Recogni Announces Pegasus PCIe Card for Autonomous Mobility Solutions

Pegasus Paired with Recogni SDK Provides Development and Deployment Flexibility for Any Autonomous Mobility Use Case

San Jose, Calif. – August 22, 2023 – Recogni Inc. the leader in AI-based processing for autonomous vehicles, today announced the availability of Pegasus, a PCIe card that allows Recogni’s Scorpio, the world’s first 1000 TOPS (Peta-Op) class inference solution for autonomous mobility, to be configured for any autonomous mobility application. When using Pegasus in conjunction with the Recogni SDK, customers are able to experience the value of Scorpio’s high compute capabilities, with low power consumption, low latency, and low system cost.

“The need for autonomous capability is growing rapidly across all forms of transportation, and Recogni is committed to providing the most powerful, purpose-built solutions for autonomous mobility, regardless of use case,” said Marc Bolitho, CEO of Recogni. “Being able to easily integrate Scorpio into any autonomous mobility application with our new Pegasus PCIe card and Recogni’s SDK showcases the multiplatform flexibility, as well as the robustness and readiness of our solutions. We’re pleased to empower our customers with system architectural flexibility and fast deployment in autonomous mobility applications.”

Pegasus can process up to four 8-megapixel cameras to provide front and surround views, and uses the Recogni SDK to convert, compile, profile and deploy models. Perception output includes 3D object detection, vulnerable road user detection, lane detection, free space detection, and traffic light/sign detection. This makes Pegasus a flexible solution for a variety of autonomous mobility applications, including robotaxis, autonomous trucking, drones, autonomous delivery vehicles, and autonomous aviation.

Unlike traditional solutions that are based on legacy technology and repurposed for the monumental task of AI perception processing for autonomous mobility, Recogni’s system is purpose-built to overcome compute and power efficiency barriers specific to autonomous mobility. Using Pegasus in conjunction with the Recogni SDK proves that Recogni’s purpose-built accelerator, Scorpio, is ready to be implemented in a variety of autonomous applications. In addition, because Pegasus has a high degree of development and deployment flexibility, it allows for much faster time to market for any autonomous mobility application.

“Having been in the automotive and autonomous driving industry for decades, it became clear that autonomous capabilities would only be able to go so far when using existing technology,” said Dr. Yvonne Lutsch, Investment Principal, Bosch Ventures. “Recogni has proven that to move the industry forward, it requires purpose-built technology that is powerful, flexible, and easy to integrate. And Recogni continues to demonstrate their credibility as an autonomous technology provider.”

About Recogni

Recogni provides exceptional vision-based perception processing to Autonomous Driving platforms addressing high compute, low latency, and low power consumption. The company was founded in 2017 with offices in San Jose California and Munich Germany.  Lead investors are GreatPoint Ventures, Celesta Capital, Mayfield, DNS Capital, as well as notable automotive OEM and tier 1s including BMW iVentures, Toyota Ventures, Bosch, Continental, Forvia and FluxUnit-OSRAM Ventures. For more information, please visit www.recogni.com.

The post Recogni Announces Pegasus PCIe Card for Autonomous Mobility Solutions appeared first on Automotorblog: Daily news on cars and motorcycles.

from Automotorblog: Daily news on cars and motorcycles https://ift.tt/TlwOB2J

Speed Read: A raucous custom Honda Ruckus and more

Two Honda scooters go head-to-head this week. One is a souped-up and stretched custom Honda Ruckus from Australia, the other is an electrified Honda Super Cub from Canada. We’ve also rounded up a cool Triumph Street Scrambler 900 from our friends at Tamarit, and a modern classic BMW R5 concept from Roughchild.

Honda Ruckus by Ellaspede Although we seldom feature them, there’s an entire subculture dedicated to custom Honda Ruckus scooters. Known as the Zoomer outside of North America, the Honda Ruckus is somehow both cute and burly, with a tubular frame that invites customization.

Australia’s Ellaspede doesn’t really specialize in custom scooters, but this is the second custom Honda Ruckus they’ve wowed us with this year. It’s a tale as old as time; the owner of this Ruckus saw what a good job Ellaspede was doing on his buddy’s Ruckus, and wanted in on the action. So he booked it in for a full cosmetic makeover with performance to match.

“My mates inspired me to go through with it,” says Ellaspede’s client. “I have a handful of mates with full custom Ruckuses, with everything from airbags, to complete ‘Bōsōzoku’ style, to JDM spec. So I decided to switch it up and go full ‘desert spec,’ something that hadn’t really been done before in our group.”

Ellaspede kept most of the Ruckus’ frame, plus its fuel tank and front fairing. But just about everything else was binned—including the stock engine. A bored-out 171 cc GY6 mill takes its place, good for a top speed of around 100 km/h [62 mph].

Billet engine mounts cradle the relatively monstrous engine, effectively stretching the Ruckus. There’s a new shock mount at the back too; with the lowered front forks, the whole scoot now sits closer to the ground. Blacked-out aftermarket wheels add a hit of JDM style, measuring 12×4” up front and 13×7” (you read right) out back.

The cockpit wears clip-on bars, CNC-machined controls, and Teflon-coated brake lines. Brembo calipers grab 220 mm discs at both ends of the bike. Adjustable brace bars stiffen the chassis, while a Brock’s Performance exhaust takes care of the soundtrack.

The Ruckus also sports a new wiring loom, LED lighting, a Koso gauge, and a refurbished front luggage rack. An extra LED light bar helps out on night rides, while a custom plate bracket keeps the fuzz at bay.

Lastly, Ellaspede slammed the seat and wrapped it in a digital desert camo pattern, using a heavy-duty Cordura fabric. It’s the perfect match for the rest of the Ruckus’ sandy paint job, which was inspired by classic Toyota 4x4s. [More]

Electric Honda Super Cub by Sally’s Speed-Shop This remarkably elegant moped started its life in 1981 as a humble Honda C70 Passport Deluxe—a variant of the immensely popular Honda Super Cub. But by the time Sally’s Speed-Shop was done with it, the only recognizable part was its underbone frame.

Sally’s Speed-Shop is the nom de plume of an enigmatic custom motorcycle builder based in British Columbia, Canada. He barely has a digital footprint, but he does have a knack for building ingenious machines. Last year, he built a lean café racer with an electric motor—now he’s struck again, by electrifying the Honda C70.

Once Sally started stripping the Super Cub down, he struggled to rein himself in. Pretty soon the bike had been torn down to just the main frame, in need of new suspension and new bodywork.

Sally attached a springer-style front-end from Kepspeed, designed specifically for the Cub. A set of drag bars sit up top, while freshly laced oversized wheels lower down (with twisted spokes, no less). To make sure there was enough clearance for the rear wheel, Sally also fabricated what he calls an “aluminum trestle-type anti-swingarm.”

The streamlined bodywork was created by first building a steel frame to support a handmade mold, then shaping the final shell out of an epoxy composite. Everything was finished in chic black paint, with a handful of contrasting aluminum parts, including a drilled front cover, faux louvers on the sides, and an auto-style trim line that wraps around the body. A slim aluminum seat pan is perched on a cantilevered mount, trimmed with black leather.

Under the hood, an 8,000 W electric hub motor propels the scoot forward. Everything needed to run it is stashed under the body’s shell, from the battery to the controller and requisite wiring.

Finished off with minimal accouterments, Sally’s electric Honda Super Cub exudes class—even if it is a little quirky. [Via]

Triumph Street Scrambler 900 by Tamarit Motorcycles We’ve lost track of how many custom Triumphs Tamarit has built already—but that’s only because we stopped counting at 150. The Spanish shop does everything, from high-end one-offs, to more restrained custom jobs that take Triumph’s already handsome modern classics and dial them up to eleven.

This liquid-cooled Triumph Street Scrambler Triumph 900 is a prime example of the latter. It’s visually clean and still recognizable as a Triumph Scrambler, but it’s also stacked with sneaky upgrades and tasteful mods. Tamarit built it for a client that wanted to tackle the odd bit of gravel, without losing its street manners.

Most of what you see here can be replicated fairly easily with Tamarit’s aftermarket parts, and a tiny bit of cutting and welding. The seat, rear loop, rear fender, and license plate bracket are all part of a kit that requires changes to the subframe to install. Tamarit fitted most of the kit as-is, adding some contrasting piping to the seat to help it complement the paint job.

The Street Scrambler 900 now wears Öhlins suspension at both ends; we applaud Tamarit’s choice of right-side-up front forks. Beringer brakes improve the bike’s stopping power, specced in gold to match the suspension parts. The OEM wheels are wrapped in Heidenau K60 Scout tires.

An adaptive LED headlight sits up front, with tiny LED turn signals from Motogadget at both ends. Tamarit also installed new yokes and handlebars, Puig levers, and bar-end mirrors and turn signals. The sump guard, chain guard, and front fender are all Tamarit parts, while the twin exhaust system comes from Zard in Italy (which is where this bike is headed).

Custom number boards flank the Triumph, with a black, white, and yellow livery adorning the bike. Custom Tamarit tank badges finish things off in style. Tasteful and chic, this Tamarit Triumph is the perfect custom blueprint for the versatile Street Scrambler 900. [More]

BMW R5 concept by Roughchild Motorcycles Operating as Roughchild Motorcycles out of Los Angeles, Robert Sabal builds some of the tidiest BMW restomods around. Now he’s upped the ante, with an upcoming limited series of custom BMWs that take inspiration from the iconic BMW R5. And he’s given us an early look at the initial design renders.

If you’re not au fait with BMW’s design heritage, the R5 is the bike that loosely inspired the BMW R18. But Robert’s design is far closer to the R5 in both aesthetics and size than the hefty R18 is. A hardtail-like frame layout forms the base of the design, with an exposed drive shaft and fishtail exhausts adding faithful nods to the past.

But this Roughchild concept is vintage in look only. Robert is speccing it with Öhlins upside-down forks and top-shelf disc brakes, and has even factored in a sprung saddle design for extra comfort on the road. The handmade handlebars will sport an internal throttle and hidden switchgear to keep the overall layout super-sano.

And then there’s the engine. Roughchild has partnered up with Ed Pink Racing—Singer Vehicle Design’s go-to shop for hopped-up Porsche engines. Ed Pink is building a set of fuel-injected boxer engines for the R5 concept, complete with Porsche 911 internals, special cylinder heads originally designed for the Porsche 946, Mahle pistons, and a host of other bespoke parts.

With an expected output and weight of 100 hp and 400 lbs (twice the power-to-weight ratio of the R18), Robert calls this the “ultimate hyper-classic motorcycle. Roughchild is only building 10 of these though, and four are already spoken for. [Roughchild Motorcycles]

from Bike EXIF https://ift.tt/68QViJA

Greatest Hits: The very best of Taiwan’s 2LOUD Custom

From the moment that 2LOUD Custom burst onto the scene, we knew they’d be a custom shop to watch. Based in Taipei, the dream team of Ma ‘Max’ Yicheng and Lu Yongyu has the ability to customize motorcycles of all shapes and sizes, while still imbuing each one with their signature style. It’s little wonder that 2LOUD Custom has established itself as one of the shining stars of Taiwan’s blossoming custom scene.

Our selection of 2LOUD’s best builds covers a full spectrum of engine sizes and build styles. From a chopped Cub to a burly Honda CB1100, it shows the shop’s versatility and dedication to building tasteful custom motorcycles.

Kawasaki W800 The Kawasaki W800 has a lot going for it if you’re building a custom bobber, but even more so when left to the talented hands of 2LOUD. Accentuating all the Kawasaki’s best qualities, while slimming things down dramatically, this W800 bobber is a functional work of art with just enough panache.

The build started with a 2016 model W800, which Max tore down to the bare bones to de-tab the frame and fabricate a shorter rear subframe. New Öhlins shocks add attitude in the rear, and Max fabricated a brilliant twin exhaust with handmade mounts and turned end caps.

Contributing most significantly to the Kawasaki’s visual transformation is the handmade fuel tank—executed in the style of ’70s enduros. It’s much slimmer than the W800’s factory equipment, and Max installed an external fuel pump and a Rapid Bike EVO management system to keep the fuel injection system happy.

There are loads of details you might miss at an initial glance that add depth to this W800’s persona. The chrome was stripped from the parallel twin’s side covers, the black paint was stripped from the front forks and rear brake drum, and a new Brembo caliper was fitted up front. Controls, instruments and lighting were all swapped or modified.

One thing that’s sure to be noticed is the paintwork—a stellar combination of pink and warm gray with a silver foil stripe. Paired with a quirky suede and leather saddle and Adlert Classic tires, this W800 is a feast for the eyes with everyday functionality. [More]

SYM Cub Clone “Cub plus chopper plus love,” now that’s a tough concept to master considering the Cub’s swept lines and humble commuter ergos. But with a little vision and skillful adaptation of traditional chopper principles, this Cub clone has to be one of the most grin-inducing scoots we’ve ever posted.

Max and Lu got started with an SYM Honda Cub clone and ditched the original 90 cc engine and three-speed, in favor of a Zongshen 190 cc and five-speed. With nearly all of the Cub’s plastic stripped, the 190 cc mill hangs out in the wind, and 2LOUD dressed it up a bit with a new air filter and custom stainless exhaust.

A chopper needs the right stance, and 2LOUD tossed out the stock Cub fork in favor of a cleaned-up front end from a Hartford HD200—talk about an altitude adjustment. The wheels were built in-house by lacing 18F/17R aluminum rims to the stock hubs with stainless steel spokes.

Finishing off the Cub’s new laid-back stance, Max and Lu fabricated a set of stainless ‘bunny-ear’ handlebars and trimmed what was left of the bodywork for a caramel leather saddle and backrest. After a smattering of custom brackets, gussets, and lighting, and a little love in the form of several heart-shaped covers, the Cub’s chopper transformation was complete. [More]

Honda CB1100 EX The Honda CB1100 EX is a fine-looking, semi-retro bike, but a far cry from this balanced, lean machine crafted by 2LOUD. Packed with intricate details and one-off parts, it’s hard to fathom this was the shop’s first four-cylinder build.

Once stripped of its bodywork and excess bracketry, the 2014 CB1000 EX donor has great bones for a retro build. The rear subframe was completely reworked with a new, shortened hoop to accommodate a custom leather saddle and chopped rear fender. Max then set to work modifying the rear swingarm for the wider Adlert Classic rubber and installed Gears Racing shocks with Hyperpro springs.

Max and Lu left the CB’s powertrain mostly stock, adding K&N induction, a Dynojet Power Commander V and concealing all sensors and modern electronics. Much of the modern gadgetry is hidden by a pair of handmade side panels under the seat, and all of the CB’s wiring is now routed through the handlebars and the frame.

As we’ve come to expect from 2LOUD, the fuel tank on the CB is a completely custom piece, handcrafted by Max. Its shape leaves plenty of the 1,140 cc engine exposed, and Max incorporated a small pocket forward of the fuel cap for the Motogadget instrumentation. A whole slew of custom parts keeps us coming back for more, including CNC-cut triple clamps, an intricate chainguard and an Active oil cooler with polished connectors. [More]

Kawasaki W650 It’s easy to get too involved when you’re bankrolling a custom build, and sometimes it’s best to let the experts do their thing. In the case of this Kawasaki W650, though, the buyer’s directive was simple: make it “cool enough,” and have it done in time for his birthday.

Max and Lu got started with a 2006 Kawasaki W650, and set about changing almost everything. The engine was polished and overhauled with an 803 cc kit from POSH Japan, and now inhales through a pair of Keihin FCR37 carburetors. The exhaust is a standout, even for 2LOUD, with twin headers that snake through the frame into a pair of shotgun cone mufflers.

Before receiving a slick coat of high-temp silver, the Kawi’s frame was reworked throughout, and rebuilt all together in some places. The stainless steel swingarm was fabricated in-house, along with the rear brake strut, and the whole thing is suspended by a pair of Öhlins shocks.

Max relates that the owner was thrilled with every custom detail the duo cooked up for the bike, so they kept going. The triple clamp is a one-off CNC’d part, the handlebars are a unique stainless bend and the chainguard is custom, as are the foot pegs with integrated indicators. So numerous are the finishing details, that it’s easy to bypass the big items, like the ribbed peanut tank with an integrated Motogadget speedometer. [More]

BMW R NineT Sporting a retro vibe and simplified unit construction, it’s no surprise that the BMW R NineT has been sliced and diced in just about every conceivable manner. Even so, there’s something unique and unmatched in 2LOUD’s rendition—unsurprising considering Max aimed to completely bust convention with the build.

At a glance, there are a ton of visual cues that make this R NineT fit 2LOUD’s profile. The de-tabbed chassis sports reworked brackets and gussets, a shortened subframe hoop and silver paint. The stellar handcrafted fuel tank with integrated instrumentation is also a 2LOUD signature, and the paintwork is a subtle nod to BMW Motorrad history.

“I wanted to break free from the orthodox café racer style, downsize the fuel tank, and find a balance between aggressiveness and harmony,” says Max, which likely explains this BMW’s scrambler influences. The bars are taller, the seating position more relaxed and the bike sports Pirelli’s MT60RS rubber—common on many OEM scramblers.

Equipped with a single-sided swingarm, an inverted fork and a blacked-out powerplant, this R NineT is not only too unique to classify, but also unique among 2LOUD’s portfolio. It’s as fresh today as when we first profiled it back in 2017, and if that’s not the mark of a top-echelon builder, then what is? [More]

2LOUD Facebook | Instagram | 2LOUD parts store

from Bike EXIF https://ift.tt/Js42gUa

Going solo: A crisp Yamaha SR500 street tracker from Poland

The Yamaha SR500 is enjoying a resurgence in popularity right now, but we’re not surprised. Few motorcycles can match the SR’s enduring appeal; its timeless design, buzzy motor, and neutral geometry make it easy to get along with. No wonder the previous owner of this Yamaha SR500 insisted on a final spin around the block before he parted with it.

“You could see the emotion during his last ride,” says Paweł Guzik, who acquired the SR500 to turn it into a handsome street tracker. Paweł’s name has graced our pages before—he’s one-third of Ventus Garage, a custom workshop in Kraków, Poland. But for the last three years, he’s also been running a solo side project under the moniker Airow Custom Motorcycles.

Paweł’s goal was to build a classically-styled flat tracker with supermoto underpinnings. His client, a gentleman from Austria, actually wanted to buy a Suzuki GN400 that Ventus had previously customized, but needed a little more poke than the 400 could offer. He’s also used to riding supermotos—so 17” wheels and upgraded suspension were mandatory.

Paweł started by stripping the 1980-model Yamaha SR500 down to its nuts and bolts. A stock SR500 only ekes out about five horses more than a stock GN400, so his first job was to bore the Yamaha’s single-cylinder mill out to 540 cc.

The rebuild included a forged piston and performance connecting rod from CP Carillo, an upgraded camshaft from Świątek, and performance valve springs. The crankshaft was lightened and balanced too, and the whole engine was hydro-blasted and Cerakoted before being reassembled with stainless steel fasteners. A Mikuni TM36 carb with a RamAir filter helps it breathe easier.

The next phase involved updating the SR’s wheels and suspension. Paweł went deep here, replacing every OEM part with something newer and better suited to the client’s needs. A set of KTM 690 Duke triples and forks do duty up front, with YSS shocks and an aluminum swingarm from Kedo fitted at the back.

The wheels use Yamaha WR hubs, 17” rims, fresh stainless steel spokes, and Metzeler Roadtec tires that prioritize speed over style. Upgrading the brakes proved to be a harder task. Paweł started at the back, by mounting a Ducati caliper on a custom CNC-machined bracket and mating it to a Nissin master cylinder lifted from a Suzuki.

Since the SR500 originally had a drum brake out back, there was no existing attachment point for the master cylinder. So Paweł created one, taking care to line it up neatly with the rear frame triangle. The front brake uses the KTM’s Brembo caliper with an EBC disc from a Yamaha XT660.

Shifting his attention to the bodywork, Paweł sourced a late-model Yamaha RD250 fuel tank to replace the OEM unit. The SR500 carries its fuel in the frame, so the RD250 tank needed an all-new tunnel to fit. While he was at it, Paweł made space for the ignition and a Lithium-ion battery under the tank too.

The fiberglass tail section mimics classic flat track designs, but it’s actually a one-off. It’s topped off with a chic suede leather saddle. Paweł also fabricated the stubby front fender and the Triumph Thruxton-inspired exhaust.

There’s more of his handiwork in the cockpit, where CNC-machined parts hold items like the Bates-style headlight and Motogadget speedo. The Yamaha also wears new bars and grips, with simplified switches, and Magura brake and clutch levers. Look closely, and you’ll notice that the bike’s clutch has been upgraded to a hydraulic setup too.

Since the SR500 had to be street legal, Paweł also made provision for a bright LED taillight, LED turn signals, and a license plate mount. “It meets the strict requirements of the TÜV certification,” he confirms. “In short, this meant consultations on critical points with the TÜV inspector, and sending photos after completing important stages of the build.”

Inspiration for the Yamaha’s elegant livery came from the custom Porsches of Singer Vehicle Design. Tasteful pinstripes dance along the white bodywork, complemented by a slew of grey Cerakote finishes. If there’s a better color scheme for this particular street tracker, we can’t picture it.

The bike’s minimalist aesthetic also belies the amount of work, and drama, that it took to build it. Paweł spent 1,700 hours on the project, and a lot transpired between the purchase of the donor bike and now—including a global pandemic. As a result, the bike is now for sale.

Are you as tempted as we are?

Airow Custom Motorcycles | Images by Kacper Miętka and Jan Wodniak

from Bike EXIF https://ift.tt/ckNMRUb

The 5 Coolest Motorcycles Not Available in the US

There are plenty of reasons why certain motorcycle manufacturers don’t give North Americans the full catalog, and none of those reasons are particularly exciting. The cruiser market is probably the big one, as a large percentage of America’s riding population still gravitates towards Harley-Davidson. The USA also doesn’t have engine displacement limitations attached to their licenses like some other countries do, which tends to spice up lower cc offerings.

Even with plenty of good ways to spend my hard-earned powersports allowance, I’m still lusting after the things I can’t have. If a blank check were to arrive tomorrow, and the government turned a blind eye, here are just a few of the exotic machines from my international shopping list.

Brixton Crossfire 500 With a name like Brixton, you’d assume you’re looking at the next generation of affordable British motorcycles. But the firm is actually Austrian, and their products are assembled in China.

Not to be dismissed, Brixton has introduced a whole line of retro-themed motorcycles with rock-solid build quality and name-brand components, and there’s more than one that’s caught our eye. The Crossfire 500 XC is unanimously our favorite, but for the less off-roady crowd, the Crossfire 500 X has a slick factory-custom look for the street.

Tall and flat, we’d wager the Crossfire 500 X takes inspiration from Husqvarna’s Vitpilen and Svartpilen models—or maybe it’s just an Austrian thing. The Crossfire is armed with a liquid-cooled, 486 cc DOHC twin rated at 47.6 hp, which helps to offset its 419-pound heft. Stopping power comes from J. Juan single discs front and rear with BOSCH ABS, and suspension is adjustable KYB at both ends.

While the majority of the mechanical bits are shared across the Crossfire 500 line, the 500 X occupies a happy medium between the standard Crossfire and XC models. Its seating position is more relaxed than the Crossfire, and the seat is wider and flatter. Wearing Pirelli MT60 rubber, the Crossfire X will take on the occasional off-road endeavor, but lacks the skid plates, tall bars and 19” front wheel of the Crossfire XC.

There are multiple contenders in the pseudo-scrambler market in the US, but Brixton’s Crossfire models bring a certain flare to the segment. The Crossfire’s long sculpted fuel tank and flat, full-length saddle are great-looking parts for original equipment, as is the full stainless-steel exhaust system. Priced right around $7,670, we’re confident the Crossfire X could carve its share of the market—if given the chance. [Brixton]

CCM Motorcycles Street Tracker It’s tough to compete with mass production when you’re a small firm with a handbuilt product, but the folks at CCM Motorcycles have found a strategy that works. Using a single liquid-cooled 600 cc platform, the company has built a catalog of 20 fun-loving retro models with distinctive panache. The Ultimate Maverick and Street Tracker are a couple of our favorites from CCM’s lineup, but since our list is a little dirt heavy already, let’s focus on the Tracker for now.

Simplicity is the key to CCM’s product versatility, and probably a big part of the fun as well. The entire model range is based on a TIG-welded steel tubular chassis, with adjustable suspension front and rear with 4.72” of travel. Power comes from a liquid-cooled 600 cc single, rated at 55 bhp, and a six-speed transmission makes the most of it. Thanks to its stripped-down nature, the bike weighs just 319 pounds dry.

While we’re big fans of the Maverick scrambler, the Street Tracker model is probably the better pick given the platform’s limited suspension travel. The Tracker takes its inspiration from CCM’s flat track race bikes, and is fit with number plates, a titanium exhaust, a Magura hydraulic clutch and a 19F/19R wheel combo with street-legal Maxxis flat-track rubber.

Given CCM’s handbuilt, low-volume business model, it comes as no surprise that the Street Tracker is a pricey little thing. The Tracker would set you back around $14,368 in base form by the latest exchange rate—and that’s not counting a one-way ticket across the pond. [CCM]

Fantic Caballero 500 Rally If you’re one of our regulars, then you probably already know that the Fantic Caballero 500 Rally is high on our international wish list. The Caballero combines rugged, real-deal off-road hardware with a timeless scrambler aesthetic, and it’s certainly one of the most unique motorcycles you can buy on somewhat of a budget.

Unlike many other scramblers on the market, the Caballero’s foundation was built with real off-road prowess in mind. The chassis is tubular chromoly steel, with inverted 43 mm forks and an aluminum rear swingarm. Suspension is adjustable on both ends, and provides 8″ of travel, which is competitive even in the performance dual-sport scene.

Peak power is rated at 40 hp, courtesy of a liquid-cooled 449 cc four-valve engine sourced from Zongshen, and the transmission is a standard six-speed. That all makes for a pretty intriguing machine, but it’s the combination of the off-roady mechanicals and the classic scrambler aesthetic that makes the Fantic unique. To nail the look, the Caballero is finished off with a retro 3.2-gallon tank, a slim scrambler saddle, high fenders, a skid plate and a stainless steel exhaust by Arrow.

Looking a bit like a dirt bike/scrambler lovechild, we’re confident the Fantic Caballero 500 Rally is the best way to go wherever you want—and look cool as hell doing it. The 500 Rally sells for the equivalent of $9,100, and if you could get it here, I’d have one. [Fantic]

Sherco 50 SM-RS Silver What’s the big deal, it’s a 50? Okay, hear me out on this one. Think of your local kart track on supermoto day. Now imagine carving deep into the chicken strips and passing all the DRZs and 450s on a two-stroke 50. Sounds awesome, right?

50 cc bikes are a big deal in Europe, and Sherco is one of the top names in this bracket. Sherco doesn’t disclose power figures for these bikes, but by the specs, the 50 SM-RS Silver is a ripper. The liquid-cooled Minarelli AM6 engine is fed by a single Dell’Orto, and sends power to a six-speed transmission.

With a seat height right of around 33″, the 50 SM-RS is a full-size machine that’s fine-tuned for the sharp and twisties. It has an inverted fork, a big 300 mm front disc and 17” sumo wheels, and the bike looks ready to rock right off the showroom floor.

The Sherco USA pricelist includes many of the company’s offerings, but none of the 50s, so it’s safe to assume I won’t be ripping one of these anytime soon. Beyond that, we don’t even know what it costs, as there are no published MSRPs for these bikes. Based on the 2021 pricelist, we’d assume the 50 SM-RS sells for north of $4,000. [Sherco]

TM Racing SMR 450 ES Fi 4T Let’s end things on an optimistic note, shall we? On the surface, Pesaro, Italy, based TM Racing doesn’t seem to do nearly as much business in the States, but they do have a few North American dealers on file. Whether they have the SMR 450 ES Fi 4T in stock or not is another matter, but if they do, I’m certainly listening.

TM Racing started building bikes in Italy in the late 1970s, and today, the company’s catalog has a full docket of enduro and motocross bikes, along with a go-kart division. With MX bikes and karts in inventory, it’s safe to say that TM goes heavy in supermoto, and they’ve got nine models to choose from. My choice has to be the SMR 450 ES Fi 4T.

That’s quite the assemblage of letters, but the takeaway is that this is the closest thing to TM’s competition 450 you can get with lights and indicators, The bike is based on an aluminum chassis with a 48 mm Kayaba front fork and a proprietary rear suspension—both good for around 11” of travel. Induction comes courtesy of Keihin and the brake system is designed by Brembo.

Info is scarce on the web, and we’re still unclear on whether the SMR 450 4T is actually readily available here, or if it complies with U.S. DOT regulations. If we can get it, the TM won’t come cheap, and would likely set you back around $12,000. [TM Racing]

from Bike EXIF https://ift.tt/RgWqaV9