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Peon Maface

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  1. rssImage-8fd1baa9f4524cb0f6547c3c8888aa76.jpeg

    The Route Napoleon is considered one of the best drives across France. It starts near the French Riviera and runs up to the southern tip of the Alps. The route earns its namesake by following the path that the one-time French emperor used to covertly make his way north after escaping his first exile. Despite wet conditions with gravelly sections enroute and frost at higher elevations, it was a most excellent place to have our first dance with Suzuki’s new naked, the 2023 GSX-8S. The second of two 776cc Parallel Twin-powered models from Suzuki, the GSX-8S proved its mettle over just a single day’s ride in terms of being a contender in the middleweight naked category. Let’s get to it. 

    2023 Suzuki GSX-8S
    Suzuki’s new naked bike delivers a one, two punch with its excellent new Parallel Twin engine.

    Editor Score: 82%

    Engine 18/20 Suspension 10/15 Transmission 7.5/10
    Brakes 7.5/10 Instruments 4.5/5 Ergonomics 9/10
    Appearance 9/10 Desirability 8.5/10 Value 8/10
    + Highs
    • Punchy low to mid-range
    • Just the right size overall
    • Design and styling are a welcome update
    – Sighs
    • Soft suspension
    • Inconsistent qualities between bikes
    • Driveline lash is a bit annoying

    04122023-Suzuki-GSX8S-review-Suzuki-8S-S

    As previously alluded to, the GSX-8S follows on the heels of the 2023 V-Strom 800 DE as the second model to use the all-new 800 platform. The two models share the engine and the steel main frame that the Twin bolts into as a stressed member. The 776cc DOHC Parallel Twin gets its capacity from a couple of 84mm bores with 70mm strokes, while the compression ratio comes in at 12.8:1. The 2023 Suzuki GSX-8S is said to produce 82 horsepower at 8,500 rpm, with 57.5 pound-feet of torque topping out at 6,800 rpm. Redline cuts in at 9,250 rpm.

    04122023-Suzuki-GSX8S-review-Ryan-ADAMS-

    Ergonomics seem pretty spot on for a guy who’s 5-foot 8-inches tall with a 30-inch inseam (I could flat foot both boots).

    The name of the game with Suzuki’s new mill is its low- and mid-range power. After riding the V-Strom 800 DE about six weeks ago, I was actually surprised by the low-end punch on the GSX-8S. Suzuki told us previously that there was little change in mapping between the two bikes, but the 8S still feels punchier – if my perma-jetlagged brain can be trusted. This also makes it a wheelie machine in the hands of those well versed in the art. There is a noticeable hit of power in the mid-range as well around 7,000 rpm that tugs the corners of your mouth into a grin every time. That said, once you’ve made it much further into the rev range, power begins to sign off as you approach redline, so there really isn’t much reason to have the motor screaming at the top of its lungs.

    04122023-Suzuki-GSX8S-reviewSuzuki-8S-De

    776cc of brand spankin’ new Parallel Twin.

    Speaking of lungs, as it was on the ‘Strom 800, the 8S uses a horizontal six liter air box that is situated under the seat and breathes out of what Suzuki says is its first “short muffler” which keeps weight central and low. The cooling system uses a thermostat control valve which we’re told aids in quicker warm up times and more stable combustion temperatures, leading to reduced exhaust emissions. A dual-counter balancer is also used to quell unwanted vibration and does a good job up until the point where you probably don’t mind under liberal throttle twistage.

    04122023-Suzuki-GSX8S-review-Suzuki-8S-S

    The 3.7-gallon fuel tank is fairly common in this category, and although we weren’t able to verify mpg figures, it’s likely safe to assume the ballpark it’ll be playing in will be mid-40s.

    A non-adjustable fork and preload adjustable (with a tool) shock are both supplied by KYB,and both offer 5.1 inches of travel. The seat is a manageable 31.9 inches from the ground, and it’s a comfy perch, indeed. A couple of 17-inch cast wheels are right for this sporty steed and are shod in Dunlop Roadsport 2 rubbers. Trail and rake is 4.1 inches and 25 degrees, respectively. Combined with the 57.7 inch wheelbase, the chassis geometry leads to a stable, well-handling ride. Curb weight is said to be 445 drippin’ wet. 

    04122023-Suzuki-GSX8S-reviewSuzuki-8S-De

    Riding the GSX-8S is a thoroughly digital affair thanks to the ride-by-wire throttle. Unfortunately, cruise control was not bestowed upon the 8S.

    The GSX-8S features many of the same electronics, which Suzuki refers to as the Suzuki Intelligent Ride System (S.I.R.S.) seen on the V-Strom 800, and they’re controlled via the left switchgear through the five inch TFT display. S.I.R.S. includes the Suzuki Drive Mode Selector (SDMS) which gives the rider three options for throttle response, the Suzuki Traction Control System (STCS) offers three levels of intervention including off, and the bi-directional Quick Shift System (QS) does exactly what its name implies. SDMS and STCS can be adjusted on the fly. ABS has a single standard setting which can’t be altered, and none of the electronics are IMU-based.

    To the Route

    I can’t say the roads we spent time on didn’t play into most of the GSX-8S’s strengths – that’s why it’s always nice to get the bike back home for a follow up review or comparison test. Making our way inland from the Côte d’Azur toward the Route Napoleon required first navigating our way out of the maze-like small streets of a town whose official incorporation dates back to 43 BC. That is to say, the roads were tight, twisty, touristy, and offered varying levels of traction. In this, the GSX-8S’ low seat height, generally nimble low-speed handling, size, and low-to-mid-range power all made for an excellent machine to attack the busy city. I did find the SDMS A mode (the most direct throttle response) to be a bit much. I chose to crank up the TC to 3 and switch the mode to B while in town to have one less thing to think about as we navigated traffic in what I’m sure was a perfectly reasonable and legal manner for southern France. The people honking must have been tourists.

    04122023-Suzuki-GSX8S-review-Ryan-Adams-

    Once we’d wrestled our way out of town, we set off to follow in the footsteps of the controversial French emperor. The road was bumpy, wet, and strewn randomly with gravel as we set off into the mountains, but the scenery was incredible. I managed to take in some of it between getting hard on the gas and then, likewise, on the brakes as we dove into hairpin after hairpin. The Nissin binders provide good initial bite and plenty of power as they squeeze the dual 310mm discs, even if feedback at the lever is dull. I kept the TC turned up and left the bike in B mode during this portion. The bumpy road also began to reveal the suspension’s limits all too quickly. Mind you, we were taking it at a fairly hot pace. The lack of sophisticated damping was quickly apparent as the bike compressed and rebounded all too quickly. Bringing up the rear with some preload certainly helped, but there’s no replacement for… damping. 

    04122023-Suzuki-GSX8S-review-Ryan-ADAMS-

    The GSX-8S might not handle as quickly as some others in the category, but it’s a more than willing dance partner.

    Eventually, we snaked our way higher up into the mountains, and although the temperatures dropped, the road was (mostly) clean and dry – A mode was selected, TC was backed off, and I never switched it back. The GSX-8S is an absolute blast to ride at a quick clip in the mountains. Yes, the suspension is a weak point, but it didn’t keep any of us from thoroughly enjoying the route that Suzuki France had planned for us. Even with the stout punch available from the P-Twin, it’s easy to modulate at the right grip. There is some noticeable driveline lash, but that could have likely been smoothed out somewhat by tightening up the chain (probably from all the journos before me pulling horn monos).

    04122023-Suzuki-GSX8S-review-Suzuki-8S-S

    During one of our photo passes, we started checking out each other’s assigned bikes and came to realize that despite all of the bike’s preload being set at “2” on the stepped preload adjuster, at least one of the other bike’s shock felt markedly stiffer. After we had the chance to swap machines, I also noted less driveline lash and a more sensitive quickshifter on another bike. These inconsistencies between at least three of the motorcycles at the introduction do give pause. Some of those things may be able to be adjusted out, or at least to the same effect, but the difference between shocks was puzzling. 

    04122023-Suzuki-GSX8S-review-Ryan-ADAMS-

    As far as the competition goes, the GSX-8S slots itself right between something like 12 bikes that can be considered “middleweight nakeds.” You have the bikes at the 650-ish cc range and, then, the upperclassmen around 900cc. At $8,850, the GSX-8S is reasonably priced for the bigger bikes, but somewhat expensive for the smaller ones. In terms of weight, 445 pounds is hefty no matter which end of the spectrum you’re looking at, though the bike masks the heft very well. Its power figures lean more toward the smaller middleweights, too. That said, the experience of riding the bike and the technology included, to me, have this bike punching toward the higher end of its weight class. 

    04122023-Suzuki-GSX8S-review-Suzuki-8S-S

    Stepping back into my initial riding impressions and away from how the GSX-8S might compare to others in the category, I came away more impressed with the engine than I had expected. Despite the soft suspension, the bike maintains stability on smoother roads (and even bumpy ones if you’re willing to dial your right wrist back) and the electronics are useful without being over the top. Suzuki has a history of making excellent motors, and I think this 800 platform is an example of just that. In the GSX-8S, the engine steals the show, but the entire machine is a blast to ride, even with the nits that I’ve picked. 

    In Gear

    ryan adams

    Helmet: AGV K6
    Jacket: Alpinestars AS-DSL Shiro
    Pants: Pando Moto Boss Dyn 01
    Gloves: Alpinestars Chrome
    Boots: Red Wing Iron Ranger

    2023 Suzuki GSX-8S Specifications
    MSRP $8,849
    Engine Type 776cc, 4-stroke, liquid-cooled, DOHC Parallel-Twin
    Bore x Stroke 84.0 mm x 70 mm
    Compression Ratio 12.8:1
    Fuel System Fuel injection
    Starter Electric
    Lubrication Force-fed circulation, wet sump
    Ignition Electronic ignition (transistorized)
    Spark Plug Iridium type x 2
    Clutch Wet, multi-plate type
    Transmission 6-speed constant mesh
    Final Drive O-ring style chain, 525 x 118L
    Front Suspension Inverted telescopic, coil spring, oil damped, 5.1 inches of travel
    Rear Suspension Link type, single shock, coil spring, oil damped, 5.1 inches of travel
    Front Brakes Nissin radial-mount 4-piston calipers, twin disc, ABS-equipped
    Rear Brakes Nissin 1-piston, single disc, ABS-equipped
    Front Tire 120/70ZR17M/C (58W), tubeless
    Rear Tire 180/55ZR17M/C (73W), tubeless
    Headlight Mono-focus LED x 2
    Tail Light LED
    Turn Signals LED
    Length 83.3 inches
    Width 30.5 inches
    Height 43.5 inches
    Rake/Trail 25° / 4.1 inches
    Wheelbase 57.7 inches
    Ground Clearance 5.7 inches
    Seat Height 31.9 inches
    Curb Weight 445 pounds (claimed)
    Fuel Capacity 3.7 US gallons
    Color Pearl Cosmic Blue, Pearl Tech White, or Metallic Matter Black No. 2/Glass Sparkle Black
    Warranty 12-month unlimited mileage limited warranty
    Extension Longer coverage periods with other benefits available through Suzuki Extended Protection (SEP)
    04122023-Suzuki-GSX8S-review-Suzuki-8S-S 04122023-Suzuki-GSX8S-review-Suzuki-8S-S 04122023-Suzuki-GSX8S-review-Suzuki-8S-S 04122023-Suzuki-GSX8S-review-Suzuki-8S-S 04122023-Suzuki-GSX8S-review-Suzuki-8S-S 04122023-Suzuki-GSX8S-review-Suzuki-8S-S 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-reviewSuzuki-8S-De 04122023-Suzuki-GSX8S-review-Ryan-ADAMS- 04122023-Suzuki-GSX8S-review-Ryan-ADAMS- 04122023-Suzuki-GSX8S-review-Ryan-ADAMS- 2023 Suzuki GSX-8S Review 04122023-Suzuki-GSX8S-review-Ryan-Adams-

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    The post 2023 Suzuki GSX-8S Review – First Ride appeared first on Motorcycle.com.

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  2. rssImage-ff4e8a7020474537e7c352ca0f885ca8.png

    Modern motorcycle batteries have gotten so good that we largely don’t think about them until the sad day that we thumb the button and hear the starter struggle to get our Big Twin to crank through the compression stroke – or even worse, hear the dreaded click-click of a dead battery. Like it or not, batteries are consumable items on a motorcycle, and without proper care, can die on us at the most inconvenient times. So, if you suspect that your battery is getting ready to give up the ghost, we’re here to help you find a new battery to keep you headed down the highway. 

    What to look for

    The reality of V-Twins is that they require a good bit of power to crank over, particularly when cold. So, you can’t just drop in any old motorcycle battery that will fit in the battery box and expect it to work. You’ll need to do a little research. One good way to measure a battery’s power is its Cold Cranking Amps (CCA) rating, which is a standardized measure that can be compared across battery models. While we, as riders of air-cooled motorcycles, probably won’t be riding the the 0 degree F environment the rating is measured in, it’s a quick way to be sure you’re making an apples-to-apples comparison among batteries. 

    When it comes to CCA, your new battery should have, at a bare minimum, the same rating as the OEM one. This means that it has the power to crank your engine effectively. However, if you have done any performance modifications to your engine, like higher-compression pistons, going for a higher CCA rating is a good idea. Additionally, if you’re the type of rider who likes to sit and spend extended periods listening to the big stereo you installed, you’ll want to bump up your replacement battery’s capacity, too. 

    Lead acid vs lithium ion

    Although this topic can get quite heated, both types of batteries have advantages and disadvantages. First, lead-acid batteries are significantly cheaper. By being used for so many generations, these batteries are essentially commodity items. They do have some drawbacks: they are heavy and lose power when stored for extended periods without a smart charger. Lithium batteries are newer to the scene, and while they initially had some growing pains, they are now a viable option for many riders. While lithium batteries are more expensive, they are also significantly lighter, and weight savings is always good – even on a blinged out bagger. They also typically offer more cranking power than lead-acid batteries of a similar size, which is a really good thing. The power loss during extended storage is also significantly lower with lithium. The biggest drawback, however, is that in extremely cold weather, they have a significant drop off in performance until they get warmed up. This shouldn’t be an issue for your typical three-season biker, though. In the end, the choice is up to you. 

    Best AGM Battery: Yuasa YIX30L-BS AGM Battery

    040623-Best-Harley-Battery-Yuasa.png

    Here’s an American Made option for your American Motorcycle that comes from the largest motorcycle battery manufacturer in the world. Over 50 years of engineering expertise ensures high-quality construction for long and trouble-free service. Spill-proof design and construction have passed vibration and pressure differential spill-proof tests. The use of Absorbed Glass Mat (AGM) Separators is an advanced battery technology that eliminates the need to ever add water, while the advanced lead-calcium alloy holds its specific gravity more than 3 times longer than conventional lead antimony batteries. This equates to a battery that can go much longer between charges when used in standby mode, like winter storage. A 385 CCA (Cold Cranking Amps) is available at the push of the starter button. 6 month manufacturer’s warranty.

    Best Lithium Battery: Shorai Lithium Battery LFX36L3-BS12

    040623-Best-Harley-Battery-Shorai.png

    Shorai LFX Lithium motorcycle batteries are some of the lightest and most powerful replacement batteries available. How does a whopping 540 Cold Cranking Amps sound to you? Additionally, the battery can weigh as little as one-fifth as much as a comparable lead-acid battery. Ease of maintenance is a big issue for motorcycles that are only periodically ridden. Shorai LFX have a much slower self-discharge than the best lead acid batteries (1/6 to 1/7, on average), they do not sulfate as capacity drops, and they are the ultimate “deep cycle” battery. This means that they can still crank your vehicle even if the remaining capacity is quite low. A fully charged LFX can sit for a year or more and still retain adequate starting capacity, without damaging the battery. As such, any vehicle which has no current flowing when the key is OFF should not need a tender. At most this battery only needs to be charged every 6 to 12 months, depending on the use and average storage temperature.

    BikeMaster Lithium Ion 2.0 Battery BMP21L-FP

    040623-Best-Harley-Battery-BikeMaster.png

    The BikeMaster Lithium Ion 2.0 Battery delivers heavyweight power in a featherweight package with a full 420 CCA available. Its internal battery management system provides individual cell voltage protection and cell balancing function. This system also allows the battery to charge to 90% capacity in 6 minutes. An entire BikeMaster Lithium Ion 2.0 Battery can weight up to 70% lighter than a traditional lead-acid battery along with the benefit of eco-friendly and noncombustible materials. The built-in voltmeter is a nice touch that allows you to easily check on the charge status of the battery. The internal battery management system automatically maintains the internal cell balance. LiFePO4 cells provide power and safety in a non-combustible cell.

    Yuasa GYZ32HL Factory Activated AGM High Performance Battery

    040623-Best-Harley-Battery-Yuasa-factory-activated.png

    Factory-activated batteries are perfect for riders who don’t want to have to deal with the initial acid setup of a new battery. This new generation of maintenance-free batteries delivers 500 cranking amps for vehicles that require extra starting power from the largest motorcycle battery manufacturer in the world. Over 50 years of engineering expertise ensures high-quality construction for long and trouble-free service. Absorbed Glass Mat (AGM) Separators – an advanced battery technology that eliminates the need to ever add water. Advanced lead-calcium technology that holds its specific gravity more than 3 times longer than conventional lead antimony batteries. This means much longer periods between charges when the battery is used in a standby mode, like winter storage. Leakproof valve and heat-bonded case prevent corrosion.

    FAQ

    How long should my Harley battery last?

    A lead-acid battery should last 2-5 years with proper care. However, extended idle time without a smart charger or repeated running of the battery flat will dramatically shorten the life span. Lithium batteries should last significantly longer. In our testing, we’ve had a lithium-ion battery last as long as nine years.

    How many Cold Cranking Amps does a Harley need?

    We’d always recommend getting the minimum CCA of the OEM battery, but if you lack that information, 300 CCA is a good minimum starting point. Go up in CCA if you have electrical accessories or engine performance modifications, like high-compression pistons.

    Should I keep my Harley on a smart charger?

    If  you have a lead-acid battery in your Harley, yes, you should use a smart charger to keep the battery in top condition if you’re not riding regularly. Smart chargers have the ability to sense when the battery is fully charged, thereby preventing them from overcharging and killing your battery.

    Additional resources

    Lithium Motorcycle Batteries: Myths VS Realities – Updated

    Lithium Motorcycle Battery Buyer’s Guide

    Battery Charger Buyer’s Guide

    Lead-Acid Batteries Still Have It


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    The post Best Battery For Harley-Davidson Motorcycles appeared first on Motorcycle.com.

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  3. rssImage-24105c7f11ee7e4012807f0157e820dd.png

    BMW is preparing to add a new model to its 1,802cc boxer family, receiving type approval in Switzerland for a new variant called the R 18 Roctane.

    The type approval data for the Roctane shows much in common with the existing R 18 models, but with some notable differences. For one, the R 18 Roctane has an internal model code of “0N61,” while the model codes for the R 18, R 18 Classic, R 18 B, and R 18 Transcontinental all have model codes beginning with “0L.” This suggests the Roctane differs from the other models in a fairly significant way, either with a chassis update or a different form factor. The variant’s name appears to be a combination of the “R” branding and “octane,” so a more performance-focused model may be in store.

    033023-bmw-r-18-slash-2-concept-P9037510

    This brings to mind the Concept R 18 /2, which BMW revealed in 2019. The “Slash Two” was presented as the stylistic opposite of the retro-inspired concept that eventually became the R 18. BMW described it as “a modern, dynamic custom cruiser with a performance appeal that is somewhat rougher round the edges” We’re not too crazy about the Roctane name, but it does seem a fit for the R 18 /2.

    033123-bmw-r18-engine-P90426113-633x422.

    Performance focus or not, we do know the Roctane is powered by the same 1,802cc air-cooled Boxer as the rest of the R 18 range. The homologation filing confirms the same engine code and peak performance numbers as the other models: a maximum power output of 67 kW (90 hp) at 4,750 rpm, and 116 lb-ft. at 3,000 rpm. As with the rest of the range, BMW has also gained type approval for a 35 kW (47 hp) version suitable for European A2 licenses. The filing also confirms the Roctane has the same silencer code as the Classic, B, and Transcontinental models, so we can expect the same straight pipes and not the bulbous fishtail exhaust on the regular R 18.

    The Roctane’s wheel sizes (including accessory options) are the same as the other R 18 models. The type approval data makes no mention of suspension, and the braking data only confirms dual front brakes and ABS. If the Roctane is indeed more of a performance cruiser, we expect these to be different from the rest of the R 18 family.

    033123-bmw-r-18-transcontinental-P904400

    The filings are a bit more helpful when it comes to the bike’s dimensions. The Roctane has a 67.7-inch wheelbase, putting it somewhere between the 66.7-inch wheelbase of the touring R 18s and 68.1 inches of the cruiser models. A different fork rake and trail could account for this difference.

    At 103 inches long, the R 18 Roctane is about 7 inches longer than the R 18 and R 18 Classic, but 2 inches shorter than the R 18 B bagger, and 1 inch shorter than the R 18 Transcontinental. This suggests the Roctane does not have side cases or a top case of the touring models, as the luggage on the B and Transcontinental extend well past the tip of their exhausts.

    033123-bmw-r-18-b-P90439599-633x388.jpg

    The listed gross vehicle weight rating further suggests the Roctane will not have luggage. At 1,234 pounds, the Roctane has the same GVWR as the R 18 and R 18 Classic, compared to 1,389 pounds for the R 18 B and R 18 Transcontinental which have non-removable cases.

    The filings include a laden weight, which is the claimed curb weight plus some ballast to represent the weight of a rider and some accessories. For the R 18 models, this typically means an extra 180-186 pounds above the claimed curb weight. The R 18 Roctane is listed at 1,009 pounds, so we estimate a curb weight of around 826 pounds. This places the Roctane as being lighter than the touring models but heavier than the cruisers. Again assuming no luggage, we surmise some of the weight difference may be due to a fairing.

    Model Laden weight Claimed Curb Weight Laden Weight – Curb Weight
    R 18 946 pounds 761 pounds 185 pounds
    R 18 Classic 985 pounds 805 pounds 180 pounds
    R 18 B 1058 pounds 877 pounds 181 pounds
    R 18 Transcontinental 1127 pounds 941 pounds 186 pounds
    R 18 Roctane 1009 pounds ? ?

    There is no hint of when BMW may reveal the R 18 Roctane. Since withdrawing from the major trade shows, BMW has spaced its product reveals throughout the year, but the type approval documents may suggest an official announcement may come soon.


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    The post BMW R 18 Roctane Confirmed in Homologation Filings appeared first on Motorcycle.com.

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  4. rssImage-1c1b1d21de9debb6783a0d89ae4b7f87.jpeg

    Writing about Ducati’s 2023 Streetfighter V4S is nice and all, but while at the Andalucia racetrack riding the bike, I also attached a GoPro to my helmet and spun some laps. This happened for a few reasons: first was so you, the viewer, could hear the amazing roar of an 1103cc V4 at 13,000-plus rpm. Next was to get an idea of the different challenges the Andalucia track poses. The camera doesn’t quite do it justice, and I never did figure all of them out, but the experience reaffirmed just how remarkable the 2023 Ducati Streetfighter V4S really is.

    2023 Ducati Streetfighter V4S Review – First Ride

    Motorcycle.com would like to thank Motorcycle Mechanics Institute | MMI for sponsoring this video.

    After hopping off the bike and collecting my thoughts, an actual professional camera crew was gracious enough to put me in front of their expensive equipment, attach a lavalier to my collar, and have me attempt to talk about the bike and my experience. So, if you want a raw and unfiltered view of the new Streetfighter V4S after a day of riding at the track, I suggest you watch the video above. Ray Gauger did an excellent job editing this video to make it seem as if I’m talking from a continual stream of consciousness, but behind the scenes, I really had to think about it because there really was a lot to take in – that V4S is capable of so much.


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  5. rssImage-e896af1063a0f07ca6f8c6dc02f32ac5.jpeg

    The first step in getting more performance out of an engine is to let it breathe easier, and if there’s one thing Harley-Davidson owners like, it’s the distinctive sound of their V-Twin rumbling beneath them. Achieving that sound and performance requires replacing a combination of parts, mainly the stock air cleaner and exhaust.

    Here, we’re going to focus on the first part of that equation: a Stage 1 air cleaner (also known as an air intake). A Stage 1 air cleaner typically is best for an otherwise stock Harley with no internal modifications done to the engine. Once you start modifying your engine in search of maximum power, then moving to higher stage components might be in order – but that’s beyond the scope of this list.

    Below, we’ve listed some top air cleaners for Harley-Davidsons. Since there are so many types of Harley engines spanning back through the years, it’s best to take advantage of the model finder in the links below to see if there is something applicable for your bike. The selection below is far from exhaustive, as there are tons of models that aren’t on this list. This is more of a representation of what’s available on the market. From round elements to conical, there are a plethora of different designs to suit nearly everyone’s tastes.

    Performance Machine FastAir Air Cleaner For Harley

    performance_machine_fast_air_cleaner_intake_for_harley_contrast_cut_750x750.jpeg

    This Made-in-America Performance Machine FastAir Air Cleaner looks aggressive with its forward-facing conical filter element. It features an internal crankcase breather system and the well-known K&N air filter. All mounting hardware is included, and so is a rain sock. It’s available in Contrast Cut or Chrome finishes.

    Roland Sands Venturi Domino Air Cleaner For Harley

    roland_sands_venturi_domino_air_cleaner_for_harley_750x750.jpeg

    Roland Sands’ contribution to this list is the Venturi Domino Air Cleaner. The round shape is iconic, but also slim, so your legs won’t hit it if you have forward controls. Again we see a K&N filter for great airflow – but also enhancing airflow is the backing plate that helps smooth the air as it enters the carb or throttle body. It also has a hidden internal crankcase breather and a new tight seal oil separator. Made in the USA and available in a Contrast Cut finish, the faceplate can be changed out to any number of RSD plates for complete customization.

    Joker Machine Finned Air Cleaner For Harley

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    Another slim and round option, the Joker Machine Finned Air Cleaner is a particularly compact air cleaner for those who want a performance gain but want to keep their Harley trim and neat. Case in point: the filter element (another K&N piece) has a 4-inch diameter. Joker’s exclusive baffle plate crankcase breathing system is included, along with all the hardware you’ll need for installation. Made in the USA from CNC machined billet aluminum, you’ll need a rain sock (sold separately) if you plan on riding on wet roads.

    K&N RK Series Air Intake System For Harley

    knrk_series_air_intake_system_for_harley_750x750.jpeg

    If K&N is providing air filters for virtually every air cleaner assembly in existence, it might as well get in the business of making entire air cleaner assemblies, too. The RK Series is built specifically around the company’s hi-flow filters and includes a powder coated, billet aluminum backing plate that does away with the need for external breathers. It also features a built-in, dyno-tuned velocity stack. What you’ll feel is more power, but also a discreet look – the RK series keeps the stock air cleaner cover so you can maintain that sleeper status.

    S&S Cycle Mini Teardrop Stealth Air Cleaner Kit For Harley

    ss_mini_teardrop_stealth_air_cleaner_kit_for_harley_efi_big_twin20012017_chrome_750x750.jpeg

    S&S is well known for its teardrop-shaped air cleaners, but for those who want a smaller version so their knees don’t get banged up, there’s now a miniature version. You’re responsible for the air filter itself (which S&S will be happy to sell you separately), as the kit includes the backing plate, hardware, and the teardrop cover. As for the cover, it’s die-cast and has vents all around to take in as much air as possible. The built-in stinger core directs air straight to the throttle body and reduces turbulence and increases flow in the process. Made in the USA, the kit is also CARB approved.

    Arlen Ness Velocity 65 Air Cleaner Kit For Harley

    arlen_ness_velocity65_air_cleaner_kit_for_harley20172019_black_750x750.jpeg

    If the S&S air cleaner above is for those who value their knees, then the Arlen Ness Velocity 65 speaks to those who want to throw caution to the wind. The 65 in the name is in reference to the degrees in which the conical filter is angled away from the bike. This puts the filter out in clean, cool air for high airflow. Arlen Ness says the forward facing design means your knees are still safe from accidental head butts, but we have our doubts. The synthetic stainless jacketed filter never needs oiling and the patented Big Sucker hidden breather technology ensures peak performance.

    Rinehart Moto Inverted Air Cleaner For Harley

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    Rinehart says its inverted air intake for Harleys is packed with patented technology. Exactly what those are we don’t know, but what we do know is that this round air intake is likely a bit more sensible to most than the Arlen Ness piece. The inverted pleated top and sides maximize airflow from all angles. The forged aluminum machined cover is lightweight and also adds protection. Best of all, the synthetic filter is water-resistant and washable, meaning you don’t need to worry about rain socks or re-oiling.

    Vance & Hines VO2 Blade Air Intake For Harley

    vance_hines_vo2_blade_air_intake_for_harley_softail20182020_chrome_750x750-1.jpeg

    One of the most trusted names in the motorcycle aftermarket Vance & Hines contributes this – the VO2 Blade. Slim, round, and compact, this is another option for those who don’t want a huge air intake to possibly bang their knees into. The VO2 Blade is made in the USA and includes a high-flow filter that’s washable and reusable, as well as a large inlet backing plate.

    Cobra Cone Air Intake For Harley

    cobra_cone_air_intake_for_harley_touring_softail20082017_750x750.jpeg

    Another well-known name in the exhaust world, Cobra also has an array of air intakes to let your Harley breathe in, too. The Cobra Cone intake has an internal venturi design that speeds up the air getting into your engine, resulting in more power. As you can see, this one has the conical shape, but it’s tucked close to the engine and pointed forward, making it pretty difficult to smash your knee into it.

    Screamin’ Eagle

    Screamin-Eagle-air-cleaner.png

    Of course, we couldn’t finish this list without mentioning air cleaners from the folks who built the bike in the first place. The Screamin’ Eagle catalog is full of air intakes for a wide variety of Harley models – round or conical, slim or not. If you have a (relatively) recent Harley, there’s a good chance there’s a Screamin’ Eagle air cleaner built just for that bike. The beauty of going with a Screamin’ Eagle kit is you know it works, integrates with existing software, and is supported by your local dealer.


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    You’ve read the review (maybe), now watch the video! Skirting through beautiful twisty bits of tarmac intertwined with rocky fire roads, the Suzuki V-Strom 800DE’s excellent new Parallel Twin engine is a peach. On road, the Twin powers out of corners with all of the punch expected of a 776cc 270-degree crank-driven Twin. Suzuki tells us the new engine puts out 84 hp at 8,500 rpm and 57.5 lb-ft of torque at 6,800 rpm. Off-road, the new power plant puts traction to the ground smoothly via the RbW throttle and is easy enough to modulate that traction control can easily be flicked off and forgotten about. The engine is the star of the show, but the V-Strom 800DE is an excellent sum of its parts and is the most off-road focused ‘Strom yet – this excites us (me).

    2023 Suzuki V-Strom 800DE Review – First Ride

    There’s not much point going into too much detail with words here, as we’ve already done plenty of blabbing over on that other page. Give the video a gander and let us know what you think. Share it with your friends and family, on your social profiles, with people you don’t even know! Take to the streets, spread the good word!


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    For miles, we rode into a dense cloud of ruddy South African dust. Those dusty roads connected rocky trails and choice stretches of pavement like the famed Franschhoek pass which, on a Saturday, was reminiscent of California’s own Angeles Crest Highway. We watched eclectic groups of open topped roadsters interspersed with an equally varied slew of two-wheelers strafe from apex to apex while we made photo passes. Husqvarna had invited the world’s press to experience the new Norden 901 Expedition amongst epic terrain at the southernmost tip of the African continent.

    2023 Husqvarna Norden 901 Expedition
    Husqvarna’s Norden 901 is now more capable of long haul travel and challenging terrain off-road thanks to the Expedition trim.

    Editor Score: 92%

    Engine 19/20 Suspension 14.5/15 Transmission 8.5/10
    Brakes 9/10 Instruments 4.5/5 Ergonomics 9/10
    Appearance 9/10 Desirability 9.5/10 Value 9/10
    + Highs
    • Upgraded suspension makes the Norden more capable in a wider variety of terrain
    • Stout skid plate from the factory
    • An excellent value for those looking for more off-road performance
    – Sighs
    • Electronic gremlins on pre-production bikes
    • Soft bags were falling apart after a few days of riding
    • Windscreen might be a touch too tall for shorter riders and those planning to push the bike off-road

    The Norden 901 Expedition is little more than the base model with bolt-on bits from the accessory catalog. The thing is, that “little more” makes a big difference. Since its inception, I’ve been a fan of the Norden, in theory anyway. Admittedly, I hadn’t spent much time on the bike ahead of this trip. That said, the Norden is heavily based on the existing KTM 890 Adventure platform which I’ve spent a lot of time with and find myself gravitating toward as a fan of the pointedly off-road end of the ADV spectrum. When reading Scott Rousseau’s (former EiC of Dirtbikes.com) tongue-in-cheek “letter” to me/review of the Norden 901, his words “gentlemanly character” struck me the wrong way. A gentleman, I am not. Word of the WP Apex suspension’s limits off-road spread and my interest feigned. A fantastic street bike with a proven foundation and its own unique style, undoubtedly, but a redressed base 890 Adventure simply didn’t sway me. 

    2022 Husqvarna Norden 901 Review – First Ride

    03222023-Husqvarna-Norden-901-Expedition

    The Expedition model has since reignited my vigor. The Norden 901 Expedition comes standard with useful bits and bobs like a center stand, taller windscreen, soft bags with the requisite rack, Bluetooth connectivity and heated grips and rider seat. All of these things are nice to have, but where my interest piqued was the inclusion of the uber-customizable Explorer ride mode (Rally in KTM speak), a substantial 4mm thick aluminum skid plate, and most of all, WP XPLOR suspension. Considering that the Expedition model only carries a $1,300 premium over the base model – and that the accessories not including the suspension retail for much more than that amount – the new Norden variant should be an excellent choice for those looking to eke out more off-road performance from their Swedish-gone-Austrian adventure bikes. 

    Getting amped for an Expedition

    Husqvarna once again brought out the adventurous duo of Mike Horn and Cyril Despres to discuss their more recent voyage through Mongolia to promote the new Norden 901 Expedition. Inspiring on their own, professional adventurer Mike Horn’’s accolades include things like crossing both poles, using a hydrospeed to travel 7,000 km down the length of the Amazon river, and plenty of sailing trips around the globe. Mike is an inspiration and has a view of life and adventure that has landed him motivational coaching gigs. Of course, Cyril Despres might be more familiar to a motorsports audience as a five-time Dakar champion with a hard enduro background who has now contested the famed race 24 times on two and four wheels. 

    It’s hard not to get excited listening to these two unlikely friends banter. When I met Horn he nearly crushed my soft editor hand with his grip strength and I watched him do the same to my compatriots as he made the rounds introducing himself. Watching Horn jump over motorcycles during the presentation and listening to him tell stories from their expedition while also throwing gibes Cyril’s way for using pampers (while he raced, of course), Mike exudes a youthful immaturity that lights up the room and gets you excited to be in it with him. 

    Back on track… or trail

    Cyril and Mike would be with our chase riders during our two days of riding, but after some fun during the technical presentation, it was time for the Norden 901 Expedition to shine. During the morning of our departure we were advised that it would likely be quite warm during portions of our ride since summer had just ended in the southern hemisphere. We only needed to pack for an evening of glamping so the roll-top Givi-made 18L (each) soft luggage attached to my machine was mostly full of GoPro equipment, and later, extra layers that I had peeled off as the temperatures rose.

    03222023-Husqvarna-Norden-901-Expedition

    Not only does the five-gallon tank keep the bike’s CoG low resulting in excellent off-road handling, it also keeps your feet from getting splashed when riding into a lake.

    The two-position adjustable seat height on the Norden Expedition can be set at 34.4 or 35.2 inches, a stretch for some, but being a mere  5-foot 8-inches tall with a 30-inch inseam, most of these bikes are a stretch for me – I’m just used to dealing with it. The seat is quite wide toward the rear which makes it comfortable during longer stints, but also the curve from the front to rear allows you to securely hold onto the bike with your legs while standing as well. The windscreen is nearly three inches taller than that on the base model and it ended up being more of a detriment when riding off-road than it was useful, in my experience. That said, I didn’t have any buffeting even while using an off-road helmet.  At one point as I slipped into a center rain rut and popped the bike up out of it on the other end, I didn’t account for the windscreen height and smacked my helmet’s chinbar hard. Also, once the windscreen was dirty, it was hard for a lil guy like me to see around the front of the bike. 

    03222023-Husqvarna-Norden-901-Expedition

    The Husqvarna Norden 901 Expedition’s valves should be spec’d every 15,000 km (9,320 miles).

    The 48mm XPLOR fork offers 9.4 inches of travel and is adjustable for compression, rebound, and preload whereas the 43mm Apex units of the base model offered only compression and rebound with 8.7 inches of travel. Out back, the XPLOR PDS monoshock also delivers 9.4 inches of travel with adjustability for high and low speed compression, rebound, and preload. The base model’s Apex shock provides 8.5 inches of travel with rebound and preload adjustment available. Husqvarna and WP told us that while the suspension is similar to the stuff on the orange-clad R bike, the Norden does get bike-specific valving, though better hydrostop bottoming resistance has been worked in across the WP board for 2023. 

    03222023-Husqvarna-Norden-901-Expedition

    The Norden 901 Expedition can now handle more abuse thanks to its WP XPLOR suspension and beefy skid plate. That said, it didn’t keep one of the guys in our group from bending his kickstand after a hard hit.

    Despite the frame-mounted steering stabilizer, myself and more than a few riders complained of head shake at speed on the Expedition. I opted to add a bit of preload to the shock to help get some more weight onto the front tire and slowed down the rebound a few clicks, too. While this was a step in the right direction, it would have been nice to spend a bit more time working through the copious amounts of adjustment the suspension offered. In the twistier road sections, one of the bigger guys on our ride ended up dragging his center stand as the pace heated up (his suspension was set in the “standard” settings). 

    03222023-Husqvarna-Norden-901-Expedition

    The LC8c motor is just as much fun on-road as it is off. The same can be said for the tubeless Pirelli Scorpion Rally STR rubber which delivers an excellent balance of performance in both scenarios.

    On a most excellent stretch of tarmac, Franschhoek pass, the Norden shined as the excellent streetbike it is capable of being. With perfectly neutral ergos and a stable chassis, the punchy 889cc Twin engine and adjustable electronics made the Norden a fantastic bike to jump between dirt and pavement. It was another reminder that the LC8c engine is just as adept at slaying apexes à la Duke, as it is ripping off-road. Husqvarna says the Expedition is meant to be more of a 50/50 bike compared to the more street focused base model. 

    03222023-Husqvarna-Norden-901-Expedition

    Fork preload is adjustable at the top of each leg while the separate function damping sees compression on the left and rebound on the right. Shock preload requires a 5mm allen wrench.

    The J.Juan brakes provide good bite and plenty of power, even if they can feel somewhat vague. On road, the fork does tend to dive under hard braking, but for a bike pulling double duty, it seemed like a reasonable compromise. Speaking of brakes, the dual-channel ABS modes (Street and Off-road) are now linked to the ride modes (this will be standard across all Husqvarna and KTM models moving forward). Street and Rain modes use the Street ABS function while Off-road uses, you guessed it, Off-road ABS which reigns in intervention at the front and disables the cornering function as well as completely disabling ABS at the rear wheel. The Explorer ride mode is the only mode that allows the rider to choose between Street and Off-road ABS though it defaults to Street.

    As expected, the suspension and Explorer ride mode – which lets you tailor traction control on the fly between nine levels, gives you three options of throttle response, and adjustable ABS – were the Expedition’s features I found most useful. The only thing I would really feel the need to change would be the windshield, so I would (hopefully) be less likely to smack myself in the face off-road. 

    03222023-Husqvarna-Norden-901-Expedition

    Every bike in our group had a seam on the soft luggage failing at the exact same spot.

    Unfortunately, the soft luggage on every bike in our group had begun to tear at the top seam. Clearly this wasn’t a one-off issue. The metal buckles were pretty slick in their action initially, but perhaps too intricate as they became harder to use once they were inundated with dust. I was told these were pre-production, but they look pretty similar to Husqvarna luggage that was previously available for the Norden and I found reviews describing the same issues. We also had some electronic bugs with ride modes changing after the bike was keyed off. Husqvarna reps told us everything should remain in the selected settings (TC and ABS included) when the bike is keyed off or turned off with the kill switch and that our pre-production machines were, just that, pre-pro. “We’ll work out the kinks,” the reps promised.

    03222023-Husqvarna-Norden-901-Expedition

    During my time on the #16 Husqvarna Norden 901 Expedition, I was pretty happy with the transmission and the up/down quickshifter. I had little to no issues aside from when I was being perfunctory with the lever. Things mostly worked as they should, but still not so slickly snickety as the best of moto-trans these days. More worrying was another rider echoing the same transmission issues I experienced during the latest KTM 890 Adventure test that saw the bike being intermittently difficult to get into gear and falling out of second when it would shift. Since we all know Pierre is sourcing parts from the same pool, it wasn’t terribly surprising to hear of the same issues I had previously, as the issues appear to be somewhat sporadic. KTM mentioned that it was likely the quickshifter calibration, but I can’t say for sure.  

    03222023-Husqvarna-Norden-901-Expedition

    Even with a few niggles, the Norden 901 Expedition is the Norden that I always wanted – and apparently I wasn’t alone in this. Myself and like-minded dudes and dudettes are interested in adventure bikes for their off-road prowess, so bolstering that makes this model more enticing. The trend in adventure motorcycling of manufacturers adding touring accoutrement but then also off-road upgrades is somewhat puzzling but, whaddya gonna do? This stylish bike can now handle the rigors of some willing participant to smash his or her new $15,800 investment through terrain their skill can or perhaps can’t cash, while hoping the bike’s prowess will help keep them upright. I think the adv scene is all the better for it, after all, more choices is more better. 

    In Gear

    03222023-Husqvarna-Norden-901-ExpeditionHelmet: Fly Racing Formula
    Jacket: REV’IT! Component H2O
    Jersey: REV’IT! Sierra
    Armor: REV’IT! Proteus
    Pants: REV’IT! Peninsula
    Gloves: REV’IT! Massif
    Boots: TCX Comp EVO 2

    2023 Husqvarna Norden 901 Expedition Specifications
    MSRP $15,799
    Engine Type 2-cylinder, 4-stroke, Parallel-Twin, liquid cooled with water/oil heat exchanger
    Displacement 889 cc
    Bore x Stroke 90.7 mm x 68.8 mm
    Compression Ratio 13.5:1
    EMS Bosch EMS with RBW
    Horsepower 103 hp at 8,000 rpm (claimed)
    Torque 73.8 lb-ft. at 6,500 rpm (claimed)
    Starter Electric starter
    Lubrication Forced oil lubrication with 2 oil pumps
    Clutch PASC antihopping clutch, mechanically operated
    Transmission 6-speed
    Final Drive 16:45
    Chain 520 X-Ring
    Frame Chromium-Molybdenum-Steel frame using the engine as stressed element, powder coated
    Front Suspension 48 mm WP XPLOR-USD fully-adjustable inverted fork, 9.4 inches of travel
    Rear suspension WP XPLOR PDS fully adjustable monoshock, 9.4 inches of travel
    Wheels Front/Rear Tubeless Aluminum spoked wheels 2.50 x 21”; 4.50 x 18”
    Ground clearance 10.6 inches
    Front brake 2x radially mounted 4 piston caliper, 320 mm discs
    Rear brake 2 piston floating caliper, 260 mm disc
    ABS Bosch 9.1 MP (incl. Cornering-ABS and offroad mode, disengageable)
    Rake 25.8°
    Trail 4.2 inches (106.9mm)
    Triple Clamp Offset 30mm
    Wheelbase 60.2 inches ± 0.6 in (1529mm ± 15 mm)
    Seat Height 34.4 / 35.2 inches (875 / 895 mm)
    Weight 472.9 pounds (without fuel, claimed)
    Fuel Capacity 5.0 gallons
    Fuel Economy 52 mpg (claimed)

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  8. rssImage-21c6e08a53b542b42b887f7cc5209d54.jpeg

    Stop me if you’ve heard this before, but we’re big fans of the Ducati Streetfighter V4 around here. The do-it-all naked bike is fast as hell when you want to get crazy, but as docile as a puppy when you don’t. For years, fans of naked bikes have yelled to the hilltops for a manufacturer to build one that was a sportbike without fairings. No neutering, no “re-tuned for torque” BS, just pure naked power – and a handlebar. Ducati has firmly delivered with the Streetfighter V4 and we’ve sung its praises endlessly. Which begs the question: what on earth could Ducati possibly do to warrant yet another press intro and new model launch?  

    2023 Ducati Streetfighter V4S
    It seems like Ducati won’t stop refining this bike until it becomes telepathic to ride.

    Editor Score: 90%

    Engine 20/20 Suspension 14/15 Transmission 9.5/10
    Brakes 9/10 Instruments 4.5/5 Ergonomics 7.5/10
    Appearance 9/10 Desirability 9.5/10 Value 7/10
    + Highs
    • What an incredible engine
    • Electronic improvements just keep getting better
    • Still as stunning as ever
    – Sighs
    • I kept sliding back in the seat at high speeds
    • The new tank shape doesn’t give my leg much to latch onto
    • Seriously consider wind protection if high speed tracks are in your future

    The answer: make it even easier to ride. Ducati, like nearly all manufacturers of big-engined superbikes, understands the rat race to make big power and impress on the dyno sheet, but they also understand that today’s era of 200-plus horsepower motorcycles are a handful to ride. Making them easier to tame will result in not only being able to go faster, but more people being able to go faster, consistently. And when things are easy, people are happy. 

    As the old adage goes, power is nothing without control, and Ducati has taken this to heart. Now it employs a different approach to all its models, but especially its high-end superbikes and super nakeds. Chasing power is one thing, but the big push is to make it easier for the rider to get the most out of them. This, of course, comes down to electronics. And, right now, Ducati is the best in the game.

    This brings us to the 2023 Ducati Streetfighter V4S.

    MY23_Ducati_Streetfighter_V4S_17_UC48821

    Constant Revisions

    The evolution of the Streetfighter closely follows that of the Panigale V4, and if you’ll remember, that bike got a hefty update in 2022 as detailed in Mark Miller’s First Ride Review. The goal? Making it easier to ride via refined electronics. It achieved this goal with help from the Ducati Corse racing team engineers. Mark came away extremely impressed with the Panigale V4, calling it “perhaps the best turnkey trackday bike ever built.” Naturally, the next step was to transfer those changes to the Streetfighter V4S. 

    When you break down what it means to make a motorcycle easier to ride, we’re essentially talking about making the connection between the rider’s right wrist and the back tire as telepathic as possible. As you can imagine, that’s not easy when the path from wrist to tire goes through a fire-breathing V4 engine. Fine-tuning of the ride-by-wire mapping is where a lot of this magic happens.

    MY23_Ducati_Streetfighter_V4S_26_UC48822

    The 1103cc Desmosedici Stradale V4 engine in all its glory, not hidden behind fairings.

    Ducati used the term “Decrescent torque correlation law” when describing its fine-tuning of the throttle. In plain English, the tuning revolves around not only how much power to deliver, but when to deliver it. It’s relatively easy to tune for wide-open throttle – you just give it all the berries. The challenge is calibrating the throttle everywhere else, especially neutral/constant throttle with lean angle thrown in. Unlike a car, whose tire diameter stays constant, a motorcycle tire’s diameter effectively changes as the contact patch moves toward the edge of the tire during lean, this in turn causes the rpm to pick up. With more revs comes a request for more power from the engine, which you may not necessarily want, especially if your right wrist didn’t ask for it (if you were maintaining steady throttle, for example). This extra spike in power, applied when risk is higher (at lean), could upset the tire and cause any number of problems – problems you, the rider, will have to deal with. That makes for a tricky bike to ride. 

    Of course, rider aids like traction control can, and do, help recover some of those instances, but it would be better if you didn’t have to rely on TC in the first place for a moment that’s preventable. That was Ducati’s goal. Its latest revision for the throttle settings takes lean angles into account, especially during neutral throttle, to maintain the amount of power asked for even when tire diameter changes. 

    AP16094-633x422.jpg

    We instinctively adjust our throttle hand to decrease revs slightly when we don’t want it, but Ducati’s trying to do that for you.

    Further contributing to smoother power delivery is Ducati’s ability to now control torque limits in each individual gear. In the past, High and Medium power modes on the Streetfighter and Panigale would still feature torque limits in the first three gears – partially to make the bike easier to manage, but also because Ducati’s internal software would only allow torque limits in groups of three gears (1-3 and 4-6), not individually. 

    New breakthroughs in Ducati’s software tuning have allowed them to tune torque values in each gear, further refining how power is applied. For those who’ve been clamoring for all the beans, all the time, Ducati’s heard your plea: New for 2023 is the Full Power Mode. As you can guess, this delivers everything the Desmosedici Stradale V4 has, with only a little power and torque reduction in first gear. Because Full power mode is serious business, it’s not attached to any of the Riding Modes. Instead, you have to manually select it on the menu screen. Actually, there’s another new Power Mode – Low. Sitting at the opposite end of the Full mode, Low restricts the bike to 165 horsepower and is intended for low-grip situations.

    MY23_Ducati_Streetfighter_V4S_49_UC48825

    Ready to party? Then Full power mode is where you need to be. Ducati purposely didn’t tie Full power mode to any of the riding modes, forcing you to choose it within the menus. Basically stating that you’ve willingly accepted the responsibility.

    More revisions come in the way of Ducati’s Engine Brake Control EVO2, which takes into account the load placed on the rear tire. For example, under hard braking, there’s very little weight on the rear tire. The new Engine Brake Control settings factor that in when applying engine back torque. The Ducati Quickshift system is refined, too, also taking riding conditions into account – especially the slower engine speeds seen on the street. Many times quickshifters, even factory ones, are tuned for the track and fast shifts are crisp only at high rpm. Ducati says this new software makes for smoother shifts at street speeds.

    The last electronic change is the introduction of the new Track EVO info mode on the TFT dash. Lifted directly from the Panigale, Track EVO mode features a few key components: First is the large gear indicator that sits front and center on the screen. Second are the individual boxes on the right of the screen corresponding to the different rider aids – traction control, wheelie control, slide control, and engine braking. Whenever any of these aids are activated, the individual box will illuminate. This can help the rider fine-tune the level of intervention if they felt one of the aids kicked in too much (or not enough). Third, the green/red shift light at the top of the dash is easy to see. And finally, the lap timer to the left of the gear indicator is large and operates automatically, without the need for the rider to push a button each time they cross start/finish.

    MY23_Ducati_Streetfighter_V4S_42_UC48824

    The Track EVO display is the newest display option available for the Streetfighter and lays out everything you need to know while you’re out on track. Look closely and you’ll see the redline is at 15,000 rpm. Except this only applies in sixth gear. The other gears are capped at 14,500 rpm.

    What’s (Mostly) The Same

    Mechanically, the Streetfighter V4S doesn’t change much from before. The general shape and silhouette is instantly recognizable, and at the heart of it all is Ducati’s Desmosedici Stradale 1103cc V4 engine, pumping out 208 horsepower (claimed), or 176 horses at the wheel the last time we had one on the dyno. Fine-tuning was done in the form of increased tailpipe diameter for reduced exhaust back pressure. The cooling fan also comes on earlier to help not only keep the engine temps under control but to also push the heat away from the rider sooner. Rear cylinder deactivation is still here, but unlike the version used on the new Diavel, the two cylinders only shut off at idle. 

    There’s a new fuel tank shape with a slightly flatter profile and streamlined shoulders. This new shape also adds one liter, or 0.26 gallons, of extra fuel capacity. The seat is also a little flatter, and while seat height remains the same at 33.3 inches, Ducati says it’s been able to add some more foam for a cushy ride.

    MY23_Ducati_Streetfighter_V4S_33_UC48823

    The new fuel tank shape isn’t drastically different from before. It does let you tuck in a little tighter, but I wasn’t a fan of its lack of support for the outside leg while leaned over.

    On the suspension side, Öhlins is still providing the EC 2.0 electronic suspension for the V4S, but for 2023, the valving is tweaked slightly for a little more firmness. Springs remain the same as before. And while it doesn’t seem like much, the big change is a relocated swingarm pivot, 4mm higher than before. This improves the anti-squat effect when getting on the gas coming out of a corner, resulting in a more planted, stable motorcycle. It’s the same treatment the Panigale V4 received in 2022. You still get Brembo Stylema calipers, 330mm discs, steel braided lines, a Brembo master cylinder, and cornering ABS. 

    The last change is a switch to the latest Pirelli Diablo Rosso Corsa IV tires, which promises to provide excellent grip, stability, and longevity on the street. Except we didn’t travel to Almeria, Spain to go ride on the street…

    MY23_Ducati_Streetfighter_V4S_65_UC48826

    Mere mortals like us probably can’t feel a 4mm higher swingarm pivot, but Ducati’s expert test pilots can. And they say it’ll help us, too.

    (Track) Riding Impressions

    In Ducati’s own words, the Streetfighter’s street manners haven’t changed. The changes implemented on the new bike were all done to make the bike easier to ride on the track. Which is why the world’s press gathered at the Andalucía Circuit in southeastern Spain. A new track to most of those in attendance, including Yours Truly, the five-kilometer long track was designed by former Moto2 champion Tito Rabat. It’s a long and technical circuit with elevation changes, deceiving corners, and multiple decreasing radius turns that will test the abilities of any rider. There’s also a sixth gear back straight to let the Desmosedici Stradale engine eat. The track poses lots of challenges, including learning it in the first place. In short, the track is hard. That’s why Ducati felt this would be the best place to test the merits of the new, easier-to-ride, Streetfighter V4S.

    To Ducati’s credit, the Streetfighter proved to be a great dance partner. Then again, having spent a lot of time on Streetfighters in the past, I won’t discount my familiarity with the bike as having a part in my easy learning curve. Still, as we started the day in Sport mode to learn the track, the smooth power delivery meant there were no surprises and I could just focus on the lines former MotoGP rider, Moto2 race winner, and now Ducati ambassador, Karel Abraham was showing our group.

    AP15627-633x422.jpg

    Actually, I couldn’t. You see, a certain Josh Herrin, 2022 MotoAmerica Supersport champion and winner of the 2023 Daytona 200 aboard a Panigale V2, was also in my group. As you can imagine, he and Abraham took off after one lap. Leaving me to figure it out on my own – which actually turned out for the better. Instead of trying to follow the leader, I could concentrate on my own ride and figure out the lines for myself. This inherently meant I was slow as I inched my way around. But the beauty of the Streetfighter, as we’ve said before, is that it’s completely fine riding at a mellow pace, which goes against what we’re used to from motorcycles with superbike bloodlines. 

    But instead of sounding like a broken record, let’s get down to business – what’s it like when the Streetfighter decides to party, especially with these new changes? I can tell you, after one session to figure out where I was going – the bike flat-out rips. Even though it has the same engine as the Panigale, something about not having any wind protection makes 208 horsepower feel way more powerful. Going full tilt through Andalucia’s sixth-gear back straight, the wind blast is hectic and wanted to pull me off the bike, only enhancing the sensation of speed. The flat shape of the seat didn’t help, as I kept sliding backward. Suddenly, I found myself playing a game of chicken with the SFV4S; was I going to back off and give my neck and arms a break, or hang on and listen to the V4 scream in top gear as the speedo climbed towards 160 mph?

    AP11904-633x422.jpg

    I’m already sitting all the way back, and as the speed picked up, I found myself on the passenger seat cowl. BTW, when you buy a Streetfighter V4S it will come in this monoposto configuration. If you insist on taking a pillion, your purchase will also include a passenger seat and pegs.

    You can probably guess which option I picked. Pride kept getting the best of me and I hung on for all I was worth. Having a seat hump or block to physically stop me from sliding backward would have been nice. Instead, my arms slowly stretched further and further, and I was sitting on the forward edge of the passenger seat cowl by the end of the straight, my outstretched arms being as careful as I could not to accidentally twist the throttle. 

    At the end of the straight lies a second-gear hairpin (or a connecting road to the adjacent Almeria circuit), which means pulling up out of the bubble while getting hard on the brakes and dropping four gears. The Brembo stoppers and Ducati Quickshifter work great for this task, but the energy exerted to hang on and subsequently brake hard gave me arm pump in only a handful of laps. I never get arm pump. I tried my best to spread the braking forces to other parts of my body by squeezing the tank with my legs and knees, but the new shape of the tank isn’t well contoured to my legs and didn’t give much real estate to clamp my knees onto. Oddly enough, the taller/bigger riders in our group didn’t complain about any ergo issues.

    MAN8924-633x422.jpg

    The beauty of having Panigale steering geometry and Streetfighter handlebars means the V4S turns nicely, aided by the leverage provided by the bars. Of course, it helps that we were riding on Pirelli SC1 slicks instead of the Diablo Rosso IVs, and though the new tank shape also left my outside leg searching for something to latch onto, the stability and communication from the chassis were fantastic. This is the kind of confidence you need when you’re learning a new, technical track. Especially on something this powerful. Could I tell any difference with the repositioned swingarm pivot? Who knows. We didn’t have a 2022-spec Streetfighter to compare against, and even if we did, I’m not sure I have the skill to tell the difference in the first place. Nonetheless, the new bike felt extremely stable and composed both leaned over and on the throttle. 

    Considering much of my brain space was taken up by learning a new track, which I never did come even close to mastering, there wasn’t much space left to thoroughly evaluate the Öhlins electronic suspension. Conversely, the other way to think of it is that its default settings were good enough for my pace that it simply faded into the background during my track sessions. However, I was sharing my bike with another journo who decided, at the last session, to add more braking and acceleration support (the new lingo with semi-active suspension as adjustments are thought of as event-based and affect both ends simultaneously). Being a larger rider than myself, he came back with positive feelings. I came back after a lap and could clearly feel the difference. Both ends were far less compliant over bumps, tiring me out faster and zapping my confidence.

    AP19797-633x422.jpg

    As the day went on, we switched the Streetfighter from Sport mode to Race mode, then after a few sessions switched to Full power mode in the Race settings. You can feel subtle differences in how eager the V4 wants to lay the power down each time, and even though Full power mode unleashes an absolute beast of a Desmosedici engine, Ducati’s throttle mapping expertise makes it surprisingly easy to manage (assuming you have the requisite skills in the first place). 

    Evolution Improves The Breed

    The whole point of Ducati introducing this bike at a circuit was to prove the new changes make it easy to ride in difficult conditions (ie. learning a new track). Despite the Andalucia track being one of the most technical I’ve ridden, the Streetfighter guided me through like a familiar friend, encouraging me to push where I felt comfortable, but totally fine holding back in those spots I still hadn’t figured out. Being a gear too high in spots wasn’t much of an issue, since the V4 had plenty in reserve to push me through – and if I did go for a downshift, the autoblipper made sure there was minimal drama coming from the back tire. Then, when it was time to put the hammer down, the Desmosedici Stradale reveled in the chance to unleash all of its 208 Italian horses.

    MY23_Ducati_Streetfighter_V4S_11_UC48821

    All of this stems from confidence, and confidence came from the Streetfighter being smooth. Credit for that goes back to the continual evolution of Ducati’s electronics package that brings the connection from wrist to tire as close to telepathic as we’ve seen so far.

    Color options for the Streetfighter V4S are Ducati Red and the new Grey and Nero livery you see in these pictures. The former will set you back $27,595 and the latter adds another $200 to the price tag. Hefty amounts, but what you get in return is, yet again, one hell of a motorcycle.

    In Gear

    AP17657-315x210.jpg

    Helmet: Arai Corsair-X Nicky Reset
    Suit: Alpinestars GP Plus v4 Race Suit
    Airbag: Alpinestars Tech-Air 5
    Gloves: Alpinestars GP Tech v2
    Boots: Alpinestars Supertech R

    2023 Ducati Streetfighter V4 S Specifications
    Engine Type Desmosedici Stradale 90° V4, rearward-rotating crankshaft, 4 Desmodromically actuated valves per cylinder, liquid-cooled
    Displacement 1,103 cc
    Bore x Stroke 81.0 mm x 53.5 mm
    Compression Ratio 14.0:1
    Power 208 hp at 12,750 rpm (claimed)
    Torque 90.4 lb-ft. at 11,500 rpm (claimed)
    Fuel Injection Electronic fuel injection system. Twin injectors per cylinder. Full ride-by-wire elliptical throttle bodies.
    Exhaust 4-2-1-2 system, with 2 catalytic converters and 4 lambda probes.
    Gearbox 6 speed with Ducati Quick Shift (DQS) up/down EVO 2
    Primary drive Straight cut gears; Ratio 1.80:1
    Ratio 1=38/14 2=36/17 3=33/19 4=32/21 5=30/22 6=30/24
    Final drive Chain 525; Front sprocket 15; Rear sprocket 42
    Clutch Hydraulically controlled slipper dry clutch. Self-bleeding master cylinder
    Frame Aluminum alloy “Front Frame”
    Front suspension Öhlins NIX30 43 mm fully adjustable fork with TiN treatment. Electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode
    Front Wheel 3-spoke forged aluminum alloy 3.50″ x 17″
    Front Tyre Pirelli Diablo Rosso Corsa IV 120/70 ZR17
    Rear suspension Fully adjustable Öhlins TTX36 unit. Electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode. Aluminum single-sided swingarm
    Rear Wheel 3-spoke forged aluminum alloy 6.00″ x 17″
    Rear Tyre Pirelli Diablo Rosso Corsa IV 200/60 ZR17
    Wheel Travel (Front/Rear) 120 mm (4.7 inches) – 130 mm (5.1 inches)
    Front Brake 2 x 330 mm semi-floating discs, radially mounted Brembo Monobloc Stylema 4-piston calipers with Bosch Cornering ABS EVO. Self-bleeding master cylinder
    Rear Brake 245 mm disc, 2-piston caliper with Bosch Cornering ABS EVO
    Instrumentation Last generation digital unit with 5″ TFT color display
    Dry Weight 392 pounds (claimed)
    Kerb Weight 434 pounds (claimed)
    Seat Height 845 mm (33.3 inches)
    Wheelbase 1.488 mm (58.6 inches)
    Rake 24,5°
    Trail 100 mm (4 inches)
    Fuel Tank Capacity 17 l – 4.49 gallon (US)
    Number of Seats Dual seats
    Safety Equipment Riding Modes, Power Modes, Bosch Cornering ABS EVO, Ducati Traction Control (DTC) EVO 2, Ducati Wheelie Control (DWC) EVO, Ducati Slide Control (DSC), Engine Brake Control (EBC) EVO, Auto tire calibration
    Standard Equipment Ducati Power Launch (DPL), Ducati Quick Shift (DQS) up/down EVO 2, Full LED lighting with Daytime Running Light (DRL), Ducati Electronic Suspension (DES) EVO with Öhlins suspension and steering damper, Quick adjustment buttons, Auto-off indicators, Marchesini aluminum forged wheels, Lithium-ion battery, Passenger seat cover
    Provided Equipment Passenger seat and footpegs
    Ready for Ducati Data Analyser+ (DDA+) with GPS module, Ducati Multimedia System (DMS), Anti-theft, Heated grips
    Warranty 24 months unlimited mileage
    Maintenance Service Intervals 12,000 km (7,500 miles) / 12 months
    Valve Clearance Check (Desmoservice) 24,000 km (15,000 miles)
    AP10256-140x93.jpg AP11621-140x93.jpg AP11904-140x93.jpg AP15627-140x93.jpg AP15885-140x93.jpg AP15891-140x93.jpg AP16094-140x93.jpg AP16264-140x93.jpg AP16272-140x93.jpg AP17338-140x93.jpg AP17345-140x93.jpg AP17447-140x93.jpg AP17657-140x93.jpg AP17845-140x93.jpg AP19797-140x93.jpg MAN1723-140x93.jpg MAN1948-140x93.jpg MAN7251-140x93.jpg MAN7385-140x93.jpg MAN7435-140x93.jpg MAN8331-140x93.jpg MAN8335-140x93.jpg MAN8628-140x93.jpg MAN8924-140x93.jpg MAN9146-140x93.jpg MY23_Ducati_Streetfighter_V4_SP2_105_UC4 MY23_Ducati_Streetfighter_V4_SP2_106_UC4 MY23_Ducati_Streetfighter_V4_SP2_108_UC4 MY23_Ducati_Streetfighter_V4S_06_UC48820 MY23_Ducati_Streetfighter_V4S_10_UC48821 MY23_Ducati_Streetfighter_V4S_11_UC48821 MY23_Ducati_Streetfighter_V4S_12_UC48821 MY23_Ducati_Streetfighter_V4S_13_UC48821 MY23_Ducati_Streetfighter_V4S_14_UC48821 MY23_Ducati_Streetfighter_V4S_15_UC48822 MY23_Ducati_Streetfighter_V4S_16_UC48821 MY23_Ducati_Streetfighter_V4S_17_UC48821 MY23_Ducati_Streetfighter_V4S_18_UC48821 MY23_Ducati_Streetfighter_V4S_25_UC48822 MY23_Ducati_Streetfighter_V4S_26_UC48822 MY23_Ducati_Streetfighter_V4S_33_UC48823 MY23_Ducati_Streetfighter_V4S_39_UC48824 MY23_Ducati_Streetfighter_V4S_40_UC48824 MY23_Ducati_Streetfighter_V4S_41_UC48824 MY23_Ducati_Streetfighter_V4S_42_UC48824 MY23_Ducati_Streetfighter_V4S_44_UC48824 MY23_Ducati_Streetfighter_V4S_46_UC48824 MY23_Ducati_Streetfighter_V4S_47_UC48824 MY23_Ducati_Streetfighter_V4S_48_UC48825 MY23_Ducati_Streetfighter_V4S_49_UC48825 MY23_Ducati_Streetfighter_V4S_52_UC48825 MY23_Ducati_Streetfighter_V4S_58_UC48826 MY23_Ducati_Streetfighter_V4S_62_UC48826 MY23_Ducati_Streetfighter_V4S_65_UC48826

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    The post 2023 Ducati Streetfighter V4S Review – First Ride appeared first on Motorcycle.com.

    Source

  9. rssImage-1767bb07736c4462d5a378fd7c2d1bcc.png

    The opinions expressed by Mr. Allen do not reflect the views of the editorial staff here at Motorcycle.com. In fact, we would be surprised if they reflect the views of anyone remotely familiar with the sport.


    Grand prix motorcycle racing – MotoGP to aficionados – is a Eurocentric parlor game for the rich and not-so-famous. It involves undersized riders holding on for dear life to 1000cc bikes with astonishing power-to-weight ratios on road courses at venues on four continents, several of which are in countries one is not anxious to visit. It is almost impossible to find on American television. Riders receive trophies for finishing third. It is the little brother of F1. It is NASCAR’s mentally challenged foreign cousin.

    However, for the few of you still reading, at its best, MotoGP is the best racing on the planet, a series of hair-raising encounters between riders and machines traveling at well over 100 mph in unbanked turns, separated by inches, with the difference between winning and not winning often measured in a few thousandths of a second. (By comparison, the autonomic blink of an eye takes around 100 milliseconds.)

    032123-fabio-quartararo-yamaha-motogp-1-

    Fabio Quartararo, looking for the contact lens he dropped on the previous lap.

    These guys are fast. Ridiculously fast. Incomprehensibly fast. The engines on the big bikes retail for around a million dollars per, rotate at, like, 17,000 rpm, and are built to tolerances that defy description, at least with the few words in my vocabulary. The noise they make is equally difficult to describe, resembling, in my mind, the sound a nuclear-powered pencil sharpener might make.

    Round One of 2023 lifts off this weekend in Portimao, Portugal. Let the games begin.

    A Look Back at 2022

    032123-bagnaia-ducati-motogp-2-633x388.p

    Pecco Bagnaia made an improbable comeback to take last year’s title, and will look to continue his winning ways.

    2022 was the year Italy completed a hostile takeover of the premier class. Italian manufacturer Ducati Corse won its first world championship since 2007. An Italian rider, Francesco (Pecco) Bagnaia, won it all for the first time since the legendary Valentino Rossi in 2009. Ducati won the constructor’s title for the third consecutive year, in part because they had more bikes on the grid – eight out of 24 – than any other builder, placing five of them in the top nine. Bagnaia, left for dead in mid-season, trailing defending champion Fabio Quartararo by 91 points, mounted the largest comeback in history for the title, sealed at the season finale in Valencia. It was the most competitive, most compelling season in recent memory.

    Moto2 is, in layman’s terms, the junior varsity in MotoGP. All the bikes are powered by 765cc Triumph Triples, with teams providing the rest of the components from various manufacturers. Spaniard Augusto Fernandez took the 2022 championship in Austrian monolith KTM colors, ahead of Japanese rider Ai Ogura (Idemitsu Honda Asia team) and Spaniard Aron Canet (Flexbox HP40 team). Fernandez was exceptionally strong in mid-season, at one point winning four races out of six. Ogura, his main challenger during the final two months, choked at season’s end, scoring five (5) points over the final three rounds. Fernandez was the only Moto2 rider rewarded with a promotion to MotoGP for 2023. He will ride for the #2 KTM (GasGas) team, ensuring a second division finish.

    032123-Augusto-Fernandez-Tech3-GASGAS-Ro

    Augusto Fernandez was the lone rider to graduate from Moto2 to MotoGP, racing for the Tech3 GasGas team. Photo by Rob Gray (Polarity Photo).

    I forgot to mention Pedro Acosta, the young Spanish fast mover who will, according to my forthcoming prediction, take the Moto2 title in 2023 and graduate to MotoGP in 2024 where he will soon become A Force to be Reckoned With.

    Torturing the analogy, Moto3 is, like, the MotoGP freshman team, although the 250cc bikes are fast and loud. Lap times are a few seconds slower than Moto2, which are, in turn, a few seconds slower than the premier class MotoGP bikes. Moto3 is annually populated by a cadre of upwardly mobile teenagers and a roughly equal number of grizzled veterans who have embraced The Peter Principle and who will never see the saddle of a MotoGP machine. The 2022 title was won by Spanish teenager and rising KTM star Izan Guevara, who will turn 19 this coming June. The Next Great Spanish Rider soundly beat teenaged teammate and countryman Sergio Garcia and Italian Dennis Foggia (Honda) for the title. All three were promoted to Moto2 at season’s end.

    032123-David-Munoz-Moto3-KTM-RC4-2022-Ro

    David Muñoz won’t turn 18 until after the French Grand Prix Photo by Rob Gray (Polarity Photo)

    2022 Moto3 rookies who had notable seasons include Daniel Holgado, who turns 18 in April, and my personal favorite, David Muñoz, who will turn 17 this year and may be the Next Next Great Spanish Rider.

    Premier Class Teams and Riders

    For 2023, moto-social Darwinism and economic constraints reduced the number of teams from 12 to 11 and, accordingly, the number of riders from 24 to 22. The riders and teams play musical chairs every year in MotoGP. A few get promoted from the underclasses, others change teams, seeking greener pastures, and the dregs get consigned to the rubbish heap. This year, mixing metaphors, the deck was re-shuffled more than usual due to the demise of the factory Suzuki team. And while only one rider, Augusto Fernandez, had his ticket punched from Moto2 into MotoGP, a larger number than usual headed for the other side of the hill, as follows:

    032123-joan-mir-suzuki-2022-motogp-633x3

    Suzuki ended its MotoGP program on a high note, with Joan Mir winning the 2022 season finale at Valencia. Suzuki’s departure from the series was one catalyst in the reshuffling of rider lineups heading into this season.

    • Yamaha shut down their hopeless satellite team and Aprilia added a hopeful one. Yamahan Darryn Binder was shown the door, while Andrea Dovizioso retired. Aprilia recruited former KTM pilots Raul Fernandez and Miguel Oliveira, to rep their new #2 team. The two riders’ prospects appear to have improved with the switch. Aprilia, having recovered from the loss of Gigi Dall’Igna to Ducati ten years ago, is an ascendant program of late.
    • Rookie Augusto Fernandez will team up with veteran Pol Espargaro, late of the factory Repsol Honda team, on the #2 (KTM) Tech 3 GasGas team, under the careful supervision of jovial French guy (pronounced ghee) Herve Poncharal. Aussie Remy Gardner was advised he was “insufficiently professional” (read: insufficiently Spanish or Italian) and made his way, with a pocketful of sour grapes, to the tacitly less professional World Superbike championship series.
    • Joan Mir, 2020 World Champion with a couple of asterisks, was left without a seat when Suzuki folded its tent and chose to join the Repsol Honda team alongside Marc Marquez. Exhibiting questionable decision-making skills, this compares to an infant leaving a comfortable bassinet, complete with mother’s milk, to ride alongside Mad Max in the Thunderdome. Former teammate Alex Rins, also revealing impaired judgment, moved on from the comfort of the smooth-riding Suzuki to LCR Honda, whose version of the RC213V is as difficult to ride as the Repsol bikes but slower. His teammate there will be Mr. Cellophane, Takaa Nakagami. It promises to be a long year for Mir and Rins. It is always a long year for Nakagami.
    032123-joan-mir-repsol-honda-motogp-633x

    Joan Mir goes from Suzuki to Repsol Honda to race alongside Marc Marquez.

    • Australian veteran Jack Miller, realizing his own pedigree was insufficiently Italian, chose to leave the factory Ducati team on his terms rather than theirs, and landed squarely on the factory KTM team, joining skeletal South African mercenary Brad Binder on the only entirely Anglo team on the grid. Miller’s initial bubbly optimism about the move lasted until the first test in Sepang. Such is life.
    • In a classic MotoGP three-way, once Miller vacated the factory Ducati crew, Enea Bastiannini got promoted from Gresini Ducati to replace him alongside world champion Pecco Bagnaia, and Alex Marquez escaped from LCR to Gresini, where it is thought, at least here, he will scout the Ducati ecosystem as an advance man for his brother Marc, who has only so many years left to await Honda’s return to respectability. Alex will be welcomed by returning Gresini up-and-comer Fabio de Giannantonio, who is single handedly causing a shortage of lower-case Ns amongst the journalists covering the sport. (We decided last season to refer to him as FDG to conserve consonants.)
    • The remaining four teams made no changes in their rider lineup this season. Aprilia #1 with a resurgent Maverick Viñales and Aleix Espargaro. The hobbled Yamaha team of Fabulous Quartararo and an enigmatic Frankie Morbidelli. Rossi’s Mooney VR46 Ducati team with Luca Marini and Marco Bezzecchi, and Pramac Ducati with whiz kid Jorge Martin and aging Frenchman Johann Zarco. If I had to make a prediction for 2024, I would expect Morbidelli and Zarco to exit the premier class stage after this year, followed soon thereafter by Aleix.
    032123-vinales-espargaro-aprilia-motogp-

    Aleix Espargaro gave Aprilia its first ever win in the MotoGP class, and he returns with Maverick Viñales.

    Sprint Races? C’mon, Man

    In the face of declining fan interest in the sport, The Powers That Be decided to put on flattering imitations of the sprint races found in World Superbike and, on occasion, F1. Essentially, these will be half-length tilts run on Saturdays in the place of the execrable FP4 sessions. In the past, cumulative fast times in the first three practice sessions determined which 10 riders would pass automatically into the QP2 pole shootout, with the remnant having to slug it out in QP1 for the top two slots which would then pass GO into QP2. As of 2023, these determinations will occur after FP2, throwing a real sense of urgency into Fridays. That’s the good news. The results from QP1 and 2 will determine starting positions for both the sprints and the full distance races on Sundays.

    This year, the last event on Saturdays will be premier class sprint races. The top eight finishers will score points – 9, 7, 6, 5, 4, 3, 2, 1 – while the other 14 will put hours on their engines and chew up a set of tires. No changes have been made in engine allocations, despite the fact that the number of race laps the engines will have to complete will increase by half. Look for penalties to be assessed late in the season as teams run out of operational engines.

    032123-fabio-quartararo-yamaha-motogp-63

    While the fans, at least those still sober at 3 pm, will get to see riders competing in anger on Saturdays, the pilots and crews will pay the price, especially in the autoclaves of Thailand, Malaysia, India and Indonesia. (I’m torn between using “autoclave” and “blast furnace” to depict the hellish conditions in these places.) The older riders – notably the Espargaro brothers and Zarco – will suffer more, despite the chilling effect of 200 mph headwinds. And nobody gives a hoot about the brolly girls and what they will have to endure, in full pancake makeup and leather trousers.

    Personally, I get the feeling that the sprint races, as currently configured, will be a full-blown cluster, most notably in October, with three races in three weeks, including Indonesia and Thailand. I also get the feeling, for the record, that the Indian Grand Prix will not make it onto the final calendar due to construction issues, that the 21- round season will eventually be reduced to 20. Just sayin’.

    The Big Questions: Will Borat Attend the Kazakhstan Grand Prix? And Where Can We Find His Sister?

    Tranches

    032123-marc-marquez-repsol-honda-motogp-

    A healthy Marc Marquez is always a threat, but can he get enough out of the Honda RC213V?

    One has to be a moron to try to predict the eventual 2023 MotoGP standings when there’s still snow on the ground. Undeterred, and using my proprietary and well-worn SWAG (Sophisticated Wild Ass Guess) predictive software, here goes:

    1. Pecco Bagnaia. A formidable combination – the second coming of Jorge Lorenzo on the best bike on Earth, the 2023 title is his to lose.
    2. Enea Bastiannini. Young, smooth, easy on tires and fearless. The teammates appear ready to dominate the season the way Michael Schumacher and Rubens Barrichello did F1 in 2002.
    3. Marc Marquez. #93 is, for the moment, 100% healthy. Despite being stuck with the crappy Honda RC213V, he will finish the year on the podium. At age 30, his days of dominance are numbered. But, as Nick Harris used to say about Valentino Rossi, “Ignore him at your peril.”
    4. Maverick Viñales. Going out on a limb here, Pop Gun showed a few flashes of his old form last year, and the Aprilia has become a credible contender. He will finish ahead of aging, arm-pumping teammate Aleix Espargaro.
    5. Fabio Quartararo. As gifted as Fabulous is, the Yamaha doesn’t appear yet to provide him with enough grunt to compete for a championship. This is his final contract with the Iwata factory. As for the rest of the field, I’ll just let the software do the predicting:
    6. Jorge Martin
    7. Aleix Espargaro
    8. Marco Bezzecchi
    9. Brad Binder
    10. Luca Marini
    11. Fabio di Giannantonio
    12. Joan Mir
    13. Jack Miller
    14. Miguel Oliveira
    15. Johann Zarco
    16. Alex Rins
    17. Pol Espargaro
    18. Raul Fernandez
    19. Alex Marquez
    20. Franco Morbidelli
    21. Takaa Nakagami
    22. Augusto Fernandez

    And the 2023 Winner Is…

    Moto3: Jaume Masia
    Moto2: Pedro Acosta
    MotoGP: Pecco Bagnaia

    For Those of You Who Think I Don’t Know What I’m Talking About

    032123-jack-miller-ktm-motogp-Rob-Gray-P

    Photo by Rob Gray (Polarity Photo).

    No argument here. You will find more informative articles on any number of other sites. We’re willing to settle for cheap laughs, mostly at the expense of the authority figures in a sport that seems to take itself way too seriously. Most of you reading this drivel are riders who view the statement, “I want to grow up and be a motorcycle rider” as a choice. The punchline is you can’t do both. Having made your decisions, I’m here to give you the opportunity to engage in civil discourse. Reader engagement is the currency of life on the web. We hope you will take the time to share your opinions without dropping a lot of F-bombs, as we jealously protect our PG-13 rating.

    I will post results from each of the 21 rounds this year at Late-Braking MotoGP (www.motogpfordummies.com). Keep the shiny side up.


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  10. rssImage-dde7a3d5a289149978908107a8ccd4d9.jpeg

    After years of success with the 765 cc Moto2 spec engine, Triumph would be foolish to ignore all that it has learned on the international racing stage, and the 2024 Triumph Street Triple 765 R and RS are proof that the engineers have been paying attention. While most of the focus was on increasing power, some select chassis changes made it into the mix. My ride on the roads of southern Spain and on the track at the Circuito de Jerez made it clear that Triumph wants to dominate the middleweight naked class.

    2024 Triumph Street Triple 765 R/RS Review – First Ride

    While the engine changes were significant, the bulk of them were focused on the combustion chambers and getting the fuel charge in and out of them more efficiently. To that end the compression ratio was bumped to 13.25:1. A machined head interfacing with machined, not gas, pistons provide that increase while also allowing for higher valve lift. New rods and pins were required to handle the increased power, while the intake and exhaust got freer breathing capabilities courtesy of shorter intake trumpets and a single, less restrictive catalyzer, respectively. Shorter gearing in second through sixth gears increases the engine’s spunkiness.

    030323-2024-Triumph-Street-Triple-765-R-

    For the first time, the Street Triple gets an IMU and all of the associated electronic safety features, like cornering ABS and lean-sensitive traction control, that we have come to expect in modern motorcycles. Additionally, an up/down quickshifter is included as standard across the three-member Street Triple family. 

    The chassis also benefits from a few upgrades, particularly for the RS model, which had its rake shortened to 23.2° and 3.82 in. of trail. With a slightly higher tail section, the RS’ turn-in is noticeably quicker on the street and track without compromising stability. The RS also sprouts a pair of Stylema calipers controlled by a Brembo MCS master cylinder. The 41 mm Showa fork in the RS has a higher spec than the R, and the RS gets an Öhlins STX40 shock. The final difference in rolling gear between the R and RS is the R’s Continental ContiRoad and the RS’ Pirelli Supercorsa SP V3 tires.

    Sure, you could read all about this – in more detail – in the written review, but you’re not here for that. Take a look at the video below to see what I think when I’m fresh off the motorcycle instead of in my office going over my notes.

    Motorcycle.com would like to thank Motorcycle Mechanics Institute | MMI for sponsoring this video.

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  11. rssImage-79663e999d2872c480b98bbb25f69482.jpeg

    Riders of a certain age can remember when tank pads first gained wide popularity, moving from being little more than stickers guarding the interface between the abrasive zippers of riding gear and the delicate paint of the gas tank. The genesis of intricate pad designs was the advent of the high-backed tanks that appeared during the height of the sportbike wars, which required the rider to spoon their bodies around the tank’s curves. However, it wasn’t long before those early bits of plastic sprouted wings and grippier materials that wrapped around the sides of the tank to allow the rider to maintain better contact and control of the bike with their inboard knee while cornering. Today, the best motorcycle tank pads offer both style and function.

    A quick search around the web will net you a swath of tank pads that range from little more than decorative thongs to highly-intricate, model-specific traction devices. There’s no one-style-fits-all, and like tattoos, many riders use them to express their individual flair. What we have collected below is a grouping of some of the most interesting and/or functional designs we’ve discovered. With so many variations of tank pad out there, this listing can hardly be definitive, so pipe up in the comments if we’ve missed your favorite. 

    Editor’s Choice: Stompgrip Tank Pad

    031323-Best-Tank-Pads-Stompgrip.jpg

    Stompgrip just might be credited with the surge in popularity of grippy tank protectors. Each pad is constructed of a non-abrasive material that won’t harm your expensive riding gear. Instead, the pads rely on an aggressive bump pattern to give you a surface to grip with your knees and thighs during braking and cornering. Each Stompgrip set is designed for a specific motorcycle model, but universal cut-your-own kits are available. However, the model-based kits offer pre-molded rounded edges to help the pads resist peeling. The pads themselves are offered in both clear (to allow paint and graphics to show through) or black. Once mounted up to your bike and allowed to cure, the 3M adhesive will hold tenaciously.

    The Serious Challenger: TechSpec Snake Skin Tank Pads

    031323-Best-Tank-Pads-TechSpec.jpg

    Representing the top of the TechSpec line, the Snake Skin Tank Pad features the most aggressive pattern TechSpec produces. Still, this pattern combined with the grippy material will not damage leathers. Snake Skin is a thin, .125” medium durometer “rubber” material that offers a secure, comfortable grip, durable protection and a clean stock look. One notable feature of the Snake Skin pads is they utilize a special adhesive backing that allows the pads to be removed and repositioned if necessary. As with many tank pads, Tech Spec Snake Skin kits are model specific and are pre cut for easy application.

    Puig Tank Pads

    031323-Best-Tank-Pads-Puig.jpg

    Puig has jumped on the universal tank protector market in a big way, making pads that range from clear to carbon fiber look to intricate designs in their catalog of 20 available protectors. All of these designs will typically fit your bike’s tank without modifications. Still, Puig features measurements of the pads in their product descriptions. For those interested in carrying over the pad design to other parts of the tank, Puig also offers fuel cap protectors in many styles, too.

    Oxford Tank Pads

    031323-Best-Tank-Pads-Oxford.jpg

    Oxford is another well-known motorcycle brand that produces tank pads in a variety of styles in a universal application. From the company’s original Spine Tank Pad to the cool Transformer Spine Tank Pad, you should be able to find one that suits your tastes. Some patterns come with a textured surface for increased grip and a mounting template to ease application. The pads stick securely, thanks to their 3M adhesive backing.

    Giant Loop Vinyl Protective Film

    031323-Best-Tank-Pads-Giant-Loop.jpg

    Prior to all these fancy tank protectors, the original means of protecting tank paint was clear vinyl film, which can protect a variety of surfaces, not just tanks. Giant Loop’s protective film is heavy-duty 12 mil film delivered in three 12-in. x 14-in. sheets. This way you can protect your tank or other delicate surfaces, like your side panels from the abrasion of soft luggage on a weekend tour. Installing the sheets is as simple as adding a drop of dish soap to 16 oz. of water and spraying the sheets and the mounting surface. Squeegee the bubbles out, let dry overnight, and you’re good to go. Removal is just as easy.

    Niche Players

    031323-Best-Tank-Pads-Amazon.jpg

    There are tons of motorcycle tank pads available out there, and if you didn’t see any that appealed to you out of this name-brand selection, you can always take a trip to the flea market that is Amazon for more obscure brands and styles of tank pads.

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    The post The Best Motorcycle Tank Pads Do More Than Just Protect Paint appeared first on Motorcycle.com.

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  12. rssImage-ca9f8fdb9817a5b881ef2cf74ad1a494.png

    Harley-Davidson has officially revealed the X 350 for the Chinese market, a small displacement flat track-inspired roadster produced with Qianjiang Motor (QJ Motor). As of this writing, the X 350 is only confirmed for China, though a modified variant known as the X350RA will be used in Harley-Davidson Rider Academy programs in the U.S.

    031023-2023-harley-davidson-x-350-orange

    QJ and Harley-Davidson have been working on the X 350 since 2019,  though the motorcycle traces its lineage a little earlier to the TNT300 from QJ-owned Benelli. The X 350 is powered by a liquid-cooled, eight-valve Parallel-Twin engine, which may be as much heresy to the Harley faithful as its Chinese origins. The engine has a 353cc displacement, achieved via a 70.5 mm bore and 45.2 mm stroke. That’s the same stroke as the TNT300’s engine, but the Benelli has just a 65.0 mm cylinder bore.

    Harley-Davidson claims a peak output of 36 horsepower (at an unspecified engine speed) and 22.9 lb-ft. at 7,000 rpm, though as we previously reported, the Riding Academy models bound for the U.S. claim just 23 hp.

    Harley-Davidson claims a curb weight of 430 pounds for the X 350, while the X350RA comes in at 440 pounds, but much of that weight is from the addition of tip-over protective bars.

    031023-2023-harley-davidson-x-350-orange

     

    Apart from oddly different use of spaces in the model names, the X 350 and X350RA are mostly identical. Combing through Harley-Davidson’s official parts catalog, we note a few differences to meet local regulations, such as a speedometer with metric or imperial units, reflectors, and mirrors. The ECUs are different, which makes sense with the restricted power output for the RA.

    The parts catalog also indicates the suspension components are also different, and we suspect the difference is to give the RA model a shorter seat height. Harley-Davidson China lists the seat at 32.1 inches from the ground, which would be higher than any current model in the lineup except the Pan America. The official X350RA owner’s manual lists the height at just 30.0 inches, which would make it a little easier for beginners.

    The X 350 is equipped with a 41mm inverted fork with adjustable rebound damping, and a single rear shock offering adjustable preload and rebound damping.

    The tire choices are also different between the two models. Pirelli provides the X 350’s Angel ST tires, with a 120/70-ZR17 tire up front and a 160/60-ZR17 for the rear, while the the X350RA uses Angel CT tires, with a 110/70-ZR17 and 150/60-ZR17 combo.

    031023-2023-harley-davidson-x-350-black-

    The steel trellis frame appears similar to the TNT300’s, but the shape of the 3.6-gallon fuel tank, seat and tail give the X 350 lines that draw inspiration from Harley-Davidson’s XR750 flat track racer.

    The handlebar sits on a riser, and the positioning of the grips lends itself to an upright riding position. The footpegs are placed below the seat, much farther back than what you would find on any pretty much any other motorcycle bearing the Bar and Shield.

    031023-2023-harley-davidson-x-350-two-up

    The front wheel is equipped with dual four-piston calipers, which is a small marvel as many of Harley-Davidson’s larger, more powerful models employ just a single front brake. Anti-lock brakes come standard, though there’s no mention of traction control.

    The 2023 Harley-Davidson X 350 will be offered in three colors: black, orange or silver, with a price tag of ¥33,388, which is about US$4,840.

    2023 Harley-Davidson X 350 Specifications
    Engine Type Liquid-cooled, eight-valve Parallel-Twin
    Displacement 353cc
    Bore x Stroke 70.5 mm x 45.2 mm
    Compression Ratio 11.9:1
    Fuel System Electronic Air Intake Fuel Injection (ESPFI)
    Exhaust 2 in 1 short out
    Horsepower 36 hp
    Torque 22.9 lb-ft. at 7,000 rpm (claimed)
    Main Drive Chain, 82/31
    Gear Ratios 1st – 3.167
    2nd – 2.056
    3rd – 1.556
    4th – 1.333
    5th – 1.19
    6th – 1
    Front Suspension 41mm inverted rebound adjustable
    Rear Suspension Oil-air separation, rebound damping adjustable, preload adjustable shock absorber
    Front Brake Twin Fixed Four-Piston Calipers
    Rear Brake Single Sliding Piston
    Front Wheel Cast aluminum
    Rear Wheel Cast aluminum
    Front Tire Pirelli Angel ST 120/70-ZR17/58W
    Rear Tire 160/60-ZR17/69W
    Lighting All LED
    Instrumentation Combined Electronic Instrument Stepper Motor Indicates Vehicle Speed, Digital Indicates Speed, Hour, Total Travel, Two-Way (A+B), Km/Mile Indication
    Ground Clearance 7.3 inches
    Rake 24.8°
    Trail 5.5 inches
    Length 83.1 inches
    Wheelbase 55.5 inches
    Seat Height 32.2 inches
    Fuel Capacity 3.6 gallons
    Oil Capacity (With Filter) 0.8 gallons
    Maximum Lean Angle 51° left, 52° right
    Fuel Economy 47.5 mpg (claimed)
    Curb Weight 430 pounds (claimed)
    031023-2023-harley-davidson-x350-00-150x 031023-2023-harley-davidson-x-350-orange 031023-2023-harley-davidson-x-350-orange 031023-2023-harley-davidson-x-350-orange 031023-2023-harley-davidson-x-350-orange 031023-2023-harley-davidson-x-350-orange 031023-2023-harley-davidson-x-350-orange 031023-2023-harley-davidson-x-350-orange 031023-2023-harley-davidson-x-350-orange 031023-2023-harley-davidson-x-350-orange 031023-2023-harley-davidson-x-350-orange 031023-2023-harley-davidson-x-350-silver 031023-2023-harley-davidson-x-350-silver 031023-2023-harley-davidson-x-350-silver 031023-2023-harley-davidson-x-350-silver 031023-2023-harley-davidson-x-350-silver 031023-2023-harley-davidson-x-350-silver 031023-2023-harley-davidson-x-350-000-15 031023-2023-harley-davidson-x-350-black- 031023-2023-harley-davidson-x-350-black- 031023-2023-harley-davidson-x-350-black- 031023-2023-harley-davidson-x-350-black- 031023-2023-harley-davidson-x-350-black- 031023-2023-harley-davidson-x-350-orange 031023-2023-harley-davidson-x-350-orange 031023-2023-harley-davidson-x-350-orange 031023-2023-harley-davidson-x-350-orange 031023-2023-harley-davidson-x-350-orange 031023-2023-harley-davidson-x-350-orange

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  13. I’ve been wearing Alpinestars Copper Denim Pants in one form or another for seven years, and while I’ve been quite happy with how they looked like traditional jeans and provided comfort off the motorcycle, none of our staff of MOrons have put them to the ultimate test until now. If you’ve read my recent 2024 Triumph Street Triple 765 R/RS Review, you know I did a little pavement surfing on an Andalusian highway. Naturally, to further my embarrassment over my first crash at an introduction since 2015, I need to document the condition of every piece of gear that contacted the pavement so that you, dear reader, can judge the efficacy of the protection provided by my riding kit. The short version is that the Alpinestars Copper 2 Denim Pants sacrificed themselves so that my legs could escape unscathed. 

    MO Tested: Alpinestars Copper Denim Pants

    2024 Triumph Street Triple 765 R/RS Review – First Ride

    Alpinestars Copper 2 Denim Pants
    Comfortable and discreet off the bike and equipped with street-reasonable protection, the Alpinestars Copper 2 Denim Pants are worth their cost when you’re sliding down the road.
    Aesthetics 9/10 Protection 8/10 Comfort 9/10
    Value 8/10 Weight 9/10 Innovation 8/10
    Quality 9/10 Options 8/10 Weather 8/10
    Desirability 10/10 Editor Score: 86%
    + Highs
    • Protected me in a 50 mph crash
    • Comfortable and look like street clothes
    • Kevlar panels and CE-approved armor
    – Sighs
    • Quality gear isn’t cheap
    • Will never be as protective as leather or heavier textile pants
    • One-and-done when crashed

    Shop for the Alpinestars Copper 2 Denim Pants here

    Cleverly disguised as a pair of traditional denim jeans, the Copper 2 Denim Pant features a classic straight leg denim fit and soft quality outer fabric. Abrasion protection is provided by the internal panels of Kevlar across the hips, buttocks, and knees. To make for a comfortable fit, the rear and knee panels float loosely, allowing them to move relative to the rider and jeans for a more natural feel. The Bio-Flex knee armor offers CE Category II protection while remaining comfortably flexible to the point that it’s easy to forget there is armor in the jeans while walking around. Additionally, the significant amount of perforations keep heat from building up under the armor in warmer weather. Finally, all seams are triple stitched to hold together in a mishap. 

    031023-Alpinestars-Copper-2-Denim-Pants-

    The knee area took the brunt of the impact.

    My crash was a classic low side where I lost the front end, having the bike slide out from underneath me. Consequently, my shin and knee touched down first before the slide moved up to encompass the rest of my body. The photos will show minimal sliding damage to everything except the primary point of impact, my knee. Here the denim is worn through and the Kevlar backing even received a dime-sized hole where it was trapped between the pavement and the armor. My knee didn’t even bruise. 

    031023-Alpinestars-Copper-2-Denim-Pants-

    The light spot on the armor is where the Kevlar wore through and the knee pad continued the protection from the pavement.

    The denim up my thigh to my hip shows significant abrasion but it never wore through completely. Across the seat of the jeans, there is minor scuffing. The Alpinestars Copper 2 Denim Pants did their job properly, and I could see myself being tempted to use them in the future. Still, for safety’s sake, I’d consider them a one-and-done product since it’s hard to tell how compromised the seams are from the slide. 

    031023-Alpinestars-Copper-2-Denim-Pants-

    The abrasion on my thigh and hip never broke through the denim.

    Given the extensive use I’ve gotten out of my Alpinestars Copper Denim Pants over the years, and now with actual experience with their protective qualities, I recommend them with even more highly than I did in my first review in 2016. Consider them to be $240 well spent. The Alpinestars Copper 2 Denim Pants are available in blue or black Euro sizes 28-40. 

    Shop for the Alpinestars Copper 2 Denim Pants here

    Alpinestars Copper 2 Denim Pants 031023-Alpinestars-Copper-2-Denim-Pants- 031023-Alpinestars-Copper-2-Denim-Pants- 031023-Alpinestars-Copper-2-Denim-Pants- 031023-Alpinestars-Copper-2-Denim-Pants- 031023-Alpinestars-Copper-2-Denim-Pants-

    FAQ

    Are regular jeans OK for motorcycle riding?

    No. While being constructed of a relatively sturdy fabric, which is why work clothes have been made from denim for years, regular jeans offer little abrasion protection and no impact protection for a rider in a crash. The advent of jeans manufactured specifically for riding has been a boon to riders. Riding jeans feature Kevlar or similar abrasion-resistant fabrics plus, in many cases, impact-absorbing armor at the knees and hips. This specially-designed armor provides protection while not calling attention to itself when off the bike.

    What is the difference between riding jeans and regular jeans?

    Riding jeans have abrasion-resistant materials, like Kevlar, in the knees and seat, which are vulnerable to abrasion in a slide. Additionally, they should offer knee armor, at a minimum, since your knee is one of the first places to hit the ground in a crash.

    How should riding jeans fit?

    Riding jeans should fit comfortably, but not too loosely, around the waist to hold in place in a crash. When standing, the knee armor will have its top mid-knee or slightly lower so that when the knee is bent in a riding position, the armor completely covers it. The legs should be a little long to keep them from riding up above your boots when sitting on the bike.

    Additional Reading

    MO Tested: Massive Riding Jeans Buyer’s Guide
    MO Tested: Alpinestars Copper Denim Pants
    MO Tested: Aerostich Protekt Jeans Review
    MO Tested: REV’IT! Ladies Maple 2 Jeans Review


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  14. rssImage-6d55752b8d7bed3b178b32d541735617.jpeg

    Fresh off of winning the 2022 MotoAmerica King of the Baggers championship, Indian has gone and done it – Indian is offering a super-exclusive opportunity to actually buy yourself a Challenger RR. This is an exact replica of the bike Tyler O’hara used to win the KotB championship. Yes, an exact replica. Meaning if you had the skill that Tyler has, you could go and win bagger races with it. This is a full-on, non street legal, racing machine that just happens to look like an Indian Challenger (well, loosely…).

    How exclusive is this? Indian is only making 29 of them, in honor of O’Hara’s racing number. Hurry up and buy them before his competitors do. What’s the price, you ask? Oh, just a healthy $92,229. The number play with O’hara’s race number is thick, but there’s a number of you out there that have mentioned that Indian should make one of these available to the public. Well, be careful what you wish for.

    GM_6441-633x422.jpg

    If you’re one of the many who can’t fork over a cool 93-large for a race bagger, or even worse, if you’re customer number 30 on the list, the next best thing is to read my review (and watch the video) of my time spinning a few laps on the sister bike, piloted by racing legend Jeremy McWilliams.

    Check out the full press release below.


    INDIAN MOTORCYCLE CELEBRATES 2022 KING OF THE BAGGERS CHAMPIONSHIP WITH ULTRA-LIMITED INDIAN CHALLENGER RR 

    An Homage to Tyler O’Hara’s #29, Only 29 Indian Challenger Race Bikes Offer Rare Opportunity for Riders & Collectors to Own the Undisputed King of the Baggers

    MINNEAPOLIS, MN – March 9, 2023 – In celebration of Indian Motorcycle Racing and S&S Cycle’s 2022 King of the Baggers championship season, America’s First Motorcycle Company today announced the retail availability of 29 highly exclusive Indian Challenger RR motorcycles. Built to 2022 race spec by the same S&S hands that wrenched Tyler O’Hara’s #29 championship-winning bike, each purpose-built Indian Challenger RR is available for die-hard track riders and collectors for a premium price of $92,229.

    GM_6416-633x422.jpg

    The Indian Challenger RR marks the first-time fans can purchase a purpose-built race bagger. Hand crafted and race-tuned with the same setup that won O’Hara’s second King of the Baggers championship, Indian Motorcycle, and S&S are offering fans and collectors the unique opportunity to own a piece of history.

    “Originally, the thought of road racing baggers was perplexing to many and even downright offensive to some road racing purists. But in just three short years, King of the Baggers has emerged as the hottest thing in motorcycle racing as these bikes have rapidly evolved in their sophistication, and we thought it would be awesome to give people the opportunity to own the bike that holds the crown,” said Gary Gray, Vice President – Racing, Technology and Service for Indian Motorcycle. “We’re excited to embrace the fandom of bagger racing and celebrate our second title with this highly exclusive, special run of Indian Challenger RR motorcycles. This bike is the real deal, much like when we released the venerable FTR750, the Challenger RR is a true race bike and is not street-legal. Put in the right hands, it will reach the podium in MotoAmerica’s Mission King of the Baggers race series.”

    GM_6450-633x422.jpg

    Specs for the Indian Challenger Race Replica include the following:

    • S&S 2-1 race exhaust
    • 17″ race rims
    • Dunlop race tires
    • S&S billet adjustable triple clamps
    • Ohlins FGR250 forks
    • TTX Ohlins rear shock
    • S&S chain drive conversion
    • Carbon Fiber saddle bags
    • Fiberglass rear fender
    • Saddlemen raised race seat
    • S&S adjustable fairing mount
    • Aero headlight insert
    • Aero windshield
    • S&S belly pan
    • S&S rear set foot controls
    • S&S camshafts
    • 112 CID big bore cylinder/piston kit
    • S&S air intake system with 78mm throttle body
    • CNC ported cylinder heads
    • S&S Billet adjustable rocker arms
    • Hayes rear caliper, EBC rear rotor, SBS pads
    • Brembo M4 front calipers, 330mm rotors, SBS pads
    • S&S automatic chain tensioner
    • Maxx full adjustable ECM
    • AIM DL2 data logger/dash
    • Quickshifter kit
    • S&S billet clutch cover
    • S&S adjustable handlebars
    • S&S race modified swingarm

    Racing, and winning, has long been a core element within the Indian Motorcycle brand DNA. Founded by racers, driven to innovate by a desire to go faster and win races, Indian Motorcycle has been racing, and winning, for 122 years. From Oscar Hedstrom’s endurance racing dominance at the turn of the century to O.C. Godfrey winning at the famed Isle of Man in 1911, to Burt Munro’s land-speed records, to the original Wrecking Crew’s dominance in the ‘50s and the modern Wrecking Crew’s six consecutive American Flat Track Championships from 2017-2022, to the 2022 Super Hooligan Championship on the FTR, and the brand’s two King of the Baggers Championships in 2020 and 2022 – the list of history-making racing milestones for Indian Motorcycle is unparalleled.

    Riders can learn more by visiting IndianMotorcycle.com

    GM_6445-140x93.jpg GM_6450-140x93.jpg GM_6464-140x93.jpg GM_6425-140x93.jpg GM_6438-140x93.jpg

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  15. rssImage-edde737f0ce4b64ce6ee90742d099472.png

    Indian Motorcycle and Jack Daniel’s have once again partnered together for a limited edition model. Developed once again in partnership with Klock Werks Kustom Cycles, the latest model is based on the Indian Chief Bobber Dark Horse, and will be limited to a production run of just 177 motorcycles worldwide.

    Like the previous models, the 2023 Jack Daniel’s Limited Edition Indian Chief Bobber Dark Horse comes in an exclusive custom paint scheme. For the first time, however, the Jack Daniel’s connection goes further than simple branding: the Super Graphite Metallic paint itself is mixed with Old No. 7 whiskey.

    The dark paint is offset by the Indian Motorcycle Script “I”, giving it a throwback look, while the non-machined cylinders and heads, Cloud Silver painted rockers and pushrod tubes help create a raw metal look.

    030623-2023-Jack-Daniels-Indian-Chief-Bo

    Mechanically, the Jack Daniel’s model is similar to the regular Chief Bobber Dark Horse. It remains powered by a Thunderstroke 116 engine with a claimed peak output of 120 lb-ft. of torque at 2,900 rpm. The steel tube frame, cast aluminum subframe, telescopic forks, preload-adjustable dual rear shocks, and brakes are all identical to the regular model.

    Apart from the paint, the limited edition model adds white center rims, a solo seat stamped with the Old No. 7 stamp logo, a tinted Klock Werks windscreen, and a Pathfinder 5¼ Adaptive LED headlight.

    030623-2023-Jack-Daniels-Indian-Chief-Bo

    The Jack Daniel’s Limited Edition Indian Chief Bobber Dark Horse is priced at $24,499, a hefty $5,500 premium over the regular production model. Orders will be accepted through Indian dealerships beginning March 14 at noon EST.

    030623-2023-Jack-Daniels-Indian-Chief-Bo 030623-2023-Jack-Daniels-Indian-Chief-Bo 030623-2023-Jack-Daniels-Indian-Chief-Bo 030623-2023-Jack-Daniels-Indian-Chief-Bo 030623-2023-Jack-Daniels-Indian-Chief-Bo 030623-2023-Jack-Daniels-Indian-Chief-Bo 030623-2023-Jack-Daniels-Indian-Chief-Bo 030623-2023-Jack-Daniels-Indian-Chief-Bo 030623-2023-Jack-Daniels-Indian-Chief-Bo 030623-2023-Jack-Daniels-Indian-Chief-Bo 030623-2023-Jack-Daniels-Indian-Chief-Bo 030623-2023-Jack-Daniels-Indian-Chief-Bo 030623-2023-Jack-Daniels-Indian-Chief-Bo 030623-2023-Jack-Daniels-Indian-Chief-Bo 030623-2023-Jack-Daniels-Indian-Chief-Bo 030623-2023-Jack-Daniels-Indian-Chief-Bo 030623-2023-Jack-Daniels-Indian-Chief-Bo 030623-2023-Jack-Daniels-Indian-Chief-Bo 030623-2023-Jack-Daniels-Indian-Chief-Bo

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    The post 2023 Jack Daniel’s Indian Chief Bobber Dark Horse First Look appeared first on Motorcycle.com.

    Source

  16. For the previous week, I’d anxiously checked the weather reports for updates. Sandwiched in between swaths of little sun icons were two little black clouds spewing raindrops. Naturally, those were the scheduled dates for the US press to ride the 2024 Triumph Street Triple 765 R and RS on the Andalusian backroads and the famed Circuito de Jerez Angel Nieto in southern Spain. 

    2020 Triumph Street Triple 765 RS Review – First Ride

    2017 Triumph Street Triple RS Review: First Ride

    2013 Triumph Street Triple R Review

    2012 Triumph Street Triple R Review

    2008 Triumph Street Triple 675 Review

    And my wishes were granted. The rain plowed through the night before the first ride day, leaving drying roads and temperatures gradually rising from the mid-40s to the low-50s through our street ride. Once the day’s photography was done and with the tarmac finally dry – if a bit dusty – the pace picked up to the point that I felt, rather than tiptoeing around the wet spots,  we were really getting to sample the engine’s new power delivery and chassis’ refinement. The roads, though bumpy in places, were an intoxicating mix of extended sections of high-speed sweeping corners with brief, more technical portions to feel the chassis’ sprightliness. In a short series of esses, I aggressively rolled on the throttle at the exit of a second gear, 50 mph left hander, my ears full of the seductive growl of the 765cc Triple, a smile growing on my lips, and without warning, the front end folded…

    2024 Triumph Street Triple 765 R/RS
    Triumph has further sharpened the Street Triple 765 family. Despite being priced $2,600 more than the R model, the RS represents a greater bang for the buck for performance-minded enthusiasts. The R, on the other hand, seems ideally suited to a more general interest naked bike rider.

    Editor Score: 93.5%

    Engine 18/20 Suspension 13/15 Transmission 9.25/10
    Brakes 9/10 Instruments 8.75/5 Ergonomics 9/10
    Appearance 9.5/10 Desirability 9/10 Value 8/10
    + Highs
    • More power! (128 hp RS, 118 hp R)
    • Premium Brembo brakes (RS)
    • Öhlins STX40 shock (RS)
    – Sighs
    • Increased peak horsepower only accessible at the track (RS)
    • 6,000 mile valve-adjustment interval
    • While powerful, R’s brakes lack immediacy of RS’ premium Brembo system
    • R’s Continental ContiRoads can’t compare to RS’ Pirelli Diablo Supercorsa SP V3 performance

    From its 2007 inception, the Street Triple has been extremely popular among journalists and riders alike. With milestone models in 2008, the introduction of the R; 2013, the introduction of ABS on a new chassis; 2015, the release of the RX model plus the inclusion of a quickshifter and Daytona subframe; 2017, introducing a new 765cc engine in a three-model family (S, R, and RS); and 2020, highlighting 9% more midrange along with Brembo brakes, Öhlins suspension, and up/down quickshifter. With each update, the sporting credentials of the Street Triple were sharpened without compromising the upright, naked-bike riding position. To date, Triumph has sold over 130,000 units around the world.

    030323-2024-Triumph-Street-Triple-765-R-

    While the rest of the world will see the newest Street Triple as a 2023 model, the US will see the same bike, at the same time, as a 2024 model due to some bureaucratic nonsense. Regardless, Street Triple fans around the world have something to be excited about. In a true trickle down of race technology, Triumph has applied the knowledge gained from its Moto2 development of the 765cc Triple spec engine to the street. Additionally, the rest of the bike’s capabilities have been sharpened to match. Finally, while a Moto2 version of the Street Triple was on hand for journalists to look at, we were not allowed to ride them since the limited run had already been snapped up by the public.

    From Moto2 to the Street

    Triumph deems the upgrades made to the engine bay significant, and by the time we’re done here, you’re likely to agree. Let’s get the party started by looking at the combustion chamber which was altered to give a 4.7% bump in the compression ratio to 13.25:1. To achieve this lofty number, the formerly cast piston crowns receive the benefit of machining. Deeper valve cutouts and careful reshaping of the pistons mate to a cylinder head that is machined to these closer tolerances, while the 78.0 mm bore and 53.4 mm stroke remain unchanged. 

    030323-2024-Triumph-Street-Triple-765-R-

    A modified combustion chamber coupled with shorter gearing make for snappy acceleration. The chin fairing is standard on the RS. One surprising feature of the updated engine is the relatively short 6,000 mile valve-adjustment interval.

    The result of this machining of the heads is higher flow intake ports with a larger cross-sectional area. In fact, the ports are only lacking the final hand polishing when compared to the Moto2 engine. Astute readers will suspect that the deeper cutouts in the piston crown mean that the valve lift has also increased. Naturally, the same logic would follow that the cams and cam timing were also massaged. In order to accommodate the larger forces generated in the combustion chamber, stronger rods and pins were utilized. 

    The increased flow of the combustibles and the byproducts wasn’t just handled inside the engine. The intake trumpets in the airbox were shortened by 20mm (0.79 in.) for better top end, while the exhaust flow rate was improved by utilizing a single catalyst instead of the two previously incorporated. A nice side-effect of the single catalyst is that it saves weight, too. 

    030323-2024-Triumph-Street-Triple-765-R-

    The differences between the cast piston of the previous generation and the new machined one are plain to see. Those ridges on the outside of the new piston help to increase the compression.

    Now, we get to the differences between the R and the RS in power output. From the dyno charts below, we can see that the R gets significant horsepower gains from 5,000 rpm up to peak hp. In fact, the R’s power curve looks quite similar to last year’s RS, though at 118 hp, it has a slightly lower peak. Triumph claims that the only difference between the two models’ power output is in the tuning, not the hardware. The tuning that delivers the increased top end power (128 hp!) also adds a modicum of power in the midrange, but this slight increase would be hard to feel from the saddle. However, the improved smoothness of the curve is noticeable. Similarly, while the torque peak grew to 59 lb-ft, its improved smoothness from 4,000 rpm to the 9,500 rpm peak plays a key role in the ST’s exciting acceleration.

    030323-2024-Triumph-Street-Triple-765-R-

    The Street Triple R’s dyno chart (left) shows gains in the midrange over the previous model year. While the RS has a significant gain up top, the midrange power delivery is not significantly larger, but it is noticeably smoother.

    Newfound power is always good, but the source of the most noticeable change in the Street Triple’s acceleration gets credited to the shorter gearing. While first gear is slightly taller, the snappy throttle response owes a lot to the shorter ratios in second through sixth gears. Additionally, the final drive was shortened. When combined with the silky-smooth fueling, the Triple leaps out of corners with a ferocity that suits the sexy engine growl.

    030323-2024-Triumph-Street-Triple-765-R-

    Both the R and the RS models will have a quickshifter tucked away behind their left foot guards.

    Quickshifter, IMU, and ABS – oh my!

    For the first time, all Street Triple models receive quick shifters as standard equipment. Utilizing the sensor module from the Speed Triple 1200, the quickshifter is more than an on/off switch to aid in shifting gears. The technology has advanced to the point that the pressure on the shift lever and the speed at which it is being moved are added (in addition to the usual factors of speed, engine speed, throttle position, and rate of throttle change) into the algorithm that dynamically determines the changes to the engine’s power to facilitate the best up-/down-shifts. 

    But in the interest of a transitional paragraph, I have buried the lede about the Street Triple’s electronics. An IMU is finally included in the package, allowing for cornering ABS and lean-sensitive TC – features that were quite noticeably absent from the 2020 update. For this change, Triumph turned to Continental for IMU and ABS technology. The ABS modulator utilizes a built-in six-axis IMU for compact packaging. The result is what Triumph calls Optimized Cornering ABS and Optimized Cornering Traction Control. 

    030323-2024-Triumph-Street-Triple-765-R-

    At the exit of a corner when you straighten the Street Triple up while hard on the gas, the front wheel really wants to lift. Charging down the straight with the TC light flashing and the front tire skimming the pavement becomes the norm as the Track mode tries to optimize the acceleration.

    Both the Street Triple’s ABS and TC have separate settings that are linked to specific ride modes and are predictive, thanks to the IMU, rather than reactive, as they were with the previous generation. This is a very big deal. The R and the RS both have Rain, Road, Sport, and Rider modes (for user-programmable settings), and the three standard modes all have bespoke cornering ABS and TC settings, with the most restrictive being Rain. (As an aside, Rain mode limits the power to approximately 100 hp, while the others deliver full power with varied throttle mapping.) Another interesting note about these modes is that the ABS module links the front and rear brakes in that when the front brake is applied, a small amount of rear brake is used to settle the chassis. The reverse is not true, and the rear brake application has no influence on the front. 

    030323-2024-Triumph-Street-Triple-765-R-

    The Street Triple R (left) does have a small TFT combined with an LCD, but the superior 5-in. TFT on the RS is part of the model’s premium appeal.

    The RS also has a Track mode, which bears some discussion. In Track mode, Cornering ABS is discontinued, as is the link between the front and rear brakes. Additionally, significantly more slip is enabled in both braking and acceleration before software intervention. Riders who charge corners with the front brakes at the limits of the tire’s adhesion will benefit from these new settings, which unlike with the previous generation, require the tire to be actively sliding before ABS kicks in. While all modes have wheelie control (except Rider, which is switchable), Track allows for front wheel lift, to a point, under acceleration. Since Track mode is designed to let the rider squeeze the most performance possible out of the bike, wheelie control is retained to support maximum acceleration, since lifting the front wheel more than slightly above the pavement only serves to limit acceleration.

    030323-2024-Triumph-Street-Triple-765-R-

    Stylema calipers upgrade the RS’ brakes.

    Chassis changes

    The changes from the previous iteration of the Street Triple to the 2024 version are slight but important – and they differ for the R and RS. For example, the R’s rake is shortened to 23.7°, which is steeper than last year’s RS 23.9° measurement. The same goes for the trail, which is now 3.85 in. versus 3.94 in. The RS’ numbers are even sportier at 23.2° and 3.82 in. Additionally, the rear of the RS was raised, resulting in a 32.9-in. seat height, 0.4-in. higher than the R’s 32.5-in seat. Aiding in the sporting feel of the riding position, a 12 mm (0.5 in.) wider handlebar was lifted from the Speed Triple 1200. Both models put the rider in an aggressive, upright position for attacking corners. Wind protection, as before, is practically nonexistent but doesn’t really become an issue until around 120 mph.

    030323-2024-Triumph-Street-Triple-765-R-

    While a lower spec than the Brembo MCS on the RS, the R’s Nissin axial master cylinder is no slouch.

    Braking is another area where the R and RS diverge. While both sport 310 mm discs up front, their calipers and master cylinders differ. The R receives a set of the venerable Brembo M4.32 4-piston radial monobloc calipers and a Nissin axial master cylinder, while the RS receives the calipers of the moment, Brembo Stylema 4-piston radial monoblocs, actuated by a slick Brembo MCS radial master cylinder. The only brake complaint echoed by any of the riders that I heard concurred with my gripe about the MCS’ adjustable lever still being too far from the grip when in its closest position.

    Following the trend between the two models, the suspension of the R is of a lower spec than that of the RS. The R’s suspenders consist of a Showa 41 mm USD Separate Function, Big Piston fork in the front and a Showa piggyback reservoir monoshock out back. Both are fully adjustable. The RS benefits from a higher-spec Showa 41 mm upside down Big Piston fork and an Öhlins STX40 piggyback reservoir monoshock. While the forks both have 4.5-in. travel, the R’s shock allows for 5.3-in. travel. Surprisingly, the RS’ rear wheel travel is 5.2 in. Finishing out the 2024 Street Triple’s rolling gear is a set of Continental ContiRoad tires on the R and Pirelli Diablo Supercorsa SP V3 tires on the RS. Both versions are sized 120/70 ZR 17 and 180/55 ZR 17, front and rear, respectively.

    030323-2024-Triumph-Street-Triple-765-R-

    Putting the changes to the test

    When we last saw our hapless protagonist, the handlebar had folded all the way to the stop, leaving him with little option other than letting the laws of physics run their course. But let’s rewind the tape to a place where we can actually discuss the performance of the Street Triple’s capabilities and not the rider’s shortcomings. 

    Day one of the introduction was a street ride on the Andalusian backroads near the Jerez circuit. Because of heavy rain for most of the night before and morning temperatures in the low 40s, the initial pace was quite sedate on the still-wet roads. I was happy to wait for higher temperatures and drier conditions before hustling the RS into the corners, because Supercorsa SPs are not traditionally known for their wet-weather grip. Fortunately, the bikes were outfitted with accessory heated grips, which made a huge difference in the early stages of the ride.

    030323-2024-Triumph-Street-Triple-765-R-

    On the street, both the R’s and the RS’ engines feel virtually identical, despite the difference in the top-end power. This is to be expected on the street. With both mills, the fuel mapping was glitch free, allowing for careful modulation of the throttle on the sometimes quite wet pavement. As the day dried out and the temperatures warmed up into the 50s, the pace did, too. 

    I noticed the biggest difference between the bikes in the brakes. The Brembo MCS master cylinder, despite the slightly long reach, delivered immediate braking at the initial move of the lever. This was not abrupt but rather gave me the ability to vary my braking power over the largest possible range. Additionally, the lever ratio could be altered over three clicks from 19-21mm, with 19 mm giving the most feel and 21 mm a firmer lever. In the dodgy conditions, I opted for 19 mm. From the first corner with the RS, I felt immediately comfortable with the brake system, trusting it to give me the modulation to brake deeply into corners. 

    030323-2024-Triumph-Street-Triple-765-R-

    The R’s axial master cylinder offered lever adjustments that better fit my hand, but it had a slight dead space between the initial lever movement and brake actuation – which is exactly why radial master cylinders were developed.. Not a huge deal, but noticeable. However, when it got into the meat of the braking stroke, the master cylinder and the M4.32 calipers offered plenty of power. The lever feel was on par with the R’s more expensive sibling, and although I only rode the bike on completely dry roads, I was confident in my trail braking.

    The roads in this portion of Andalusia can be quite bumpy at times, and consequently, our Triumph hosts had set the suspensions up in comfort settings to allow them to soak up the bumps. While this was appreciated over the sometimes broken pavement, the side effect of such soft settings was an excess of chassis pitch that had the bikes pitching forward under braking and squatting under hard acceleration and wanting to run wide at the exits. For the most part, this was not an issue until the pavement dried out and the pace hotted up to speeds that better go unmentioned. Even with the soft suspension, the easier turn in was noticeable on the street and instilled confidence.

    Gravity works

    After lunch and the final photo stop, the lead riders felt comfortable enough to pull the trigger, and the pace reached its quickest of the entire day. Since I had mounted an Insta360 cam on a pole off of the back of the Street Triple R I was riding, I dropped back from the lead pack, while still maintaining a pretty brisk pace and enjoying myself to the fullest. At the exit of an S-turn, aggressively rolling on the throttle as the road opened up before me, we finally return to the place in time where this article started. 

    030323-2024-Triumph-Street-Triple-765-R-

    Hello pavement, my old friend…

    While I take full responsibility for my crash, some key components of the crash should be noted – with the caveat that I failed to manage them effectively. First, the road was quite dusty, with an ambient temperature in the low- to mid-50s. Since the suspension was soft and I was actively rolling  on the throttle, the bike’s weight had shifted rearward, lessening the downforce that the relatively hard ContiRoad rubber had to work with to generate traction. So, when I early apexed the second corner, I set myself up to run slightly wide at the exit. And here is my second mistake: I tried to add more lean while accelerating in conditions in which traction was less than optimal. So, while taking full blame for the actions that sent me skittering down the pavement, I still think that the grippier rubber of the Supercorsa SPs might have let me pull this maneuver off without incident. My reasoning for this statement is that prior to the crash, I’d had more squirms from the Continentals in the dry than I had with the Pirellis in the transitional conditions earlier in the day. We, however, will never know.

    My street testing of the 2024 Triumph Street Triple 765 R ended with the Ride of Shame in the front seat of the chase van. Liability concerns dictated that I get checked out at the medical center before I could throw a leg over another company motorcycle. The Street Triple crashed quite well with damage on the left grip, turn signal, engine case, and both rider and passenger pegs. Other than a slightly sore shoulder and lower back – thanks to the Tech-Air 5 deployment – both myself and the bike could have ridden back to Triumph’s base of operations at Jerez.

    030323-2024-Triumph-Street-Triple-765-R-

    Track redemption

    I won’t lie. I started the first session on the famed Jerez circuit with butterflies and grit teeth. My muscles were a little stiff, and I was determined not to be “that guy” by crashing again. However, spending a night thinking about and discussing with friends gave me a clear idea of what had caused my tumble. And what to avoid.

    For the track portion of the Street Triple introduction, Triumph only used the RS models. The primary reason was that Track mode was available and we would be running the Pirelli Diablo Supercorsa SP tires in their natural habitat. The track at Jerez is smooth, grippy, and quite fast. It has a good combination of high-speed turns and slowing down from and speeding up to those high speeds, an ideal environment to sample the RS’ improvements.

    030323-2024-Triumph-Street-Triple-765-R-

    Accelerating down Jerez’ front straight highlights the top end power of the RS. Once above 120 mph, the lack of wind protection becomes a battle, and the tight confines of the seat prevent scooting back into a proper tuck.

    My first impression of the RS on the track was how seamless the power is delivered. I could pick up the throttle while leaned way over in a second gear corner as smoothly as my wrist could roll on. Similarly, when downshifting from sixth gear while braking into a second gear corner, the shifts came fast and smooth. While a couple of riders complained about the quickshifter occasionally not allowing them to downshift at high rpm (thanks to over-rev protection), I think this is more a case of current/former superbike racers asking a bit too much from a street bike. With a mere mortal, like myself, at the grips, the problem never materialized.

    In 2020 in Cartagena on the previous generation Street Triple, many of the faster riders complained about ABS interfering when they were trying to brake at the maximum on corner entry. With the 2024 model, I never heard anyone discuss interference from the new Track mode’s ABS settings that allow some tire slip. I, with my significantly reduced confidence from the previous day’s mishap, never approached that level of deceleration. What I can say is that the feel at the lever gave me confidence to carry my braking all the way to the apex, even while knowing that there would be no Cornering ABS nannies protecting me from becoming “that guy.”

    030323-2024-Triumph-Street-Triple-765-R-

    In my first track session on the RS, the improved turn in was immediately apparent, but I was surprised to have the bike try to run wide at the exit. The harder I accelerated out of the corner, the more it wanted to run wide. This wasn’t a major problem and could be managed. Still, I was happy to discover that the issue disappeared in the second track session after the suspension settings were dialed to suit my American-sized proportions, and the bike stopped squatting under acceleration. (For those who are interested, compression and rebound were added in the front and just compression in the rear.) The range of adjustments that the RS’ suspension, which allowed both comfort and track settings, is really quite impressive. For a bike that will presumably spend most of its time on the street with occasional track days thrown in the mix, Triumph has delivered riders with a very versatile tool.

    030323-2024-Triumph-Street-Triple-765-R-

    The ride home

    In the 2024 Street Triple 765 family, Triumph has created motorcycles directed towards two very different riders. For those who want to commute and go out for occasional weekend blasts in the twisties, the Street Triple R has everything you need (though I’d opt for stickier rubber once the stock tires are done). The stout brakes may not be as sexy as those on the RS, but they more than get the job done – with ease. Having a bi-directional quickshifter as a standard feature on a bike priced at $9,995 is pretty nice, too. The color options are Silver Ice with Storm Grey and Yellow graphics or Crystal White with Storm Grey and Lithium Flame graphics.

    The 2024 Triumph Street Triple 765 RS takes the base platform of the R and turns up the volume for a performance-focused rider. The premium brakes and suspension can be appreciated on every ride, and the 128 ponies get to stretch their legs at the track. The fact that the RS also has the 5-in.  TFT instrumentation and premium Pirelli tires sweetens the pot. Although the RS does come at a $2,600 premium, the $12,595 MSRP makes sense for the up-spec hardware. The Street Triple 765 RS is heading towards showrooms now in three color schemes: Silver Ice with Baja Orange and Storm Grey graphics, Carnival Red with Carbon Black and Aluminum Silver graphics, and Cosmic Yellow with Carbon Black and Aluminum Silver graphics.

    Does the middle-weight naked bike class have a new king? We’re already planning the next MOronic shootout. Stay tuned.

    030323-2024-Triumph-Street-Triple-765-R-

    Street Gear

    030323-2024-Triumph-Street-Triple-765-R-Helmet: Arai Contour-X
    Jacket: Alpinestars Caliber Jacket
    Airbag Vest: Alpinestars Tech-Air 5
    Pants: Alpinestars Copper V2 Jeans
    Gloves: Alpinestars Morph Sport
    Boots: Dainese Axial Gore-Text

    Track Gear

    030323-2024-Triumph-Street-Triple-765-R-

    Helmet: Arai Contour-X
    Leathers: Alpinestars Fusion Race Suit
    Airbag Vest: Alpinestars Tech-Air 5
    Gloves: Alpinestars Supertech
    Boots: Dainese Axial Gore-Tex

    Specifications Triumph Street Triple 765 R Triumph Street Triple 765 RS
    MSRP $9,995.00 $12,595.00
    Engine Type 765 cc Liquid-cooled, inline 3-cylinder
    Bore and Stroke 78.0 mm x 53.4 mm
    Fuel System Multipoint sequential electronic fuel injection with electronic throttle control
    Compression Ratio 13.25:1
    Valve Train 12 valve, DOHC
    Transmission 6-speed
    Final Drive X-ring chain
    Front Suspension Showa 41 mm upside down Separate Function Forks – Big Piston (SFF-BP), adjustable compression and rebound damping, and preload adjustment. 4.5-in. travel Showa 41 mm upside down Big Piston Forks (BPF), adjustable compression and rebound damping, and preload adjustment. 4.5-in. travel
    Rear Suspension Showa piggyback reservoir monoshock, adjustable compression, rebound and preload adjustment. 5.3-in. travel Öhlins STX40 piggyback reservoir monoshock, adjustable compression and rebound damping, and preload adjustment. 5.2-in. travel
    Front Brake Twin 310 mm floating discs, Brembo M4.32 4- piston radial monobloc calipers, OC-ABS Twin 310 mm floating discs, Brembo Stylema 4-piston radial monobloc calipers, OC-ABS, Brembo MCS radial master cylinder
    Rear Brake Single 220 mm disc, Brembo single piston caliper, OC-ABS
    Front Tire 120/70 ZR 17 Continental ContiRoad 120/70 ZR 17 Pirelli Diablo Supercorsa SP V3
    Rear Tire 180/55 ZR 17 Continental ContiRoad 180/55 ZR 17 Pirelli Diablo Supercorsa SP V3
    Rake/Trail 23.7°/3.9 in. 23.2°/3.8 in.
    Wheelbase 55.2 in. 55.08 in.
    Seat Height 32.52 in. 32.91 in.
    Curb Weight 417 lb. (claimed, 90% fuel capacity) 414 lb. (claimed, 90% fuel capacity)
    Fuel Capacity 3.96 gal
    Available Colors Silver Ice with Storm Grey and Yellow graphics or Crystal White with Storm Grey and Lithium Flame graphics Silver Ice with Baja Orange and Storm Grey graphics, Carnival Red with Carbon Black and Aluminum Silver graphics or Cosmic Yellow with Carbon Black and Aluminum Silver graphics
    030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 2024 Triumph Street Triple 765 RS 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R- 030323-2024-Triumph-Street-Triple-765-R-

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    The post 2024 Triumph Street Triple 765 R/RS Review – First Ride appeared first on Motorcycle.com.

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  17. Flying over the second largest island in the Mediterranean gives a view of rocky coastlines, lush greenery, small villages, and surprisingly stout topography with mountains stretching more than 6,000 ft. into the sky. Idyllic yet rugged, the isle of Sardinia boasts addictively serpentine asphalt and endlessly challenging off-road terrain. This is where we would get our first test of the 2023 Suzuki V-Strom 800DE. An exciting new model for Suzuki, particularly due to its all-new powerplant, the 800DE carries on its shoulders both a legacy and an expectation of what a middleweight adventure bike should be in the modern era.

    2023 Suzuki V-Strom 800DE
    The Suzuki V-Strom 800DE strikes a well-balanced position of on-road and off-road performance in the competitive middleweight adventure category.

    Editor Score: 85%

    Engine 18/20 Suspension 13/15 Transmission 8/10
    Brakes 7.5/10 Instruments 4.5/5 Ergonomics 8.5/10
    Appearance 9/10 Desirability 8.5/10 Value 8/10
    + Highs
    • This engine might just be the sweet spot for many
    • Useful and easily adjustable electronic aids
    • Design and styling look great in all three color options
    – Sighs
    • Front brake isn’t stellar
    • Tubes… or is that a high?
    • No homolgated off-road rubber
    03022023-Suzuki-V-Strom-800DE-reviewA77I

    In the 20 years the V-Strom has been around, Suzuki has sold more than 450,000 of them.

    While Suzuki has made other iterations of the V-Strom engine – including a 248cc Parallel Twin-powered version – most of these featured a V-Twin engine configuration. The latest ‘Strom to come to market features an all-new 776cc Parallel Twin. With P-Twins powering some of the most popular ADV and naked bikes these days, it shouldn’t come as a surprise to see Suzuki throwing its hat into the ring with this new mill. Suzuki says this latest V-Strom will be the most off-road capable yet. Considering the facts in our First Look article, I was eager to have a crack at it.

    The breakdown

    It seems fitting to start with the most intriguing component: the motor in this cycle. The new 776cc DOHC engine uses a 270-degree crank, 84mm by 70mm bore and stroke, and 12.8:1 compression ratio which Suzuki says translates to 84 hp at 8,500 rpm and 57.5 lb-ft of torque at 6,800 rpm. A dual-counterbalancer system is used to quell vibrations. During our presentation, Suzuki admitted that this new engine design is slightly wider than the V-Twin configurations, but much shorter front to rear allowing the company more flexibility when designing a compact chassis to fit it in. 

    03022023-Suzuki-V-Strom-800DE-reviewDL80

    The V-Strom 800DE engine uses almost the exact same tune that will be used in the GSX-8S, but with a slight bump in both torque and horsepower at low rpm. Valves will need to be serviced every 14,913 miles (24,000 km).

    Handling the EFI are two linked 42mm, ride-by-wire throttle bodies. These are fed by a 6.0 liter airbox tuned with different length intake pipes that deliver maximum peak power and enhanced low-rpm torque. Assisting in that job are two 10-hole, long-nose injectors which atomize a 49 psi fuel flow from a 5.3-gallon tank. The stainless-steel 2-into-1 exhaust features a high-flow, two-stage catalytic converter to keep the V-Strom Euro 5 compliant.

    03022023-Suzuki-V-Strom-800DE-reviewGMR6

    The footpegs will touch down with spirited riding.

    The radiator uses an interesting Cooling System Inlet Control Thermostat Valve located on the right side of the engine that works to maintain consistent engine temperature. By helping to stabilize combustion, it helps to smooth the idle during warm up, thus reducing emissions. In addition, a compact oil cooler reduces oil temperatures, again for more consistent engine operation.

    The six-speed transmission is rowed through via a bi-directional quickshifter and features the Suzuki Clutch Assist System to ensure botched downshifts don’t cause too much of a problem. 

    03022023-Suzuki-V-Strom-800DE-reviewDL80

    The front portion of the frame will be the same used in the GSX-8S.

    Suzuki opted to use a steel two-piece frame design that incorporates the engine as a stressed member. Rather than using aluminum, as it has in past models, steel was chosen for better durability and rigidity. Suzuki reps explained that aluminum could’ve been used, but the frame would’ve been wider and taller. Curb weight for the 800DE is said to be 507 lbs. Weighed previously on the MO scales, the 650 came in at 474 lbs and the 1050 tipped 544 lbs. 

    03022023-Suzuki-V-Strom-800DE-reviewV-ST

    Similar to the Tenere 700, the 800DE’s frame also features bolt-on lower cradles.

    A fully adjustable Showa fork is attached to a 21-inch tube-type spoked wheel with 8.7-inches of travel. Slowing this big hoop down are two 310mm floating rotors clamped by axially-mounted Nissin two-piston calipers. The fully adjustable, linkage-type shock is also supplied by Showa and delivers the same 8.7 inches of travel and uses a handy, easily accessible knob for preload adjustment. A 260mm rear disc is embraced by a single-piston Nissin binder. Ground clearance is said to mimic the travel numbers. The equipped Dunlop Trailmax Mixtour tires have been tweaked specifically for the 800DE with 5% more sea/land ratio giving a larger space between the tread blocks.

    03022023-Suzuki-V-Strom-800DE-reviewA77I

    The windshield is adjustable to three positions, but you’ll need an allen wrench to make those changes.

    The Suzuki Intelligent Ride System (S.I.R.S.) includes three (A, B, and C) Suzuki Drive Mode Selector (SDMS) options which alter throttle response and five traction control modes – three for the street, a Gravel mode, and off. ABS is adjustable between modes 1 and 2 which provide varying levels of intervention as well as an “Off” mode which disables rear ABS while leaving the front on. All of this information, and more, is easily adjusted via the left switchgear through the five-inch TFT display. 

    03022023-Suzuki-V-Strom-800DE-reviewA77I

    One of my biggest gripes from the Tenere 700 was how the clutch cover pushed my boot to the edge of the stock footpegs. Not the case here. The engine is entirely out of the way, and riding the V-Strom with off-road boots provides sure footing – although most of us opted to pull the rubber inserts out (two bolts) after the first trace of water made them incredibly slick.

    What’s that, you’ve already done the reading? You’ve already researched everything there is to learn about the Suzuki V-Strom 800 DE? You just came here for riding impressions?! Well, strap in! Let’s get to it. 

    The impression of riding

    It’s always a treat to get first the first crack at a model with a highly anticipated new engine. The last time I got that lucky was in the case of the Harley-Davidson Pan America, which did not disappoint. Strolling out of our hotel courtyard, I was hoping for the same magic. Starting off in B mode, the throttle felt a bit muted. I wasn’t getting the punch I expected from the new P-Twin. Switching to the sharper throttle response of A mode gave me the chance to better experience the punchy characteristic common in Parallel Twins. “Yep, this is going to be fun,” I thought to myself.

    03022023-Suzuki-V-Strom-800DE-reviewGMR6

    The 800DE’s A mode is where it’s at if you’re out looking for a good time. On twisty bits of asphalt and hard packed truck trails, it delivered immediate throttle response without being abrupt. For looser, rockier surfaces, and perhaps for cruising around town, B mode’s softer pickup is appreciated.

    The engine can be lugged down to 2,500 rpm or so, yet still pull strongly and smoothly from one apex to the next. Its strong, linear power is spread smoothly across the rev range and up until 5,000 rpm, nary a rogue vibration makes its way through to the pilot. After 5k though, you’re reminded that you’re on a motorcycle as vibes creep through – although they’re never overbearing. I found the character of the 776cc Hamamatsu-made mill to slot in nicely between the punchy torque of the Yamaha Tenere 700 and the more frenetic power plant of the KTM 890 Adventure. It’s a nice middleground that may be just what many have been looking for. It should also be an excellent power source for a naked bike.

    03022023-Suzuki-V-Strom-800DE-review_D2A

    Despite the transmission feeling solid, the quickshifter left a bit to ask for, requiring very deliberate shifts with a fair amount of pressure. As it was when quickshifters first hit the scene, this one works best when the engine is spun up into the revs. Of course, I had high expectations due to how great the unit on the GSX-S1000GT+ performed.

    Despite our ride’s relatively sedate pace, there were chances to wick it up, the first of which was during our photo passes. Diving quickly from corner to corner, the bike’s handlebar feels pretty spot on in width and allows the bike to be pushed from one side to the other easily. It was the first corner where I needed to shed some speed pronto that I was met with a surprisingly weak front brake. Initially, I blamed the flex of the rubber lines, but by the end of the second day, the brakes felt much more reassuring – not showstoppers, but assuring nonetheless. Perhaps the pads weren’t fully bedded in, but that exciting first corner at speed was a much different experience from when we really got to hustle the bike down some serpentine Sardinian tarmac at the end of our second day of riding. 

    03022023-Suzuki-V-Strom-800DE-reviewGMR6

    The Dunlop tires worked well on pavement and hard packed trails, but in the looser terrain, a knobby tire would’ve been a better option.

    I found the shape of the seat to be comfortable over our two days of riding, and it left me enough room to move back and forth a bit. Although the bike doesn’t feel thick between the ankles, the seat shape does make the 800DE’s 33.7-inch feel every bit of it. Ergonomically, when both seated and standing, the position was perfectly neutral for 5’8” me. I wouldn’t hesitate to plan for long days in the saddle. The only thing that might make those long days even easier would be cruise control, but you won’t find that here – even as an option. 

    03022023-Suzuki-V-Strom-800DE-review_D2A

    Dialing in drifts are fairly easy with the new 800DE engine.

    The V-Strom 800DE feels stable both on-road and off. Its 61.8-inch wheelbase combined with a 28º rake and 4.5 inches of trail lend to this. The new 800DE also features a 25.2-inch swingarm, that’s more than an inch longer than what the 1050 uses. Sliding the bike off-road is predictable, and the way its smooth throttle response feeds the engine’s linear power delivery, managing the bike with TC off entirely is easy. Of course, if you are touring and/or simply want a safety net to keep you from yourself, Gravel mode allows for some rear tire spin without letting things get too wild.

    03022023-Suzuki-V-Strom-800DE-review_D2A

    We sampled a good mix of on and off-road riding as we zigged and zagged around the island. Most of our off-road riding was dry and gravelly with plenty of embedded stones. While we didn’t have many options to really push the suspension, the Showa components performed quite well during our moderate pace. There is some fork dive when braking on the road, but that’s to be expected with a bike that’s meant to pull double duty. Off-road, the suspension soaked up our mostly smooth riding. I opted to crank in a bit of preload to raise the rear, but didn’t have a chance to adjust the damping. Some of the other riders did and they mentioned it helped quite a bit when the pace picked up on some of the dirt sections. It’s nice to have the adjustability, and hopefully we’ll get our hands on a unit stateside soon to try some different settings.

    03022023-Suzuki-V-Strom-800DE-review_H2V

    Tube type wheels will likely be a polarizing choice for most folks.

    Since we were jumping between dirt and pavement fairly often, I ended up leaving the ABS “off” (only the rear is disabled) since it can’t be changed while moving, and swapped between G and Off for the traction control. While A mode takes a little more effort to be smooth on the throttle, I still preferred this setting for almost all of our ride. For the settings that can be changed on the fly, it was easy to get used to navigating the 800DE’s display. 

    Pricing starts at $11,349 for the base model which is available in Championship Yellow No. 2 and Glass Matte Mechanical Gray. The 800DE Adventure gets you 37-liter aluminum panniers, a beefier skid plate, and crash bars and will run you $12,999. It’s available in Glass Sparkle Black only. 

    03022023-Suzuki-V-Strom-800DE-reviewGMR6

    The air filter is accessible by removing the seat and a few bolts from the airbox.

    Overall the V-Strom 800DE feels like a really well-balanced adventure bike. The machine performs well on-road and I would not hesitate to take a long pavement-only trip on the new ‘Strom. Likewise, when my curiosity gets the better of me, I also wouldn’t hesitate to take the 800DE off-road for some impromptu exploration. Suzuki has built a great new motor which I’m sure will be just as fun in the GSX-8S as it was in the V-Strom application. The chassis is also compliant and predictable. As motorcyclists, we’re spoiled with a massive swath of incredible choices in this era, and now, the middleweight Adventure segment just got another great option. 

    In Gear

    03022023-Suzuki-V-Strom-800DE-reviewGMR6Helmet: Arai XD-4
    Jacket: Alpinestars AMT-10 Lab Drystar
    Pants: Alpinestars Venture XT
    Gloves: Alpinestars AMT-10 Air HDry
    Boots: Alpinestars Tech 7

    2023 Suzuki V-Strom 800DE Specifications
    MSRP $11,349
    Engine Type 776cc, 4-stroke, liquid-cooled, DOHC Parallel-Twin
    Bore x Stroke 84.0 mm x 70 mm
    Compression Ratio 12.8:1
    Fuel System Fuel injection
    Starter Electric
    Lubrication Force-fed circulation, wet sump
    Ignition Electronic ignition (transistorized)
    Spark Plug Iridium type x 2
    Clutch Wet, multi-plate type
    Transmission 6-speed constant mesh
    Final Drive O-ring style chain, D.I.D. 525 x 126L
    Front Suspension Inverted telescopic, coil spring, oil damped, 8.7 inches of travel
    Rear Suspension Link type, single shock, coil spring, oil damped, 8.7 inches of travel
    Front Brakes Nissin, 2-piston calipers, dual 310mm discs, adjustable ABS-equipped
    Rear Brakes Nissin, 1-piston, single disc, adjustable ABS-equipped
    Front Tires 90/90-21M/C (54H), tube type
    Rear Tires 150/70R17 M/C (69H), tube type
    Fuel Capacity 5.3 US gallons
    Color Glass Matte Mechanical Gray or Champion Yellow No. 2
    Headlight Mono-focus LED x 2
    Tail Light LED
    Length 92.3 inches
    Width 38.4 inches
    Height 51.6 inches
    Wheelbase 61.8 inches
    Ground Clearance 8.7 inches
    Seat Height 33.7 inches
    Curb Weight 507 pounds (claimed)
    Warranty 12-month unlimited mileage limited warranty
    Extension Longer coverage periods with other benefits available through Suzuki Extended Protection (SEP)
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    As we expected, Husqvarna announced a new Norden 901 Expedition, adding a more adventure-capable model to its lineup. Equipped with longer-travel suspension and coming standard with a number of accessories such as waterproof luggage, the Norden 901 Expedition carries an MSRP of $15,799, a $1,300 premium over the regular Norden 901.

    The engine remains the same 889 cc Parallel-Twin as the regular Norden 901, sharing the same DNA as the engine from its Pierer Mobility cousin, the KTM 890 Adventure. Peak performance figures are the same 103 hp at 8,000 rpm and 73.8 lb-ft. at 6,500 rpm claimed by the regular Norden.

    The electronics are also similar to the base model, with cornering ABS, cornering traction control, torque control, motor slip regulation, and cruise control as standard. The Norden 901’s three ride modes, Street, Offroad, and Rain, carry over, but the Expedition also gains the customizeable Explorer mode as standard.

    030123-2023-husqvarna-norden-901-expedit

    The tubular chromium-molybdenum steel frame and steel trellis subframe are also unchanged, offering a balance between light weight and strength.

    Husqvarna swapped out the Norden 901’s WP APEX 43 fork for a fully adjustable 48 mm WP-XPLOR inverted fork with 9.4 mm of travel. Likewise, the WP APEX monoshock was replaced with a XPLOR shock with a progressive damping system (PDS) and adjustable preload, high and low speed compression, and rebound damping.

    The Expedition also comes standard with a steering damper, and the frame may be fitted with an adjustable offroad steering damper.

    030123-2023-husqvarna-norden-901-expedit

    We don’t know the Norden 901 Expedition’s seat height yet, but we expect it will be higher than the base Norden’s seat which is adjustable between 33.6 and 34.4 inches. We do know the Expedition offers 10.6 inches of ground clearance compared to the regular model’s 9.9 inches of clearance.

    The Norden 901 Expedition comes with spoked tubeless rims, with a 21-inch front and 18-inch rear wheel. Pirelli provides the Scorpion Rally STR tires.

    030123-2023-husqvarna-norden-901-expedit

    For improved touring capability, the Norden 901 Expedition comes with a tall windscreen, heated grips, a heated rider seat, and a set of waterproof side bags, offering 18 liters of storage per side. The 5.0 gallon fuel tank is unchanged from the Norden 901, with Husqvarna claiming the same fuel consumption of 52 mpg.

    Completing the package are a center stand, a heavy duty skid plate, and smart phone connectivity with turn-by-turn navigation, all previously offered as separate accessories for the regular Norden. With all the added parts, it’s no surprise that the Expedition is heavier than the base Norden, tipping the scales at a claimed 472.9 pounds (without fuel), a 23-pound weight difference.

    The 2023 Husqvarna Norden 901 Expedition is expected to arrive in showrooms this month.

    030123-127141-2023-husqvarna-norden-901-

    2023 Husqvarna Norden 901 Expedition Specifications
    MSRP $15,799
    Engine Type 2-cylinder, 4-stroke, Parallel-Twin, liquid cooled with water/oil heat exchanger
    Displacement 889 cc
    Bore x Stroke 90.7 mm x 68.8 mm
    EMS Bosch EMS with RBW
    Horsepower 103 hp at 8,000 rpm (claimed)
    Torque 73.8 lb-ft. at 6,500 rpm (claimed)
    Starter Electric starter
    Lubrication Forced oil lubrication with 2 oil pumps
    Clutch PASC antihopping clutch, mechanically operated
    Transmission 6-speed
    Chain 520 X-Ring
    Frame Chromium-Molybdenum-Steel frame using the engine as stressed element, powder coated
    Front Suspension 48 mm WP XPLOR-USD fully-adjustable inverted fork, 9.4 mm of travel
    Rear suspension WP Xplor PDS fully adjustable monoshock, 9.4 mm of travel
    Ground clearance 10.6 inches
    Front brake 2x radially mounted 4 piston caliper, 320 mm discs
    Rear brake 2 piston floating caliper, 60 mm disc
    ABS Bosch 9.1 MP (incl. Cornering-ABS and offroad mode, disengageable)
    Rake 25.8°
    Weight 472.9 pounds (without fuel, claimed)
    Fuel Capacity 5.0 gallons
    Fuel Economy 52 mpg (claimed)
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  19. rssImage-7a5fce4ef2a3024c7335e134461cf6f7.jpeg

    Victory had enough staying power that I actually thought it was going to give The Motor Company something to worry about. With the might of Polaris behind it, that theory actually had a little weight to it. We all know how that turned out, though one can make the argument that the challenge is stronger than ever with Polaris resurrecting Indian.

    Nevertheless, nipping at the heels of the Harley Softail in 2009 was the Victory Vegas 8-Ball. Coming at Harley with a cheaper price tag, its 100 cubic-inch V-Twin (of which the aesthetics I have always liked), and its stealth black treatment, the Vegas 8-Ball got a host of updates for 2009. Here, former E-i-C Kevin Duke takes one for a spin in and around the beaches of Daytona and tells us what it’s like to ride.


    2009 Victory Vegas 8-Ball Review

    A commuter-ized cruiser

    By Kevin Duke Mar. 20, 2009
    Photos by Alfonse “Fonzie” Palaima

    Like many of our moto brothers, we often succumb to the power of bling. Bigger often seems better, so much so that we sometimes forget some of the appealing motorcycles that support a manufacturer’s flagships.

    Case in point: the Victory Vegas 8-Ball. Cynics might say it’s simply a de-contented Vegas and therefore not worthy of consideration. However, this elitist attitude would overlook what is a very competent and stylish cruiser priced about $2,000 cheaper than a comparable Harley-Davidson Softail.

    The Vegas 8-Ball first appeared in 2005, but it’s since had plenty of updates. Key among them is the addition of the powerful 100 cubic-inch engine which now produces a claimed 85 hp and 106 ft-lbs of torque. This mill got a host of enhancements in ’08, including larger 45mm throttle bodies as part of a new, sequential, closed-loop fuel-injection system.

    2009_Victory_8-Ball_IMG_8856-633x421.jpe

    We cruised Bike Week day and night on the Victory Vegas 8-Ball.

    A reduction in the compression ratio to 8.7:1 allowed more aggressive ignition timing, bumping up power marginally. A redesigned oiling system allowed the use of a smaller oil cooler that is less obtrusive. An annoying ticking sound from early Freedom motors was alleviated by slower valve closing speeds and longer closing ramps, and extraneous noise is further damped by additional sound-deadening ribbing on the engine’s primary cover.

    2009_Victory_8-Ball_IMG_9598-633x422.jpe

    The 8-Ball’s dark theme is offset by a few shiny components. Note the accessory bags and windshield fitted to our test bike.

    The Vegas 8-Ball is distinct from the upmarket standard Vegas primarily by its black theme. Many of the Vegas’ chrome bits receive dark finishes on the 8-Ball. The only remaining chrome is found on the exhaust, headlamp nacelle, instruments and the clutch and brake levers. The 8-Ball also does without the Vegas’ sixth gear, cool headlight and removable passenger seat (and footpegs). As compensation, the $13,799 8-Ball comes in at a price $2,500 cheaper than the Vegas’ $16,299 MSRP.

    Bolt-on Versatility
    Saving money on the 8-Ball’s original purchase cost has the potential to give a rider customization options. In the case of our 8-Ball test bike, it is outfitted with a few Victory accessory pieces to make it easier to live with.
    Our Victory Vegas 8-Ball accessories:
    • A small but effective mid-height windshield ($249.99) provides welcome shelter from the elements. A mounting kit ($59.99) will come in handy.
    • A set of detachable saddlebags ($399.99) supply stowage space to make this a commuter-ized cruiser.
    • A luggage rack ($149.99) expands loading options.
    • A leather tool bag ($79.99) mounted between the fork tubes provides another stowage area and completes the image.
    • Victory’s electronic cruise control ($399.99) eases highway travel.
    2009_Victory_8-Ball_IMG_9666-633x422.jpe

    Riding cruisers with a backpack isn’t cool, but you still need a place to stash your stuff.

    2009_Victory_8-Ball_IMG_9558-210x315.jpe

    A lean and stylish custom cruiser with a few practical additions.

    As with all 2008-and-later Vegas models, the 8-Ball gets the Stingray cast-aluminum wheels that are said to be nearly 16 lbs lighter than the previous hoops. On the 8-Ball, the swirl-pattern 5-spoke wheels are partly black and partly machined/polished, an attractive combo that works well with the ’Ball’s black theme. Also new is a twice-brighter LED taillight. Other changes include the elimination of the fast-idle lever, redesigned handlebar grips and a smaller airbox cover.

    Although lacking the overdrive sixth gear of Victory’s Freedom 100/6 powertrain, the 8-Ball’s SOHC, 50-degree V-Twin still impresses. With 1634cc of displacement, the New American Motorcycle’s engine compares favorably with The Motor Company’s 96 cubic-incher, offering a wide spread of torque and bigger horsepower numbers.

    The absence of overdrive isn’t an issue unless you plan an abundance of highway miles, and even then the engine is smooth enough that vibration doesn’t cause annoyance. The gearbox offers solid, positive shifts, and driveline lash is nearly non-existent. Mirrors are unobtrusive but very usable.

    2009_Victory_8-Ball_IMG_9662-210x315.jpe

    The leather tool bag blends right in with the rest of the accessories.

    As a sibling in the Vegas line, the 8-Ball version retains the custom-cruiser layout. The front end is led by a narrow (80/90-21) front tire and is balanced out back by a 180/55-17 Dunlop. A chopper-ish 32.9-degree rake is compensated by a relatively short 126mm of trail to create a nimbler package than you might expect. The 635-lb (dry) machine is very easy to maneuver with a non-radical peg and bar positions plus a moderately wide rear tire. A low 26.5-inch seat height keeps the bike accessible to short riders.

    The 8-Ball also did a good job at ironing bumps on the mean streets of our Daytona, helped by 66.3 inches of real estate between the wheels. The 43mm non-adjustable fork offers a generous 5.1 inches of travel while the preload-adjustable shock provides a fairly smooth ride with just 3.9 inches of travel. In comparison, the rear end of a fat-tired Vegas Jackpot we sampled at the same time was noticeably harsher.

    The Vegas series, with just a single front disc brake and a skinny 21-inch front tire, never set any records for short stopping distances, but its 4-piston caliper and 300mm front disc does an effective job at slowing the bike. Best if a rider also incorporates some power from the 2-pot caliper and same-size disc out back.

    2009_Victory_8-Ball_IMG_9611-633x422.jpe

    The new Stingray wheels on the 8-Ball garnered plenty of compliments.

    We rode the Vegas 8-Ball extensively around Daytona Beach during Bike Week, and we were continually impressed by the bike’s friendly manners and the versatility offered by bolting on a few accessories. The addition of the windshield makes for a huge improvement in rider comfort, especially at higher speeds, and there always seemed to be something needing stuffing in the handy saddlebags.

    There’s no shortage of attention-stealing machines at Bike Week, but the understated 8-Ball drew a fair share of eyeballs in its direction. There’s no doubt Victory’s trademark scalloped fuel tank has been a huge advancement in style since debuting in 2003, and it’s accented by a visually pleasing ridge running along the center of the tank top that is mimicked in the front and rear fenders. A 4.5-gallon capacity will yield nearly a 200-mile range between fill-ups.

    2009_Victory_8-Ball_IMG_9574-633x422.jpe

    Daytona’s beach is smooth enough to roll down an 8-Ball.

    So, what we have here with the Vegas 8-Ball is a big hunk o’ cruiser for a relatively small amount of coin. H-D’s similar black-themed Night Train rings in at $15,899, a $2,100 premium over the 8-Ball. The Harley is equipped with a 6-speed tranny and passenger accommodations, but its motor can’t hang with the Vic.

    The 8-Ball proved to be a fun mount while scooting through Bike Week’s sights and sounds, being both stylish and practical. No one needs to know the bike is a bit of a bargain, which now includes a limited-time 5-year warranty.

    Duke’s Duds
    duds0320.jpg
    • Lid: HJC
    • Jacket: Shift Vendetta
    • Gloves: Shift Bullet
    • Pants: Levis 501
    • Boots: Icon
    • Shades: Oakley

    The post Church Of MO: 2009 Victory Vegas 8-Ball Review appeared first on Motorcycle.com.

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  20. rssImage-b6599c24d8b8c08344409c18def4b6a8.jpeg

    Little yellow dots emblazoned on the back of helmets have become more and more prevalent in the past few years. That dot, of course, means the helmet is equipped with a slip layer known as the Multi-directional Impact Protection System, or MIPS, as the brand is known. MIPS has more than doubled the number of brands it worked with just three years earlier, now partnering with 143 brands that span industries from motorsports and cycling, to snow sports and even construction. In motorsports, MIPS works with the following brands:

    Everything You Wanted To Know About MIPS

    509
    Alpinestars
    Answer
    Arctiva
    AVA
    Bell
    BMW
    Fox
    Icon
    Just1
    Kabuto
    Klim
    KTM
    KYT
    LS2
    Moose Racing
    MSR
    O’Neal
    Scott
    Thor
    Z1R
    Mips_Safety-Symposium_87-633x422.jpg

    Here MIPS explains how its yellow low-friction layer works, allowing 10-15 mm of omnidirectional slip that’s said to help manage rotational energy.

    During my time at MO, I’ve had the opportunity to use helmets with five different approaches to managing rotational energy. MIPS however, seems to be growing in popularity at an exponential rate in comparison to these other approaches. In hopes of learning why that was and what else the Swedish company has been up to in the past few years, I had the opportunity to sit down with Max Strandwitz, CEO of MIPS AB, for a quick interview after a MIPS Safety Symposium here in Southern California.

    Mips_Safety-Symposium_3-633x422.jpg

    MIPS CEO, Max Strandwitz presenting to the crowd at Blackmore Ranch in Murrieta, CA.

    MO: So, what’s new with MIPS?

    Max Strandwitz: There were a couple of things that we talked about at the Safety Symposium today. Due to COVID, we haven’t been able to do a safety symposium in about three years. So, of course, a lot of things have happened during that time. We have developed a lot of new technology that we’re now bringing to the market. We have not been sitting idle. Today, we have about twelve different technologies that we are using in our client’s helmets, all of them addressing the same thing. Not that we differentiate in terms of performance, but the implementation is different.

    Today, we discussed the different price points that MIPS can fit for our clients. Starting with what we call essential. There, you get the basics. So, with this, typically you see an additional price increase around twenty US dollars. Then of course, you have the more integrated solutions where you go up a little bit in price point, the better job it will do and, in some products, actually become less visible in the helmet. We have a new padding solution called Integra TX where you have actually the sibling technology integrated directly into the padding. Fox just released two new helmets incorporating the Integra Split solution where you have dual densities. With Integra Split you have a softer density closer to the head and then a harder density further away from the head. You then redirect motion through a split construction that moves independently from one another. I think that was a big surprise for people when they saw how many different technologies we actually have. That’s why and how we can actually create unique safety stories with so many different brands – piggy-backing a lot on a brand’s safety story, how they want to integrate MIPS, and eventually, creating a great story together. 

    Today, we also talked about how successful we have been in motocross. There are 36 supercross and pro-am riders now with MIPS technology. I think we had 173 combined podium finishes across each discipline during the 2022 season and a winning percentage of 72% for riders equipped with the MIPS system. In motocross, it really starts working. People are getting it. 

    Mips_Safety-Symposium_50-633x422.jpg

    There were more than a few familiar faces at the Symposium working as brand ambassadors for MIPS. These guys have dealt with a few hard knocks on their way to GOAT-hood.

    Then if you look at the other side of it, the on-road side, we don’t see the same traction. There has been a much slower acceptance of MIPS. We have done a lot of market research. For instance, in Europe, an average rider is 47 years old. They’ve been riding for twenty years and have never had an accident because they’re so good at riding their bike. Even if the person would be exposed to danger, they will probably manage because they’re so confident how to manage the motorcycle. That’s the person we need to convince. Many times, they might not want to wear a helmet at all. 

    Now of course, we are helped by some regulatory changes. So in Europe, there is a new testing standard which is called ECE 2206, where they aim to improve the linear performance, not what MIPS does, but the normal performance of the helmet, and will work to filter out the worst performing ones. In time, it seems all standards will be folding in rotational motion into the standard test certification, which is, of course, helping us. This standard was implemented about one and a half, two years ago, and now from the first of January in Europe, you are actually not allowed to produce helmets that don’t pass the new standard. So, that, of course, helps a lot. And then another eighteen months from now, you will see that helmets are not even allowed to be sold in a store that don’t pass the new standard. Normally, they put the thresholds quite low, and then over time, they increase it, maybe every two years. So, for now, you can still pass the standard without any rotational motion protection. I think that’s good because it allows the industry to change gradually. 

    Of course for us, we see a lot of traction in that area, but also for us, when we go into a category or a type of helmet, we want to be able to answer all the questions because of course we are scientists. So today, we also presented a thesis where we look at high speed motorcycle accidents. Because a lot of the tests that people are doing in the laboratory, including a lot of the standards, use more of the rolling motion. You actually hit an angle then you bounce off the stem, and then you measure the kind of force that the helmet is challenged against. But of course if you are a MotoGP rider, Valentino Rossi, you ride with an average of 150 miles per hour, you want to see that the technology makes a difference also in those accidents. So, we explained a little bit on what we have done in terms of validating the technology also for those.

    Mips_Safety-Symposium_41-633x422.jpg

    Current and past moto legends were in attendance at the symposium. Left to right: GASGAS Factory team owner Troy Lee, with racers Justin Barcia, Michael Mosiman, and Pierce Brown.

    There was a scientific paper published about a year ago in this subject – we can of course send that forward – where you see how we validate it in that area. Science is really, really important for us. We also walked through an accident reconstruction of a motocross accident where there was a guy that was leading the race who was then hit by the rider in last place after a whiskey throttle accident. He then looped out the bike and hit the other rider in the head with the fender of the motorcycle. Unfortunately, the rider ended up in a coma. Luckily, we had two cameras on the set so we could really see the different impacts from the angles and were able to reconstruct the whole accident, which was of course great. Not great that it happened of course, because the best accidents are the ones that don’t happen, but if it happens and we can learn from this, we can make sure that we progress, and the whole industry progresses. 

    MO: Why is MIPS more prominent in dirt helmets than street?

    MS: I think that the perception of safety is very different in motocross. If you talk to a motocross rider, it’s not a matter of if he’s going to crash, it’s just a matter of when. He’s quite keen on wearing protection. He almost looks like Robocop when he’s going out racing; elbow pads, knee pads, shoulder pads, and a good helmet. You see that all the time.

    Mips_Safety-Symposium_35-633x422.jpg

    Troy Lee Designs GASGAS Factory racer, Justin Barcia posted up at the Troy Lee Designs table.

    When it comes to the whole industry and specifically to street, I still believe that motorcycle manufacturers don’t want to educate riders as to how important safety is. If you know how dangerous it is to ride in a motorcycle at 200 mph, some significant others probably won’t allow you to go out and do it. This is, of course, an important thing. If you go to, for instance, the world’s largest motorcycle fair, which is EICMA, and you go through all the motorbike manufacturers and so on, you don’t see them talking a lot about safety. It’s girls sitting in bikinis or short dresses, lots of flames, everything should be black and so on. I think the industry has a job to do. Again, what I talked about before, the whole new standard that is coming into play is at least having an effect. So, it starts to change, and you start to see a lot of positive signs in the industry. And we also start to see in emerging markets, for instance, that first of all, they’re starting to mandate helmets. But they’re also starting to mandate better helmets. In China, they implemented a new helmet law a couple of years ago. They didn’t say which helmet though, only ‘wear a helmet’. Then all of sudden we are seeing people on their e-scooters riding with a hockey helmet on their head, or an equestrian helmet. They’ve now regulated that. I think the whole world is becoming a safer place. Even though it’s probably not the right word with war and everything that we see around us today, but at least in terms of motorcycle.

    MO: Considering the trend of increasingly angular designs in motocross helmets, Fox and Alpinestars as two examples, does this make mitigating rotational energy more difficult? Obviously, the MIPS system is there to assist in this regard, but would a smoother helmet design help?

    MS: What we normally watch out for is when a helmet has a lot of things on the outer surface. We have the same issue with road bike helmets. In bicycle, for instance, when you have edgy, highly ventilated helmets, we sometimes say to them, we are not going to do it because this is not elevating the safety. You are letting design aspects take the better of the helmet, and that’s not the right thing to do. Also, if a helmet has too many things on the outer surface or is too edgy, you run the risk of catching on things like branches off-road, and that can be extremely dangerous. Most brands are very receptive to this discussion, though. Of course, we always evaluate them; we always test them. Sometimes, we have to say no because it’s actually making the helmet worse, and safety should always be the top priority. I would say that Fox is the perfect ambassador for us. We have a great collaboration. Really good discussions. And we have discussions about what we can and cannot do. They have a little bit more boxy design on their helmet, but it doesn’t mean that it is counter productive when it comes to safety.

    Mips_Safety-Symposium_25-633x422.jpg

    Fox used the symposium to announce its new V3RS helmet equipped with MIPS Integra Split technology which works by splitting the energy-absorbing layer and then molding the Low Friction Layer between the moving layers.

    MO: Does MIPS work if the helmet isn’t 100% secure? There have been reports and findings from folks like the Snell Memorial Foundation that suggest considerable differences in performance between differently prepared testing head forms. These suggest a head form with silicon applied to the top benefits more greatly from technology like MIPS versus a head form with hair applied to it which saw little to no benefit in these tests. 

    MS: I mean, it’s always best to have a helmet that fits your head. So, if I could choose, of course, this is preferred. Also, a lot of people say that the chin strap is important. It’s important to have exactly the right fit of the helmet. When the accident happens, as long as the helmet sits correctly on the head when it happens. Because you can actually, if you’re lucky, hit with an angle, you push the helmet on the head, and you get an opportunity for the technology to work properly. It doesn’t mean that it will perform worse, as long as you have the helmet on. The point pressure when you have an accident is somewhere around 750 to 1000 kilo. So, that pressure doesn’t force the helmet to be perfect on the head, as long as you’re hitting the right place. So even if it does change it a little bit, it still doesn’t matter because the technology still does the same job. Given that we never know what kind of accident a rider is going to have, we have technology that works omnidirectionally. So, it should work in all directions at all the different impacts. And that’s really important for us because we cannot have a technology that if you fall, you have to make sure to fall in this direction. You never know. 

    MO: It seems rare to see MIPS in many brand’s flagship helmets. Do you find brands are interested in MIPS for lower or mid-tier helmets to increase their value proposition with customers? 

    MS: I think there’s a combination of different answers. I mean, the pinnacle helmet is usually the MotoGP helmets and so on. There it has actually been quite difficult to get the proper discussion with the brand. Normally, they don’t sell a lot of units with those products, and they want to restrict a lot of the helmet development because the helmet might need to be recertified, which is an expensive and time-consuming process. We have now developed an FIM homologated helmet with Kabuto for use in MotoGP. This will be the first helmet with MIPS to be used at the pinnacle of motorbike racing. That of course is a very strong start. There will be more that are asking for the same, and we plan to launch others later in the year. So, you will see more MotoGP helmets equipped with MIPS. When they bring in a new MotoGP helmet, it can easily stay on the market for six to eight years, which means that the cycle is not coming that often. When a brand introduces a new helmet, normally, they are more receptive to technology. This is changing though. You will see more MotoGP helmets being launched. Also, the riders are starting to put demand on the brands saying that, ‘Hey, this is my job. Why do you not focus on my safety? What am I to you?’ And I think that’s the right kind of challenge.

    Mips_IntegraTX_40-1350x1080-633x506.jpg

    The Kabuto F-17 Racing will be the first FIM homologated helmet with MIPS to be used in MotoGP. Strandwitz says we should expect to see more in the coming year.

    MO: Speaking of the Kabuto F-17 Racing with MIPS and the FIM homologation, why is it that Kabuto, and perhaps Arai, are the only helmet manufacturers out of more than 20 brands to pass FIM testing that are having a conversation about managing rotational energy specifically? 

    MS: The funny thing is that we are only in the beginning of the homologation process. Right now, the thresholds for testing are really low. If you look at the linear performance of the helmet, that is already stressing a lot of the brands because in these tests they are pushing quite hard. In terms of rotation, the thresholds are extremely low. You can pass it without any technology. In the next testing standard upgrade, which will be quite soon, it will be tougher, and then, another one will follow. It doesn’t mean that it has to be MIPS, but you’ll probably need to have some kind of technology. Also when we talk to these Japanese manufacturers, you ask them, why are you not addressing this? ‘Ah, we don’t need it because we have Japanese engineers. They are the best in the world, and they know everything we need to do.’ Okay, so you are brain experts? ‘Yes, if we need to be, we are.’ Okay. Shoei has its own EPS pack that they have launched. We asked them, ‘Can’t you come to the office? We test together, we learn together. You can share what you have done and so on.’ And so far they have not come.

    Also, when you have people who say that a hard surface is enough, but you don’t know what is going to happen in an accident. If you hit ice with a hard surface, yeah, it’s probably going to work quite well, but you don’t know what type of surface you’re going to hit. Also, when you make the outer shell too hard, you need to soften other things inside the helmet. Which means that the density doesn’t always need to be hard, or needs to be softer, which is easier to get stuck on. So, you can actually be counterproductive. When I have talked about that with Arai, I have never gotten any answers on how they’ve actually validated what they say. I know you have probably 2,000 years of experience and performance. But we talk science, we talk data. Let’s learn from each other.

    MO: What are the downsides and counterarguments to MIPS? Or rather, how do you counter the counter arguments? 

    MS: We actually don’t. We have done about 60,000 more tests than anyone. We have the biggest test lab. We have the most engineers. If we all of a sudden start showing what we have done at home, of course, we would only want to show perfect tests in perfect scenarios because who would produce a test to show the public we’re not performing well? I think that will mislead consumers because then in the end they will trust no one. That’s why we never publish our own testing. We always rely on third party testing, independent testing that insurance companies have done because we believe that independent testing is the best. This way, you cannot only put your best helmet or your best test out, like we would never do. Some others publish their own testing. I question that a lot. I think it’s wrong for the industry because you can never say, ‘in this perfect condition, in this specific test we actually performed well.’ Let someone else do it. Take Virginia Tech’s Helmet Lab, for instance. They have done a lot of tests on bicycle helmets. I think today out of the top 50, 45 of them use MIPS. I think that’s a great validation of the technology. When it comes to other technologies, we test everything that comes out on the market. If I see something that would be superior to MIPS, then of course I will probably try to buy it. At the moment, we are not buying any other technology. I think it would be great to have different technologies, but I need to be able to use it. Currently, almost, if not all technology that we see out there, wouldn’t pass the MIPS approval test, so why would I buy it? Of course, I don’t want to bad mouth other technologies because I think anyone that is pushing the industry forward should be rewarded for that. The market is big enough for more players. I love competition. Competition will always make us better and make sure that we constantly develop. Whatever doesn’t develop, will die at one point. 

    Mips_Safety-Symposium_37-633x422.jpg

    So, it’s not that. Then when it comes to understanding rotational motion, I think that’s where most brands fall short. For instance, Fly, they used to be a MIPS customer, but the way they talked about comparing brands to each other and putting these claims on their website, that’s not how we do it at MIPS. We try to be very much like Popeye, the cartoon character. We are the biggest and the strongest one, but we also need to be nice to the industry and very inclusive, which allows everyone to succeed. Speaking poorly about another product to enhance your own is, I think, a bit childish, and that’s not what we are going to do. For us, it’s really sad that the industry has to go there. There are other ways to elevate your safety story. You never hear MIPS making any claims. We have done, like I said, 60,000 tests. If you speak to any of the other brands, if you actually find that they have done even one thousand tests, I would be surprised. So of course, for us, it is what it is. As long as they try as hard as they can to improve helmet safety, I’m a happy guy. Long answer, but honest.

    MO: The company has seen significant growth in the past few years in terms of the partners it works with. What would you attribute that to?

    MS: First, I think we are trusted by a lot of our partners. It’s very seldom that we lose a customer. Sometimes, we actually have to cut ties with customers that we don’t feel can work within our ingredient brand world. During the session that we had today, I actually said that and that made me so happy. The four brands that were here today, Troy Lee, Fox, Alpinestars, and Thor, they are fierce competitors, but today, it was about elevating safety. Not one of them spoke negatively about each other. They actually complimented each other. Everyone talked about how we can bring the industry forward, and that’s exactly the way that it should work. When they go out on the market, okay, let’s kill each other again. That’s really important, but when you can leave prestige aside, I think that’s an important thing. We can get brands to do that, and I think that helps a lot. Today, when a brand comes to us, we always ask them, what is your safety story? Some of them say that, ‘I need MIPS because the market demands it.’ I don’t think that’s enough. You need to have your own safety story. You really need to understand what you are bringing to the market. That is super important for us to really make sure that everyone is making a commitment to safety when they are integrating MIPS. Of course, you will still have better and worse helmets, but as long as MIPS can help to make every helmet a little bit better, I think we have done a good job. 

    Mips_Safety-Symposium_80-633x422.jpg

    Mips_Safety-Symposium_19-422x633.jpgThen, we all want to educate. I think today, if you look at last year, we almost finalized one new helmet project per working day. So, that’s more than 200 helmets that will come out to the market during 2023. That is fantastic. If you talk to the brands that are competitors, if they do two helmets in a year, they are probably exhausted. It’s a very easy process for us to work with a brand. We take care of the whole implementation. They don’t need to have resources on their side. They send us a drawing. We have developed a very much plug-and-play type of system because we do it all the time. We assign an engineer, and we want to make it possible and affordable for everyone to use MIPS, and that has been one of our success stories. As I mentioned before, I think it also helps that we are not judging anyone, not talking bad about anyone. Like I said, Popeye is a great example. You can be strong but you still need to be inclusive. I speak a lot to 6D and Bob Weaver. We meet at fairs and so on. There is no reason just because he is making a product that is different from mine that we can not talk and learn from each other. And I think that’s the way it should be.

    There is never one part of a success story that is really the Holy Grail. I think staying humble, and trying to be collaborative is important. There is no need for the process to be much different between a small brand and a big brand. We are trying to help everyone develop as good of helmets as possible, I think that’s off to a good start. MIPS has started to become a really well known brand. Awareness is increasing all over the place. We see that the consumers are prepared to pay for it, and we benefit from that. As mentioned, we have been growing in moto quite a lot. Last year was probably around close to 40% growth, and this year will likely be somewhere around 50% in moto. So, the traction that we’ve gained here has continued to develop for us.


    MIPS has become one of the loudest voices in emerging technology hoping to manage rotational impact energy in helmets. When partnering with the biggest brands in whichever industry they might be involved in, it helps to validate the technology and increases brand awareness exponentially. While MIPS has adjusted its brand image and marketing to better resonate on the consumer level, third-party testing is moving at a slower rate. Standardization in actual test procedures and between safety standards in general, among other things, are still in their infancy. As this conversation continues and testing procedures become more developed and stringent, we – racers, riders, enthusiasts – benefit with the rising tide. 


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    The post MO Interview: MIPS CEO, Max Strandwitz appeared first on Motorcycle.com.

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  21. rssImage-1aab52bda666f4329073ec1e8d0dd91b.png

    The man with overall responsibility for creating Royal Enfield’s first twin-cylinder modern-era cruiser is New Jersey native Adrian Sellers, 42, who after a four-year stint with Honda R&D in Italy and, before that, nine years at Yamaha’s Design Laboratory in Los Angeles, was appointed the Indian company’s Head of Custom and Motorsport in 2016, based at its UK Technology Centre at Bruntingthorpe. Let’s leave it to him to tell us how the ground-breaking Super Meteor 650 came about.

    013023-2023-Royal-Enfield-Super-Meteor-6

    2023 Royal Enfield Super Meteor 650 Review

    013023-Adrian-Sellers-Royal-Enfield-Supe“In my previous roles I ended up doing a lot of research into the Custom scene, as part of keeping abreast of styling trends and so on. Custom has always been a very forward thinking arena for motorcycles – such bikes are pieces of artwork that you can do one-off crazy stuff with that wasn’t done before, which can then be brought into the mainstream. I became very interested in it as a function of research, and when I came to Royal Enfield, there was an opportunity to have a more direct participation in the segment. We began working on the Super Meteor pretty much as soon as I joined – it’s an all new platform for us, so yes, I guess you could say it’s the bike I was hired to produce.”

    “When we created the 650 motor, we knew this was going to be a good basis for a lot of bikes, as with our Meteor 350 Single. And so even before I joined they had started to put together this multi-year, multi-model plan for the future, and that’s what we’re executing now – every one of these new twin-cylinder Royal Enfield models that are coming out now are part of that plan that was thought up over seven years ago. However, things happen during development, and so your plans may need to change in terms of the order in which each new variant is launched. Each model has its own unique set of challenges, and sometimes, one or more of them causes a delay. On this bike, we delayed it a bit just to get the finishes right, to make sure that our premium model really was going to be properly that. But there’s another motorcycle we’ll be announcing in due course that the Super Meteor overtook for that same reason – we’re very focused on getting each model just right before releasing it to the customer.”

    Join the Royal Enfield Forum

    013023-2023-Royal-Enfield-Super-Meteor-6

    “Our key objective in developing the Super Meteor was to design a proper cruiser in terms of the proportions, etc. – so that when people look at it, they’ll go, ‘OK, it’s a cruiser, I get that.’ But we wanted to keep the approachability of each Royal Enfield model, so we didn’t want to make it a big, huge bike, as per the Harleys and suchlike, we wanted to keep it tight and compressed. That’s where the standard base model cruiser came in – it was to be fairly compact, wide bars, but not too much, comfortable seat, but not too big, just a good balance of attributes. And then the Tourer took the customer in a different direction.”

    “When we look at a motorcycle, it’s largely defined by its stance. Its purpose is determined by the way we sit on it, which defines the attitude of the bike and the styling lines that we apply to it. If you look at other segments like Retro Sports, or Roadster, or Adventure Tourer, they all have their own explicit nature that puts the rider in the position and therefore in the mindset of how to ride this motorcycle. For a cruiser, it’s a relaxed, commanding stance – that’s you chilling out on the road, mile after mile, with the confidence you get from the assertive presence of your motorcycle.”

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    “We set to work making sketch after sketch after sketch to understand how this blending of Royal Enfield’s heritage and the concept of a twin-cylinder cruiser should occur. We had a solid basis to go on in terms of a legacy, namely our Thunderbird 500 single, first introduced 20 years ago and only recently discontinued. So we could look at this and go, OK, this is what Royal Enfield has said a cruiser is for the last 20 years or so – but what do we want to do now? Then, we went forward in a direction we’d never gone before, and narrowed it down to three very similar concepts, which eventually found their way onto just one single sketch. And this sketch was then developed in CAD and in clay models until we were satisfied with the overall form – I think it took a good year and a half by the time we were all done with it.”

    “More than usual, all of us across the company involved in creating this model, both in Design and in Engineering, are really proud of the end result, because this motorcycle is very, very close to that original sketch we started with. It kept the dynamic stance of the motorcycle, with a rising line running through the rear axle, up through the headlamp in a continuous motion. To the observer this motorcycle will hopefully look like it’s moving forward, even if it’s standing still.”

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    “A narrow waist makes it very easy for you to approach the bike, so you feel you have a sense of presence when you’re riding it – you’re the king or queen of the road. But at the same time, you’re not intimidated by the motorcycle in the dealership. You can walk up to it, you can throw your leg over it, and you can maneuver it easily when it’s not under power. These are all critical things to making this motorcycle seem accessible to our customer base. A nice wide seat, essentially the hips of the motorcycle, allows you to get on it and feel comfortable for mile after mile, but most importantly from a styling perspective, it says that before you’ve even sat on it for the first time. You understand that this motorcycle is going to be a good companion on long rides – but if you don’t believe it can do that, then we’re never going to sell it to you. And so we need to include that in the styling.”

    “Part of that is its sit-in. When you have a Sportbike or a Roadster, for example, you’re sitting on top of the motorcycle. On a cruiser, it’s very important to sit within the motorcycle, to have that tank expanding in front of you, to feel the sweep of the bars in front of you, and the road in front of that. And that creates that sense of confidence, of relaxed and easy mile-eating that you want to have in your cruiser.”

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    “Of course, this is our premium motorcycle, it’s the top of our range, and so as befits that, we want to make sure you have all the details you could want in a premium finish. We have cast aluminum switch tubes, plated in prestige-looking satin chrome. Adjustable levers complement these, in a nice sweeping, retro design. This is the first time we’ve integrated an LED headlamp into our motorcycles, and carries on that tradition of new technology in our cruiser motorcycles – the Thunderbird featured a projector lamp for the first time. Matched with an LED tail lamp, we have a modern technology lighting set, but one that’s styled to match with our retro, simple, heritage design. We want to keep this pure, we don’t want it to feel like this is coming from the future, this is a Royal Enfield, so it needs to be timeless in its presentation.”

    013023-2023-Royal-Enfield-Super-Meteor-6

    “Equally important, of course, is the rider view. You’re on this motorcycle for mile after mile after mile, this is your cockpit, this is your living room, this is where you’re going to be perhaps for days on end. And so we want to make sure that you feel proud of your motorcycle, not just when you walk up to it, but while you’re on it, every mile, whether you’re commuting, whether you’re touring, it doesn’t matter – we want it to matter to you. And so, with that in mind, we redesigned our twin pod clocks. It’s an analogue/digital combination like we saw on the Meteor, but now in a gloss, piano black treatment. Of course, as with the car you have a steering wheel you have that very nicely handled, on motorcycles we tend to skip this a little bit in our hand controls. These are things that you are interacting with more than anything else on the motorcycle, and we wanted to take a really unique look at how you’re interacting with your switch tubes, with your grips.”

    013023-2023-Royal-Enfield-Super-Meteor-6

    “Maybe the most noticeable expression of quality you can put on a motorcycle is its colouring graphics. We wanted to focus on luxury, heritage, strength and sophistication on this model, and so we went through hundreds of designs to try to evoke that. The new badge design needed to take from our heritage, but also represent the Super Meteor itself, and so we came up with the final design matching the lines of the tank, which expresses both the nature of the Super Meteor, and also those elements of our heritage. There are seven distinct color and graphics directions, all of which have a unique identity, ranging from our Interstellar range in grey and green, our Astro range in blue and black and green, and our Celestial in red and blue. There’s something for everybody interested in the cruiser market here.”

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    “Last but not least, we have our 650 Twin motor at the heart of this motorcycle, and to respect the idea that this is a whole new platform for us, we wanted to give that motor a little visual refresh as well. And so we’ve redesigned all the covers to reflect that – a little bit more modern, a little bit more angular, to reflect the new positioning of this cruiser. To match that we have an all-new exhaust run, still keeping the twin headers from our current Interceptor and Continental GT, but keeping the silencers nice and low to the ground, tucked in as close as we could to the centre line of the bike, so that you have that easy cruising, low center of gravity.”

    Want to get together with other Royal Enfield enthusiasts? Try the Royal Enfield Forum!

    “Honestly, seeing the bikes out here in the beautiful weather we’ve had, has been amazing. You work on them in CAD, and sketching, and clay models for so long, it’s been wonderful to see them out in the real world. I’m very proud of the finishes we’ve achieved, especially the satin aluminum castings. I’m really happy with the proportions – it looks so close to the original sketches, and that’s not always the case, I can tell you! There’s no sense of feeling ‘I’m so happy it’s finally out there, but it could have been better if…’! There’s none of that here – I’m really proud we managed to keep it the way it was conceived, with full credit to our engineering team for pulling it off.

    013023-2023-Royal-Enfield-Super-Meteor-6


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    The post MO Interview: Royal Enfield Super Meteor 650 Designer Adrian Sellers appeared first on Motorcycle.com.

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    My apologies for returning so quickly to ZXForums, when we were just here two weeks ago. But this one knocked my socks off. The Kawasaki ZX-11 may have had more impact on some of our formative years than any other motorcycle. And this 1998 D model for sale in northern Arkansas (there’re a couple of nice roads there) appears to have been preserved in amber, right down to its shiny stock dual exhausts.

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    Kawasaki began cranking these out in 1990. The ZX-10 had been ridiculous enough, but the 11 took things to a completely different level, with a top speed about 10 mph faster – somewhere above 170 mph. Why? Who knows, but all sorts of improbable things seemed like good ideas in the 1990s.

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    Part of that amazing speed was down to the ZX’s new ram-air system, which just sounds aeronautically exciting. A pair of tubes right behind those mesh grilles pressurized the carburetor float bowls to compensate for the mighty maw-fuls of air the scoops were shoving into the sealed airbox at speed. The result was almost a different quality of acceleration.

    The upgraded D model arrived in 1993, a year before the CBR900RR ushered in the race-bike for the street Open class theme. In the year this ZX was built, 1998, the Yamaha R1 finished prying open that can of uncompromising worms.

    The ZX-11 was a sport-touring motorcycle with mind-bending performance; 147 claimed horsepower felt like a gross underestimation, and the ZX held the top-speed record until the Hayabusa came along – also in 1998. Not that the top speed ever really mattered except to the marketing people; the thing about this one was the effortless way it comfortably wolfed down the back way to San Francisco: Some of us had better things to do than ride around in circles on a race track.

    The biggest flaw with this 25-year old example, says its owner, is this scratch he points out on the gas tank.

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    In fact, the owner mentioned a couple of other problems, the reasonable-sounding solutions for which were quickly suggested by the ZXForums’ knowledgeable members. Also, fear not the January, 2007 date stamps says the owner; the photos are but a few days old.

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    Would you rather have a brand-new Kawasaki H2 SX SE? Yes, I suppose so. But you might be surprised how close to it this old ZX-11 might run, for a mere pre-haggle $4100. This 25-year old Kawi may not be collectible (who knows?), but it appears to still be eminently rideable.

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    16,611 miles is just broken in.

    The listing is here.

    Related reading:

    Open Warfare, 1996

    Open Superbikes, 1997


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    The post Friday Forum Forage: 1998 Kawasaki ZX-11 appeared first on Motorcycle.com.

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    Five years on from the 2018 launch of its first ever twin-cylinder models to be made in India, since when over 400,000 examples of the Interceptor 650 and Continental GT 650 have been sold around the world, Royal Enfield has now added the first of a much-anticipated series of spinoff models to its range.

    Unveiled at last November’s EICMA Milan Show and already in production at RE’s Chennai plant for global deliveries to commence in March, the Super Meteor 650 is available in two versions targeting different slices of the middleweight cruiser market. Named after Royal Enfield’s first 100mph model launched back in 1955, a 700cc breakthrough bike marketed as a go-anywhere mile-eater which was available for the first time from any manufacturer with its own array of optional touring equipment, these are both powered by the same air/oil-cooled eight-valve 648cc parallel-twin engine with central chain-driven SOHC equipping the Interceptor and Continental GT.

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    Developed at Royal Enfield’s UK Technology Centre at Bruntingthorpe, the company’s first twin-cylinder engine for the modern era measures 78 x 67.8 mm and carries a single gear-driven counterbalancer to reduce vibration. The 270º crankshaft is a forged one-piece item for extra strength and durability, and it’s so over-engineered you can well imagine it was built for eventual use in larger capacity motors – only not just yet. The fuel-injected engine employing a Bosch ECU and a pair of 34mm Mikuni throttle bodies produces a claimed 46.33 bhp at 7,250 rpm at the crankshaft, so is A2 license compliant in Europe, while maximum torque of 38.57 ft-lb is delivered at 5,650 revs – 400 rpm higher than on the earlier 650 twins. However, RE’s Chief Engineer Paolo Brovedani states there are no mechanical changes to the engine in the new models, only that the Super Meteor’s airbox and exhausts are all-new, which coupled with revised mapping for the ECU delivers a Cruiser-friendly wider spread of torque, with 80% of that peak grunt already available at just 2,500 rpm.

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    The unchanged six-speed transmission features a slip/assist clutch, with a heel-and-toe shifter pedal as standard on both Super Meteor variants, while the modest 9.5:1 compression ratio denotes a relatively low state of tune, most likely to ensure it runs well even on poor-quality fuel. 

    This now well-proven engine is carried as a fully-stressed component in an all-new composite steel duplex open cradle spine frame consisting of diverse forgings, investment castings, pressings, and extrusions which was developed at the UK Technology Centre in conjunction with RE subsidiary Harris Performance, and incorporates a new cylinder head mount for additional stiffness.

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    Showa has now replaced Gabriel as suspension supplier for Royal Enfield’s twins, and the Super Meteor comes with an upside-down fork for the first time on any RE model, albeit a non-adjustable 43mm Big Piston item carried at a 27.6° rake with 4.7 in. of trail, offering 4.7 in. of wheel travel. At the rear, the extruded steel swingarm delivering a rangy 59.0-in. wheelbase carries twin Showa shocks, with 5-step preload adjustment and 4.0 in. of travel. There’s a 19-inch forged aluminum front wheel and 16-inch rear, shod with Indian supplier CEAT’s new Zoom Cruz tubeless tires especially created for the Super Meteor duo, replacing the Pirellis fitted to the two existing Royal Enfield twin-cylinder models. Brovedani says his R&D test team, led by Aussie former 500GP racer Paul Young, has covered over one million kms. on test tracks, Belgian pavé cobblestones, and the highways, byways, towns, villages, and city centers of India, the UK, and Spain, in subjecting a model whose customers are likely to clock up serious mileage to the most rigorous of test programs.

    012423-2023-Royal-Enfield-Super-Meteor-6Braking on the Super Meteors is supplied by the same single 320mm front disc as on the earlier 650 models, but it is a much larger 300mm rear brake disc (up from 240mm), both gripped by twin-piston calipers from Brembo’s Indian subsidiary ByBre, with dual-channel Bosch ABS fitted as standard, permitting Euro 5 compliance for both variants of the bike. The Standard version of the Super Meteor is claimed to weigh in at 531 lb. with oil and a 90% full 4.1-gal. fuel tank, equating to circa 507 lb. with oil/no fuel. That’s quite a bit heavier than the 445 lb. similarly quoted for the Interceptor twin with the same motor. But there’s no confirmed weight available for the Super Meteor 650 Tourer variant, which comes with a wind tunnel-developed windscreen, LED indicators front and rear, and a larger, even better-padded seat with extra room for a passenger, who also benefits from an abbreviated backrest. 

    A 29.1-in. seat height is quoted for both models, ensuring almost any rider can put both feet flat on the ground at rest, with forward footrests and a tall, wide touring-style handlebar featuring adjustable clutch and brake levers, despite the cable operation of the oil bath clutch. There’s a single round instrument cluster combining an analog speedo with an inset LCD digital panel showing gear selected, fuel level, time, odo and twin trips, and a USB socket located beneath the left side panel. Royal Enfield’s free-to-use TBT/Turn-by-Turn Tripper navigation pod developed in collaboration with Google and introduced two years ago on the Meteor 350, which links to the rider’s smartphone via Bluetooth, is included as standard for the first time on an RE twin-cylinder model. Sorry, but there’s no holder for your phone – you must buy one from the large selection of dedicated Super Meteor accessories. 

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    Both a side stand that’s very easy to flip out while seated on the bike and an equally easy-access center stand come fitted as stock. All-new satin-chrome aluminum switch cubes are stylish and practical, despite looking slightly bland owing to the absence of any electronics other than EFI and ABS on a bike with a cable throttle. Hence devoid of ride by wire technology’s buttons and switches, they look well-made and substantial, while the ergonomically shaped barrel-profile handlebar grips incorporating the Royal Enfield logo nestle easily into your hands, as they’re specifically shaped to do. The LED headlamp is another first for Royal Enfield, matched to an LED rear light. Build quality is excellent with self-evident attention to detail, such as the way the oil cooler and hoses match up perfectly with the down tubes of the frame.

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    The fully-spec’d nature of the Super Meteor duo hasn’t bumped up their price unduly, despite these now being Royal Enfield’s top-of-the-range models. Taking ride-away UK list pricing (including 20% local tax) as the example, and incorporating a three-year unlimited mileage manufacturer’s warranty on both models, there are two groups of pricing for the Roadster variant, depending on the color chosen. [No official US pricing has been released at this time, and remember, there is no VAT Stateside. —EB] The Astral trio of Black, Green and Blue cost £6,799 ($8,425) on the road, with the Interstellar Grey and Green tints £200 ($247) more pricey at £6,999 ($8,673). Conversely, the Super Meteor 650 Tourer is available in two distinctive two-tone finishes, namely Celestial Red and Celestial Blue, each with a Cream tank top, costing £7,299 ($9,045) – again, on the road. This compares to current UK pricing of £6,199 to £6,699 ($7,682-$8,802) for the Interceptor and £6,399 to £6,899 ($7,930-$8,549) for the Continental GT, again depending on chosen paint scheme. Those keen prices for a well-equipped middleweight twin confirm that Royal Enfield is continuing its established tradition of offering a huge amount of motorcycle for the money. 

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    OK, they look good, the pricing is great – but what are they like to ride? To discover that, I was asked to join a 40-strong press group from all over the globe invited to spend two days in India’s largest but most sparsely settled state, Rajasthan, which is as far west as you can go in the country, riding both bikes for more than 375mi over almost every single possible type of road condition. These ranged from town centers protected by viciously steep but frequently unmarked speed bumps, all choked with people and animals, cars, vans, trucks, and coaches in various states of decrepitude, and motorcycles, motorcycles, motorcycles everywhere, to narrow, winding rural roads which last saw a repair crew sometime in the last century. They went from well-surfaced but often traffic-clogged arterial highways lined with cattle which have taken on board the fact they’re impervious to harm, and thus wander freely around even fast four-lane toll roads without a care in the world, to deserted but beautifully made freeways out in the middle of nowhere, which compare well with anything built in the USA or Europe.

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    Those latter roads were undoubtedly built with the military in mind, since our riding base in the city of Jaisalmer was in western Rajasthan, as close as you can get 75 years on from the horrors of Partition, to the 1,800 mi.-long politically sensitive Pakistani border, one of the most heavily guarded international boundaries on the planet, which is only open to civilian traffic in one location a day’s ride away from our base. But on our second day traveling 280 mi. due east from Jaisalmer to the 16th century Khimsar Fort www.khimsar.com near Jodhpur (yes, where the horse riding pants come from) that’s been turned into a 68-bed luxury hotel, we rode through the Great Thar Desert in a high-speed caravan of Enfield twins running in line astern at speeds up to 100 mph. Passing just 2.5 mi. away from Pokhran, where India joined the Nuclear Weapons club in 1998, followed two weeks later by Pakistan, the great mile-eating capabilities of the Super Meteor were laid out in full as we hightailed it from west to east on a glorious winter morning with not a cloud in the sky. But I wished our test bikes had some heated grips fitted: Setting out at dawn at 46° F with no handguards, my fingers soon felt frostbitten at those speeds, before the sun got higher and the desert temperatures rose!

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    But this is a super-stable motorcycle that’ll be happy to cruise at high speeds all day long on German autobahns and the like, and that’s especially true of the Tourer version fitted with the really effective screen that Paolo Brovedani confirms was the subject of heaps of wind tunnel time to get just right, as evidenced by the Tourer’s total stability with no trace of a wobble round long, fast 80-mph sweepers. At 5’10” in height, I found myself completely protected from any windblast, with zero undue turbulence hitting my helmet and also no noise, nor any distortion looking through the screen. That possibly came about partly because the Tourer’s seat is quite different than the Standard bike’s, with a notably narrower stepover which allows you to tuck your knees in tighter to the tank (too bad it doesn’t have indentations in its flanks for them, like on the other 650 twins), and a shape which has you sitting more within the bike than on its sister model. Moreover, you’re seated a little less upright than on the Roadster variant, so leaning slightly forward as the handlebar invites you to do sees the base of your spine no longer in contact with the softer upholstery of the seat – Brovedani says the Tourer seat has a different density which makes it feel more luxurious. Nice.

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    But I’d spent the previous day at much lower speeds aboard a Standard model exploring the Rajasthan hinterland, visiting the ghost village of Kuldhara, whose inhabitants deserted it overnight in 1828 in protest against the steep taxes being levied on them by the rapacious ruler of Jaisalmer. Its deserted stone-built houses are often used today as a Bollywood movie backdrop, and to get there, we traveled southwest from Jaisalmer, to go as close as you can get to the Pakistan border without entering the minefields lining the frontier. The often bumpy roads provided an excellent test of the Super Meteor’s Showa suspension, with the settings for the raked-out, non-adjustable fork well chosen;  even with the bike’s extra weight compared to an Interceptor or Continental GT, it didn’t bottom out via weight transfer under heavy braking descending into a dip in the road but kept on damping out road shock from the uneven surface. 

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    The rear suspension was rather surprisingly even better, with the middle preload setting on the 5-way adjustable Showa shocks damping out the worst of the bumps – I could honestly feel the rear wheel following the road surface as the shocks compressed and released. They’re a considerable step up from the Gabriel units on the older 650 twins, whose twin-shock rear end’s much ‘drier’ damping makes them skip around a fair bit over bumps, underlining why progressive rate links and monoshock rear ends replaced such a format decades ago. That’s not the case with the Super Meteor’s super compliant Showas, whose well-chosen damping delivers enhanced ride quality over broken everyday road surfaces.

    The Standard bike’s riding position has the pulled-back handlebar, mounted on curved 80mm risers cast into the upper triple clamp, combining with the mid-position forward-mounted footrests to deliver a reasonably relaxed, albeit pretty upright, stance. With the quite wide stepover and flatter-feeling seat compared to the Tourer, it seems you’re sitting more on the bike than in it, and pillion space is less spacious, also. I’d have liked to try a version with the footrests moved back 100mm/4 in or so: I reckon it might be a more rational riding position that way that’d be worthy of the true neo-Classic Roadster you get the impression is trying to escape from the Cruiser styling, but – hey, looks are important in this neck of the market, so put up with it. As it is, you must always use the heel-and-toe gearshift as designed to shift gear, because unless you have size 49 feet the gap between the left footrest and the toe lever is too great for you to shift up with your toe – you must remove your boot from the footrest to do so. The actual shift action is flawless, just that achieving it can be awkward.

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    As with the existing 650 models the Super Meteor’s twin-cylinder engine is definitely the star of the show in terms of riding satisfaction, for this is a middleweight motorcycle that thinks big. It’s been intelligently developed to be all things to all riders, so that the less experienced can ride around town all day in fourth gear, and the hyper-flexible engine will let them do so without any hiccups or transmission snatch. But at the other end of the performance scale, it’s a willing companion for a blast through the wide open roads of Rajasthan. You never forget that it’s ‘just’ a 650, because it doesn’t have the torque or power of a 900cc twin or even a 750 – but that’s OK, because the Royal Enfield motor invites you to work hard at making it go fast, as it will. Just make maximum use of the light action slip-assist clutch and smooth, precise gearshift to keep it revving, and you’ll be rewarded with quite impressive levels of performance. It’s a willing partner in making both new Super Meteors a ton of fun to ride hard.

    The engine’s key asset is the great mapping of the Bosch ECU, especially the response from a closed throttle, which is ultra-smooth with no snatch or jerk. That’s especially so after braking deep into a turn and then getting on the throttle again to drive out of the apex – there’s just a liquid-smooth but no less immediate reaction to what your right hand is doing, and the response from closed to part or even full throttle is ideal. This again makes the bike an ideal mount for less experienced riders, as well as for use in India, where stop/start riding in heavy traffic is a fact of everyday life on two wheels. On the Super Meteor twins, you just twist and go, with a flawless pickup and a totally linear build of both power and torque. 

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    The power delivery is impressive for a mid-sized motor, coupled with the abundant torque which is ideally spread throughout the rev range, providing a predictable and controllable surge of acceleration as soon as you twist the throttle to exit a turn. Top gear roll-on is impressive, too – running at three-quarter throttle at 75 mph in India on a deserted toll road in the overdrive sixth gear still leaves sufficient unused torque for the Super Meteor to surge forward noticeably if you crack the throttle wide open. For a 650cc motorcycle, this is a very autobahn-friendly device. The counterbalancer removes every trace of vibration all the way to that hard-action 7,500 rpm limiter, so that instead of the shake, rattle and roll of any parallel-twin, the Super Meteors were completely free of vibration, while the sound from the stock exhaust is a muted semi-angry burble that’s inevitably similar to a 90º V-twin, thanks to the 270º crank. 

    The operation of the single front twin-piston brake caliper and 320mm disc is just about adequate, with good feedback through the lever that’ll help you keep the ABS from kicking in too often on India’s dusty road surfaces. But both Super Meteors would definitely benefit from extra bite from the front brake, making you glad you’ve got the hefty 300mm rear brake that stops the bike better than its larger front partner. Thanks to the Super Meteor’s extra weight you must use both brakes hard to stop from any speed. 

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    These new Royal Enfield Super Meteors are sufficiently different from each other that despite sharing the same mechanical platform, they’re essentially two distinct new models – mid-capacity Cruisers that are enjoyable to ride thanks to being blessed with a great engine, and super handling. And when the low price point is taken into consideration, then very likely Royal Enfield CEO Siddhartha Lal will have yet another hit on his hands. For since Triumph walked away from the middleweight retro twin-cylinder sector it had carved such a successful niche in, Royal Enfield has had that segment of the market to itself. So there is indeed nothing else available even remotely like these new 650cc Cruiser twins, and certainly nothing else giving comparable performance at such a low price – well, for the time being, at least, until a Chinese manufacturer like Voge or CFMoto decides to come after the Cruiser segment, however unlikely that might presently be.

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    Until then, Royal Enfield’s twin-cylinder range incorporating these latest two extensions has the field to itself in going back to the future by combining a modern SOHC middleweight parallel-twin engine design, with traditional styling and accessible performance. As Siddhartha Lal said in launching them, “These new Twins carry forward the Royal Enfield legacy into the 21st century. While in essence they retain old-school design and character, they have all the underpinnings of a modern machine, combining agility, usable power, excellent ergonomics, and style, all in an unintimidating manner. However, each is more than the sum of its parts – they’re great fun to ride and bring a smile on your face every single time. The engine has been designed to offer the right balance between power, torque, and usability, so as to ensure a smooth and unintimidating riding experience. They offer a broad spread of torque which makes the motorcycle easy to ride, without frequently shifting gears.” 

    After covering some serious distance aboard the latest two examples of this product philosophy during our Rajasthan Raid, I can’t argue with that.

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    2023 Royal Enfield Super Meteor 650
    Engine Air/oil-cooled parallel-Twin
    Capacity 648cc
    Bore x stroke 78.0 mm x 67.8 mm
    Power 46.4 hp at 7,250 rpm (claimed)
    Torque 38.6 lb-ft. at 5,650 rpm (claimed)
    Compression ratio 9.5:1
    Valvetrain SOHC, 4 valves per cylinder
    Fuel System Multipoint sequential Bosch electronic fuel injection with 2 x 34mm Mikuni throttle bodies
    Transmission 6-speed
    Final drive Chain
    Frame construction Composite steel open cradle duplex spine frame with engine employed as fully stressed member
    Front suspension 43mm Showa Big Piston telescopic fork with 4.7-in. travel
    Rear suspension Box-section steel swingarm with 2 x Showa shocks, 4.0-in travel with 5-stage preload adjustment
    Wheel castor 4.7 in.
    Steering head angle 27.6°
    Front Brake 320 mm steel disc with twin-piston floating ByBre caliper and Bosch ABS
    Rear Brake 300 mm steel disc with twin-piston floating ByBre caliper and Bosch ABS
    Front Wheel 100/90-19 CEAT Zoom Cruz 57H on 2.50 in. forged aluminium wheel
    Rear Wheel 150/80-16 CEAT Zoom Cruz 71H on 4.50 in. forged aluminium wheel
    Wheelbase 59.0 inches
    Seat height 29.1 inches
    Curb weight 531 lb. with oil and 90% full fuel tank
    Fuel tank capacity 4.1 gallons
    012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6 012423-2023-Royal-Enfield-Super-Meteor-6

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    What makes for a “best motorcycle tent”? Typically, it’s going to boil down to weight and size. The smaller you can pack down your tent, the more room you’ll have for necessary items like your Nanopresso espresso maker, or your high heels. Because backpacking and camping are such big business, motorcyclists can benefit from companies making lightweight, small camping setups, too. Here, we’ll take a look at a handful of options that stow well on a motorcycle and let you take your two-wheeled steed into the great outdoors for a night under the stars. 

    Wolf Walker Waterproof Instant Motorcycle Tent

    Wolf-Walker-tent.jpg

    These are some of the only real “motorcycle” specific tents on the market. The Wolf Walker motorcycle tent features the same basic design as the Redverz and Lone Rider tents that made this style popular. The standout feature here is the “garage” for your motorcycle. Being able to pull your machine in at night offers a number of benefits ranging from keeping your ride out of the weather, to deterring theft.

    The Wolf Walker tent uses a “Waterproof, rainproof, windproof, sunproof fabric, firm and durable” polyester construction and comes with aluminum tent poles. The tent is designed to sleep two people and one motorcycle and packs down to a claimed 24 x 11 x 6-inch storage bag. The Wolf Walker Waterproof Instant Motorcycle Tent is said to weigh 14.9 lbs. Another reason to consider the Wolf Walker tent is that you’ll save more than a few hundred dollars compared to competitors, but any tent of this style will pack down much larger than a traditional tent. If you’ve got the room and want your bike to be a bit more secure overnight, give ‘em a gander.

    Kelty Late Start 2

    Kelty-Late-Start-Backpacking-Tent.jpg

    I have two two-person tents that I’ve been using for moto-camping for years, one of them is a Kelty. Two-person tents work great for camping off of the motorcycle because they give you just enough space to sleep and lay out your gear, achieving a nice balance of utility and compact storage. 

    There are plenty of great tent brands out there, and Kelty is one of them. We’re giving the nod to Kelty for its clever and intuitive design that makes setup super quick and easy, even if it’s your first time. The Late Start is actually available in one, two, and four-person sizes if you need more or less room. This tent features a polyester construction with a mesh top for excellent nighttime views but also comes with a rain fly for cold or wet camping. The Late Start uses two aluminum poles that help to make pitching your tent a breeze. Set up dimensions are 85” x 54” x 40” with 29.5 square feet of interior space and packed weight is approximately 4.5 pounds.

    Winterial Single Person Personal Bivy Tent

    Winterial-Single-Person-Personal-Bivy-Tent-.jpeg

    If you’re not concerned with interior space and just need room to sleep, a “bivy” or bivouac sack is a super small, lightweight option. Bivy sacks are basically single person tents designed to be just bigger than your sleeping bag that offer full-coverage and are made of tent-like materials. Originally developed as emergency shelters, Bivy sacks offer a utilitarian approach to camping when traveling light is of the utmost importance. 

    The Winterial Single Person Personal Bivy Tent offers a bit more space and features than traditional bivy sacks. This three-season option comes with a rain fly and uses two aluminum poles to keep the tent’s shape. The Winterial weighs just under three pounds with set up dimensions of 38″ x 28″ x 90″. If you’re looking for smaller options like a more traditional bivy sack which is little more than a durable, fully-sealed sleeping bag, there are plenty of other options available like the Sierra Designs Backcountry Bivy Bag which weighs in at under one pound.

    ENO Junglenest Hammock

    Eno-Jumglenest.jpg

    If you’re looking for another lightweight option, a hammock could be something to consider. Of course, you’ll need to be camping somewhere that you can attach straps, and you’ll probably be best off in temperate weather, though there are workarounds for that, too.

    ENO is a well-known hammock brand that was founded in 1999. The ENO product and accessory range are vast, including everything from rain tarps and bug nets to top and underquilts for warmth. The Junglenest hammock combines two of these with the benefit of being able to close itself off from buggy conditions with its integrated SkyWeave bug net. This hammock has a 300-pound weight limit, nylon construction, is 10-feet long, and packs down small, weighing just over a pound.

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  25. rssImage-3403a20ce30bd75c1a0103aae04b4a1b.png

    Harley-Davidson held its big 120th anniversary reveal last week, and for the most part, the announcement included the bikes we expected, such as the Nightster Special, and the return of the Breakout with a Milwaukee-Eight 117ci engine. What we also expected to come for 2023 but was not included in the announcement were the X350 and X350RA. Still, despite not being part of the big Jan. 18 announcement, we managed to get our hands on some information confirming more details of the Chinese-built models.

    The X350 is the product of Harley-Davidson’s partnership with China’s Qianjiang Motors that was first announced in 2019. After some regulatory delays, the QJ-built X350 is finally close to production as a small-displacement model for Asian markets. The X350 and an X350RA variant appeared in Vehicle Information Number data submitted by QJ to the U.S. National Highway Traffic Safety Administration, and as we recently reported, Harley-Davidson included the X350RA in its 2023 model year VIN information.

    010323-2023-harley-davidson-RH975S-X350R

    Following the Jan. 18 announcement, Motorcycle.com has secured a copy of the X350RA’s official owner’s manual, plus a single image of the model, with clear proof it is intended for use for Harley-Davidson’s Riding Academy. We’ve also briefly got a look at the official parts catalog, confirming some of the differences between X350 and X350RA.

    2023 Harley-Davidson X350RA leaked rider academy motorcycle

    The image above briefly appeared on Harley-Davidson’s Service Information Portal, showing a roadster with neutral riding ergonomics and, tellingly, bright orange bars bolted on to either side of the radiator.

    The owner’s manual includes an illustration of the X350RA from the rider’s perspective, and it offers another view of the radiator guards. The added protection further confirms our suspicions that the “RA” version of the X350 is intended for the Riding Academy.

    012323-2023-harley-davidson-x350ra-manua

    The owner’s manual further confirms some specifications of the X350RA. The bike is powered by an eight-valve liquid-cooled Parallel-Twin engine displacing 353cc. The engine isn’t entirely new but a larger version of the engine employed by the QJ-built Benelli 302S. The X350’s 45.2 mm stroke is the same as the Benelli’s, but its 70.5 mm cylinder bore is larger than the 302S’ 65.0 mm. The X350’s 11.9:1 compression ratio is just slightly off the 12:1 ratio of the Benelli 302S.

    The X350 reportedly claims an output of 36 hp, but the Harley-Davidson VIN information confirms the X350RA will only claim 23 hp. An executive order issued by the California Air Resources Board further confirms that the RA model has been restricted, as it certifies the X350 and X350RA alongside a “derating removed” version of the RA which would presumably offer its full power output.

    012323-2023-harley-davidson-x350ra-carb-

    The owner’s manual further confirms the X350RA will have a circular instrument module with an analog speedometer and a small digital screen displaying mileage, time or engine speed.

    The manual provides instructions for adjusting the damping on the inverted fork and rear shock. Also present are ABS and dual petal-shaped disc brakes, which is a bit of a surprise as many of Harley-Davidson’s larger, more powerful models still only use a single front disc brake.

    The X350RA runs on 17-inch wheels, front and back. Pirelli supplies its Angel CT tires with a 110/70-17 up front and a 150/60-17 at the rear. From the parts catalog, we can confirm the non-RA model will have larger tires, with a 120/70-17 up front and 160/60-17 at the rear.

    According to the owner’s manual, the X350RA claims a running weight of 440 pounds,with its 3.6-gallon fuel tank at 90% capacity. We expect the non-RA model to come in a bit lighter as it lacks the protective bars. The X350RA also has a 55.5-inch wheelbase, 5.6 inches of ground clearance, and a 30-inch seat height.

    We don’t expect to have much longer to wait before Harley-Davidson officially announces the X350 and X350RA. While we thought there was a chance it would have been part of the Jan. 18 announcement, we can see how a small-displacement Chinese-manufactured Riding Academy model would stick out in an event focused on Harley-Davidson’s 120th anniversary. Harley-Davidson likely has a coordinated launch plan with Qianjiang for both the X350 and X350RA


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