motorcycles

Two decades ago, dogs flooded Spain with souped-up motorcycles. Today, they sell them for a fortune

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If you know what a Yamaha Joga Aerox or one Piaggio ZipI’m very sorry: you are already old. Between the 90s and 2000s, young Spaniards could obtain their moped license from the age of 14, and the 49cc scooter became an object of worship… and souped-up. With the tightening of European regulations, this type of motorcycle has practically stopped being sold. But there are those who are making a killing on second-hand platforms. The fall of the 49cc. The moped market has completely changed. At the end of the 2000s, nearly 200,000 units were sold per year. Two decades later, sales fell more than 90%. Currently, mopeds represent a minimal part of the market: in Spain there are barely more than 20,000 registrations per year, while 125 cc motorcycles dominate sales thanks to the fact that they can be driven with a car license. The fall of the 49cc coincided with key factors such as: The 49cc fever. The thunderous and (for many) unpleasant hum of this type of motorcycle was no coincidence. Preparations were the order of the day: exhaust, cylinder, variator… Mopeds with a tiny engine surpassed many of the current 125cc scooters in performance. In fact, the homologation regulations on paper prevented these mopeds from exceeding 45km/h. The reality? Even the slowest one could double this figure straight out of the factory. It was enough to remove some stops in a matter of minutes, and if we dared to carry out a simple preparation, it was easy to make them touch (or exceed) 100km/h. The pasta. A classic like the Yamaha Jog cost just over 2,000 euros in 2005. 20 years later, it is easy to find units in good condition on Wallapop from 1,200 euros to more than 2,500. Of course, prepared to the brim. In fact, it is practically impossible to find a moped of this style that is not souped up. A safer time. Between the 90s and 2000s, it was common to see minors driving this type of motorcycle. The accident rate per kilometer was very high, and the risk multiplied compared to adults on motorcycles with larger displacements. Today the panorama is very different. The 50 cc has been relegated to a niche, the 125 cc dominates the urban market and electric scooters are beginning to gain ground. But for an entire generation, the metallic sound of a Jog or an Aerox remains the soundtrack of adolescence. In Xataka | I was about to buy the best-selling Chinese motorcycle in Spain. Until I read the fine print

Taiwan has almost as many motorcycles as inhabitants and a major challenge: converting them into electric ones

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Taiwan has two records if we talk about mobility. It is the first country in the world in motorcycles per inhabitant. And it is the first country in the world in number of vehicles per inhabitant, as long as we remove from the equation San Marino, Guernsey (autonomous islands off the coast of Normandy that respond to the United Kingdom), the autonomous state of Jersey and Andorra, all of them spaces where, let’s say, they are used as monetary refuges. According to the data As collected by the statistics group within the United Nations, Taiwan has 999 registered vehicles per 1,000 inhabitants. But that data hides another record: almost 600 of those vehicles are motorcycles. This means that Taiwan, with its almost 24 million inhabitants, therefore has another almost 24 million vehicles. And the most recent data says that it also has more than 14 million motorcycles. The data reaches its extreme in Taipei, the capital, where there is a number slightly higher than the national average with 65 motorcycles per 100 inhabitants. Is it a lot? It’s a lot. To give us an idea, in Spain there are around 95 motorcycles (53 of them are mopeds) per 1,000 inhabitants, according to data from the European Union. The country with the most registered motorcycles is Greece, which reaches 251 motorcycles (150 of them are mopeds) per 1,000 inhabitants. A figure that doubles (by far) the Asian country. This congestion of motorcycles represents a problem for the State in environmental matters. And they want to change it by jumping to the electric motorcycle. A most ambitious challenge According to data from the Taiwan Ministry of Transportation and CommunicationsIn 2024, 14.6 million motorcycles will be counted. They are, therefore, a substantial part of the country’s carbon emissions. 55% of those recorded in Taiwan are produced by transportation. With the aim of converting the fully electric vehicle fleet by 2050the country has set various objectives ahead. The most ambitious is to prohibit the sale of non-electric motorcycles from 2040. Previously, the State has launched a campaign for customers to opt for this technology. To do this, they explain in Motorpassionthe State is giving huge sums of money for the purchase of electric vehicles. Any electric vehicle, whether motorcycle, car or truck, is taken into account in its plans to help with the purchase. But it is in the former where the discounts are most juicy because they can reach 3,300 Taiwanese dollars (NT$), about 95 euros in direct exchange, in a country where a motorcycle is around 900 euros. Those looking to change a car do have greater incentives, with discounts of up to NT$16,000 (about 460 euros). Although the state is putting pressure for motorists and drivers to change their vehicles, the results are being somewhat discreet. These subsidies have been active for three years and between 2022 and 2025 they have managed to remove from the market (to reach the maximum aid you have to scrap another combustion vehicle) just over 120,000 vehicles, adding all types of types and sizes. A figure that pales only with motorcycle sales, since each year about 700,000 vehicles of this type are registered on the market. That is, in three years the sum of motorcycles, cars and trucks replaced It barely exceeds total scooter sales by 5% in the same period of time. Getting the motorcycle market to switch to the electric market is key for the country. Not only because still the cheapest way to get aroundalso because it is key when it comes to reduce dependency that the country has from foreign oil. Having mobility that depends largely on renewable energies produced in the country itself is a significant step in its relations with the outside world. Photo | Faye Yu In Xataka | The first commercially ready solid state battery is here. And an electric motorcycle is going to take it

Two centuries ago the tires on cars and motorcycles were white. It had nothing to do with the design.

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It is more than likely that, in some of the American films you have seen inspired by the last century, you have seen cars or motorcycles with a white stripe on their tires Today, some companies still implement them as a nod to the past. What you may not know is that the only reason the wheels weren’t completely black was to… save a few bucks. As explained in Motorpasion, no tire (neither motorcycle nor car) was born as black as they are now. Between the end of the 19th century and the beginning of the following century, tires were white, light gray or beige. If you search any car from the 19th century You can check it easily. This was because natural rubber is naturally light in color. But of course, rubber cannot become a tire as it leaves the tree; it must be heated with sulfur so that it is able to withstand the heat of the asphalt, withstand weight and friction, and behave as expected in a tire. To achieve this, the rubber was “cooked” using a technique called vulcanization, a process that bleached the material even more and ended up producing clear, non-durable tires. The big change came with the introduction of a very specific material: carbon. With its arrival, tires became more durable and resistant, since this material reinforced the rubber structure. There was only one problem: it was very expensive. For this reason, during the early 20th century, tire manufacturers opted for a mixed solution: the critical part (the tread that directly contacts the ground) was made with rubber and carbon, the rest without it. The result was this: tires with said black stripe and the rest in white. As carbon became cheaper, tires became completely black as we know them now, but some manufacturers (mainly motorcycle manufacturers) maintain white treads to give their tires a retro feel. It is the case of some Mitas tires for Harley-Davidson. Yes indeed, through the forums they comment the price to pay for this hesitated retro: you have to constantly clean the tread if you want it to remain white. Image | Harley-Davidson In Xataka | I was about to buy the best-selling Chinese motorcycle in Spain. Until I read the fine print

There is an open debate about sports motorcycles and the DGT has not been left out

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The motorcycles have become the last refuge of the maximum sportiness expression that we can see in the streets. Faced with increasingly heavy cars and monitored by the European Union, motorcycles continue to maintain low weight maximum (relatively), stratospheric acceleration and tip speeds that take away the hypo. And, of course, there is an open debate. “With head”. The statement is the renowned Italian pilot and journalist Nico Cereghini who pointed in the Italian media Moto.it That “as bikers, if we only thought with head, today we would all be with 20 or 30 hp of maximum power under the back.” Then he points out: “But every passion has little rational, as is known. Emotions are sought, they are chosen with the stomach and with the heart.” In his column, Cereghini says that it will not be the users who opt for rationality, so he wonders if manufacturers should not “take care of establishing limits, before the legislator does it in their place.” “They are very busy packaging dreams, deceiving the consumer that they can run very fast, it is not known where or when.” A debate that is not new. Cereghini’s reflection is striking for his weight in the public debate of motorcycling but is not new. In the 90ssports motorcycles were completely dismembered with maximum infarction speeds that exceeded 300 km/h. The most striking were Japanese motorcycles, excessive powers and an electronics that almost shone due to its absence. Aware that this could be a problem and that they began to enter a crazy race to reach 400 km/h on a street motorcycle, someone decided to put some sanity and A gentlemen’s pact was signed To limit power … at 299 km/h. The DGT has its opinion. And, of course, it is not very close to that of speed fans. Pere Navarro, director of the DGT, I already pointed out last year that “a 200 -horsepower motorcycle with 200 kilos is Made for the circuit and on the road it has a special danger, everyone has to be aware of it. “ From there, the bulles shot up. As usual with the DGT, social networks were filled with comments ensuring that traffic was going to ban this type of motorcycles but as they remembered in Motorpasion motorcyclethere was nothing on the table and, in fact, they cannot make this decision for themselves. Has any measure been taken? These motorcycles with a supercar power weight have always been in the spotlight but almost surprising that, seeing the efforts that have been taken by self -limiting cars in Europe with a Arsenal of ADAS systemsthe focus on this type of machines has been minimal. Already in 2008Pere Navarro made statements in which he was favorable to apply a limitation to 100 hp for motorcycles. This proposal was studied in the European Parliament at the request of France, which already applied the measure, but did not go ahead. The French exception. In France, Motorcycles have been limited to 100 hp between 1985 and 2016. In the 80s it was considered that this 100 hp barrier should not be overcome, establishing a red line that they considered too dangerous. Then the market was saturated with motorcycles between 50 and 70 hp and safety among motorists was minimal. In 1995, Europe decides that countries that want to take advantage of this limitation are in their right to do so but only France follows this path. After many debates and resources, the European Union established in 2012 a New regulation for motorcycles and eliminates the French exception that rises in 2016 by European mandate. An anachronistic situation. The world of yield represents something almost exceptional right now. We could say that it almost seems anachronistic that a motorist can reach infarction speeds when damage is usually much more serious in a motorcycle accident than in the car for obvious issues. Of course, the European Union has done everything possible to limit the latter. But it is not only a matter of regulations. Among cars manufacturers too They begin to be common Limitations at increasingly low speed. Good for technical reasons (electric car) or claiming security reasons (like Volvo) But it is evident that speed begins to see with bad eyes. With such bad eyes that even in Germany There are more and more favorable voices to the limitation of speed in the mythical autobahn. Photo | Sling In Xataka | If the question is how to get to 250 km/h in just 6 seconds, the answer is very simple: with a steam motorcycle

We believed that the Zbe of Spain were an ambitious idea until we discovered Vietnam’s plan: end their motorcycles

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Hanoi is the capital of Vietnam, a city where eight million people live. Almost everyone has a motorcycle. It is not an exaggeration: estimate It is between 6 and 7 million motorcycles in the city. The use of motorcycles represents Between 85% and 90% of filmed traffic in the country and the government has had an idea to erase all combustion motorcycles in the center of the capital by 2026. And manufacturers of electric motorcycles They rub their hands. Short. The contamination in the big cities Asian is a problem. That only in Hanoi there are about seven million motorcycles, not counting other vehicles such as cars, roads and motor tricycles, it is a barbarity that implies high levels of pollution. In the middle of the adventure that faces half the world To achieve the decarbonization, Combustion vehicles have become a problem and the Vietnamese government has decided to start taking action. The measure began to be raised in 2017, but We already have date Definitive: As of July 1, 2026, motorcycles with combustion engines will not be able to circulate through the center of Hanoi. The measure is part of a much more ambitious national plan: totally eliminate combustion motorcycles by 2045 with a double objective: that of the air pollution And also, the noise pollution. Brutal market. Although the plan will come into force on that date, it will be extended little by little to cover more districts and, as they point out in Electreklater these measures will also apply to other thermal vehicles. Hanoi, in addition, is not alone in this, since Saigón and Da Nang, with nine and 1.2 million inhabitants respectively, are also considering adopting these measures. It will be a brutal blow for a market in which estimates They point to the existence of 770 motorcycles per 1,000 people. In September alone, there were 77 million motorcycles registered in the country, an absolute barbarity that leaves out those that are not registered for various reasons. Manufacturers. The market also does not stop. The annual sales They are over three million units annually with sales only during the first quarter of this 2025 of more than 670,000 units, which represents 11.5% more than the same period of the previous year. And this market is led, above all, by foreign brands. Honda has a market share of more than 80% this year, with 200,000 units sold only in March. Yamaha, Piaggio, Suzuki and Sym are other favorites, but there is a company that is growing by leaps and bounds and will become the top winner of this measure: VINFAST. Hands rub. After Honda and Yamaha, it is the brand that is selling the most this year and what is special is that it is an electric motorcycle company. The market share of this type of propulsion increased from an estimate of 5.4% in 2019 to 12% in 2022. It was a great jump, especially if we take into account that there were no measures as radical as those that the Government raises at the moment and, currently, currently, Vinfast leads The electric motorcycle segment with 43% of the cake. In addition, it is local. During the first five months of this year, sales in this segment have increased and the company has sold 488% more. With the big cities of the country limiting thermal motorcycles, the figure from here to two years can be stratospheric. Who pays it. As usual, families with lower income. There are about 100 motorcycle models in Vietnam with low displacement models dominating the market, but also with larger and more powerful. The Price fork It is wide enough (Honda models by less than 800 dollars) So that almost everyone has a motorcycle within their economic possibilities, but with this transition, a problem also comes. Several families that depend on motorcycles for their livelihood have already expressed in media such as Vietnam Express either Al Jazeera His concern for change. Those with lower income will have difficulty facing the change to an electric motorcycle and, in addition, there are complaints about the speed at which the change decision will have to be made because it is only a year for the prohibition. Aid. One way to face the situation is through a aid program. As we read in Electrivethere are two measures that can be made from the government to facilitate the transition. The first is a series of subsidies to consumers that allow residents to replace almost half a million thermal motorcycles with electric equivalents. On the other hand, An improvement in infrastructure and load network. Because, obviously, if you want to achieve such an aggressive transition, it cannot be pretended that everything falls to the consumer because there will be many who cannot take the motorcycle home with a private charge port. In parallel, and to attend public transport, the city plans to expand the fleet of electric microbuses. Last month, Saigon already It started to expand its urban fleet of electric motorcycles. Industry. It only remains to expect how the market adapts with this forced change towards electric motorcycles, but you will also have to see how manufacturers such as Honda or Yamaha will be adapted. Because these brands not only sell in Vietnam: they manufacture in the country and, apart from covering national demand, are a Strong export point For Southeast Asia. Not to mention that it is an industry that use To millions of people already who this change will not leave indifferent. Images | An huy, Steffen Schmitz In Xataka | “They impose things that we do not want”: the most spectacular electric car is not sold and its manufacturer is clear why

25 years ago, Europe was close to panic at the barbarism of Japanese motorcycles. So Japan limited them to 299 km/h

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The 90s were one of the golden times of motorcycling. A time when there was no Electronic controls, Anticontamination regulations No concern for security. Where now we see chaos and lack of control, a few years ago motorcycle manufacturers saw a test field to launch the fastest vehicles in the world. So much so, that the brands themselves had to put a limit to stop competing fiercely between them. What was happening. The motorcycle market has changed. Currently what is sold the most They are scooters and comfortable motorcyclesl, the SUV made motorcycle. In the 90s, the icons were the Japanese sports of Honda, Yamaha, Suzuki and Kawasaki. There came a point where virtually great street sports car reached vertigo speeds. In the early 90s, Honda launched her CBR900RR Firebladeone of the fastest production motorcycles in the world. It soon being overcome by the kawasaki ZZR1100 and later by the Hayabusa. A race to step on the grass of the neighbor that ended up uncontrolled. The 300 km/h. Motorcycles like Hayabusa ranly passed the 330 km/h, and in fear that governments imposed new regulations and prohibitions against such powerful vehicles, the industry decided to self -control with A gentlemen pact. The industry wanted to continue selling supercardives, but I did not want to intimidate the regulatory agencies with motorcycles that began to get closer to the barrier of the 400 km/h than to that of the 300. A secret pact. The gentlemen’s pact among motorcycle manufacturers is an open secret, although given the nature of the agreement there were never official statements. It is rumored that BMW began conversations with both Japanese and Italian manufacturers. Interestingly, when BMW did not have a single motorcycle capable of competing for being the fastest. Be that as it may, in the early 2000s the pact began to be fulfilled: the motorcycles launched by manufacturers, such as the Kawasaki ZZR1200 Or Honda’s proposals, did not exceed 299 km/h. But the sports market demanded speed and muscle, flying through the air the pact. It didn’t last long. Just seven years later, Italian as MV Agusta They left the pact in the air, with models such as the F4 R exceeding 300 km/h. It is something that BMW itself also did with its S1000R And, again, the fastest sports race began. Honda CBR1000RR-R-SP, much more than 299 km/h, although the scoreway says otherwise. What remains of the pact. Although there are numerous street motorcycles that exceed 300 km/h, the Japanese keep the pact alive. Manufacturers like Honda do not mark speed beyond 299 km/h, although the motorcycle is really running beyond her. The same happens with Yamaha. Versions such as the New Hayabusa or the Kawasaki H2, motorcycles that could touch the 400 km/h, remain electronically limited to 299 km/h. The Japanese respect and tradition keep the pact almost intact, maintaining the exceptions for circuit such as the Kawasaki H2R and its 400 km/h … with the house motorcycle. There are also those who dedicate themselves to prepare motorcycles to pass from 440 km/h. Luckily, they can’t step on the street. Not only in motorcycles. The pact among Japanese giants was not the only one decades ago. In the 80s and until well entered the 2000, manufacturers such as Nissan, Honda, Subaru and Toyota They signed a pact so that their cars had no more than 280 hp nor exceed 180 km/h. It is especially striking to upload a Japanese of almost 300 hp, and see that Your marker is tarado in those 180. The measure arose in response to the growing concerns for road safety in the country, an agreement not formalized before the public, but evident when analyzing car after car. This is still the limitations at 250 km/h in large part of current sports. Image | Austin Hervias In Xataka | Chinese motorcycles are sweeping in Spain: who is who in this brand puzzle

After 15 years with BMW and Japanese motorcycles, I am clear that the next one will be China

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I have been driving motorcycles for more than 15 years and I have seen in the first person how the market has progressed. Being a weekend hobby, I usually change a lot of model, and I have gone through practically all renowned brands: Honda, Yamaha, Kawasaki, BMW, Triumph … I know how to reliable are the Japanese, how expensive it is to maintain a BWM or a TRIUMPh in the official house and also know that Chinese are eating the market. Look at the Chinese market Years ago is looking at a photograph that has little to do with the one now. The introduction in Europe of the latest models of giants such as Voge and Zontes has completely shaken the sales rankings in Spain. And if I am clear about something, sooner or later, I will end a Chinese motorcycle. I’m not alone. Sales data in Spain say everything about the success of Chinese manufacturers: Two of the five best -selling brands in our country are Chinese. Specifically, Voge and Zontes are having simply brutal growth, while European struggle to grow marginally. It is not for less. Both brands are betting on a network of their own dealers (something that can not even afford minority brands, forced to distribute through multi-brands), guarantee above what their rivals and spectacular quality-quality offer. There are Chinese, and there are Chinese. Talking about “Chinese motorcycles” is a little precise generality. Not all point to the same segment, buyer and market. The cases of Voge, Zontes, Benelli or CF Moto are similar: they want to keep the European market, and their product is designed to conquer its consumer. This has led to Premiumization of some Chinese motorcycles, such as VOGE 900 DSX that shares a good part of technology with the BMW F 900 GS. In fact, the motorcycle is born as an agreement between the two brands. And that 900cc engine manufactured by Lancin is no exception, it is the result of an agreement with more than 20 years of history. The price. Chinese motorcycles are mainly conquering for its price. The price of European, Japanese and Italian motorcycles has shot in recent years. A well equipped trail can go to about 20,000 euros, and for 10,000 euros it is difficult to find (buying new). Even segments such as the half -displacement are quite fired: a Honda NX500 (Antigua CB 500 x) costs more than 7,000 euros new. For 500 euros less, Voge offers the 625x with more displacement, more power (there is version A2 if this worries you) and full set of suitcases and top case for 998 euros. They give the insurance, the motorcycle comes with the shell, grill for Top Case, a five -year guarantee to 75,000km, directional flashing, adjustable windshield, HD front camera … it is not since it comes more equipped than the rest of its rivals, it is that there are accessories to which their rivals cannot even access. The guarantee. The first question that may arise when you get a Chinese motorcycle is what happens to the guarantee. Most manufacturers are offering five years (above the three years that the European guarantee marks), with national distribution for replacement pieces. There may be specific pieces that are asked for factory, as in any motorcycle, and there the distribution deadlines will depend on the manufacturer’s agility. The key is that, with a strong commitment to own concessionaires and distribution in Spain, the friction that the use of the guarantee can be minimized. The Peros. The main peros with Chinese motorcycles, at least today, are intangible. Let’s be clear: the main barrier of entry is the prejudice that the motorcycle is China. The motorcycle world is somewhat different from that of the car: it is reigned by Japanese motorcycles that have been building their image decades and demonstrating their reliability. The Chinese motorcycle needs time to prove that it is reliable and that, in case of breakdown, the brand responds quickly. It is something that the Internet will help. It is not too hard to find for Chinese motorcycle forums With about 100,000km (considerable figure for a motorcycle) and without needing more than basic maintenance and spare parts. The fate of the motorcycle industry passes through China and, sooner or later, will be sales leaders in Spain. Image | VOGE In Xataka | 20 years ago, BMW allied with a Chinese giant to make motorcycles. Now, that giant has eaten the toast completely

20 years ago, BWM allied with a Chinese manufacturer to make motorcycles. Now, that manufacturer has eaten the toast completely

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The Chinese motorcycle is sweeping in Spain. So much so that at the level of brands two of the four best selling in our country They come from China. Honda and Yamaha, the Japanese mythical, endure the attack on the accumulated sales, but analyzing the photograph begins to change. A lot. The best -selling trail in Spain is VOGEthe Premium brand of the Chinese giant Loncin. This manufacturer landed in our country in 2019, today is the fourth manufacturer of the ranking, behind another Chinese manufacturer who cups third place: Zontes. About Voge, there is a curious story about how a Chinese brand is managing to conquer Europe … From the hand of a German giant. Loncin has been manufacturing BMW engines for more than 20 years And, in fact, many of the current flagship models of the German brand, such as the BMW F 900 GSThey have these engines made in China. The collaboration agreement Born in 2005, Loncin promised to redouble investment in equipment and installation to manufacture with the BMW standards and the requirements of The euro standardseven going beyond the manufacture of engines: they also manufactured motorcycles for the German company. BMW C 400 GT VS VOGE SR4 MAX 350. The BMW Scooter is based on the BWM platform and technologies. In his plan to increase income and reinforce ties with the Chinese giant, BWM licensed some of his platforms and engines to Voge, and hence the motorcycle that is sweeping in our country arises. Voge is currently the fourth Spanish manufacturer. BMW the seventhwith problems growing month by month. With the VOGE 900 DSX they have achieved their goal: Head the sales ranking in the traile segmentone of the most important and aspirational in the world of motorcycle. It is a model that drinks directly from the BMW F900gs, with the difference that at the equipment level, it is significantly above. The data is not only relevant to leadership in its category: it is because Voge has managed to place a trail of almost 10,000 euros in the third position of the best -selling brands in Spain. The other 9 are scootersa category that Cup more than 50% of the total sales in our country. VOGE 900 DSX. China’s plan to conquer the European consumer in the world of motorcycle is in two pillars: the quality-price and equipment. Regarding the first, The VOGE 900 DSX is sold for € 9,192 in Spain. Its counterparts in BMW, the F 800 GS and F 900 GS, start from € 10,970 and € 13,980, respectively. If we want to equip them, the price exceeds 15,000 euros. The commitment to notice of obstacles at the dead angle (something only common in motorcycles that cost almost double), emergency braking warning system, rapid series change, or a seven -inch TFT with Screen Mirroring are a notice to the rest of the segment giants: the selling a base product and becoming based on extras is a game in which China is not going to enter. Image | VOGE In Xataka | To manufacture for first brands to compete with them: Chinese motorcycles are sweeping in Spain

There are no diesel motorcycles for a very long list of reasons. This American brand doesn’t care about a single of them

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Motorcycles are not gasoline by whim. They are because diesel engines are unfeasible For the very nature of the behavior of a motorcycle, although there are those who have determined to resurrect a concept that, every time it has tried, has not managed to go beyond the anecdote. Why my motorcycle is gasoline. There is a very long list for motorcycles to bet on gasoline and not by diesel: the first is that they are designed to have a relatively content size and weight that allows them to be driven. Diesel engines are heavier that gasoline engines due to their compression ratio (burn with much more pressure and inevitably need more resistant and heavy materials). They also work in a very low range of revolutions, ideal to minimize consumption, but with much less response for a vehicle born to be agile and sportsto a greater or lesser extent. An industry that seeks to be profitable. They are also more complex to manufacture and maintainan especially important cocktail in an industry that sells much less than that of the car and operates in reduced volumes. In short, the motorcycle industry has focused on gasoline engines Because of its ease to extract power in low displacement, the advantage in weight-power relation, and the finely important performance in a vehicle in which, literally, we have the engine under the legs. Diesel attempts. Attempts to create a diesel motorcycle are over a hundred years old. Already in 1904, Holland created a diesel engine with a single cylinder, 2 hp of power and turned to 700 rpm. It was basically a bicycle with the support of a small engine Since then, there have been multiple attempts to make the diesel motorcycle profitable. The giant Royal Enfield He was one of them, with his 350cc diesel bullet. The conclusion they obtained was clear: “Although the sales of our gasoline motorcycles grow with the market, diesel have not followed the pace. It was a niche product. Now I don’t think we continue with the motorcycle” They are, everything is said. Axiom diesel cycles wants to try again. Matthew Lach, creator of AXIOM DIESEL CYCLEShe continues to believe in the dream of diesel motorcycles, and has materialized his own concept. Your company has been manufacturing custom motorcycles with this type of engines since 2019. Real, for street and perfectly accessible … for anyone who wants to pay them. And it is that the price of one of their custom diesel has a price that is around $ 50,000. There is not a single motorcycle in the generalist market that is around this figure, not even the supercar or The most enviable market trail. What you take. Far from offering a competitive engine in features regarding Its Custom Competitorsthe vision of this company is particular. It offers a three -cylinder engine, a thousand cubic centimeters and … 24cv of power. Exclusivity, an aesthetic achieved and, what noses, a diesel engine, is what this manufacturer offers that, for the moment, only sells in the United States. Image | AXIOM DIESEL CYCLES In Xataka | A hybrid engine that works with diesel and hydrogen. There are those who believe it is the future to clean heavy transportation

Old, without maintaining and without ITV. One in four motorcycles in Spain is a disaster for road safety

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Near one in four motorcycles of less than 25 years circulate without the Technical Inspection of Vehicles (ITV) in force, according to figures published by the DGT and collected by Motorpasionmoto. Being more precise, 23.3% of registered motorcycles circulate on the roads without having passed through the ITV. The worst news? The data falls short: not even all motorcycles are represented in that percentage. ITV are the parents. According to Spanish ITV data about 25% of motorcycles circulate without ITV in our country. This fact only refers to those with an age of less than 25 years. All those that have a higher age are not reflected within statistics. These are precisely the ones that represent the greatest risk, due to possible wear of their consumables and lack of maintenance. According to Guillermo Magaz, director of AECA-ITV, the old vehicles are the ones that most breached the corresponding reviews. An aged park. 16.9 years. This is the Middle Ages of the Motorcycle Park in Spain. It is a figure even higher than that of The age of cars in our countryalthough with a certain sense given the two NATURALS OF THE MOTORCYCLE: A vehicle to move from A a B as economical as possible or a simple vehicle bought by pure leisure. The consequences. In 2024 the number of deaths in Moto amounted to 289, higher figure from 2015 records. Beyond the relationship between a well maintained vehicle and their safety, there is a key fact to take into account: insurers do not have to cover a single expense if the vehicle has not passed the ITV. In case of an accident, without the inspection in force, the insurer has no legal obligation to cover the expense. The fines. The DGT fight with vehicles without ITV does not cease. It is a practice that can lead up to 500 euros of a fine, depending on the case. Circular without ITV: 200 euros, 100 euros with soon payment. Circular with unfavorable ITV: 200 euros, 100 euros with soon payment. Circular with negative ITV: 500 euros and vehicle immobilization, 250 euros soon payment. It is a problem of approach: it is cheaper circular without ITV than to circulate with a negative ITV vehicle (to which they have thrown back in the ITFV). The DGT He has been asking for years That insurers check if the ITV is in force when securing and renewing, although they have not been too successful. Meanwhile. In the absence of ITV, good security measures are good. The airbag It will become mandatory in driving examsonly the use of Integral Helmet on the roadand the validations of the card B to drive 125cc motorcycles They have ended. In Xataka | The day the motorcycles inherited aerospace technology: IMUs have arrived to change everything

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