsp; 1.14714 Bmw R 1200 R&nbsp; 1.12215 Honda Cbr 1000 Rr&nbsp; 1.10016 Kawasaki Versys&nbsp; 1.09417 Yamaha Yzf-R125&nbsp; 1.05918 Triumph Bonneville&nbsp; 1.05719 Aprilia Dorsoduro 750&nbsp; 1.01520 Ducati Hypermotard 1100&nbsp; 1.00721 Bmw F 800 R&nbsp; 96622 Yamaha Yzf-R6&nbsp; 91123 Yamaha Fz6-N&nbsp; 88124 Suzuki Gladius 650&nbsp; 87025 Honda Cbr 600 Rr&nbsp; 81426 Triumph Street Triple&nbsp; 79827 Yamaha Fz6-S&nbsp; 79128 Ducati Monster 1100&nbsp; 77229 Ducati Streetfighter&nbsp; 76930 Yamaha Mt-03&nbsp; 767  &nbsp;      Top 30 scooter    1 Honda Italia Sh 300&nbsp; 12.0052 Honda Italia Sh 150&nbsp; 11.9263 Honda Italia Sh 125&nbsp; 10.6924 Piaggio Beverly 300 Tourer&nbsp; 10.5025 Yamaha Tmax 500&nbsp; 9.2176 Piaggio Liberty 125 Rst&nbsp; 9.0257 Kymco Agility 125 R16&nbsp; 8.6308 Piaggio Vespa Gts 300 Super&nbsp; 7.7289 Kymco Agility 150 R16&nbsp; 6.54210 Yamaha Xmax 250&nbsp; 6.27811 Piaggio Liberty 150 Rst&nbsp; 4.15412 Honda Sw-T 400&nbsp; 4.06613 Piaggio Vespa Lx 125&nbsp; 3.97814 Yamaha Majesty 400&nbsp; 3.90915 Yamaha X-City 250&nbsp; 3.87516 Kymco People S 200&nbsp; 3.74117 Kymco Xciting R 300 I&nbsp; 2.97618 Aprilia Scarabeo 100 4t&nbsp; 2.54319 Suzuki An 400 Burgman&nbsp; 2.17920 Aprilia Scarabeo 200&nbsp; 2.16621 Sym Symphony 125&nbsp; 2.14122 Piaggio Carnaby 300 Cruiser&nbsp; 2.07023 Kymco People S 125&nbsp; 1.98824 Kymco Like 125&nbsp; 1.96125 Piaggio Beverly 250 Tourer&nbsp; 1.87526 Lml Nv 150&nbsp; 1.86827 Kymco Dink 200 E3&nbsp; 1.85928 Suzuki Sixteen 150&nbsp; 1.85529 Malaguti Centro 160&nbsp; 1.82630 Aprilia Scarabeo 125&nbsp; 1.652

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