Taddy Blazusiak is known for his exceptional riding skills, but even he must have realized that going up against Justin Barcia was not a wise decision. During the GasGas Spice It Up Festival, all the GasGas factory riders, from various disciplines, came together for a grand celebration. As part of the event, they were placed in a ring for a slow race. What unfolded next was quite interesting.
Lamborghini has seen remarkable success, with the company reporting record sales for the first six months of this year. From January to June 2023, a total of 5,341 cars were shipped from Sant’Agata Bolognese, a 4.9 percent increase compared to the same period last year. This rise in sales can be attributed solely to the growing demand for the naturally aspirated V10 Huracan and the high-performance SUV, the Urus, as deliveries of the Revuelto have not yet commenced.
During the first half of 2023, Lamborghini’s largest market was EMEA (Europe, the Middle East, and Africa) with 2,285 cars delivered. America followed with 1,857 units, and Asia Pacific ranked third with 1,199 cars. The United States was the primary single market for the brand, with 1,625 units sold. It was trailed by the UK (514), Germany (511), Chinese mainland, Hong Kong, and Macau (450), Japan (280), and Italy (270).
It is often said that riding a slow bike fast is more enjoyable than riding a fast bike slow. This statement has become a cliché, but for good reason. There is something inherently fun about a bike that doesn’t take itself too seriously. Moreover, small bikes are excellent for learning the ropes of track riding.
Heading to the track is a thrilling experience, but it requires some guidance. It’s not a good idea to show up at a local track day without any knowledge. Fortunately, there are many beginner-friendly track day organizers out there, including the new SoCal-based provider, Compact Octane.
As the name suggests, Compact Octane focuses on keeping things small and simple. This means motorcycles with engines 400cc and below. The organization believes that big fun doesn’t require a big bike. Bikes like the Yamaha YZF-R3 and Kawasaki Ninja 400 were designed precisely for learning the fundamentals. Compact Octane aims to make track riding safe, fun, and engaging for everyone, and there’s an interesting story behind their focus on smaller bikes.
The organization’s inspiration came from an incident during one track day in Southern California. Some of the founders of Compact Octane were riding their sub-400cc bikes alongside riders on bigger bikes. These skilled riders were able to outpace some of the riders on larger bikes in the corners. This created a tense moment when one rider on a bigger bike insisted on overtaking the smaller bikes. Unfortunately, the rider lacked the necessary skills to pass safely and ended up colliding with one of the smaller bikes during a turn.
This incident led to the founding of Compact Octane, a track day provider dedicated to making track days accessible and fun for beginners. The organization offers support to new riders to ensure they feel welcomed and not intimidated by more experienced riders on bigger bikes. They also provide gear rentals for beginners who have yet to purchase their own track gear, making the sport even more accessible.
On August 19, 2023, Compact Octane will host its first official event at the Streets of Willow and the Willow Springs International Raceway. The track day will be highly organized and structured, allowing riders of all bike types to participate. There will be three groups: Group A for advanced riders on bikes under 400cc, Group B for novice and beginner track riders on small bikes, and Group O, an open category for experienced riders on bigger, more powerful bikes to join in the fun.
There’s nothing better than letting in some fresh air and taking in the sunshine by dropping the top on a roadster. A car enthusiast’s dream is made of summer weekend drives on curvy roads with a sweet car in which to do it in. The roadster format was made for these types of drives. They aren’t out to set world lap records or change history. No, they have a much more difficult job, and that’s putting a smile on your face from the start of the drive, your journey along the way, and until you kill the ignition. The roadster must entertain in a way that other cars simply cannot. They aren’t complicated, but you’ll know a good one when you drive one.
As it happens, Germany has taken care of the roadster segment and gives us three strong offerings. From Porsche, we have the ever-popular Boxster. BMW continues to refine the Z4. Do not forget about the Mercedes-Benz SLK/SLC. We have seen four-cylinders to eight, manual transmissions, autos, and lightning-fast dual clutches. From hard-tops, soft-tops, and some in-between weird solutions, these three have explored the limits of the two-seat roadster, and they’ve made the world a little more pleasant for it. These are undoubtedly three of the best German roadsters for your summer weekend drives.
To arrive at the Z4 we know today, we have to go all the way back to 1988, with the original BMW roadster, the Z1. That car was a feat of engineering providing an open air solution never seen before. With doors, windows and all, folding down into the floor like a magic trick, drivers were left with a door-less driving experience not unlike removing the doors from a jeep.
This brought BMW a ton of attention, but when they were ready to launch their next roadster, they focused not on nifty tricks, but rather a more driver focused vehicle. That vehicle was to be called Z3. Launched as a roadster the Z3 became a popular option with an M version coming later. Although not a roadster, the coupe version with its funky proportions has become desirable, particularly in M form.
Eventually the M Coupe (known as the clown shoe) and M Roadster received BMW M’s highly sought after S54 engine which was an inline-six that revved past 8,000 rpm turning your open top BMW into a piston-filled concert hall. That S54 inline-six carried over into the next generation car which was to be the first Z4, a car that firmly put the Boxster of its time in its place. No clown shoe this time, however the E85 generation Z4 M Coupe and Z4 M Roadster continued on as more driver focused sports cars.
The current generation Z4 has not been well received by fans of the classic roadster. It is often criticized for being less exciting than its Toyota Supra cousin, but at a higher price. The truth is that both cars offer a different experience despite having similar powertrains and chassis. The BMW is more suiting to a grand touring style roadster experience, which, compared with the boy-racer attitude of the Supra, makes them both very appropriate for their respective demographic.
The Z4 might be a bit softer-edged, but the very strong B58 straight-six engine that lurks beneath is no slouch. BMW claims 382 horsepower, but these numbers are almost always sandbagged. It’s a fast car, straight up. The Z4’s seats strike a perfect balance of comfort and support for the twisties.
Clearly BMW hasn’t forgotten its Z roots, and now available in their luxurious shade of purple called, “thunder night metallic”, or a strong blue called, “Misano” you can have your German Summer roadster in fun colors along with that sweet straight-six soundtrack. Unfortunately there is no dedicated M variant of the current Z4, but for now, it soldiers on as a top-tier German roadster, ready for weekend cruises, or technical canyon driving.
Not to be out-roadster’ed by BMW, Mercedes wanted to offer their own two-seat sporty compact. The SL was a much more sophisticated, larger, and expensive machine, and so, the SLK was born. SLK started out as a very compact two-seater, the original R170 SLK entered the market in 1996 with the 134 horsepower SLK 200, and was manufactured all the way through to 2004.
Supercharged “Kompressor” variants brought some much-needed power to the SLK, and in 2001 an AMG version called the SLK 32 emerged with a 3.2 liter supercharged V-6 putting out a very respectable 349 horsepower. For the second generation SLK, Mercedes-Benz really brought the heat with the 360 horsepower V-8 flagship SLK 55.
The Black Series that followed packed 400 horsepower and an exhaust note that was more muscle car than anything. For the final generation, the SLK became the SLC and eventually Mercedes dropped the V-8, and stuck with the 3.0 liter twin-turbo V-6 pushing 385 horsepower in its final form. In 2020, we said goodbye to the SLC, but its strong presence as a German roadster will always be remembered.
The SLK/SLC may have died off, but the SL still exists, and that has become the drivers car no one expected. Despite a weight gain, the SL now embodies a new character, one more reminiscent of its Roadster past. The new SL might not be cheap, but a sports car/roadster experience these days, is a dying breed. It’s an experience that must be savored, and with its tried and true twin-turbo V-8 spitting out up to 577 horsepower, for a little while at least, the two-ish seat roadster from Mercedes-Benz lives on.
Porsche had a different mission for the Boxster. This car was never put into production to compete with the others, although it did, and now dominates the segment. The original (986 generation) Boxster appeared in 1996 the same year as BMW’s then-new Z3.
Porsche had played with the idea of going with a mid-engine architecture as both a departure from the rear-engined 911 (which was often difficult to manage), and have an entry level model. The Boxster solved both of these problems and quickly became a hit for Porsche. In truth, the Boxster, until the 718 came to be, rarely deviated from a winning recipe, and has continued to garner attention throughout the generations.
The sweet little Boxster of yesteryear is gone. Today the 718 takes its place and for good reason. Although the architecture remains mid-engined, the 718 Boxster range now starts off with a four-cylinder, and you have the option to ask Porsche if they will sell you a 718 Spyder RS with a 911 GT3 engined shoehorned into it.
This is a far cry from the humble Boxster that debuted in 1996. The 718 GT4 RS and accompanying 718 Spyder RS both posses the savage 493 horsepower variant of the 4.0 flat-six that enthusiasts lust after from Porsche. Available only with Porsche’s lightning-fast PDK dual-clutch automatic transmission, these are the ingredients for a near-perfect sports car.
The Spyder RS combines the mechanics of the GT4 RS with the special open-top experience of Porsche Spyder vehicles. Not only is it the ultimate roadster, German or not, it’s one of the most visceral vehicles on sale today. The 718 Boxster is expected to go all-electric for the next generation, so if possible, take advantage of the magical 982 generation while it’s still available. That being said, used Porsches are typically reliable second-hand sports cars.
|
Horsepower |
Torque |
Weight |
Original MSRP |
|
|---|---|---|---|---|
|
1988 BMW Z1 |
170 |
164-pound feet |
2,760 pounds |
$25,000 |
|
1996 Mercedes-Benz SLK 200 |
134 |
181-pound feet |
2,755 pounds |
$15,000 |
|
1996 Porsche Boxster |
204 |
140-pound feet |
2,755 pounds |
$39,900 |
|
2023 BMW Z4 |
382 |
369-pound feet |
3,457 pounds |
$65,300 |
|
2020 Mercedes-Benz SLC 43 |
385 |
384-pound feet |
3,527 pounds |
$65,645 |
|
2023 Porsche 718 Spyder RS |
493 |
331-pound feet |
3,214 pounds |
$162,150 |
Blue Origin is investigating an explosion of its BE-4 rocket engine, which is known as the “most powerful liquefied natural gas (LNG) fueled rocket engine ever developed.” The engine is being developed for United Launch Alliance (ULA) and is also intended to power Blue Origin’s New Glenn reusable launch vehicle. Blue Origin has been working on the BE-4 engine since 2011, but it wasn’t until 2014 that the company signed a deal with ULA.
Since then, Blue Origin has faced setbacks, including multiple powerpack failures, which have delayed the development and deployment timelines. It was only in October 2022 that Blue Origin announced the delivery of two BE-4 engines to ULA for the first flight of the Vulcan rocket. The launch of Blue Origin’s New Glenn, which competes with SpaceX’s Falcon Heavy, has been repeatedly delayed to accommodate the BE-4 development delays.
The original schedule for New Glenn’s first flight was in 2021, but it was pushed to the fourth quarter of 2022. However, the launch did not happen during that time. Blue Origin’s senior commerce executive, Ariane Cornell, has stated that New Glenn will be ready for NASA’s ESCAPADE mission to Mars in 2024.
Disney is going to celebrate its 100th birthday in 2023, and to mark the occasion, it has collaborated with Vespa on a limited edition Disney Mickey Mouse Edition scooter line. This collaboration is not the first between Disney and Vespa, as Vespa scooters played a prominent role in the 2021 Disney Pixar film “Luca”. The collaboration is a combination of culture and business partnership.
The Disney Mickey Mouse Edition by Vespa will be available in a limited-edition lineup of Vespa Primavera 50cc, 125cc, and 150cc scooters in 2023. Both Vespa and Mickey Mouse are iconic symbols of Italy and Disney respectively, so this collaboration brings the two icons together in a rideable form.
12 Photos
The Vespa Primavera is already known for its round mirrors, which are informally called “Mickey Mouse mirrors”. The Disney Mickey Mouse Edition by Vespa takes inspiration from Mickey’s design and clothes, with a yellow front fender resembling his shoes, black and red as the primary colors reflecting Mickey’s design, and white accents representing his gloves. The scooter also features white-on-black line drawings of Mickey and his signature debossed onto the black saddle.
Michele Colaninno, Piaggio Group’s chief executive of global strategy, product, marketing, and innovation, commented, “Today, as then, this collaboration between Vespa and Disney represents the celebration of two historic companies that have a common dream: to allow everyone to express their imagination freely.”
The pricing and availability of the Disney Mickey Mouse Edition by Vespa vary by region. The 50cc and 150cc versions will be available in the US in August 2023, with the 50cc version priced at $4,699 and the 150cc version priced at $6,049. In Canada, only the 50cc version will be available at an MSRP of $5,345. For accurate information, it is best to contact your local authorized Vespa dealer outside the US and Canada.
Watching Matt Walksler get his hands on a new-to-him piece of ultra-rare American motorcycle history is almost as exciting as new bike day. Walksler is known for his vast realm of knowledge in his area of expertise, making his unboxing videos even more enjoyable to watch. In this video, he explores a 1942-ish Harley-Davidson TT racer which the Museum received about six months ago. Walksler believes it is an ultra-rare 80 cubic inch version of the typical 45 cubic inch race bikes at the time.
The excitement begins as Walksler takes a quick walk around the bike in its complete form, noting the racing features such as a set of Flanders racing bars, a TT racing seat, and a short oil tank for racing which ultimately allows for better ground clearance and better cornering on a TT bike. The engine cases, although dirty and grimy, give no indication of the fascinating details on the inside that Walksler is about to share.
Assisted by a colleague, Walksler delves deeper into the bike, showing off the polished connecting rods, ported cylinders, and shortened three-ring pistons. He points out that everything inside the engine case has been lightened in the interest of going faster, from lightened flywheels to gears with holes drilled out to add lightness. However, Walksler also acknowledges that everything done to improve the bike’s speed is what people typically did in the early days of racing. They didn’t have the knowledge that we have now, making it all the more fascinating today.
Wheels Through Time plans to restore and fire up the bike in their next video. Stay tuned.
New vehicles are higher than ever earlier than. The insane competitors amongst producers results in vehicles which might be getting more and more extra aggressive. Two of the most recent and best additions to the market embrace the Tacoma TRD Pro and the Chevrolet Colorado ZR2 Bison. Both these vehicles compete throughout the similar mid-sized desert bashing and off-roading area of interest. Therefore, it might solely make sense to place them head-to-head.
The Tacoma has lengthy been one of the best vendor within the mid-size pickup truck market, and it’s apparent that Toyota has made an enormous effort in guaranteeing that the brand new truck continues the legacy. But is the hassle sufficient? In some areas, the ZR2 Bison might need the higher hand and will give the Tacoma a run for its cash. Let’s take a look.
The new Tacoma follows the present international automobile pattern which includes downsized and turbocharged engines that scale back emissions. However, along with that, the upper trim ranges of the Tacoma with the TRD Pro included, additionally pair up a hybrid system. The hybrid system and the two.4 liter turbocharged four-cylinder collectively produce an output of 326 horsepower and 465 pound-feet of torque.
On the opposite hand, the Colorado ZR2 Bison features a 2.7-liter turbocharged four-cylinder with no hybrid choice obtainable. This setup is nice for 310 horsepower and 430 pound-feet of torque. As you possibly can see, the Tacoma has a slight benefit each in torque and horsepower. Also, one may argue that its hybrid system is extra futureproof as its decrease emissions might allow it to remain on the highway for longer.
However, there is likely to be an issue right here. You see, one of many Tacoma’s greatest promoting factors is its reliability. The outgoing model featured a naturally aspirated V6 that was just about unkillable because of its simplicity. The new smaller turbo unit and the hybrid system may not be as dependable each when in comparison with the outdated mannequin but additionally to the Colorado ZR2 because the Chevrolet doesn’t have costly batteries in its drivetrain.
The Tacoma TRD Pro now encompasses a coil-sprung rear finish which when in comparison with leaf springs affords higher articulation, higher journey high quality, and higher response over high-speed off-roading. That being mentioned, the Bison ZR2 makes up for its lack of coils with hydraulic bump stops.
The suspension system within the Tacoma TRD Pro is made by Fox Shocks. Specifically, it’s the QS3 variant that’s used for off-road automobiles. The ZR2 Bison makes use of Multimatic spool valve dampers but additionally options hydraulic bump stops. The leaf-sprung rear finish of the Bison is likely to be a drawback; nonetheless, the hydraulic bump stops will give it the flexibility to dampen huge impacts with extra composure.
That being mentioned, the bump stops alone aren’t the explanation why the Chevrolet may have the higher hand off-road. The Bison comes commonplace with 35-inch tires wrapped round bead-lock succesful wheels. Front and rear lockers come as commonplace. The Tacoma TRD Pro solely options 33s and only a rear locker. Sure, the Toyota makes use of an aggressive traction management which can deal with the open entrance diff; nonetheless, it received’t be as efficient as a correct diff locker.
The 35-inch tires give the Chevrolet the flexibility to roll over huge obstacles extra simply. Furthermore, they add a clearance profit which is clear when taking a look on the off-road angles of each automobiles. The Tacoma Trd Pro affords a 33.8-degree method, 23.5-degree breakover, and 25.7-degree departure angle whereas the ZR2 Bison encompasses a 38.2-degree method, 26-degree departure, and 26.9-degree breakover angle. It is price mentioning that each vehicles have in depth underbody safety in case the above angles aren’t sufficient.
With these specs in thoughts, it’s protected to say that the ZR2 Bison may have the higher hand when the going will get robust despite the fact that it nonetheless encompasses a leaf-sprung rear finish.
Toyota has achieved an incredible job with the inside of the TRD Pro Tacoma. Aside from the nice design, the TRD Pro additionally encompasses a 14-inch infotainment display that takes care of most features. Thankfully, continuously used features like quantity controls are nonetheless on bodily dials. However, what really sets the interior of the Tacoma TRD Pro apart are its seats.
Aside from the nice pink leather-based and camo graphics, these seats are additionally geared up with shocks that act like a gimbal isolating the driving force from vibrations and actions whereas driving. You wouldn’t anticipate an organization to pay a lot consideration to seat design, however Toyota did, and it has actually grabbed the eye of potential patrons.
The ZR2 Bison’s inside can also be an excellent place to be however isn’t fairly on the degree of the Tacoma. The infotainment system here’s a smaller 11.3-inch unit and the final look inside isn’t as butch and utilitarian.
Protecting the outside of an off-roader is essential if you need your panels to remain straight. This appears to be an space Chevrolet has paid nice consideration to because the ZR2 Bison affords rock sliders, and metal entrance and rear bumpers. The entrance bumper is winch appropriate whereas the rear affords nook safety in case you run out of departure angle.
The TRD Pro does characteristic a metal rear bumper with increased corners for extra clearance; nonetheless, its entrance bumper isn’t as robust and it lacks facet safety. Worth noting is the truth that if you wish to add a winch, the Tacoma would require an aftermarket bumper whereas the ZR2 Bison will have the ability to settle for it with out making any adjustments.
Deciding which truck to purchase principally relies on your wants. It is protected to say that if you need essentially the most succesful off-roader then the ZR2 Bison wins the battle. It affords extra clearance, bigger tires, and one extra locker. That being mentioned, the Tacoma’s coil-sprung rear finish and over-engineered entrance seats will definitely present higher journey high quality, each on and off-road.
Furthermore, the Tacoma TRD Pro has the upper hand in energy and is likely to be cheaper to run (when it comes to fuel and emissions) as a result of hybrid system. This makes it the only option for an all-around nice day by day driver and weekend journey truck.
So, merely put, if you’ll be tackling robust trails each weekend go for the Chevy. If you’ll principally use the truck as a day by day driver with off-road journeys that shall be on the better facet, get the Tacoma. Obviously, the Tacoma can also be nice off-road, but it surely’s not fairly on the degree of the ZR2 Bison.
It would be cool to be mistaken for Eli Tomac. Even better if you can pull off a good impersonation of any Lawrence brother, a Ryan Dungey or a Ricky Carmichael. You wouldn’t be the first person to sign an autograph under false pretenses. You gotta be careful, though, if you’re going after the Justin Barcia look. He’s an incredibly popular rider with a huge fan base, but if you’re too convincing, you might encounter the wrong kind of fan. Anything could happen.
We’re happy to take the chance. Not only do we love Justin Barcia, his riding style and his attitude, we love his bike. For 2023, he switched from the traditional-platform GasGas MC450F to the next generation. Almost everything is different—the frame, the rear-suspension geometry and about half the motor. His bike is a preview of what GasGas will be offering in 2024. That’s the same MO that KTM and Husqvarna performed, but one year later. It doubtlessly played into Barcia’s favor. He let Malcolm Stewart, Cooper Webb and Marvin Musquin deal with all the teething issues, then stepped in once the new platform was dialed.
GASGAS A GO-GO
In order for Justin Barcia to legally race next year’s model, the bike you see here had to be offered to the public in limited numbers on a strict time schedule. This is the MC450F Factory Edition, or as everyone calls it, the “Barcia replica.” There are two different groups of changes for this bike—one includes the mechanical elements that KTM’s and Husqvarna’s standard bikes got for 2023, and the other group has replica features, as well as the look of the Troy Lee GasGas factory race team.
Group one is quite extensive, but if you’ve been paying attention to the Austrian bikes during the last year, you probably know the story already. Here’s a snapshot:
GasGas is supposed to be the lower-priced sibling to KTM. This is made possible, according to the company, through alternate suppliers (Maxxis tires instead of Dunlop), unbranded parts (no-name handlebars) and fewer features (no map switch). None of this pertains to the GasGas Factory Edition. It has the same suppliers and the same parts as the KTM Factory Edition. Accordingly, the prices of the two motorcycles are the same—$12,099.
WHERE WE LAND
We were a little slow to jump aboard the bandwagon when it came to the new platform. When we tested the first of the new KTMs and Huskys, we found they did some things better, but weren’t easy bikes to warm up to. It’s much easier to embrace the new GasGas Factory Edition.
First of all, we love the motor. It’s spectacular. It’s fast, it’s controllable and it offers a legitimate difference between the two maps. The standard MC450F has a much softer power delivery and almost 10 percent less peak power. Part of that comes from the fact that the new motor is just a little spicier, but even more can be attributed to the pipe. The Factory Edition has an Akrapovic muffler merged to the head pipe from a standard KTM, while the standard GasGas has a generic silencer with a straight pipe coming out of the head. The standard MC450F is also stuck in the mild map without a switch.
Moving up the food chain, how does the GasGas Factory Edition compare to the KTM Factory Edition? That’s a much closer comparison. The two bikes are in the exact same state of tune with the same exhaust systems and the same maps. The only real difference would be on the intake side. There’s a slight difference in sound, but as far as real performance goes, we’re calling it a toss-up.
Of course, we always loved the motor on all the latest Austrian 450s. It was the chassis that made us hesitate. The new frame is more rigid. It was clearly designed for higher speeds and greater impacts. That’s fine for pros and leapers, but the average sportsman will notice more feedback from the track. It simply boils down to a comfort issue. We have made this observation many times over the 2023 model year, because this new frame is ubiquitous. It comes on almost 20 different models between the KTM, Husqvarna and now GasGas lines.
In that time we have also learned to be more patient. All frames “break in” and get more compliant with time. This one changes noticeably in 10 hours. There’s a period of fairly uncomfortable feedback (under five hours) followed by a period when it’s much less noticeable (up to 15 hours). If you are worried that the trend might continue until the chassis degenerates to spaghetti, that’s not the case. By 20 hours, the frame is what it is—still not as cushy as the old frame, but certainly not medieval.
THE WP FACTOR
The MC450F Factory Edition has the best suspension of any GasGas motocross bike we have tested so far. That isn’t to say that it’s perfect, but advanced riders can work with it. Allegedly, the target buyer of a GasGas is no serious racer, so the standard models come with soft valving. They are more appropriate as offroad bikes. Not this one. It’s set up like the KTM Factory Edition, which has the latest updates for the WP Xact air fork and the new rear shock. It’s predictable, level and has good manners. The revised motor location results in less squat or weight transfer to the rear under acceleration. That makes the bike feel more aggressive. Overall handling for the GasGas is hard to fault. It is, however, much more racetrack-oriented than any previous bike to carry the GasGas name.
We love all the race-team parts. The WP holeshot device is one of those extras that we often forget about, but it comes in very handy. The triple clamps are a noticeable upgrade over the standard version that often gets overlooked. The Hinson clutch cover, the seat cover and the anodized hubs are all great stuff. And then there’s the overall look. It screams bad-boy race bike. That’s appropriate, especially if you’re going to ride around with number 51 proudly displayed. We respect that. And, if someone asks for your autograph, don’t hesitate. It seems only fitting.
Try to act surprised when we say that the GasGas MC450F Factory Edition is pretty much the same as the KTM 450SX-F Factory Edition. Try to look startled and practice your most bewildered expression. Okay, good job. In the 450 class, GasGas and KTM are offering the same Factory Edition with different bodywork. Same bike, same accessories, same price, different color. We’re not breaking any NDAs or uncovering any secrets by revealing that fact. That’s not true in the 250 division. What GasGas offers is nothing like the KTM version, because there is no KTM version. For 2023, the only 250cc special edition offered by the Austrian KTM/GasGas/Husqvarna cartel is the GasGas MC250F Factory Edition.
A NEW START
As we pointed out in the test of the GasGas MC450F Factory Edition, the Troy Lee race team benefited from the work done by the Rockstar Husqvarna team and the Red Bull KTM team last year. Those two teams had to develop new bikes in 2022, while the GasGas was unchanged. Now, the 2023 GasGas team has a new race bike with all the kinks worked out. To clarify, this has nothing to do with the motorcycles that the public gets, even if they are called “Factory Editions.” The race team has to tailor the suspension, power delivery and dozens of other details to the needs of its pro riders. During this process, the bike that is offered to the public doesn’t change. The rules state that the factory team must use the frame, engine cases and a specific list of other parts from the production bike. Now that GasGas has committed to 500 units, the Factory Edition is officially considered a production bike.
FAMILIAR DNA
This bike looks new and exciting, but once you get on the track, it feels kinda familiar. We’ve tested this bike (or something like it) before—several times. The 2022 KTM 250SX-F Factory Edition, 2022 Husqvarna FC250 Rockstar Edition, 2023 KTM 250SX-F and 2023 Husqvarna FC250 are all very similar. The good news is that this might be the best of the lot.
To review, the new motor is faster than ever. It gained significant power on top and just before peak. Accordingly, the Husky and the KTM were the fastest bikes on our 2023 250 shootout. With the Akrapovic pipe that comes on the Factory Edition, it gains just a little across the board. This is in stark contrast to the standard GasGas MC250F in that shootout, which was noticeably detuned.
Also, in contrast to the standard edition, the Factory Edition has suspension that’s oriented towards intermediate/expert-level motocross. It still uses the WP Xact air fork, but the valving is more aggressive than that of the standard version. The rear suspension is set up just like the 2023 KTM 250SX-F; no complaints there.
To repeat what we already reported in the test of the GasGas MC450F Factory Edition, which shares this frame, the new platform has a more rigid feel that transfers some small choppiness directly to the rider. That gets less noticeable over time for two reasons: One, the frame breaks in. Two, the rider breaks in. You get used to it. As it turns out, the lastgeneration GasGas frame was so flexy, it interfered with the job the suspension was supposed to do.
CLASS RE-STACK
The 250 class is due for a big shake-up next year. The KTMs and Huskys have been announced with considerable emphasis on the suspension, Yamaha has something coming, and we might even see some news from Kawasaki. The GasGas MC250F Factory Edition serves notice that GasGas will be in the mix. It’s going to be fun.
Our latest over-the-air update makes the infotainment system even better for Apple CarPlay users, arriving to Volvo cars globally with Google built-in.
The most notable improvement in this update is that Apple Maps and other supported navigation apps are becoming available in the driver display, just behind the steering wheel.
The driver display now also presents call information. You can answer, reject and end calls using the buttons on the steering wheel, and with the centre display you can directly hang up or mute the call. The CarPlay tile in the centre display now also features media information. The improved media interaction makes it easier for you to play, pause and skip between songs.
“When our customers get in their Volvo car, we want it to be a better experience than the day before – our over-the-air updates are a cornerstone in this ambition,” says Alwin Bakkenes, our Head of Software Engineering. “The latest update on CarPlay features is an excellent example of how we continuously improve and add features and functions together with our technology partners, making our customers’ experience richer over time.”
Since we started rolling out over-the-air updates, we’ve constantly increased the number of customer cars reached, cementing our position as one of the industry leaders when it comes to updating car software remotely. Our previous update brought the total number of delivered over-the-air updates over the one million mark, and this update alone will be sent out to a record high number of more than 650,000 Volvo cars.
This update also brings a range of changes that improve the experience for all drivers. From now on, you can switch between driver-support functions using the steering wheel buttons and choose whether the door mirrors should fold or not when locking the car. Other changes include minor engine calibration optimisations and bug fixes.
The small print
