by Daniel Patrascu from https://www.autoevolution.com In the very near future, electric motorcycles will become just as common as electric cars. There are countless startups working on such projects, and even giant Harley-Davidson has joined the party with the launch of the LiveWire. But there is one company that saw the potential of electric motorcycles years before all others. Back in 2013, at a time when electric cars were just beginning their ascension, Kawasaki introduced at the Tokyo Motor Show the J concept, a bike the likes of which the world had never seen before. Half a decade before Yamaha introduced the strangely shaped Niken, Kawasaki envisioned a motorcycle with two front wheels and also the ability to shorten and rise itself to suit a particular riding style. Moreover, the motorcycle was designed to be powered by an electric powertrain, something few thought about back then. The main trait of the motorcycle was that it could provide either a low riding position for high-speed motoring, or a more upright one just for cruising. It could do that by modifying the length and height of the wheelbase at a moment’s notice. The bike lacked handlebars in the traditional sense, and they were replaced by two controllers, governing each of the two front wheels. The concept looked fantastic, as you can see in the gallery above. It was of course too far fetched to actually spawn a production motorcycle anytime soon, but we would have expected at least some of the technologies previewed on it to actually make it into production. The two front wheel layout did, not at Kawasaki but over at Yamaha. The electric powertrain never made it into production at Kawasaki either – there is an electric version loosely based on the Ninja that was shown at EICMA 2019, but with only 62 miles of range it’s more of a joke than anything else. In the lack of something better from Kawasaki in this segment, just watch the video of the J presentation from years ago and see how glamorous it all felt back then.  

by Abhinand Venugopal from https://www.rushlane.com

This one-off Royal Enfield electric motorcycle was made by Newtown-based Electric Classic Cars

Global automotive industries have termed EVs as the future of mobility and many environmentalists (actual and keyboard warriors) are glad about it. However, an ideal balance between electric vehicles and petrol hybrids would be the best scenario if the world really wishes to cut down emissions drastically. The reason for this is that many countries still depend on coal power plants to generate electricity. Hence, a world of only electric vehicles could only accelerate emissions, indirectly.

On the bright side, the push towards electric mobility has introduced an array of interesting products. This ranges from the cost-effective Tata Nexon EV we have here to high-end performance cars such as Porsche’s Taycan Turbo S. Newtown-based (in Wales) Electric Classic Cars have done something similar at a smaller yet equally interesting scale.

Dubbed as the Royal Enfield Photon, the project is essentially a Royal Enfield Bullet with an electric powertrain. It’s a one-off product like most other commissioned Porsche, Land Rover or Volkswagen projects from Electric Classic Cars. Attention to detail seems to have been one of the top priorities in the EV since it does not look like a half-baked design. The uber-retro electric motorcycle is finished in a beautiful shade of British Racing Green with neat-looking Gold pinstripes against gloss black. The quilted leather seat is done in tan.

Purists may argue that it has ditched the original ‘Royal Enfield charm’, but it’s often forgotten that the current line of Bullet products employs an archaic architecture — especially in terms of output-to-displacement ratio. The story could take a twist when the next-gen ‘350’ models hit the market.

The Royal Enfield Photon is powered by a 12kW (almost 16bhp) hub motor coupled to four 2.5kWh lithium-ion batteries. To integrate the electric powertrain, the engineers at Electric Classic Cars had to make significant changes to the stock downtube chassis frame. The air-cooled battery pack can be filled from empty in about 90 minutes using any mainstream charging facility. It has a real-world riding range of 130km (claimed) as well.

While 16bhp does not impress on paper, EVs are mostly about good torque characteristics right from zero RPM. While the Photon is no rocket from the get-go, it has a much more enjoyable RPM band compared to its original ICE counterpart. The motorcycle tops out at 112km/h.

Hardcore Royal Enfield fans would surely miss the ‘thump’ and NVH associated with a Bullet, alongside its affordable price tag. Yes, a regular Royal Enfield in the UK is significantly cheaper at about £4,699 (roughly Rs 4.45 lakh) compared to the Photon’s estimated asking price of £20,000 (just under Rs 19 lakh).

Editor’s Note: Roundabouts elicit all kinds of opinions, and the comments from our recent Newsletter #585 was no exception. Last week, we presented the first set of comments. Part two also runs the gamut of those for and against signaling in a roundabout. I ran the first batch in the Bikernet Weekly News last Thursday.–Bandit

Readers’ Comments Part 2

No signaling should be required upon entering or exiting a roundabout because it serves no useful purpose. Everyone in front of you and behind you knows you are going to turn right eventually without slowing down. Only changing lanes within a roundabout after entering should require signaling.

This is so obvious—how can there be any other opinion on it? The only reason to legally require signaling upon entering or exiting a roundabout is the hope of collecting “revenue” when people acting on good instinct forget to do what is illogical.

Gary, Kansas

 

I believe that the rules DefensiveDriving.com suggests are correct. I have used those rules for many years.

James Phend, Florida, NMA Foundation Director

 

Roundabouts can be and usually are confusing. Many drivers speed through them, causing other more timid users to contemplate what they need to do in such a rushed environment. Adding turn signals to the mix only adds to the confusion.

The Indiana law that requires a motorist to signal 200 yards before a turn is not practical when driving in a roundabout. The attorney general inserting his opinion on the need to signal within seconds of your turn is subjective and not the law.

Dennis Eros, Washington State

 

“When turning left (last exit/three-quarters around), signal left upon entering, switch to the right as you come to the exit.”

This last suggestion (from the DefensiveDriving.com) makes no sense. If you signal left when entering a traffic circle, people are going to think you are going to go the wrong way. Signaling when you are about to exit the traffic circle makes sense and makes the roundabouts safer for all who drive them.

Alex, New Jersey

Simple: Signal right if moving from left lane to right lane within the circle & when exiting. Don’t signal otherwise. Signaling left when entering the circle implies that you are an idiot who intends to turn clockwise into the circle.

Bob, Michigan

 

An experienced driver having driven in more than 30 different countries with a million miles behind the wheel, I agree with DefensiveDriving.com’s ideas on navigating roundabouts. My first driving experience in Europe was 45 years ago. I learned how to navigate roundabouts by watching how the European drivers negotiate roundabouts. Many, if not most drivers there use their signals as recommended. I also believe that Europeans are more aware of the driving conditions.

In cities, roundabouts increase the flow of traffic and safety only if drivers yield when they should and take the right of way when they have it. That same logic applies in many driving situations.

Larry, Nevada

 

I’ve given up. Self-canceling signals found on virtually every light vehicle aren’t conducive to it. Too much wheel movement in both directions.

Mike Siedlecki, Oregon

 

I can find no other purpose for signaling at a roundabout, except to indicate an intent to exit a roundabout at a particular road, and that’s always to the right.

Thus in Indiana and any other states that have such laws on the books – any legal requirement to signal a left turn or right turn before entering a roundabout should not be enforced.

Donald, Wisconsin

 

I’m very sensitive to when signaling is useful, and when it’s not. In a rotary (as we call them in Massachusetts) where one car can’t pass another while circling, there is no need for signaling.

In a rotary where cars can pass others while circling, it would probably be helpful for cars to signal right when they are about to exit if they are in an inner lane of the rotary. And if a vehicle is in an outer lane of the rotary and is going to be passing at least one exit before exiting, it might be useful for the driver to signal left until the car has passed the last exit before it exits.

David Holzman, Massachusetts

 

As a retired truck driver, I started using turn signals to let others know what my intentions were, so they wouldn’t have to guess. In that way, they may not have to brake, which helps traffic speed in the roundabout. I do not think it should be enforceable, because police ticket hunters will be there to make their cash.

Merrill Gehman, Alaska

 

One reason the use of turn signals should not be required in roundabouts is that you are continually turning already in one. That requires a lot more attention to your steering wheel, and for a lot of drivers, having to take a hand off the wheel to use a turn signal is problematic. You don’t need to know the other driver’s intentions if they are in front of you because of any direction they choose doesn’t affect you. If you are next to them even a little, a turn signal may not be visible to give you enough time to react anyway.

The other thing about roundabouts is the ridiculous 15 mph speed limit. Have you actually tried to go that slow in one? Just try it when other drivers are around you. I did it once with no one around just to see if I could. Insane!

Clair Oppriecht, Wisconsin

 

Speaking of roundabouts, here is something I found humorous. Highway 191 going north out of Jackson, Wyoming enters Teton National Park at about 4 miles north of town. No one notices this unless they read a small sign that says “Entering Teton National Park.” Driving in or out of the park is little-noticed because that part of the park has no noted entrance or exit point. If one continues on 191, one eventually exits the park, again without any notification that you’ve ever been in the park.

Gross Ventre junction is seven miles north of town on 191, which is in the park. This junction is for North-South traffic on 191 and East-West traffic on the crossroad, which has a name, which no one remembers. While 191 is a heavily traveled road, the crossroad is a lightly traveled road. Normal people do not think this is a situation where a roundabout would be helpful. For that reason, many people, including myself, wrote letters to the newspaper saying we thought spending $5 million on an unnecessary roundabout would be stupid. Of course, we were not listened to even though the Park Service always complains they don’t have enough money.

The roundabout was built, and it was audacious. In the center was a large statue of something or someone nobody ever heard of, but it was beautiful. It must have at least doubled the cost of the roundabout.

Shortly after the roundabout was finished an 18-wheeler going about 50 miles an hour plowed into it on a dark night. The entire center of the roundabout was demolished. The traffic lanes remained intact. This was a few months ago, and so far, the Park Service hasn’t said when or whether they will rebuild the center structure. It remains in ruins as a testament to the National Park Service’s stupidity.

Kenneth Willis, Wyoming

by Pradeep Shah from https://www.financialexpress.com/

The Benda Asura 400 comes with a single-sided swingarm, which is quite rare to see on a 400cc motorcycle.

In the last few years, a lot of Chinese manufacturers have ventured into the motorcycling space. We have been bringing you a lot of stories on Chinese copy bikes that are particularly on sale in Pakistan. Well, today’s story is also about one Chinese motorcycle minus the fact that it is not on sale in our neighbouring country. This one is called the Benda Asura 400. What catches the attention at first is the Indian name used for naming the motorcycle. The Chinese manufacturer Benda had unveiled the quite futuristic-looking Asura 400 concept in February 2019. Now, very recently, the final production model has been revealed along with the technical specifications.

For now, the Benda Asura 400 is on sale in China only with prices starting at 27,800 Chinese Yuan that translates to almost Rs 3 lakh as per the Indian currency. This is indeed a quite competitive price tag, keeping in mind the fact that the bike packs in modern and premium components like a single-sided swingarm, parallel-twin engine and more. Coming to the powertrain, Benda Asura 400 is powered by a 389cc, liquid-cooled, parallel-twin engine that is good for developing respective power and torque outputs of 36.7hp and 32Nm. However, while the concept was showcased, the company had claimed a maximum power torque of 43.5hp that was very much in line with that of the KTM 390 Duke.

Acceleration time from a standstill to 100 kmph is 7 seconds while the top speed of the Asura is pegged at 160kmph. The company has also revealed the mileage which is 32.2kmpl, a figure that is reasonably impressive for a twin-cylinder engine. While you may think that the Benda Asura 400 is somewhat lesser performance-oriented compared to the competition, here is how the company has tried to compensate for it. The bike comes with premium underpinnings and hence, you get inverted forks upfront along with a rear monoshock. Moreover, the bike gets a single-sided swingarm, which is pretty interesting and rare for a bike of this segment.

Stopping power comes from twin disc brakes up front along with a single rear disc and these are coupled to a dual-channel ABS (Anti-Lock Braking System) for better safety. Moreover, in terms of features, the Benda Asura 400 gets an all-LED lighting set up and the instrumentation is also a fully coloured TFT unit. If you are thinking the ‘Asura’ will be launched in India, you need to realign your thought process due to the fact that a 400cc bike at this price won’t be making much sense considering the price-sensitive buyers.

A lot of chinese manufacturers have been copying the design of products and one best example is Sigma Motorsports that sells numerous copy bikes in Pakistan with different names and smaller displacement engines compared to the respective original bikes on which those are based. While the Asura is not an outright copy-paste job, we can still see some heavy resemblance with two premium naked streetfighters on sale in India. Can you name those?

from https://www.ksro.com

BMW(NEW YORK) — Trudy Hardy is no stranger to motorcycles.

Hardy, a licensed street rider for 20 years and former executive at British carmaker MINI, now sells the “2-wheeled side of life” as vice president of Motorrad of the Americas, BMW’s motorcycle division. Her position puts her in charge of motorcycle operations in the U.S., Canada, Mexico, Argentina and Brazil and she oversees the brand’s 150 U.S. stores.

Few women hold high-level executive roles in the motorcycle industry even as the number of female riders has jumped to 19% in 2018 up from 10% a decade ago.

Hardy, who was appointed to the position last July, views women as an important part of Motorrad’s business, which has been primarily men in the 45 to 55 age group.

“We’re broadening the range [of bikes] we have … ones that have lower ride height or adjustable suspensions,” she told ABC News at Motorrad’s U.S. headquarters in Woodcliff Lake, New Jersey. “Women need to be comfortable on the bikes they choose.”

She added, “We want to expand our audiences. There’s a lot of untapped potential for us.”

Last week BMW unveiled the R 18, a retro-styled bike geared toward the U.S. market and Motorrad’s first entry in the cruiser segment. The bike’s ergonomic design allows for relaxed riding and optimum control, making it appealing to women. Motorrad’s entry-level bikes, the G 310 GS and G 310 R, were also built and priced to attract female riders, according to the company.

Genevieve Schmitt, founder of Women Riders Now, an online magazine, said women are the fastest-growing demographic in motorcycles versus young men and baby boomers.

“It seems to be exponentially growing,” she told ABC News.

There are two reasons women are turning to bikes, she said: more gear in women’s sizes and the rise of female enthusiast groups on social media. She has also noticed an emphasis on female-focused advertising when there are women executives in the industry.

“I was personally very excited to see BMW choose a woman for that leadership position,” she said, referring to Hardy. “BMW tends to be seen as a conservative company. She was the most qualified candidate — for sure.”

Mark Hoyer, editor-in-chief of Cycle World magazine, pointed out that there has been an increase in ride events and tours marketed directly at women, such as Babes Ride Out and The Suffragists Centennial Motorcycle Ride. Harley-Davidson has also led the charge on getting more women excited about bikes by hosting “Women-only Garage Parties,” a concept it piloted in 2006 with its dealer network.

“The industry has evolved significantly in the last 10 years,” he told ABC News. “It tended to be more masculine … an old time, chest-pounding culture.”

More women are signing up for safety training and the proliferation of online groups and platforms has encouraged women to take up motorcycling, said Andria Yu, director of communications at the Motorcycle Industry Council (MIC). Women riders spend an average of $574 a year on tires, routine repairs, maintenance, replacement parts, modifying equipment and accessories compared to $497 that men spend, according to the 2018 Motorcycle Industry Council Owner Survey. Female entrepreneurs are also filling a much-needed void in the industry by manufacturing gear cut specifically for women, Yu noted.

Yu, a former journalist, started riding in 2001 to save money on her long commute to work and was soon hooked.

“I just found riding to be so much fun,” she said.

Hardy’s team of 50 U.S. employees includes 14 women, some of whom are avid riders. But knowing how to ride “is not a prerequisite to work here,” she said. “It’s not for everybody and I never push it on someone who does not feel comfortable on two wheels.”

For Hardy, being on a motorcycle “is an escape mechanism,” she said. “I love the feeling of really being in control.”

But convincing Americans to embrace Motorrad’s “make life a ride” slogan has been a challenge for the brand and industry leader Harley-Davidson. Motorrad delivered 175,162 bikes globally in 2019, an increase of 5.8% from 2018. BMW, however, acknowledged that 2019 was a “difficult market environment” for the brand, with sales in the U.S. and Canada totaling 15,116 units. Harley-Davidson’s U.S. bike sales in 2019 fell for a fifth straight year and the company recorded its lowest global motorcycle shipments in a decade. The COVID-19 pandemic will also likely put a serious dent in industry sales with the closure of manufacturing plants and dealerships.

Hoyer said the decline in motorcycling could partly be attributed to the high barriers of entry and associated costs. The used market now accounts for 70% of motorcycle transactions, according to Hoyer.

“You’re not giving up much when you buy used,” he said. “They’re affordable and the safety and stability control have improved immeasurably.”

He added, “Bikes, like Harley-Davidsons, have traditionally held their value.”

Schmitt said industry sales never really bounced back from the Great Recession in 2008 and 2009.

“Young people have so many enthusiast options available to them now,” she said. “They live differently than their parents and grandparents.”

Hardy conceded that Motorrad’s demographic has been “aging a bit” and her focus now is bringing younger riders into the brand and “targeting the right person with the right bike.” The BMW name has also presented its own challenges.

“We have this perception that we’re expensive to own — we need to overcome this,” she said. “We have some very affordable and attainable bikes that have a lot of safety equipment on them that our competitors do not.”

Hoyer noted that Motorrad’s string of recent products has helped it take market share away from competitors like Honda and Royal Enfield and buck the downward sales trend.

“Motorrad has done an excellent job of embracing its own history,” he said. “The Heritage line has been very successful.”

Hardy said her top goals this year as head of Motorrad USA are to create more passionate riders and to get back on her own bike. She even launched a training program for all BMW staffers who want to get a motorcycle license.

“This should be the most fun place to work in the BMW Group family,” she said.

by Jesse Inman, www.Ozarksfirst.com

SPRINGFIELD — One of seven bikers given a citation for violating Springfield’s “Stay at Home” order speaks out, and police comment on the incident.

Dusty Sneed was one of those bikers given citations. He says Wednesday night, April 7, started with his group of motorcyclists riding through the city. It ended in him being among seven to get a citation.

“Nice night, why not? And so we made our round around town – literally just a loop around town,” Sneed says.

After their recreational ride around Springfield, he says they stopped at the Kum & Go on Battlefield and Kimbrough to get drinks and snacks.

“And we weren’t even in there for a couple minutes, literally you know – grabbing stuff and heading out after we paid for them. Some guys were getting gas. The clerk came out yelling at us saying we have to leave the property immediately or she’s calling the cops,” Sneed explains.

So, they left, and went across the street the Eagle Stop at 820 E. Battlefield. Sneed says the Eagle Stop was closed at the time.

“We ride over here at the Eagle Stop, finish our drinks and snacks, and a couple minutes later, about four officers swarmed on us. A couple of the officers were really nice, saying that we weren’t going to get tickets or nothing like that, and then all of the sudden tickets started going – handed out left and right,” Sneed says.

KOLR10 was not able to get an interview with police, but did talk to SPD spokesperson Jasmine Bailey.

She said indicated that a recreational motorcycle ride isn’t deemed an essential activity, even if they did stop for food along the way.

SPD put out the following statement Thursday regarding the incident :

“On April 7, 2020 at 11:44 p.m. Springfield Police Officers were dispatched to a gas station at 820 E. Battlefield Rd in response to citizen complaints that a large group of motorcyclists were driving erratically, loitering, and were possibly intoxicated. When officers arrived, they witnessed a group of individuals in the parking lot.

After speaking with the individuals, officers could not determine any essential reason for them to be out during the COVID-19 pandemic. Because of this, all seven of the individuals present were issued citations for violating the City’s “Stay at Home” order that is in place to address the health and safety issues related to COVID-19

A recent News-Leader story by columnist Steve Pokin related to this incident created questions about any restrictions regarding motorcycles, because the individuals cited happened to be on motorcycles. As we have noted in the past, Springfield Police Officers are not going to stop drivers solely to determine if they are engaged in essential activity. The “Stay at Home” order, does not restrict any specific mode of transportation, including motorcycles, to or from essential activities. However, drivers are reminded they should only be on the roadways when absolutely necessary.”

Sneed denies that anyone was drinking, and says nobody was given a breathalyzer or a DWI.

Sneed says there were multiple groups of motorcyclists that were at the Eagle Stop, but some fled. He says those who stayed were ticketed – but only those who were driving motorcycles.

He wondered why everyone didn’t get a citation, including a female on the back of one of the motorcycles, and some who were with them driving cars.

Sneed believes he was adhering to the order because outdoor activity was allowed, including riding bikes, and he thinks his motorcycle should count.

“What’s the difference between riding a bike, and riding a motorcycle? One’s motorized, one’s not? That’s what you’re going to classify it as?” Sneed says.

Section 3 of the “Stay at Home” order says that outdoor activities are allowed such as “biking, walking, hiking, or running.”

Bailey says that motorcycle riding is not a traditional outdoor activity, and that the “outdoor activity” in the order suggests physical exercise.

Those who received citations face up to 180 days in jail, and/or up to a $1,000 fine.

–NEXTSTAR BROADCASTING

Compared to later Hondas, the Dream 4E was a rudimentary design. Some would say it borrowed some of its engineering and design from German makes, especially NSU. Soichiro Honda’s first motorcycles came to market in 1947, almost immediately after World War II. They were essentially bicycles with small clip-on engines. His mission was to put a war ravaged Japan back on wheels, getting people to work and to market. Within a few years Honda’s engineering improved and his designs became more sophisticated. Unlike his first motorcycles which used surplus and sourced engines, the first two-stroke 98cc Dream was produced entirely in house by Honda employees. As we see with…

Read & View More Although our doors are still not open to the public – we have been working behind the scenes to polish up the current motorcycles on the floor, freshening up the paint, rearranging exhibits, adding new exhibits and getting ready to welcome you all in as soon as we are allowed to do so. WE CAN’T WAIT TO SEE YOU ALL!   STAY SAFE AND HEALTHY – SEE YA SOON!

—

by Margaret Naczek from https://www.bizjournals.com

Amid the instability of the COVID-19 pandemic, Harley-Davidson Inc.’s acting president and CEO Jochen Zeitz reflected back on the advancements made in the More Roads to Harley-Davidson strategy in 2019.

2020 already was a pivotal year in the company’s strategic plan to grow more riders and expand dealership reach, but the year became a lot more crucial as the Harley-Davidson (NYSE: HOG) looks to also overcome the difficulties during a pandemic.

With concerns over public health and travel restrictions, Harley-Davidson organized its 2020 annual shareholders meeting to be conducted virtually via a live audio webcast on May 21, 2020. The annual meeting will elect nine directors to the board, approve the compensation of the company’s executive officers, approve amendments to the company’s restated articles of incorporation, approve the company’s 2020 incentive stock plan and ratify the selection of Ernst & Young LLP as Harley-Davidson’s independent registered public accounting firm.

“As we embark on our next chapter and seek new leadership, we are steadfast in our belief that we have both much to be proud of and much to look forward to,” Zeitz said in his letter to shareholders.

On Feb. 28, Harley-Davidson announced former CEO Matt Levatich had stepped down and Zeitz would assume the role of acting president and CEO. The company is currently engaged in a search for new CEO.

In his letter to shareholders, Zeitz shared some of the company’s accomplishments in 2019. While U.S. motorcycle sales continue to decline over consecutive quarters, Zeitz noted that in 2019 the rate of decline significantly tempered.

“After four years of accelerating declines, such improvement was supported by our More Roads actions, notably in how we’re Amplifying our Brand and delivering on our New Products catalysts for growth,” Zeitz said in the letter.
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Some other company milestones included the launch of the first Harley-Davidson electric motorcycle, the LiveWire, the introduction of Reflex Defensive Rider System, the acquisition of StaCyc and the launch of the company’s IRONe two-wheelers for children.

In its efforts to continue to grow new riders, Zeitz noted that in 2019, 75% of people who purchased Harley-Davidson products on Amazon were new to the company. Harley-Davidson dealerships that participated in company consulting engagements also saw a nearly 6% increase in motorcycle retail sales compared with dealers not in the program, Zeitz said. Internationally, Harley-Davidson also added 27 new dealerships.

“In 2019, we also continued to manage our business to address current market conditions across the globe. We expanded our Thailand plant to serve the ASEAN (Association of Southeast Asian Nations) markets and increase customer access with more competitive prices, and we continued our work to mitigate the bulk of the impact of recent EU and China tariffs,” Zeitz said.

Zeitz said the company now expects the impact of tariffs to be significantly less in 2020 compared with 2019. According to its annual report filed in February, Harley-Davidson expects the impact of recent EU and China tariffs to be approximately $35 million, which is down significantly from the 2019 impact of $97.9 million.

Zeitz also stated that in 2019, Harley-Davidson finished with 3.1 million riders in the U.S., 55,000 more total riders than 2018. Throughout 2019, the company saw 527,000 new people join the brand.

“The number of people who continue to join Harley-Davidson each year is a testament to the power of our brand and our strengthened capabilities. We are becoming a company that excels at and exists to not only build great bikes, but to build riders,” Zeitz said in the letter.

Zeitz said that in 2020, the company will expand its focus from heavyweight motorcycle shipments to revenue from motorcycles and related products.

“This measure best reflects our comprehensive efforts to expand into new product segments and foster a customer-creation culture,” he said, “one that is laser-focused on our riders and fans who are passionate about our great brand.”