Peon Maface

For more than seven decades the Arai family has been producing premium handcrafted helmets in Japan. The Arai patriarch has been able to rest at ease knowing that they have, to the best of their ability, developed the safest helmets possible for their customers. While there have been plenty of changes over the years in terms of materials and other things, more philosophical viewpoints like the smooth, round R75 shell shape designed for glancing off of impacts have become mainstays of the brand. Arai Contour-X The Arai Contour-X is designed to fit into the line-up just below the Corsair-X as a sporty, touring or everyday lid that features unparalleled comfort and a number of other useful features. Aesthetics 9/10 Protection 9/10 Comfort 10/10 Value 8.5/10 Weight 8/10 Innovation 8.5/10 Quality 9/10 Options 8.5/10 Weather 9.5/10 Desirability 9/10 Editor Score: 89% + Highs Unrivaled comfort Aerodynamic Excellent ventilation – Sighs The shield and locking mechanism can be finicky The 3D logo vent seems counterintuitive A larger chin curtain would help in less desirable conditions The latest helmet to hit North American shores from the Japanese marque is the Arai Contour-X. This helmet fills a sport-touring and everyday use category for Arai, slotting in between the likes of the Corsair-X at the sportiest end of the spectrum and the Signet/Quantum and Regent-X at the other end. In other parts of the world, the Quantic – as it’s called in the EU – has been around since mid-2021. Keeping the bad energy out As mentioned before, the Arai shell shape has changed little over the years. There have been plenty of companies developing new ways to mitigate rotational energy transfers to the rider’s head, but Arai strongly believes its R75 shell shape provides a strong and smooth surface that is better at glancing off impacts. “At Arai, we believe more performance can be found in avoiding, rather than attempting to manage, impact energy,” explained Arai reps. While the shell’s components are hand laid, the eye port and vents are laser-cut. What has been under continuous development over the years are the materials used to build the helmets. This latest shell’s Peripherally Belted Complex Laminate Construction (PB-cLc2) is made up of more than 25 individual pieces and bound by Arai’s latest proprietary Z-Compound resin, which we’re told is both stronger and less expensive than what was previously used. Across the brow, which is traditionally the weakest point in a helmet, Arai has developed its own Superfabric (within its Formula One program, initially) to bolster the helmet’s construction. What sets the Contour-X apart from most of Arai’s lineup is the slightly wider bottom opening. By adding a 5 mm flare at the bottom, Arai has managed to make the helmet extremely easy to don and doff. I never had much of an issue with this when using other Arai helmets, but apparently it was a sticking point for some. With the new design, it’s impressive how much easier they’ve managed to make it with a subtle change. This makes quick hops around town, running in and out of shops, etc. that much easier. The EPS liner inside the helmet uses the same one-piece multi-density construction that we have seen for some time now. Arai uses varying densities of EPS at specific points in the helmet to ensure each area is tuned to deliver optimal impact absorption. When the tab is up, the logo vents are closed. Front and center is the new “3-D Arai Logo vent” which can be opened and closed with a sliding tab at the top. Out back, the Contour-X features a large aerodynamic spoiler which, like all of the vents on the outside of an Arai helmet, are designed to break away upon impact. The new chinbar vent and small upper vents do a surprisingly good job at flowing air and are easy to use with gloved hands at speed. Slip inside Arai’s reputation for the utmost comfort doesn’t falter with the Contour-X. In fact, the Contour-X is probably the most comfortable motorcycle helmet I’ve ever worn. In addition to the 5 mm wider opening making the helmet easy to slip in and out of, the new odor-resistant brushed nylon liner itself is extremely soft with just the right amount of support to ensure a safe fit. This can also be tailored by Arai’s multi-layered Facial Contour System (FCS) which allows foam to be removed for that Goldilocks fit. Despite what’s going on outside the helmet, inside is a good place to be. Six front facing vents allow air to make its way through carefully routed ducting to offer excellent ventilation and cooling while three static and one adjustable port in the rear handle the exhaust. For the days when cooling is not a concern, the helmet shuts up tight and comes with a Pinlock 120 insert to quell fogging. There’s also a small-ish chin curtain permanently affixed to the Contour’s chin bar. The liner is made of a mixture of Phoenix down and unicorn mane, or at least it feels like it. Further accentuating the helmet’s usefulness for touring and everyday use, Arai has included recessed areas for bluetooth communications systems as well as an opening in the neck roll to stow the wires. Braving the elements I’ve been riding in a ton of rain lately, almost exclusively with the Contour-X. While I think it’s a given that a helmet shouldn’t leak, the Contour-X holds up just fine to the torrential downpours we’ve been experiencing out west lately. Snapping the included Pinlock 120 insert into the VAS Max vision shield was also a helpful touch in the inclement weather. Between rainstorms, the vents have proved themselves to be easy to operate and adept at the task. As tested (equipped with the Pro Shield), the medium Contour-X weighs in at 3 lbs 9.5 ounces (1629g). For reference, that’s 4.1 ounces lighter than my medium Corsair-X. With a Cardo Edge installed as well as the optional Pro Shade and Pinlock, the Contour-X has proven to tick every box I could ask for in a helmet during our unusual weather shifts here in California. I’d be grabbing it each time I left the house anyway thanks to the comfort, but those extra features have highlighted just how versatile this setup is. As of now, Arai will offer five solid colors of the Contour-X starting at $740 with two standard graphics starting at $890. Availability is TBD at the moment, but we expect it shouldn’t be long before the new lid hits retailers. FAQ What head shape is the Arai Contour-X? The Arai Contour-X accommodates a medium-oval head shape similar to the Regent-X and Corsair-X. Are Arai helmets good? We’d consider Arai to be one of the foremost helmet manufacturers in the world. With a product line spanning from two wheels to four, Arai has developed a legacy for premium handcrafted helmets for more than seven decades. Additional Resources MO Tested: Arai Regent-X Review MO Tested: Arai XD4 Helmet Review MO Tested: Arai Corsair-X Review MO Tested: Arai VX-Pro4 Review We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. 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The TCX Infinity 3 GTX Boots were constructed to give adventure tourers versatile boots to handle a wide variety of conditions. While the features set includes many of the items that make for a strong touring boot, the two standout features of the Infinity 3 boots are the Gore-Tex waterproofness and the dial fastening system; these place the Infinity 3 in the premium footwear category. The grippy sole and the tall upper with its beefy shin plate impact protection, along with the elasticized gaiter over the rear of the calf to prevent rock and sand ingress, put the boot in the adventure-touring category. TCX Infinity 3 GTX Boots TCX has constructed a solid waterproof touring boot with an adventure focus that would work well on pavement and gravel roads in any weather you want to throw at them. Unfortunately, there is one issue with the fit. Aesthetics 9/10 Protection 8/10 Comfort 7/10 Value 7.5/10 Weight 8/10 Innovation 8.5/10 Quality 9/10 Options 8/10 Weather 9/10 Desirability 8/10 Editor Score: 82% + Highs Rotary dial allows fine adjustment of the boot’s fit Waterproof enough to withstand driving rain and full puddle immersion Comfortable foot bed – Sighs Stiff outer material folds back into ankle when walking Slow to break in Better suited for pavement and fire roads than technical off road Beefy construction The TCX Infinity 3 GTX Boots look to have top-notch construction. The outer consists of a synthetic, leather-like material across the top and the outside of the foot. Technical fabric also wraps over the top of the foot but under the protective synthetic leather flap. The boot’s fit can be adjusted from a firm embrace to a loose grip, depending on your desires, thanks to a fastening system that uses a rotary dial to adjust the tension on a wire lace to cinch the outer closed. This standout feature allows you to adjust the snugness of the fit for the type of riding you plan to do. The grippy sole has an extremely stiff arch to facilitate standing on the pegs for long periods. The synthetic leather continues up the boot behind a molded shin plate to protect from stray rocks. The shin plate utilizes two sections of hook-and-loop to allow the top opening to accommodate different-sized calves. The inner portion of the boot that will contact the bike is covered with suede for better grip. The top enclosure of the boot uses an elastic accordion section to help keep debris out of the boots for those who prefer to wear them outside of their pants. The top of the boot, however, can also be easily worn under riding pants and riding jeans. The boot interior is kept dry by a Gore-Tex membrane, while the foot’s creature comforts are attended to by a fleece-like liner. The footbed utilizes OrthoLite padding for comfort after long hours in the saddle, whether sitting or standing. Under the footbed, the Groundtrax rubber outsole offers plenty of grip in both pavement and dirt. The coolest feature and the biggest issue in a single photo: The dial allows for variable adjustment of the boot’s fit. The deep crease below it is where the stiff outer folds in and rubs against my ankle. Even on the first ride, the Infinity 3s felt great on the motorcycle. The sole’s rigidity felt immediately at home when standing on wide, dual-sport foot pegs. I could see myself standing for many miles without issue in these boots. As the boots wore in, shifting became progressively easier but not as tough as true off-road boots. Braking was never an issue. Unfortunately, walking is a different story. While there is a small flexible section of the outer designed to allow the boot to crease, the beefy technical fabric below it is pretty stiff, and on both boots, it folded in such a way that the crease pressed into the front of my ankle joint, right at the bend. While this isn’t painful, it is quite noticeable. When studying a photo of the Infinity 3s on the TCX web site, the boot doesn’t appear to be folding in the same place. Additionally, the wire laces aren’t tightened down as much, meaning that the issue I‘ve encountered may be due to my narrow feet and the need to overlap the two layers of the upper more completely to achieve a snug fit. Wearing the Infinity 3s as street shoes for several days of just walking around has improved things, but the issue hasn’t gone away. The Infinity 3s have been fairly slow to break in, but they have begun to shape themselves to my feet the more that I wear them. I see this as a sign of the sturdiness of their construction and TCX’s desire to provide as much off-road protection as possible without resorting to the external hard structures seen on off-road-specific boots. The wide opening can accommodate a variety of calf sizes. The inner flap illustrates how high the Gore-Tex liner comes up above the sole. On the road – both paved and dirt I had the opportunity to test the boots in extremely rainy conditions by taking them for an extended ride in an atmospheric river. About 60% of my ride was at highway speeds in a heavy downpour for maximum potential water penetration. When riding at lower speeds, I rode through axle-deep puddles and put my boots down in water up to my ankles at a stop. When I arrived back at home, my feet were warm and dry, which is what one expects when wearing gear bearing the Gore-Tex badge. My time with the TCX Infinity 3 GTX Boots has left me with mixed feelings. I would wear them for extended rides – with or without rain – no questions asked. However, if I were going on a tour that I was going to spend a good amount of time walking, I’d think twice. It could be that after I invest more time in breaking in the boots that the issue will lessen. However, given the creases that are forming in the outer, I don’t see them going away. Now what about adventure riding? As I said, being prepared for weather on a tour is where these boots shine, but as with most adventure touring boots I’ve seen, I wouldn’t take them on more than dirt/gravel roads. There’s a reason off-road boots are so stiff, and when your adventure turns into technical riding, you’ll want boots that offer more protection. Since rocks get kicked up on gravel roads, the shins get two layers of protection: the hard outer layer (seen here) and a padded layer behind it. In summary, the TCX Infinity 3 GTX Boots are sturdy, well-constructed, completely-waterproof boots that excel in touring and light off-road duty. They have a clever ratcheting dial function to adjust their fit for a variety of foot sizes. Unfortunately, with my narrow feet, the amount of tightening required for a snug fit means that a fold in the boot on the front of the ankle rubs against my ankle. Although this has lessened with breaking in, I doubt it will go away completely. My advice is to try these boots on and walk in them before you buy them. The TCX Infinity 3 GTX Boots are available in European sizes 38-48 for a retail price of $420. Shop for the TCX Infinity 3 GTX Boots here FAQ What is an adventure motorcycle boot? Adventure motorcycle boots are touring boots that draw their protection technology and styling from off-road/motocross boots. Typically, they offer beefier ankle protection with increased height up the leg that features padding for rock impact mitigation. The soles are usually reinforced to allow the rider to stand on the pegs for extended periods while absorbing the bumps associated with dirt and gravel roads. What are touring motorcycle boots? Touring motorcycle boots are designed to offer both crash and weather protection for the wide varieties of environments that can be encountered on multi-day, multi-state rides. Often, they have shorter tops, going up to mid-calf. The soles are rubberized and made for walking as much as they are for riding. Variations on the touring boot are available for different conditions. There are vented touring boots, waterproof touring boots, and surprisingly, vented/waterproof touring boots sold. Can you walk around in motorcycle boots? That really depends on the kind of boot. Specialized boots, like racing boots and motocross boots are not ideal for walking due to their stiffer, more protective design, but commuter and touring boots were created to be worn both on and off of a motorcycle, meaning that some can be as comfortable as street shoes while still offering protection for the rider’s ankles and other vulnerable parts of their feet. Additional Resources Best Adventure Motorcycle Boots For Those Looking To Go Further MO Tested: Sedici Garda Waterproof Boots Review – UPDATED MO Tested: Sidi Adventure 2 Boot Review MO Tested: Sidi Adventure 2 Gore-Tex Mid Boot Review We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. 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Chrissy Rogers and I were toying with the idea of a pre-Christmas blast up the Pacific coast to Hearst Castle for a few days while business was slow, since the weather was an impeccable partly cloudy and 60-ish degrees. That or maybe the Ruta de Vino down Mexico way? Maybe hop in the new-to-me 23-year old Jaguar? Take the train? At the same time, we’re both aware that the two of us in a sealed container works best if the container is at least 1500 square feet, compartmentalized into rooms, and stationary. I tend to get a little worked up driving a car in and out of SoCal when there’s traffic (there’s always traffic), followed by Christine getting worked up at my getting worked up, followed by, why don’t we just hang out here at home and eat and drink and save the money? Because we’re chiselers. Just then the inbox offered up the news that Ryan Adams was too busy to test the BMW K1600 GT in his garage, and did I want to? Hmmmmm. Interestingly, Rogers has many criticisms of the way I drive automobiles and freely expresses them, but tends to actually approve of my motorcycle riding whenever she climbs off the back of one I’ve been operating. I’m pretty sure I ride the same way I drive, but she’s not buying it. 2022 BMW K1600 GT BMW’s latest 1.65-liter wonderbike has all the bells and whistles including auto-preload adjustment, but its heart is so pure you barely need most of them. Editor Score: 92.25% Engine 19/20 Suspension 14/15 Transmission 8.5/10 Brakes 9/10 Instruments 4.75/5 Ergonomics 9.5/10 Appearance 9/10 Desirability 9.5/10 Value 9/10 + Highs Smooth torque ’til the cows come home Smoother comfort that’ll fix your lumbar problems Light, spacious, and controllable for being so large – Sighs Not so happy carrying a heavy load on bad pavement Navigation system requires a bit of effort Glad I’m not the one keeping it in tires Maybe she has a point: In the car, you have no choice but to repeatedly work your way around the passing-lane indigents with increasing impatience. On a bike, especially one like the K1600 GT, everything in your path is much less of an obstacle. You’re a big shark in the koi pond. On a white K-bike, lots of people even think you’re a cop coming up behind and GTFO. It’s way more relaxing than being in a car, and that chill vibe probably does radiate to all on board. Critically, if we’re “testing” the BMW, then MO is picking up the tab. Part of the tab anyway: Brasfield gave the go-ahead for one hotel night and one day’s rations, even if I was thinking more two nights and three days round-trip. Northward, then. San Simeon. Dirt roads in Mexico are really not the place for this motorcycle. Our 2022 GT in Option 719 Mineral White Metallic, with Premium Package, Option 719 forged wheels, etc, etc, lists for $26,590. It’s the definition of “raring to go.” In the print magazine days, I remember being told if we don’t use all our testing budget for this year, we’ll get less next year, so spend away fellas! For a while there at Cycle World in the early ‘90s, I had a company credit card and never saw the bill. A few days on the road definitely made it easier to get into the head of the person who’d be buying a $25,000 BMW like this one, and it was for sure great incentive to ride far and wide. Like we needed one. Today, we’re in the chisel era. Not that I don’t love my employer! I mean, it’s nobody’s fault but the internet’s, where we give away for free what we used to charge for. And we’ve already given you plenty of BMW K1600 content, including this most recent K1600 B review, so forgive this one for being more travelogue than road test. Though it also may wind up being a road test. Who knows? Posh accommodations This K1600 being the GT, there’s no backrest nor trunk, though there is everything else including heated seats, automatic preload adjustment, and two big sidebags. Step one was a 15-minute shakedown run to see if Rogers would be able to hang on for five or six hours and 300 miles back there. The prognosis was good. I would wear my favorite Shoei Neotec 2 because it’s a great helmet and because my Cardo is mounted to it. I also have a new Cardo Packtalk Edge still in the box that I contemplated putting in Chrissy’s HJC. After a short discussion with myself, I decided against it. Mainly because I’d already been haggling with the BMW’s navigation app for an hour, then going to Best Buy for a USB-C to Lightning adapter cord so I could just use my phone instead. Trying to sync a Packtalk Bold to a Packtalk Edge after that might have put me over the edge. All good excuses for knowing I’d rather listen to the radio and a few podcasts than any possible static from the passenger compartment; complaints could be submitted via a punch in the kidneys like in olden times. On the Road There’re about ten different tours of Hearst Castle, each of which takes about an hour. That way, they can get you to schedule a few tours, and chisel you $30 per. We needed to be there, 280 miles up the coast, ready to go by 2:40 pm for the Grand Rooms tour. Amazingly, we were wheels up at 8:30 am as planned: Six hours should be plenty of time, even with a leisurely breakfast burrito stop in the lovely little beach town of Carpinteria. Natch, the closer we got the more I realized we were behind schedule, and the more speed we dialed up on the GT. On this machine, Grand Touring fits. That 1649cc inline Six isn’t a screamer, it’s a midrange-intensive torquer than does its best work – 117 lb-ft, at just 5200 rpm – where you’ll be going quite a bit faster than the speed limit; 4000 creamy rpm and 90-ish is a nice speed that seems tolerable to everybody. Whatever speed you ring up, the motorcycle just yawns. Set the electric windshield where you want and cruise. It’s also nice that the 7-gallon tank and 39 mpg I averaged on this trip means you barely have to stop. Central locking with the touch of a button, thanks to the remote fob. With a passenger and loaded saddlebags, I appreciated the new automatic preload system on the GT, something I never really noticed riding alone on the K1600 B. An extra 200 pounds on the back doesn’t faze the bike at all, which maintains its pitch at all times, even though Road mode serves up a nearly pillowy ride along the mostly straight, sweeping roads we blasted upon to San Simeon. We pulled into William Randolph Hearst’s parking lot with six minutes to spare. There’s a visitors center where you get tickets and refrigerator magnets and things, and where you get on the bus that takes you another few miles up the winding mountain road to the castle. The restrooms were closed, though, since all the water from the spring up the mountain is supposedly reserved for the livestock; you peasants help yourself to the porta-potties lined up out front, and if you’re thirsty a plastic bottle of water is $4.69. I’d pay that for a big Perrier maybe, but otherwise I prefer to dehydrate. The mountain spring has no problem keeping the 345,000-gallon Neptune pool filled up, which drains through a turbine that powers the castle’s electrics. You can swim in it twice a year if you join the Hearst Foundation. Get out the checkbook, darling. The road up there is even fun on a bus thanks to the forever ocean views as you climb to the compound’s 1600-feet elevation. I’d blasted by the place countless times on motorcycles, wondering if I’d really spotted zebras a few of those times (yes) or just drank too much the night before, but I had never taken the time to stop. The state owns the place now, since none of the heirs could swing the upkeep, but the grandkids did manage to hang on to all of the most expensive artwork and 83,000 acres of oceanfront property for the beef operation. It’s a long way to town for a gallon of milk or whatever. Up top, a docent pointed to a far-off mountaintop about five ridgelines over and asked if we knew what it was? Mt. Whitney? No, it’s the edge of the northern property line. Privacy for the Hearsts was not an issue. Nor money. William Randolph Hearst was the Rupert Murdoch of his era. The castle itself is everything you’d expect from a castle, and so is all the priceless art and ancient fireplaces and ceilings from a time when importing that stuff from the Old World was legal sport. I even found a drinking fountain up there and managed to sneak a few free sips of water. To sleep, perchance to chisel… We’ve always stayed at the Bluebird Motel in Cambria, a nice old-fashioned place in the walkable middle of town where you park in front of your room; The Brambles steakhouse around the corner was always good for blowing a good-sized hole in the expense account. It was fun to do Airbnb for a while there, until all the hosts became chiselers: Oh, $98 sounds doable; then clicking on the entry adds another $50 for the cleaning fee and $40 more for “processing.” Yo, process this. Now, it’s just as cheap and easier to stay in a nice motel you already know. Our room had a coffee maker, but only one packet of cheap decaf. But it was okay, because the lobby was just a few steps away and had good coffee and a nice receptionist. By the time I’d had a few cups (I want MO to get its $190 worth of amenities), we realized our 10 am Upstairs Suites tour was soon to begin and off we blasted, six miles back up Highway 1 to the castle, behind schedule as usual. Looking forward to more priceless gilded splendor, I first stepped into a slippery-floored porta-pottie to drain my coffee (if there’s a bathroom up top, they’d probably want a quarter). I had steeled myself to purchase a $4.69 bottle of water but was rebuffed by the lady working the snack bar, who wouldn’t open the cash register until the grill opened at 11. I told her I didn’t need my water grilled, then recognized from her gulag demeanor that resistance and humor were both futile. I contained myself, but had to observe they could easily change the name to Thirst Castle. Looking past all that, if you’re at all interested in history and palaces and rare old art, I can’t believe I’d never been before in 30+ years of swank California living. Well worth it in spite of the chiseling, which continued on the bus ride back down as Alex Trebek encouraged us all to dig deep on an endless beyond-the-grave audio loop, because the castle’s upkeep ain’t cheap. I get it, but my rough estimation tells me that, at like 40 tours a day @ 30 people each @ $25 apiece (kids are $15 instead of $30), they’re bringing in like $30k a day in the off-season. And don’t forget to pick up some Hearst Ranch beef to go with that $4.69 water and refrigerator magnet. I was able to use our limited storage space to talk Christine down from several impulse buys. The Hearst Winery, down by the San Simeon pier siren-called to us but failed – but only because we were riding dammit. Okay we stopped. But only for mineral water and a charcuterie board! That night, back on our own dime, the Palomar Inn in Shell Beach had rooms for $89 online. At the desk, the best the guy could do was $129 plus taxes and fees… so I stepped outside and made the reservation on my phone. With taxes and fees, it wound up being $129. Victory! Here, there was a Keurig machine, but you needed to bring your own pods. Luckily the Steaming Bean was directly next door. I got a large cuppa and strolled to the beach on a crisp sunny Christmas Eve morning, with storm clouds forming offshore, while Rogers beauty-slept. Bliss, really… I started to have a micro-frustration when I got back to the room and my key card no longer worked. I knocked gently at first, then a bit harder. Then Rogers stuck her head out of the room next door. I’d been banging on the wrong one. Yo, why are they all painted red?! The Obstacle is the Way Highway 101 once you got north of LA used to flow pretty good. Lately, as more people have bailed northward out of the big city, they’ve brought a lot of big-city congestion along with them. On this Christmas Eve morning, there’s an endless line of cars in the southbound left lane able to move only as fast as the slowest member of the herd, which is at least 20 mph slower than the GT’s preferred speed. Luckily, nature and CalTrans have provided the solution in Highway 166 east, which takes you from Caligestion to the outback in the space of about 20 seconds; just take a left at Santa Maria. Suddenly, it’s just Rogers and me and a few cows and hawks, on a deserted two-lane winding its way through hills and pastures green from recent rain. It’s more miles to get home, but such nice, stress-free fast ones, the time probably works out to about the same. After reining in the K-bike these last couple of days, I was kind of thinking it might be a bit of overkill for American roads and our low speed limits, and you could be just as happy on, like, an R1250 RS. But 166 reminded me of the error of my thinking: Rolling off and on the throttle in the top two gears, in the thick of that torque curve through those smooth, gradual sweepers might as well have been a two-up trackday at Circuito Catalunya, but way more fun/relaxing. Funaxing. It’s about 60 swoopy miles on 166 from the 101 to the intersection with 33 south; we did it in an hour and that includes a casual lunch/gas stop in New Cuyama. You only need to slow down when passing the occasional car so you don’t scare the bejeezus out of its occupants. Luckily, the Buckhorn was closed (kinda pricey), so I was able to treat Rog to a 7-inch pizza with everything at the other restaurant in town for like 8 bucks. Free drink refills. The chiseled becomes the chiseler… No complaints On day three, there were still zero complaints from the back seat. I wore an old Moose vest so Chrissy would have something to grab onto as needed (in addition to the bike’s big grabrails), but she did no grabbing on at all. A few of her vertebrae are fused from an old car crash, and back pain is a recurrent issue. In spite of the bike not having a backrest (except my 30-year old Wolfpack tail bag), she felt like supporting herself with her legs and using her abdominal and back muscles for balance made the GT the most comfortable 160-hp exercycle she’s ever ridden. Most of the time, anyway. Neither the bike nor Rogers’ spinal column liked the super bumpy/twisty Santa Rosa Creek Road, which sneaks out the back door of Cambria and over the mountain. The softish Road mode had a hard time dealing with all its nasty pavement undulations fully laden, and Sport was worse. Highway 33 is just as expeditious as 166, until you get a ways south and have to climb over the coastal range behind Ventura. I’d wanted to stock up at the Pistachio Store in Maricopa for stocking stuffers for the kids, but it was closed dammit. No way I’m paying retail. It’ll be one orange apiece and chocolate Santas from Big Lots. Option 719 seat doesn’t hurt either. It’s wired for heat, with individual controls for rider and passenger. By then, I was all out of podcasts and music and back to the old-fashioned pleasure of being one with the universe via flying in very low orbit through it. You can get into that zone on any motorcycle, but when it comes to maximum filtration of extraneous discomforts and becoming naught but a flying cerebrum – okay two flying cerebrums, one with a bad back, and neither one exactly spritely anymore – I can’t think of a motorcycle that could do it better, and a motorcycle is the best vehicle for doing it. A Gold Wing is nice too. I started to feel like all the chiseling I’d been subjected to lately was more than worth it, since we were having the last laugh on the universe zotting around on Starship Chiselprise. After three days on the GT and 700 miles, we both arrived home in late afternoon pain- and recrimination-free. Nothing but great memories these few weeks later is unpresidented. Thank you and happy birthday, Baby Jesus. Regrets? Apple CarPlay would be nice, but I have to assume a non-technophobe could get the BMW’s nav system to work almost as well (I did it before on the 1600 B), along with all the other advanced electronics I didn’t use on this quick blast. I think the first new-bike launch I ever attended was for the all-new R1100 RS. That one was the first oilhead boxer, in 1993. This K1600 makes that RS feel like a primitive Mercury space capsule – complete with a chimp at the controls, in my case – but I remember the same kind of expansive bliss riding that bike back to California from the Ozarks. I love this magazine business! What could possibly go wrong! Chisel schmisel. Certain people were down on William Randolph Hearst for blowing the family fortune on the castle and furnishings. He died before it was even finished, after like 18 years of construction that would’ve taken that many more to complete even if he hadn’t run out of money. But it seems he loved every minute of it, galloping around the place on horseback with his cronies, lots of whom flew into the private airstrip. Smacking the tennis ball with Charlie Chaplin, making movies with Marion Davies. In other words, a man of wealth and taste whatever you may have thought about his politics. If WRH had been a motorcycle guy in a time warp, I assure you he would have had a fleet of these BMWs, and I seriously doubt Citizen Kane would have ended with a stupid sled. Rosebud would’ve been a BMW K1600, not sure if B or GT. Why not one of each? Rides like this almost make a lifetime of chiseling worth it. JB In Gear Helmet: Shoei Neotec 2 Communicator: Cardo Packtalk Bold Jacket: Spidi Clubber Pants: RokkerTech Tapered Slim Gloves: Spidi Clubber Boots: TCX Fuel WP Ms Rogers In Gear Helmet: HJC RPHA MAX (superseded by RPHA 90) Jacket: Spidi H2Out (superseded by H2Out Evo) Pants: Smarty Gloves: Dainese MIG C2 Boots: Dainese Bahia Lady D-WP (discontinued) 2022 BMW K1600 GT Specifications MSRP $24,690 base; $26,590 as tested Engine Type 1649 cc liquid-cooled inline-Six cylinder, DOHC, four valves per cylinder Bore and Stroke 72 x 67.5mm Compression Ratio 12.2:1 Rear Wheel Horsepower 135.8 @ 6500 rpm (as tested here, 6/22) Torque 117.4 lb-ft @ 5200 rpm Transmission 6-speed with quickshifter Final Drive Shaft Front Suspension Duolever, double trailing arm, central spring strut; 4.5 inches wheel travel Rear Suspension Paralever cast aluminum single-sided swing arm, central spring strut; 5.3 in. wheel travel Front Brake Dual 320mm discs, BMW Motorrad Partial Integral ABS Rear Brake 320mm disc, BMW Motorrad Partial Integral ABS Front Tire 120/70-ZR17 Rear Tire 190/55-R17 Rake/Trail 27.8 deg/4.2 in Wheelbase 63.7 in. Seat Height 31.9/ 32.7 in. (low seat option) Curb Weight 773 lbs (MO scales) Fuel Capacity 7.0 gal. Fuel mileage 39 mpg (observed) Colors Mineral White Metallic, Matte Black Warranty 36 months limited warranty; extended coverage available We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2022 BMW K1600 GT Christmas Chiseler Tour appeared first on Motorcycle.com. Source

You know what’s worse than carrying a six-pound jug of gas on your hip? Carrying two of them. I know my riding buddies (particularly the one who puts together the awesome rides) are tired of hearing it, but c’mon strapping a gallon of gas to your waist is a drag – and sometimes, I still have to carry two. It’s a requirement for the super remote rides we usually go on in order to get deep into the backcountry – and back out again. I’d like to say the three-gallon IMS tank solved that issue for me, but really, a larger than stock tank is already imperative for the type of riding I do – plus a lil extra when the mileage calls for it. Essential Dirt Bike Upgrades For Essential Recreation Part 1 – Protecting Your Investment Sometimes you need a little more fuel to get to the good stuff. IMS has been around for nearly 50 years manufacturing and retailing motorcycle parts. These days IMS is mostly known for its larger than stock fuel tanks (which are available for a number of brands and models) with optional dry break receivers (for racing), footpegs, and shift levers. For the 2022 KTM 500 EXC-F, IMS offers two capacities of its rotationally-molded crosslinked polyethylene fuel tanks: 3 and 4.5 gallons – both are available in black or natural colors. Since I already expressed my disdain about carrying gas in addition to the 3-gallon tank, you might be wondering why I didn’t opt for the larger 4.5-gallon version. I find the smaller option to provide the best capacity-to-performance ratio. I can hardly tell the difference between the stock 2.25-gallon tank versus the 3-gallon IMS one when riding. The 4.5 is much larger all around and extends out past the shrouds on either side. In addition to the size and extra weight, the fuel sloshing back and forth through the tank can create a slide hammer-like effect, which is most prominent at anything other than low or topped up fuel levels. Rather than having to deal with those potential issues, I’d rather carry gas when the mileage is going to be north of 135 miles between gas stops. Installation Some new hardware is used throughout and is included with the IMS tank (left). Installing the IMS tank is a fairly straightforward affair. One of the few places that can sometimes cause frustration during a tank swap is reinstalling the fuel pump (if your bike is fuel injected, obviously). I’ve found that running a length of wire through the tank and attaching it to the fuel pump’s threads allows it to be pulled through the tank and out the bottom fairly easily (IMS also suggests this in its installation instructions). IMS recommends that the tank’s interior be thoroughly cleaned before installation. Once I had the fuel pump securely mounted, the tank and shrouds bolted back in place just as they did with the stock units (the Enduro Engineering radiator guards didn’t cause any issues either). The Seat Concepts seat, however, required a bit more coaxing to get back into place. Both tanks are rotationally molded. The stock tank is made by Acerbis. A KTM engineer recently told me it takes 45 minutes to mold an EXC tank with this process. The only potential issue I found while installing the IMS fuel tank was that the fuel line was now routed in such a way that it sat against the cylinder wall. It’s great that it isn’t in a position to potentially get snagged on something while riding in tight situations, but the heat from the cylinder was a cause of concern. IMS suggests using an upgraded billet KTM factory fuel pump connector (the stock connector is plastic) to resolve this issue. Since I was doing this install just before a trip, I wasn’t going to have time to wait for parts. Instead, I clamped a piece of high-temp insulative material to the hose to give it some additional protection. Trail testing What better way is there to test the tank than heading out into the vast expanses of the southwestern U.S. for nearly 800 miles? Well, of course there are plenty of things that could go wrong, but I’m happy to report that it has worked just as a fuel tank should – it holds gas. The 3-gallon IMS fuel tank feels just as slim as the 2.25-gallon stock one. I do miss the locking quarter-turn cap from the stock fuel tank, though. The design of the IMS tank doesn’t feel any wider than stock between the knees, and although it does come up higher near the cap, It hasn’t hindered my riding in any way. This is totally subjective, but I also think the newer IMS tanks look more stylish than the older versions, and so far, I haven’t had any issues with discoloration or staining from ground in terra. I always prefer natural colored tanks so it’s easy to see the fuel level. My mileage generally hovers around 45 mpg with the 500 EXC-F, so 135 miles of range is what I typically get out of the IMS tank. During my first dual-sport ride with the new tank, three of our five days were pushing 180 miles which meant I still had to carry gas, but I couldn’t have done the trip without the larger fuel tank. Again, for me, the three-gallon IMS fuel tank sits at the right combination of range and performance. I have had Acerbis and IMS tanks on different bikes over the years, and for some time, I preferred Acerbis simply because they looked nicer to me. To date, I haven’t had issues with tanks from either brand. With a more modern look and the fact that IMS is a California-based company, you’d be hard pressed to find a reason not to consider their products if you’re looking to increase your range. Check price for the IMS Fuel Tank here Additional Resources Essential Dirt Bike Upgrades For Essential Recreation Part 1 – Protecting Your Investment MO Touring: Building A Lightweight Adventure Bike The Infamous Nevada Itinerary Best Off-Road Gas Tanks We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Essential Dirt Bike Upgrades For Essential Recreation Part 2 – Making the Mileage appeared first on Motorcycle.com. Source

It scarcely seems possible that BMW Motorrad’s lineup-leading S1000RR sportbike actually made its official public debut a whole decade and a half ago in April 2008, with deliveries beginning the following year. Even though 15 years is a long time, especially in the Superbike arena, where serious players like BeeEm, as well as Ducati, Aprilia, and the Japanese, don’t stint on investing in fast-moving high-end technical R&D in pursuit of engineering excellence, the German brand’s first-ever customer motorcycle with a transverse-mounted four-cylinder has maintained its leading edge reputation for both mechanical and electronic innovation ever since then, and the newly introduced latest version is no exception. This is because, for the coming 2023 model year, BMW has essentially uprated its existing volume production version of the bike by transplanting a good chunk of the array of technical upgrades available until now only to around 1,200 well-heeled or well-sponsored users of the M1000RR, the uber-expensive, uber-performing version of BMW’s street-legal superbike that’s been on sale for the past two years, essentially as a homologation special for Superbike racing. As such, it earned its keep by powering Peter Hickman to a trio of record-breaking race wins at the 2022 Isle of Man TT – albeit without breaking his astounding outright single-lap record of 135.452mph set in the 2018 Senior TT on an S1000RR – while also registering hard-fought race wins for Hicky and Danny Buchan in the hot-as-Hades BSB series. However, thus far the BMW has failed to be a true contender for top honors in World Superbike for the past decade, ever since Marco Melandri finished third in the points table on an S1000RR in 2012 – and that’s despite proven WSBK winner Scott Redding joining the factory team last season. An all-new engine While BMW’s original game-changing, ultra short-stroke 2009 S1000RR set new standards on debut for series production four-cylinder Superbike technology, in 2019 there was a heavy revamp with less than 5% of the 8,200 components making up the entire motorcycle, including the engine, carried over from before. BMW Motorrad management was looking to significantly improve on the existing bike’s performance, meaning they wanted it to be one second faster on the racetrack, more than 10kg lighter, and easier to control, with improved rideability. Doing this entailed developing an all-new, lighter, more compact and more powerful 999cc engine measuring an unchanged 80 x 49.7 mm, which while 12mm narrower than its predecessor, also weighed 8.8 lbs less. This was thanks partly to a crankshaft 4 lbs lighter than before carrying 4mm shorter and 10% lighter conrods, which together delivered even better pickup throughout the rev range. But the most significant step that’s been carried forward alongside these other features to the 2023 model was the application of BMW’s patented ShiftCam Technology introduced on that year’s R1250GS adventure tourer’s Boxer motor, then transferred to BMW’s four-cylinder range. This combines both variable intake valve timing and differential valve lift, all in the same package, and together with revised cam profiles is responsible for at least 73.8 lb-ft of torque being available between 5,500 rpm and 14,600 rpm, where the short-stroke engine’s unchanged soft-action limiter cuts in. And that 8.8-lb weight saving came despite the 2.2-lb weight penalty entailed in fitting the ShiftCam system. BMW S1000RR Engine’s Shiftcam Technology Explained BMW Motorrad’s ShiftCam Technology owes nothing to the Vanos variable valve timing technology developed 30 years ago for use on BMW cars, nor the Valvetronic variable valve lift system introduced in 2001, both of which were considered too bulky for motorcycle use. Instead, the radical, highly innovative ShiftCam system in the S1000RR engine’s cylinder heads combines both variable valve timing and differential valve lift, all in the same package, as a means of optimizing cam timing and duration for what you’re asking the engine to do. For part-throttle openings, or lower down in the rev range, the cam has a shorter lift and reduced duration, meaning the inlet valves are open less. But ask for more throttle or higher revs and the cam shifts sideways, bringing into play a higher lift, longer duration cam lobe, more suited to outright performance. . This is achieved by having the inlet camshaft of each cylinder incorporating two different cam profiles mounted side by side on the same shaft. One of these is a partial-load cam, which has been configured to deliver improved fuel consumption and refinement at part-throttle. The other is a full-load cam designed for enhanced output via more aggressive throttle openings, which delivers longer duration inlet valve openings. By means of an axial shift from side to side of each inlet camshaft, the paired inlet valves on each cylinder are activated via their finger followers by either the partial-load or the full-load cam, depending on engine rpm, gear selected, and throttle load, with that axial shift affected by means of a pin that’s electronically actuated via the ECU, operating the shift gate on the camshaft. . This means that as the throttle opens wider via the twistgrip, the electronic actuator lifts a pin to lock into the inlet camshaft gate. The rotation of the camshaft then permits the pin to draw the camshaft sideways, to bring the more aggressive longer duration cam lobes into line with the valves. When the throttle is closed, the camshaft is pulled back across the cylinder head, and onto the less aggressive smaller profile cam employed for normal use. Either way, the change is practically instantaneous, taking just 10 milliseconds to accomplish. That’s less than the blink of an eye. . Additionally, the variable configuration of the cam geometry also enables a variation in the inlet valves’ stroke. While the full-load cam provides maximum valve stroke, the partial-load cam delivers reduced stroke. There is also a phased differential opening between the left and right-hand inlet valves in each cylinder, in terms of both stroke and angular position. This phased shift means that the two inlet valves are opened a differential amount in terms of lift – i.e. one more than the other – and on a time-staggered basis. This helps create additional swirl for the incoming charge of air and fuel, and thus greater agitation of the mixture as it flows into the combustion chamber. This results in both improved combustion – so, a bigger bang – as well as more complete burning of the fuel, thus ensuring reduced emissions and a claimed up to 4% lower fuel consumption. And the smoother delivery and broader spread of torque also reduces the propensity of the bike to pull wheelies, as there isn’t such a fierce spike in the torque delivery. But the biggest advantage of the ShiftCam Technology in dynamic terms is the noticeable increase in ridability in both normal road conditions, and in high performance use on the racetrack, thanks to the significantly enhanced midrange power, and the wide spread of torque it delivers. Now, in pursuit of greater performance at higher revs, BMW has transposed the M1000RR’s airbox and cylinder head to the volume production Euro 5-compliant 2023 S1000RR, though its new intake porting is cast in here rather than milled out, as on the M RR. As before, the uprated S RR engine is fitted with a variable-length intake system whereby the height of the inlet trumpets atop the 48mm throttle bodies that are now shorter overall for 2023, is further reduced via an electric servomotor mounted on the airbox operating at 11,900 rpm (a hefty 2,900 revs higher than before) to enhance top end performance in conjunction with the ShiftCam Technology system. This has allowed BMW to raise power by 3bhp to 207bhp at 13,750 rpm, 250 revs higher than previously, with peak torque unchanged at 83 lb-ft, but delivered 500 rpm higher at 11,000 rpm. Moreover, the throttle linkage operating the four throttle butterflies is split into two, with the two left-hand throttle bodies operated separately than the two right-hand ones. This has allowed BMW race teams to programme the two pairs to work separately at lower rpm to give the same benefits as a twin-cylinder motor in terms of traction and drive exiting a turn, before all four resume working in unison at higher revs. This feature resulted from BMW deciding not to produce a big-bang Yamaha R1-type crossplane-crank engine, but instead to employ its decade-long experience of a more traditional 180° screamer motor in building a better such design. BMW engineers admit they did consider a big-bang design at the very outset of the development programme for the 2019 revamp, and also briefly considered building a V4. But they decided against both of these early on, not only because they didn’t want to be seen to copy anyone else, but also because they had so much experience especially from Superbike and Endurance racing in developing the more traditional-type four-cylinder in-line engine, so they decided to concentrate on building an even better one – as in, play to your strengths. Look how that benefitted Kawasaki and Jonathan Rea…. BMW’s choice to mount accessory carbo-fiber wheels makes it almost impossible to judge how the bike will perform in stock trim because of the quicker steering and better acceleration allowed by the lower rotational mass. To complement the extra performance higher up the rev scale, the 2023 S1000RR’s overall gearing has been lowered via a 1T bigger rear sprocket, up from 45T to 46T, so you can dial up the revs faster to access that extra power and the meaty spread of torque. That’s all in pursuit of improved rear end grip and enhanced acceleration, albeit at the cost of a slight decrease in homologated (as in, proven) top speed from 190mph to 188mph. Pull your elbows in and you might find the missing mph! To find out what the result was like to ride on track (sadly, there was no opportunity to do so on the street), I went to the BMW press launch at the 2.67mi Almeria circuit in the southeast corner of Spain, complete with its six-tenths of a mile-long back straight and many tricky turns, some with blind apexes. It was ideal for assessing the street-legal BMW. An important note: each test bike was fitted for the launch with optional carbon wheels [a move which radically alters the bike’s handling – EB] from BMW’s aftermarket catalog, shod with sticky Bridgestone dual compound V02 slicks – the rear a narrower 190/55-17 fitment, rather than the 200-section tires on its Italian rivals. Functional winglets and a flexible chassis Also derived from the M-series model is the most obvious difference between new and old in the form of the winglets fitted to the 2023 S1000RR’s subtly restyled bodywork. These aren’t just a styling feature; they are claimed to generate up to 16.8 lbs of downforce at 124mph, rising to 37.7 lbs at 186mph. Their appearance may not be to everyone’s taste on such a slinky-looking device as the ’23 S1000RR, but function has it over form every time in this category of motorcycle. They help reduce wheelies without TC being called upon to do so at the expense of reduced torque and power being transmitted to the rear tire. This means improved acceleration, as well as enhanced front tire grip during braking and cornering. Yes the winglets inevitably add drag, the engine’s extra power largely compensates for that. In addition, BMW has helped counter that drag further via a taller, reshaped windshield that helps improve the flow around the rider’s helmet, and there’s a further aerodynamic improvement achieved by partitioning off the lower triple clamp. There’s a choice of three colors for the bodywork – Black metallic, Red non-metallic and BMW’s trademark White racing livery, with the price the same for all three variants at $17,895, compared to $32,495 in 2022 for the M1000RR. What a bargain! Well, until you start ticking boxes on the extensive list of accessories… That shark-eyed bodywork with redesigned front and rear sections and a shorter number plate holder envelops a revamped version of the RR’s existing aluminum bridge frame. This comprises a welded-up assembly of four separate gravity die-cast elements embracing the engine – still inclined forward by 32° as before – acting as a fully load-bearing chassis component. However, with the aim of optimizing lateral flex in order to provide greater feedback to the rider of what the wheels are doing, this so-called ‘Flex Frame’ has now been given several cutouts in its flanks to promote said flex. This is a strategy dating back to the works Honda RVF750 Suzuka 8-Hours Endurance racers of the 1980s, which first manifested itself outside of Japan in the factory-supported Rumi Honda RC30 raced in the 1990 World Superbike series by Baldassarre Monti. This was the first aluminum beam-framed Superbike to explore this technique of promoting flex in pursuit of the same rider-friendly ‘talkback’ which Ducati V-twin riders have always enjoyed (until recently!) with their tubular steel chassis, and the 2023 S1000RR is the latest such bike to benefit from this strategy. Additionally, the new RR chassis has slightly less aggressive steering geometry derived from the M RR, with the steering head angle for the fully-adjustable 45mm closed-cartridge Marzocchi fork delivering 4.7 in. of wheel travel kicked out half a degree to 23.6° and the offset reduced by 3mm, resulting in trail increasing from 3.7 in. to 3.9 in. At the same time, the wheelbase has been extended to 57.4 in. (from 56.7 in”, so three-quarters of an inch longer) via an all-new gravity diecast one-piece twin-sided swingarm with underslung sections, with the rear wheel made easier to install and remove for track days or races, thanks to the brake pads and brake anchor plate now being chamfered, plus the revised mounting of the right side rear axle bushes, to prevent loss. Another transplant from the M RR is the adjustability of the swingarm pivot point (range unknown) and the height of the rear Marzocchi shock, again ten-click fully adjustable and giving 4.6 in. of rear axle travel. My test bike came fitted with the optional DDC (Dynamic Damping Control) package, which delivers semi-active electronic damping adjustment front and rear, whose settings are altered to suit the selected riding mode. Electronics include Brake Slide Assist The ’23 S1000RR has an evolved electronics package with a RBW (Ride by Wire) throttle offering five different riding modes – Rain, Road, Dynamic and Race, plus Race Pro which also gets three levels of throttle response and engine braking options. These, combined with a triple-axis, six-direction Continental IMU, control the array of rider aids, most of them switchable: Cornering ABS Pro, multi-stage DTC, engine braking adjustment, anti-wheelie, hill start assistance, launch control, cruise control, a lap timer, three-stage heated grips, a pit lane speed limiter, engine braking torque control (MSR) and the Dynamic Brake Control (DBC), which BMW says ‘offers additional assistance during emergency braking’ – i.e. stops stoppies! In addition, BMW engineers are proud of their Brake Slide Assist (BSA) system that, should you be sufficiently brave as well as expert enough to do so, lets you back into a turn by limiting rear brake pressure and rear wheel spin to achieve a controlled, predetermined drift angle, before the lean-sensitive ABS cuts in. This new system is based on steering angle sensors mounted on the bike for the first time, which let you set a specific drift angle for so-called braking drifts while sliding into turns at a maintained speed. When the preset steering angle is reached, TC intervenes, reduces spin, and stabilizes the bike. Also included are a lightweight lithium battery, USB charging port, a very neat GoPro holder, and a new wiring loom to make removing the rear lights and number plate holder for track days easier. Claimed kerb weight for the new bike remains unchanged at 434 lbs with all liquids, including a full 4.4-gallon fuel tank (so around 392 lbs dry) for the standard bike, 431 with the optional Race Package which features forged aluminum wheels instead of the stock cast ones, and 426 lbs with the M Package option, which includes the carbon wheels and seat fitted to the test bike. This also carried the Performance Package consisting of an Akrapovič slip-on exhaust and the Endurance chain developed by BMW’s factory World Endurance team. Stopping the overall result are the same twin 320mm Brembo front discs as before, but these are now gripped by new Nissin monoblock four-piston calipers, replacing the Hayes stoppers introduced in 2019 as a startling substitution for the Brembos used previously. There’s a 220mm rear disc with twin-pot caliper, and Continental’s cornering ABS is retained, with requisite upgrades. Track performance Having digested this list of upgrades to what was already a pretty dam’ good motorcycle, I couldn’t wait to get out on track at Almeria to find out if, in trying to make it even better, BMW had chucked the baby out with the bathwater. Hopping aboard allayed one fear – this is the same two-wheeled conundrum as before, in the shape of a bike that, despite the longer wheelbase and extra bits of bodywork, feels about the same size as a 600 Supersport, while delivering the insanely fast performance of a TT-winning one-liter Superbike. The frame is surprisingly narrow, especially at the stepover point behind the fuel tank, despite the motor’s in-line four configuration, BMW says it’s only 20mm wider than a V4 engined bike of equivalent capacity in that area. This makes it easier for you to grasp the fuel tank made from three welded-together aluminum sections with your knees, but also gives you room to move about the bike, as necessary. The clip-on ‘bars are spread further out than on the previous bike, adding to the same improbable sense of spaciousness for what in the metal is a much smaller bike than it seems to be in photos, and the taller, reshaped new screen helps make you feel like you’re sitting within the BMW rather than atop it. It also gives excellent protection for a 5’10” rider down Almeria’s main straight, with the super-legible 6½in. TFT dash’s digital speedo reading just upwards of 170 mph. Yes, I know – I should have pulled those elbows in better. But there doesn’t seem to be as much weight on your wrists and shoulders as I remember from the old bike, so this new one will presumably be an even better ride for the longer haul. Plus the extra flex which BMW engineers have dialed into the new frame design is presumably one reason it feels more responsive, and gives improved feedback from the front end, especially when trying to keep up turn speed in the tricky triple-apex right-hander at the back of the Almeria track. There, the first part of the turn taken as you crest a small hill is blind, so you have to be super-precise in choosing your entry point, and although I’ve been riding at Almeria ever since it opened in the late-‘90s, and have tested everything from factory 500GP and World Superbike racers there down to (in capacity, not as a challenge!) Jack Miller’s Moto3 KTM, it still always takes me time to get dialed in again because of the hidden apexes, and this test was no exception. But the BMW was a perfect partner for doing this, because despite having that huge top end performance and thrilling acceleration, it’s also amazingly forgiving when your memory betrays you, or you get seduced into thinking you’ve got this circuit licked by having done the last series of corners pretty well. This is a bike that is easier than ever to go fast on – but will also pardon your inevitable overconfidence mistakes in a way that’s almost uncanny. So, when you get over-ambitious with your turn speed and have to back off the throttle entering a bend at the cost of missing your apex and drifting wide – you think – the BMW’s electronics take over and close the corner entry for you, so that you’re back where you ought to have been in the first place, but for your excess of ambition. Like I said – uncanny. Same thing braking from somewhere around 170 mph at the end of the half-mile-long main straight, into a second-gear 90° right-hander. The total stability delivered by the engine braking program as you max out your late-braking skills not only makes it seem each lap as if you could have hit that fabulously effective Nissin/Brembo brake cocktail just a little bit later – but then when you do inevitably overdo things and go past your turn-in point while trying unsuccessfully to emulate Toprak Razgatliogu, the BMW’s electronic program to control stoppies kicks in as it lets you recover, stop, turn in, and proceed as normal, having lost barely any time at all. That’s uncanny – again. It seems completely improbable to say this of a 200bhp-plus motorcycle, but the overwhelming impression you get from riding this new BMW is how easy it is to do so in something approaching anger. The ShiftCam function, the sticky dual-compound Bridgestone rear slick, the lean-sensitive Continental TC and that shorter overall gearing combine with the engine’s accessible power delivery even in Race Pro mode to deliver truly thrilling acceleration when you wind the throttle wide open as you click through the gears on the faultless wide-open two-way quickshifter – but without your having to even graze the rear brake lever with your right toe to strangle a time-wasting wheelie at birth: the BMW’s thought ahead and done it for you. Likewise the improbably delicate, precise steering that this 396-lb-plus motorcycle delivers in plotting a path through that triple-axis turn, while you play the throttle back and forth in searching for the correct speed in each part of the bend. Having finally re-learnt the right line and dialed in the proper cornering speed, the satisfaction you get from solving that dynamic puzzle correctly and repeating it lap after lap is something any track day rider, let alone a racer, will know brings huge satisfaction – and this BMW will play a crucial role in helping you achieve that. What a lovely bike it is to ride hard, with such well-mapped, responsive fueling that lets you wind the throttle open progressively as the corner you’re taking opens up, feeling the rear Bridgestone hook up beneath you as you do so. Even riders who are relatively new to this level of performance will find this to be a bike that breeds self-confidence, as they learn step by step how to use that 200bhp-plus engine performance that’s delivered to them so accessibly, with no hint of intimidation. OK, I hear you say – but what about the BSA Slide Control system? Does it work? Well, sorry readers, but I’ll gladly own up to the fact that I can’t slide a rear Bridgestone slick at will in the way I’m sure Scott Redding or Michael van der Mark would have done to test the system – but only after switching off the TC, because you can’t powerslide the back wheel unless the tyre has lost grip, and is spinning up. I think the best thing for the rest of us normal humans is to be glad that the system is there as a safety net, in case you make a mistake. Of course, sticking a rider-friendly treaded tire and trying to exploit the BMW’s BSA would be another matter, and I’ll admit I’m curious enough to want to find out how it works – so let’s see what it’s like on a British spring day at a track like Donington Park, with lots of runoff! A fast finish Whether it’s because of having more power, revamped electronics, stronger brakes, a more responsive, more flexy chassis with revised geometry that talks right back to you, and winglets straight from the MotoGP paddock, the new 2023 S1000RR has a level of performance and a degree of electronic support which puts it on a whole new level compared to its 2019 predecessor, the last time that BMW reinvented its Superbike model. This new BMW makes going what each of us considers to be fast by our own personal standards, easy. It’s a hugely capable superbike for every level of riding expertise, from 600/765/950 Supersport graduates to hardened Superbike racing pros, but with an even bigger safety margin built in. My Almeria experience was just a getting-to-know you taster: now I want a longer, more intimate relationship! 2023 BMW S1000RR Engine Liquid-cooled inline 4-cylinder Capacity 999cc Bore x stroke 80.0 mm x 49.7 mm Power 207 hp at 13,750 rpm (claimed) Torque 83 lb-ft. at 11,000 rpm (claimed) Max. engine speed 14,600 rpm Compression ratio 13.3:1 Fuel Power rated at 98 RON. 95-98 RON knock control Valvetrain DOHC, valve actuation via single cam followers, BMW ShiftCam variable intake cam control Valves per cylinder 4 Intake / Exhaust valve diameter 33.5 mm / 27.2 mm Throttle body diameter 48 mm Engine control BMS-0 Emission control Closed-loop three-way catalytic converter Alternator 493 watts Battery M lightweight battery 12v / 5 Ah Headlamp LED free-form twin low-beam, LED free-form high-beam Starter 0.8 kW Clutch Self-reinforcing multi-plate anti-hopping oil bath clutch, mechanically operated Gearbox 6-speed, constant-mesh Primary ratio 1.652 Transmission gear ratios I 2.647 II 2.091 III 1.727 IV 1.5 V 1.36 VI 1.261 Secondary ratio 2.706 Rear wheel drive type Chain Frame construction type Aluminum composite bridge frame, engine self-supporting Front suspension Upside-down telescopic fork, slide tube diameter 45 mm, spring preload, compression and rebound stage adjustable, DDC option: damping electronically adjustable Rear suspension Aluminum underslung double-sided swingingarm with central spring strut, spring preload, adjustable compression and rebound stage ,DDC option: damping electronically adjustable Suspension travel front / rear 4.7 / 4.6 Wheel castor 3.8 Steering head angle 23.6 Brakes, front Twin M 320 mm / 12.6-inch floating disks; 4-piston fixed calipers Brakes, rear Single 220 mm / 8.7-inch, two-piston fixed caliper ABS BMW Motorrad ABS Pro, partially integral, disengageable Traction control BMW Motorrad DTC Wheels Standard: Die-castaluminum wheels M aluminum-forged wheels as part of Race Package option M Carbon wheels as part of M Package option Wheels, front / rear 3.50 x 17 / 6.00 x 17 Tires, front / rear 120/70 ZR17 / 200/55 ZR17 Length 81.6 inches Width 33.3 inches Wheelbase 57.4 inches Seat height 32.4 inches Curb weight Standard: 434 pounds (claimed) Race: 431 pounds (claimed) M: 427 pounds (claimed) Fuel tank capacity 4.36 gallons Become a Motorcycle.com insider. 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Earlier this week, we uncovered Australian certification documents revealing a new Nightster S model and Harley-Davidson‘s 2023 Softail lineup including 120th anniversary Fat Boy 114 and Heritage Classic 114 models. As we predicted, a similar document certifying Harley-Davidson’s 2023 touring models has now been released in Australia, confirming the models returning, as well as the Anniversary Edition Touring models, plus one possible addition to Harley’s Icon collection. 120th Anniversary Harley-Davidson Softail Models Leaked Returning for 2023, at least for the Australian market, are the Road Glide Special, Road Glide ST, Street Glide Special, Street Glide ST, Road King Special, and Ultra Limited. According to the certification document, Harley-Davidson will introduce Anniversary Editions for the CVO Road Glide Limited (FLTRKSEANV), Road Glide Special (model code FLTRXSANV), Street Glide Special (FLHXSANV), and Ultra Limited (FLHTKANV). Most of these anniversary models also received 115th Anniversary Editions in 2018, including the Ultra Limited pictured above. New for 2023 is a model designated as the “FLHFB”. The model code was previously used in the ’60s for the FLHFB Electra Glide, which makes us suspect that it will be 2023’s addition to Harley-Davidson’s Icon lineup. The 1965 Electra Glide was one of the last Harley-Davidson models to use the Panhead engine, but the first with electric start. The non-Special Road King, Road Glide and Street Glide, plus the Electra Glide Standard are not listed, which is no surprise as they weren’t offered in Australia for 2022; it remains to be seen whether these models, all powered by the 107ci Milwaukee-Eight engine, will be available in other markets including the U.S. The Trike lineup is also not included, as they would be part of a different certification file, so we’ll wait to see if the Freewheeler, Tri Glide Ultra or CVO Tri Glide will return for 2023. The new certification document does not show any changes to the engines, so expect the CVO and ST models to come with the 117ci Milwaukee-Eight while the rest of the touring lineup remains with the 114ci engine. There are also no changes indicated to certified tare weights, dimensions or wheel sizes compared to 2022. We expect the returning models and the 120th Anniversary Editions will be part of Harley-Davidson’s announcement on Jan. 18. The event might be a good time to reveal the FLHFB, though it wouldn’t be a surprise if Harley-Davidson saves it for a separate launch event. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Leaked: 2023 Harley-Davidson Touring, CVO and 120th Anniversary Models appeared first on Motorcycle.com. Source

I’m accustomed to begging scooters from the Big Four, from the companies I know – Kawasaki excluded since they don’t make a scooter – and hanging onto them as long as I can. You’d be surprised. But Honda may be sore after I crashed that last ADV150 while testing its tires over railroad tracks, even though I offered to buy it (at a discount, since it was crashed). Come to think of it, they may even be still sore about the Metropolitan we crashed in our 2002 Scooter Smackdown. Some of these huge corporations have impressively long memories, but atrocious short-term ones. Yamaha has no scooters in the current test fleet (frightening), and Suzuki has no Burgman 200s. Dunno what’s become of Kymco? There’s no love from Vespa. SYM Fiddle IV 200i Newly upgraded for 2023, Sanyang Motor’s mid-size Euro-styled scooter brings a lot of quality and value to the party Editor Score: 85.25% Engine 16/20 Suspension 13.5/15 Transmission 8/10 Brakes 9/10 Instruments 4/5 Ergonomics 8.5/10 Appearance 9/10 Desirability 8.5/10 Value 8.75/10 + Highs Nice aesthetics, great fit and finish Good handling, strong brakes Seems to be running stronger/ smoother with break-in miles – Sighs Maybe there’ll be more top end after she’s fully broken in? Two thin people fit; two un-thin people is airplane seating… One grows weary of the c-word: “cute” Excuse me for sounding like a broken record as I once again espouse the value of having a scooter around the house for all those little errands and outings, at least for those of us trapped in the city or the ‘burbs. A scooter saves wear and tear on your other vehicles, on your body, since scooters are light, easy to ride, and stress-reducing – and on the planet. Scooting to the store for a can of cat food, a box of wine, and a bunch of cilantro, or downtown for an Early Bird special after a grueling day on the ol’ Macbook, is just plain fun. It’s no Alps tour or Barstow-to-Vegas, but even a 10-minute motorcycle ride brightens the day. M.O.M. Finally staring into the abyss of having to spend my own money for a cheap two-wheeled conveyance, I found myself checking the usual online places for a used Honda Forza or maybe a Yamaha Morphous. Whereupon I stumbled upon HB Scooters, near me in Huntington Beach. What are these things? SYM? Lance? Genuine Buddy? I’ve been vaguely aware of them, but knew zero. I crossed fingers and tapped out a pathetic plea on the email machine. Two weeks later the excellent and smart people at Alliance Powersports were dropping off a new SYM Fiddle IV 200i and a Lance Cabo 125 at the casa, both with zero miles. Pinch me! They don’t even have a test fleet at the Alliance HQ in nearby Eastvale, California, but they busted open a couple crates for Motorcycle.com anyway. This is more like the treatment we grew accustomed to in the print days. And we don’t have to get into that whole China debate, because these scooters are both from Taiwan. Fiddle IV (click to zoom in) Let’s start with the bigger, more expensive SYM Fiddle IV 200i, and we’ll get to the Cabo 125 next week. SYM Fiddle IV 200i It looks like we’re going for that Vespa look, and why not, since the Vespa is pretty much the Ferrari of scooters. Actually, the Vespa GTS300 is, but the SYM’s 169cc engine puts it in the Vespa Primavera camp. Vespa rates that 155cc thumper at 12.5 horsepower and 9.1 pound-feet; SYM says its motor makes 11.8 hp and 9.2 lb-ft. Instead of being stamped from steel like the Italian brand, the SYM’s steel skeleton is covered in “European-styled” plastic, all of which fits nice and snug, and the Phantom Grey plastic on our unit is high class. The big round headlight and retro instrument pod carry on the classic theme, the taillight is a big LED unit, and the LED running lights are supposed to increase your visibility. The only stylistic faux pas would be the sore-thumb front blinkers and their bracket, necessitated by US regs requiring them to be a certain height from the ground. It doesn’t look like it would be hard to ditch them and attach the wires where the designer intended in the faired-in front: The bulbs are already there. Actually the instrument housing is kind of retro, but the LCD instrument itself really is more ‘90s cheap watch. At least the big speedo numbers are easy to read, and there’s also a gas gauge, odometer, tripmeter and a clock. There’s a USB port right down there on the left too. Release the Kraken The 169 cc air-cooled Single is reluctant to start from cold, even though SYM says its “perfect intelligence EFI Intelligent Injection System utilizes computer programs to calculate the oxygen content ratio in the air and control the fuel emission to achieve complete combustion, full power, rapid start-up, fuel efficiency, low pollution and acceleration enhancement. Particularly in respect of environmental protection, this system can help reduce pollution up to 30% and decrease fuel consumption by 15% without any catalyzer device.” I’m gonna guess without a catalyzer, she’s running pretty lean. You need to crack the throttle a bit to get the engine running from cold on 50-degree mornings, and it takes a bit of cranking. Once warmed up, the little Single fires right up and responds to the throttle fine. Sprightly even. But now that we’re used to everything having a catalytic converter, the smell of internal combustion hangs in the air. 169cc of air-cooled OHC Single-cylinder fury Unlike the careful prep a loaner Japanese scoot gets, the SYM only got released from its crate and ridden around a parking lot before being released into our clutches. We’re told there’s a simple idle adjustment screw on the side of the throttle body to make starting from cold easier, but I’d need to remove the “seat bucket” to get to it, which appears pretty easy. But, as it turns out, after a couple weeks of riding around and getting 60 break-in miles on the little dear, she starts easier and runs better/smoother: the smell of fuel during warm-up is way less noticeable. I know the computer in my car has to relearn things whenever the battery is disconnected; maybe that ECU learning sophistication extends to scooters now? Your ceramic-coated cylinder is via a “special compound-electroplating process to disperse Ni (nickel) particles and SiC (silicon carbide) particles on the cylinder wall together, which forms a particular cylinder with the compound-electroplating layer (Ni/SiC), and brings the quality to excellence.” Sanyang Motor SYM is not some fly-by-night mom and pop shop. As well as producing scooters, small motorcycles, and ATVs, Wikipedia informs us that Sanyang Motor, SYM, also manufactures Hyundai automobiles and mini-trucks. It was Taiwan’s first motorcycle producer when it began building bikes for Honda in 1961; later, it built small Honda cars. In 2002, the Honda relationship was replaced by the Hyundai one, which has become a pretty successful automobile manufacturer. Let us scoot The step-through design means you don’t have to be tall at all to clamber onto the nicely padded 29.5-inch seat, and once I’m up there, I can’t touch much more than both sets of toes down at once at the end of my 30-inch legs. While there’s room and nice aluminum flip-out footpegs for a passenger, there’s not as much room as on a Honda PCX150: That, or we’ve both put on a few pounds in the last year. In fact, we’re probably bumping right up against the SYM’s 333-pound max capacity. Wheelbase is 52.4 inches, which is actually longer than the PCX’ 51.7 inches. Vespa’s Primavera 150, which the SYM most wants to be, has a 52.7-in. wheelbase atop its 12-in. Wheels. One nice thing is, unlike most Japanese scooters which have ways to keep Americans from hurting themselves, you can let the Fiddle warm up on the sidestand – though it comes with an easy-to-use centerstand too. Away you go. The CVT, of course, means you’re shiftless. Twelve-inch wheels at either end provide a perfectly adequate compromise between stability and quick handling, though quick handling got the better part of the deal. Altering course is as quick as thinking about it, but everything hangs together anyway leaned over on broken pavement with the gas pinned. SYM is proud of its A.L.E.H “Anti-Lift Engine Hanger System,” which it says enhances stability, especially while accelerating and braking. Cruising surface streets in the 40 to 50-mph zone feels like the sweet spot. Tucking in a little behind the front cowl, I saw 63 mph on the digital speedo before I ran out of road, pretty much tapped out; my iPhone GPS says it was actually 57, and disagrees wildly with the SYM speedo much of the time. (As she breaks in, I’ve seen 65 mph indicated a couple of times.) Either way, you don’t wanna Fiddle around on the freeway except for very short stretches. Advantage PCX150 again, which we clocked at 69 mph. (In fairness, we trusted the Honda’s speedo, which was probably a mistake, but is said to be pretty accurate by other publications.) Off the line, though, the Fiddle’s pretty feisty/torquey. Suspension is basic but perfectly okay, with a skinny telescopic fork and twin coil-over shocks out back, preload adjustable. Feels like about three inches of travel at both ends, and the ride’s about what you’d expect with 12-inch tires and the engine acting as swingarm. Actually, it’s better than it oughta be, and it’s so nimble you sort of ride a scooter like a hardtail – use your skills, look for the smooth line. The “combined braking system” is surprisingly good: the left lever applies the 226mm front disc and the 220mm rear, while the right lever works the front disc only and its two-piston slide caliper. You only need the front most of the time, but grabbing both levers slows the Fiddle surprisingly hard. There is no steenking ABS. In other words, all systems are go on the Fiddle IV: engine, suspension, brakes all perfectly good, and no rattles, squeaks, weird vibes, clunks, or harshness. This feels like a first-world product. Stow it Clicking the ignition key easily to the left pops the seat open, under which there’s enough storage for a couple bags of groceries or a backpack and a Happy Meal. Careful the seat doesn’t flop back down onto your arms, since there’s no strut (Honda’s PCX has a strut to keep you from accidentally decapitating your gerbil, even though the manual says no pets in there). You quickly learn to flip the seat over center, where it stays. Unless the fork turns left and bumps it down onto you. I can fit my size L open-face Shoei in there, but not a full face: No worries, as there are two helmet hooks at the front of the seat, right next to its hinge. A box of delicious Vella Merlot measures 9 x 11.5 x 3.75 inches. There’s a really handy hook that pops out from the front apron to carry a bag or two or your purse, and the wraparound grab bar gives plenty of bungee net attachment points for lugging bigger objects around. There’s also a SHAD-designed color-matched top box available for $199. Bottom line The reason you buy a Chinese or Taiwanese product over a European or Japanese one is, let’s face it, you’re a chiseler. The official suggested retail price is $3,599, which compares very favorably to the $5,499 Vespa Primavera 150 the Fiddle IV is sincerely imitating. And in fact the Primavera doesn’t look much different than Vespa’s top-of-the-line GTS 300 HPE to the casual observer, which sells for $7,799. Hang stuff from the hook, 1.6 gallons of fuel lasts a long time, and there’s your USB port. On the SYM, you’ll be snubbed by the real scooterati, but no one else will know, and saving that kind of money maybe you won’t care? If it’s that classic Italian style you’re after, the Fiddle IV’s a perfectly good scooter that feels like it will hold up just fine – and comes with a two-year warranty. My personal problem is that I don’t really need Vespa styling, I just need the best scooter. And in this size/price range, the Honda PCX150 that popped up a couple times in this review would be hard to pass over: The PCX is only $300 more than the SYM, at $3,899. I’m down with the Honda’s more modern sporty looks, and I’m even more down with its 10-mph top speed advantage, and its 14- and 13-inch wheels, which give it a better ride and composure. But, if you like the cut of the SYM’s jib and won’t be needing more than 60 mph, in the couple of weeks I’ve been enjoying it, I haven’t yet uncovered any reasons at all why you wouldn’t settle into a beautiful long-term relationship. I’m only not delaying giving it back because SYM said they’d maybe replace it with their new Jet 14 200i, which is a bit more PCXey. Christmas came a bit early this year for little Johnny. In Gear Helmet: Arai XD4 Communicator: Cardo Packtalk Bold Jacket: Spidi Clubber Pants: Rokker Tech Gloves: Spidi Clubber Boots: Alpinestars Anaheim (defunct) 2022 SYM Fiddle IV 200i MSRP $3,599 Engine Type 169cc air-cooled OHC Single, electronic fuel injection Bore and Stroke na Compression Ratio na Crankshaft Horsepower 12.2 hp @ 7500 rpm (claimed) C/S Torque 9.21 lb/ft @ 5500 rpm (claimed) lb/hp 21.9 lb/torque 29 Transmission Continuously Variable Transmission Final Drive Belt Front Suspension Telescopic fork Rear Suspension Twin shocks, adjustable for spring preload Front Brake 226mm disc with 2-piston slide-type caliper; Combined Braking System Rear Brake 220mm disc with 1-piston caliper, Combined Braking System Front Tire 110 / 70 -12 Rear Tire 120/70 -12 Rake/Trail na Wheelbase 51.4 in. Seat Height 29 in. Curb Weight (Claimed) 267 lbs. Fuel Capacity 1.63 gal. Fuel mileage, observed 76 mpg (still breaking in, small sample!) Colors White, Matt Stealth, Sky Blue, Phantom Gray Warranty 24 months Unlimited Miles with Tire to Tire Parts & Labor Warranty Assurance We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post SYM Fiddle IV Scooter Review – First Ride appeared first on Motorcycle.com. Source

Nothing succeeds like excess – and by concocting the 2023 M 1000 R (or “MR’ as they’d like us to call it), BMW is doing its best to confirm the truth of that axiom in a two-wheeled context. How else to characterize a Naked-as-Nature straight-Four hotrod with upright handlebar and no screen, which has a 14,600 rpm redline and produces a claimed 206.5 hp at 13,750rpm, with claimed peak torque of 83.3 lb-ft at 11,000rpm, that has a homologated/proven top speed of 174 mph and weighs just 438.7 lbs with all liquids, including a full 4.4-gallon tank of fuel? Consider that just a decade ago the factory S1000RR Superbike racer which BMW’s works riders Troy Corser and Leon Haslam raced in the 2011 WSBK series produced 216 bhp at 14,900 rpm, and it’s clear that the new MR super-roadster is a statement of intent that can’t be ignored. In what’s surely the most competitive model segment in real world road riding right now in terms of performance and allure, with the debut of the power-up M-version of its existing S1000R roadster producing a “mere” 162 hp, BMW is throwing down a “beat-that” gauntlet to its Ducati, Aprilia, MV Agusta, and KTM rivals for the normally aspirated SuperNaked crown – as well as anyone else thinking of joining the party. Like Yamaha, maybe, did I hear you say? BMW has achieved this by essentially transplanting the engine, lean-sensitive electronics, suspension, and much of the transmission from the latest version of its S1000RR Superbike contender, to create the excessive excellence represented by this new aero-equipped uber-Roadster. Two Bikes in One And it’s done so without detuning that hardware or downgrading the software in any way, simply delivering what amounts to two bikes in one by the smoothness with which something that’s happy being ridden around towns and suburbs at lower revs and everyday speeds, is transformed on the open road into a fire-spitting missile of a motorcycle at anywhere above its 8,000 rpm super-power threshold. But as a 150-mile ride on the BMW press launch along the superb but deserted pork-barrel roads of southeast Spain, followed by a disappointingly scant four laps of the Almeria circuit confirmed, the result is a motorcycle which will surely out-perform any customer Superbike-with-lights anyplace you care to ride – except on a racetrack with sustained high speeds, where the virtues of a lower, more streamlined riding position and more focused racetrack handling, will assert themselves. But on a tight track like Almeria minus its kilometer-long main straight, I’d bet most expert riders could lap faster on this Naked Superbike than on the S1000RR it’s essentially derived from. The MR’s aggressive appearance is directly derived from the heavily revamped S1000R that BMW introduced in 2021, and it retains the twin-beam Flex Frame aluminum chassis of that stock roadster with the 80 x 49.7mm DOHC 16-valve Euro 5-compliant wet sump in-line four-cylinder 999cc engine whose cylinders are inclined forward 32° from vertical, acting as a fully stressed chassis member. Its four titanium valves per cylinder (33.5mm intakes with hollow stems/27.2mm exhausts with new springs and a different exhaust cam profile) are operated by finger cam followers via the ShiftCam variable intake system which BMW introduced in 2019 on the 1250GS, then on the S1000RR, but hadn’t yet included on any Naked model. Until now. Shifting Cams This combines both variable valve timing and differential valve lift, all in the same package, as a means of optimizing cam timing and duration for what you’re asking the engine to do. For part-throttle openings, or lower down in the rev range, the intake cam has a shorter lift and reduced duration, meaning the valves are open less. But ask for more throttle or higher revs, and the cam shifts sideways, bringing into play a higher lift, longer duration cam lobe, more suited to outright performance. This has been a feature of the S1000RR for some time, and is a key element in the MR’s best-of-both-worlds demeanor. It delivers an increase in torque and pulling power in the lower to medium rev range, while simultaneously offering a gain in peak power. This allows the MR engine to offer almost the same high torque in the lower and middle ranges as the S1000R motor, but with the same peak power as the RR. See what I mean about two bikes in one? To complement this, much attention has been paid to tailoring the Superbike’s transmission to suit this punchier Roadster application. Overall gearing has been lowered significantly with a 2T bigger rear sprocket, up from 45T to 47T, so you can dial up the revs more easily to access that extra power and torque, while internal ratios of the six-speed gearbox have also been altered, with lower 4th, 5th and 6th gears for meatier acceleration. But there’s still the same slipper clutch and two-way powershifter, whose shift pattern can be quickly swapped to a race-pattern format, if desired. An all-new Akrapovič exhaust with titanium silencer is fitted as standard, as is the M Endurance chain developed in BMW’s official World Endurance team effort. Wing-footed Deities Highlighting the extra step in performance are the two imposing winglets mounted either side of the cockpit, and thus in your peripheral view at all times, just to remind you what you’re riding. These aren’t a mere styling feature, but produce genuine downforce at the front end, say BMW engineers, adding a claimed 24 lb of thrust onto the front wheel at 137 mph, thanks to being mounted on a subframe aka “substructure” which transmits that force into the chassis, and thereby to the front wheel. This helps reduce wheelies, so improves acceleration, as well as enhancing front tire grip during braking and cornering, and although the winglets inevitably add drag, the engine’s extra power more than compensates for that. On the M Competition Package version of the MR there’s an additional wind deflector to direct airflow over the rider, plus an optional windscreen is available as one of the several dedicated MR accessories. Speaking of which, the MR lists at $21,345 in the U.S., $7,400 more than the standard S1000R – but to obtain the M pack (black paint, carbon wheels, adjustable M-footrests and additional carbon parts, including front and rear huggers, chain guard and tank covers, plus that deflector) and thereby save another 3.5 lbs in weight, you’ll need an additional $5,090, pushing the price to $26,435 – although all of those items may be purchased individually as accessories. By comparison, a Ducati Streetfighter V4 lists at $22,095 – though the S version is $27,595! – while an MV Agusta Brutale 1000RS comes in at $26,600, but the RR variant is $33,800. A KTM Super Duke R is $19,599, and the Aprilia Tuono 1100 Factory which for many still leads this SuperNaked circus retails for $19,499 – practically a bargain! The MR has an evolved electronics package with of course a Ride by Wire throttle offering five different riding modes – Rain, Road, Dynamic, and Race, plus Race Pro which also gets three levels of throttle response and engine braking options. These, combined with a triple-axis, six-direction IMU, control the array of rider aids, most of them switchable: Cornering ABS Pro, multi-stage DTC, engine braking adjustment, anti-wheelie, hill start assistance, launch control, cruise control, a lap timer, three-stage heated grips, a pit lane speed limiter, engine braking torque control (MSR), and the Dynamic Brake Control (DBC), which offers additional assistance during emergency braking. Safe! The more adept or just plain brave will also appreciate the Brake Slide Assist system that lets you maintain a constant slide into a corner by limiting rear brake pressure and rear wheel slip to achieve a controlled, pre-determined drift angle, before the lean-sensitive ABS cuts in. Let’s just say I needed more practice than just four laps of Almeria to get dialed in to use this! The MR also gets fully adjustable new Marzocchi suspension, including a blacked out 45mm upside-down fork offering 4.7in of wheel travel and a rear monoshock delivering 4.6in of travel, on both of which electronic Dynamic Damping Control (DDC) is standard, linked to the bike’s riding modes. So, in Rain and Road, the damping is more comfort focused, with Dynamic, Race, and Race Pro each representing one stage stiffer towards fully track-orientated settings. You can tune each mode to suit your own preferences, or switch between the different settings for riding solo or two-up, via the suspension menu on the TFT dash, accessed via BMW’s familiar wheel on the left ’bar. And switching between the different riding modes on the move via the switch on the right ’bar is simple and effective. The MR’s quite conservative chassis geometry, with a 57.1-in. wheelbase, a 24° fork rake and 3.8 in. of trail, is presumably aimed at stability which, thanks also to the winglets, is delivered in spades. My four measly laps of the Almeria circuit provided a great tester of that, holding the throttle nailed open on that kilometer-long ribbon of Spanish blacktop. Unless your name is Dani Pedrosa, there’s a limit to how far you can tuck yourself down flat on the “tank” to minimize the windblast that your upper body will inevitably face, and that’s usually a recipe for the front wheel to start wandering, as your arms are tugged this way and that by your shoulders catching the breeze in the absence of any bodywork. Not on the MR at the 160 mph speed I saw briefly on the 6.5-inch TFT dash before chickening out and slamming on the brakes for the second-gear 90° right-hander at the end. It sat steady as a rock each lap all the way down the straight, even when I got zapped by one of BMW’s factory Endurance racers I was sharing the track with, when the brief flap of the “bar caused by his slipstream was swiftly annulled by the MR’s adjustable steering damper. I must have given him a nice upright air pocket to draft me in for a few milliseconds, though! Back out in the real world on the Spanish highways, the MR’s tallish 33.1-in.-high seat (there are lower 31.9-in. and higher 33.5-in. options) and the flat handlebar mounted on 3.1-in. risers cast into the upper triple clamp delivered a great straight-backed stance for my 5’10” stature, with just a slight forward inclination to grasp the meaty grips. Thanks to the astute narrowing of the stepover at the front of the seat I could easily put both feet on the ground at rest – hence the big difference in the height gap between the stock seat and the lower one, because I reckon lots of potential shorter customers will surprise themselves when they sit on this bike for the first time, in how relatively easily they can feel at home. Of course, you can link your smartphone to the screen via Bluetooth, and the free BMW Motorrad Connected app also offers point-by-point navigation directly via the great-looking easy-to-read TFT screen. Controls are light and precise, as you expect from BMW, and the quickshifter works perfectly – it’s not too sensitive, but practically intuitive. So, you only need to use the clutch when departing or arriving at the scene, or in slow traffic, which is just as well, as it’s quite a heavy pull. Rather improbably, because it looks so butch, this is a silky SuperNaked with a smooth, seamless power delivery off the cam, i.e. anywhere up to eight grand on the TFT dash. There’s another more track-focused display with stuff like lean angles, brake pressure, DTC intervention and suchlike, too. Monstrous torque But where the MR really scores is not so much the power, though there’s plenty of that even lower down the revscale, but in its torque delivery. Top gear roll-on from only just off idle is monstrous – there’s not much difference in outright maximum torque between the MR and the S1000R, but the ShiftCam system allows BMW to give you much more grunt at lower to midrange revs, without sacrificing anything up top. Above 5,000 rpm, there’s a notably greater appetite for revs – but then, just over 8,000 rpm, things get really exciting, as the motor takes off towards the 14,600 rpm rev limiter with an explosive but controllable intent that can’t be denied. Acceleration is both thrilling and all-consuming, with your upright stance somehow making it all the more riveting. This is a seriously fun ride, which does vibrate a little over 8,000 rpm, but to be honest, you have other things to worry about at the speeds you’re going at! Mono y mano It’s a ride that makes you glad that, at the other end of the straight you just fast-forwarded down, you have such excellent brakes on the MR, sourced from the M1000RR Superbike. The qualities of these Nissin monoblock fixed radial brake calipers so nicely anodized in blue with the “M” (Motorsport) logo in gripping the 320mm floating front discs, with a single-piston floating rear caliper biting on a 220mm fixed rear disc, were repeatedly demonstrated by the totally confidence-inspiring way they hauled the MR down from high speed, yet allowed you to just finger the radial master cylinder’s lever lightly at slower speeds to come to a halt in traffic. The adjustable radial master cylinder’s lever is designed to flip up rather than snap off in a low-speed crash. But ironically I found I didn’t need to use it much in successive hillside twists and turns, because the mapping of the engine braking control map was so well chosen – truly stellar. You can enter a third gear bend too fast to get round, back off the throttle to recover from your error, and before you’ve actually used the brakes, you realize that the MR’s electronics have gone and done it for you, by delivering just the right amount of engine braking to take the turn. Moreover, they’ll also close the corner entry for you, so that you’re back where you ought to have been in the first place, but for your excess of ambition. Uncanny! Despite its weight, and bulk, the MR’s steering is light but precise, which was especially noticeable flip-flopping from side to side through a series of turns, without any sense that the bike wanted to tip into an apex – it allowed quick, easy changes of direction that were all but intuitive, and certainly not hard work. A key aid in doing so was almost certainly the Bridgestone RS11 17-inch tyres; the rear 200/55 was specially developed for the BMW. Helped by the great leverage from the taper-section one-piece handlebar, their rounded shape really assists the MR in changing direction effortlessly, with good feedback especially from the 120/70 front via the stock fork settings that I didn’t alter. This is a really agile motorcycle, despite its physical bulk. I was also on the lookout when I first set out for Bridgestone’s traditional slow warm-up time in cool-ish 60°F early winter Spanish riding conditions, but I must admit, this wasn’t an issue here, so maybe they’ve licked that problem. And the suspension was excellent, especially its response to the BMW being chucked into a third-gear apex with a downhill approach, where the electronic fork didn’t bottom out, but just sucked up the ridge in the pavement immediately afterwards as if it didn’t exist. As the day went by, I experimented with riding modes and settings, and after starting out on Road while I got used to the MR, I then switched to Dynamic, which had a crisper, sharper throttle response, as well as stiffening up the suspension nicely for the smooth surfaces of those lightly traveled roads. Rain is what it says on the label, but we didn’t get any – I ended up using Road for riding in town – and Race had too sharp a pickup from a closed throttle to use on the street, whereas it was excellent for my four-lap track taster. Mbued with quality As always with BMW’s M-range, build quality on the M1000R is phenomenal, and the whole bike is optimized down to the last detail. Even the bar-end mirrors are made of forged aluminum, and the massed integration of cables and hoses to produce such a clean-looking device is really praiseworthy. You get the feeling that a lot of thought went into making this motorcycle. The BMW M1000RR uber-Superbike introduced two years ago was the first M-motorcycle from the German manufacturer, complementing its line of iconic high performance cars bearing the M-badge to have been produced over the past 40 years. The man widely credited with re-establishing BMW’s “M Performance” customer motorsport division back in the 1980s was the late, great Karl-Heinz Kalbfell, who worked at BMW from 1977 to 2004, before moving to Italy to head up Alfa Romeo and Maserati. Besides also being the man who played a key role in relaunching MINI and Rolls-Royce under BMW’s ownership and took BMW into Formula 1, he was one of the most avid of the many hardcore motorcyclists in BMW’s top management, but was tragically killed at Brands Hatch in 2013 racing his Matchless G50 in a British National Historic Championship event, aged 63. I was honored to know him and to have raced against him several times at the Goodwood Revival and other events, at which he was a jocular paddock presence with a passion for two wheels. We often talked about BMW Motorrad’s ongoing process of reinvention since the start of this century – a process epitomized by the debut in April 2008 of the S1000RR, BMW’s long-awaited first four-cylinder motorcycle. Karl-Heinz insisted it was only a matter of time before his former colleagues delivered an M-series motorcycle, and I’m sure he was smiling looking down at the debut of the M1000RR Superbike. But he’ll have been dancing on the tables of Heaven when BMW Motorrad launched the M1000R, for in my opinion after riding it, this is truly a motorcycle fit to wear the M-badge, denoting that irresistible blend of leading edge performance engineering with real-world sporting road manners. Stolen Thunder? I’ve long regarded the Aprilia Tuono 1100 Factory as the ultimate motorcycle currently available for everyday real world use, and until now, I haven’t felt any members of the so-called 200hp Club have toppled it from its rostrum. But after riding the 2023 BMW M 1000 R, I reckon the Tuono’s day may well be done. A comparo beckons! BMW M 1000 R Engine Liquid-cooled inline 4-cylinder Capacity 999cc Bore x stroke 80.0 mm x 49.7 mm Power 205 hp at 13,000 rpm (claimed) Torque 83 lb-ft. at 11,000 rpm (claimed) Max. engine speed 14,600 rpm Compression ratio 13.3:1 Fuel Power rated at 98 RON. 95-98 RON knock control Valvetrain DOHC, valve actuation via single cam followers, BMW ShiftCam variable intake cam control Valves per cylinder 4 Intake / Exhaust valve diameter 33.5 mm / 27.2 mm Throttle body diameter 48 mm Engine control BMS-0 Emission control Closed-loop three-way catalytic converter Alternator 493 watts Battery M lightweight battery 12v / 5 Ah Headlamp LED free-form twin low-beam, LED free-form high-beam Starter 0.8 kW Clutch Self-reinforcing multi-plate anti-hopping oil bath clutch, mechanically operated Gearbox 6-speed, constant-mesh Primary ratio 1.652 Transmission gear ratios I 2.647 II 2.091 III 1.727 IV 1.5 V 1.36 VI 1.261 Secondary ratio 2.706 Rear wheel drive type Chain Frame construction type Aluminum composite bridge frame, engine self-supporting Front suspension Upside-down telescopic fork, 45 mm slide tube diameter Spring preload, rebound and compression adjustable Rear suspension Aluminum double-sided swingarm with central shock Full Floater Pro kinematics Suspension travel front / rear 4.7 / 4.6 Wheel castor 3.8 Steering head angle 24.0 Brakes, front Twin M 320 mm / 12.6-inch floating disks; 4-piston fixed calipers Brakes, rear Single 220 mm / 8.7-inch, two-piston fixed caliper ABS BMW Motorrad ABS Pro, partially integral, disengageable Traction control BMW Motorrad DTC Wheels Standard forged alloy Optional M carbon fiber Wheels, front / rear 3.50 x 17 / 6.00 x 17 Tires, front / rear 120/70 ZR17 / 200/55 ZR17 Length 82.3 inches Width 32.0 inches Wheelbase 57.1 inches Seat height 33.1 inches Curb weight 438.7 pounds (claimed) Fuel tank capacity 4.35 gallons Service Intervals 6,000 miles Valve Check Intervals 18,000 miles Become a Motorcycle.com insider. 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BMW Motorrad is commemorating its 100th anniversary with the release of Special Heritage editions of the R nineT and R18. BMW will produce 1,923 units of each model, recognizing the debut of the brand’s first motorcycle, the R 32, in September 1923 at the German Motor Show in Berlin. Both models come with a number of chrome and Option 719 parts, including some milled pieces and several paint-on-chrome surfaces. The use of chrome recognizes its historical use in motorcycles, particularly from the 1920s and onwards. The R18 and R nineT 100 Year editions with the R 32, BMW’s first motorcycle. The painted chrome elements actually posed a new challenge that BMW didn’t face in the past with classic models like the R 75/5, because of changes in paint technology. In the past, manufacturers used solvent-based paints which worked well with chromium, but modern solvent-free paints are more finicky. For the 100 Year editions, BMW had to use a REACH regulation-compliant Chromium III process that requires the metal surface to be polished to a high gloss and be free of dust and scratches. The parts then had to be immersed in various electroplating baths to add layers of copper, nickel, and chromium. Paint can then be added in several layers, with a final clear coat added at the end. For the U.S., the 2023 BMW R 18 100 Years is priced at $18,990, plus a $895 destination fee. The R nineT 100 Years is priced at $19,995 plus a $695 destination fee. Both models will be available in the first quarter of 2023. 2023 BMW R nineT 100 Years The R nineT 100 Years edition features a chrome tank with black paint and white double pinstriping, plus a two-tone black/oxblood red seat. The chrome parts are paired with black components such as the fork tubes, air intakes and Option 719 Classic black anodized rims. The milled cylinder head covers, front engine cover, seat holder, and oil filler plug are from the Option 719 Billet Pack Shadow collection while the adjustable hand levers, pegs, expansion tank covers and bar-end mirrors are from the Billet Pack Shadow II collection. The R nineT 100 Years edition comes standard with an adaptive cornering headlight, heated grips, cruise control, and Riding Modes Pro. An anti-theft alarm is available as an optional accessory. 2023 BMW R 18 100 Years The R 18 100 Years edition comes in a similar chrome and black look with double white pin-striping. The seat is also two-toned black and oxblood red, but is embossed with a diamond pattern. BMW calls the black color “Avus Black,” named for a 12.1-mile long high speed race track west of Berlin. Breaking up the black look is a number of chrome parts including the hand and foot levers, handlebar clamps, handlebar weights, mirrors, brake master cylinders, brake calipers, engine cover, cylinder head covers, and intake manifold covers. The R 18 100 Years also comes with a chromed Akrapovič exhaust with a perforated tailpipe trim shaped like the BMW logo. Standard features include Automatic Stability Control, Headlight Pro, cruise control and heated grips. Floorboards and an anti-theft system are available as dealer installed accessories. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2023 BMW R nineT 100 Years and R 18 100 Years Editions First Look appeared first on Motorcycle.com. Source

Entry level dual-sport has for a very long time existed in the void between categories, particularly when you consider folks who are shorter in the inseam. We all need to start somewhere, but for most who did not grow up riding, or maybe started exclusively on street motorcycles, the reality is that the entry-level engine size is often combined with the inability to comfortably touch the ground at a stop. That’s enough to deter all but the most stubborn of vertically challenged riders. Kawasaki is hoping to change this with the 2023 Kawasaki KLX230 S. 2023 Kawasaki KLX230 S Kawasaki’s answer to the need for a lowered intro-level dualsport motorcycle that doesn’t compromise on power or handling. Editor Score: 89% Engine 17/20 Suspension 14/15 Transmission 9/10 Brakes 8/10 Instruments 4/5 Ergonomics 9/10 Appearance 10/10 Desirability 9/10 Value 9/10 + Highs Lower seat height is perfect for those with a shorter inseam. ABS is only $300 more and is calibrated for dual-sport use. Battle Grey paint scheme is a fantastic addition to color options – Sighs Aftermarket protective options may need some time to catch up Digital dash could have more data available, like a gear indicator or RPM We’re having a hard time finding anything else to complain about Typically, entry-level dual-sport motorcycles with lower seats are forced into compromises to achieve the desired lowness, such as using smaller wheels, underpowered engines, and very basic suspension. While this is helpful initially, riders often grow out of the bike’s capabilities very quickly, and the bike starts holding them back from the skills they could have been learning on something more suited to a wider variety of terrain or the ability to achieve higher speeds. DANG, what a cool bike. Enter the Kawasaki KLX230 S. By equipping it with full size wheels (21 in the front 18 in the rear), the same KLX230 motor as the standard height version, and a full 2-inch lower seat height made possible by adjustments to the suspension height and chassis, Kawasaki is certainly making a play to fill that void. While the ground clearance is a bit less than the standard model – about eight inches vs 10 inches – one could argue that you don’t see enduro style obstacles on easily accessible trails. Beginner and even some intermediate riders don’t typically utilize the bike in such a way to require the extra suspension travel anyways. The KLX 230 S moved seamlessly from asphalt backroads to dirt dual track and back to highway again. While the standard KLX230 comes without ABS, it’s a $300 option on the KLX230 S that allows the rear ABS to be easily disabled with the hold of a button on the left side control housing.There is a non-ABS 230 S model offered, though limited only to the flagship Kawasaki green and white livery. Although the ABS does reset when the bike is cycled off, its easily accessible bright red button makes for a quick reminder to adjust: simply stop the bike and hold the button for a few seconds. The rear ABS button can’t be missed on the left side controls. Is this the answer to the intro-dual-sport question? For many new riders, absolutely. We were able to test this bike on a variety of terrain, from disintegrated asphalt on a twisty canyon road to a typical rocky ridgeline trail, fresh slick mud, and even loose gravel. I opted not to switch off the ABS for any of the riding portion, eager to see how the bike would respond to my still-slightly-learning reaction times. The only time I felt the ABS engage on the rear was when I was intentionally slamming the rear brake on roadside gravel. On the trail, I didn’t notice it hindering me in any way, and after learning that Kawasaki had intentionally calibrated the ABS sensors for dual-sport use, it was clear that for the beginner-to-average rider, it would be helpful in most common riding situations. While I (happily) didn’t get a chance to pick this bike up off the ground, I was pretty impressed with how balanced it felt. Maneuvering it to turn around on a tight trail was easy because the bike didn’t feel too top heavy or cumbersome. The low 32.7-inch seat height meant that stopping or dismounting on uneven terrain wasn’t as perilous as it could have been. Instead, it instilled confidence in my ability to pause as another rider cleared a rocky section and made it easy to hop off the bike to check out line options. For my 28-inch inseam and short arm length, I felt right at home on this bike. I’ve spent considerable time on a similar dual-sport at home – my 2021 Yamaha TW200. The difference between these was evident in a few ways, namely the engine power and the handling. While I am accustomed to the TW’s fat tires soaking up much of the terrain on trails, the suspension on the KLX made quick work of any line I took, whether intentional or not. The suspension on the 230 S is unique to this model specifically: in order to reduce the seat height without compromising the geometry and handling of the bike, Kawasaki developed a progressive spring for the rear, “made specifically [with] lighter and smaller riders in mind.” While the suspension itself is shortened, in both the front and rear, the capabilities of the spring itself are refined. For those who are new to off-road (like myself), discussion about tweaking compression or rebound often sounds like another language. To put it into words that are a bit more digestible for suspension-illiterate riders like myself: the rear spring is a two part spring with the majority of the spring reacting to the typical weight and speed needed for average off-road riding, the second more tightly coiled part of the spring comes into play when you ask a bit more of the suspension. At a taller obstacle or drop off or maybe hitting a rocky section at a higher speed, the tighter coil provides more resistance and prevents the suspension from completely bottoming out. Intro-level riders won’t be intimidated by the even throttle response and smooth braking. The 233cc four-stroke engine delivers steady power from the get-go. First gear lends enough low end oomph to tiptoe over rocks and through ruts without losing momentum, and a hesitant rider won’t be startled by clicking up into higher gears when the trail smooths out. Hopping on the highway for short sprints isn’t too painful either. Sailing along at a steady 65-70, the bike felt planted and stable with room in the throttle to move in a pinch. The two-gallon tank gives plenty of range, averaging a claimed 85-90 miles with a mix of on and off-road use. The Battle Grey colorway is an attractive choice, standing out in the sea of candy-colored options. Notable upgrades for the 2023 KLX 230 S line are the streamlined LED headlight assembly and housing and lockable toolbox located in the left side cover. For those who like to keep tools handy and your backpack free for snacks, this is a compartment that should come standard on all dual-sports. Does this bike do the right things for newer riders? Absolutely. When a motorcycle is designed with a particular rider in mind, it really does stand out in its category. The most important thing to a newer rider is how comfortable they feel with the basics. Sometimes, we forget that beginners spend more time starting and stopping, with pausing to assess the trail being part of the learning experience. The lower seat height on the KLX 230 S instills immediate confidence and is sure to make a world of difference for those who have spent more trail time panicking about finding an even spot or handy rock to balance on. For this 5’4” rider, the lowered seat height lends just enough room to touch ground on both sides. While some may argue that struggling with bike height is part of the learning curve of dirt riding, I’d love to cut it out completely. My own off-road learning experience was temporarily halted because I couldn’t find a bike I felt comfortable riding on my own, and it was only through chasing down a smaller bike that I was able to build some confidence and slowly work my way to some real skills. The 2023 Kawasaki KLX230 S dual-sport was purpose built with smaller riders in mind, without cutting out the important parts of its KLX lineage for a MSRP of $4,999 ($5,299 ABS). In Gear Helmet: Bell Moto-9 Mips Helmet Goggles: 100 Percent Strata 2 Goggles Jacket: Rev’It! Horizon 2 Women’s Jacket Pants: Atwyld Shift MX Pant (Unavailable) Gloves: Bilt Tempest Waterproof Gloves Boots: Alpinestars Tech 7 Backpack: Camelbak 3L Hydration Pack (Discontinued) 2023 Kawasaki KLX230 S Specifications Engine Type 4-stroke single, SOHC, air-cooled Bore x Stroke 67.0 x 66.0mm Displacement 233cc Compression Ratio 9.4:1 Fuel System DFI® with 32mm Keihin throttle body Ignition TCBI Electronic Advance Clutch wet multi-disc manual clutch Transmission 6-speed Final Drive Chain Frame High-tensile steel, box-section perimeter Front Suspension 37mm telescopic fork/6.2 in. of travel Rear Suspension Uni-Trak® linkage system and single shock with adjustable spring preload/6.6 in. of travel Front Brake Single 265mm petal disc with a dual-piston caliper, ABS Rear Brake Single 220mm petal disc with single-piston caliper, ABS Front Tire 2.75 x 21 Rear Tire .10 x 18 Rake 27.5° Trail 4.6 in. Wheelbase 53.5 in. Ground Clearance 8.3 in. Curb Weight 297.7 lb. / 299.9 lb. CA model (claimed) Seat Height 32.7 in. Fuel Capacity 2.0 gallons We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2023 Kawasaki KLX230 S Review – First Ride appeared first on Motorcycle.com. Source

Portugal is a great place to visit for a number of reasons, but it’s particularly accommodating for those who do it in the dirt. Compared to the rest of Europe, Portugal’s tolerance of off-road motorcycle riding knows nearly no bounds. It’s an excellent place for dual-sport and adventure motorcycles. Serpentine paved roads connect dozens of dirt paths just waiting to be explored – and I was fortunate enough to do just that on the 2023 KTM 890 Adventure. 2023 KTM 890 Adventure The standard 890 Adventure provides excellent performance at a reasonable price point – and that’s whether or not you’re comparing it to the field or just its longer legged bro. Editor Score: 89.5% Engine 19/20 Suspension 14/15 Transmission 7/10 Brakes 9/10 Instruments 5/5 Ergonomics 9/10 Appearance 9/10 Desirability 9/10 Value 8.5/10 + Highs Class-leading rider aids Powerful Parallel-Twin Low seat height – Sighs The transmission can be hit or miss (at least on this pre-production version) Even in it’s smoother throttle maps, the engine still feels Ready to Race Pay to play features The last time I rode KTM’s base model middleweight adventure bike was during the 790 Adventure/R introduction in Morocco. We spent half of a day on the 790 Adventure on mostly sand strewn two-lane highways with a little time off the side of the road in sandy, flat terrain. I wasn’t terribly impressed with the Apex suspension, but didn’t have time to try much adjustment either. KTM, of course, saved all the fun for the following day with the R model. To this day, that was one of the most fun and challenging press rides that I’ve attended; a great test of the motorcycle. Perhaps that’s why, this time around, KTM decided to have a press ride solely focused on the 890 Adventure – without the R hogging all the fun. The two models are essentially the same for 2023 with the suspension, tires, and seat being the major differences. So, like before, there’s still a good argument to be made for considering the 890 Adventure. New for 2023 As alluded to above, this is a revision year for the 890 Adventure platform. Redesigned bodywork, refined suspension settings, a seat with 10mm more foam, some electronic tweaks, and Pirelli Rally STRs pretty much round out what’s new for 2023. We still don’t have pricing, but in 2022 there was a $1,200 price difference between the base ($13,399) and R ($14,599) models. There are plenty of accessories offered in the Powerparts catalog, more than 150, KTM says. While those changes might not sound like much, it does show that KTM has listened to customer feedback and implemented solutions to pain points (literally in the case of that seat). Making gains Hopping on the 2023 890 Adventure is like meeting up with that friend that you haven’t talked to in ages, but can easily pick right back up where you left off. We’ve spent plenty of time together over the years, and the latest iteration of the machine is familiar, but the best yet. KTM joked about using the redesigned windshield to look through in the rain, but I did find myself looking through the hole at one point to dodge roost from another heavy-wristed editor. The LC8c (liquid-cooled, eight-valve compact) 889cc engine is as good as ever. Former editor Tom Roderick once described the 790’s engine as “one of the best parallel-twin engines I’ve ever had the pleasure riding,” and the latest LC8c is even better. The motor still feels frenetic and eager to spin up but manages to also make traction impressively well (even without TC). When we last dyno’d the 889cc Twin, it spat 91.5 horses and 64 lb-ft of torque to the rear wheel. The engine is smooth with mid-range punch that pulls hard toward redline, goading you into liberal use of the throttle. Most of the time the transmission shifts smoothly, though using the quickshifter still felt slightly notchy. Toward the end of our ride I had an issue shifting from first to second, where it would get hung up in neutral. The bikes we rode were pre-production machines, so hopefully that gets ironed out before full production. KTM says its focus when revising the suspension was to remove some of the initial harshness and to provide a more comfortable ride overall. I think they hit the mark. The big middleweight is still an excellent dance partner, too, thanks to its low-slung fuel tank and taut chassis. The 43mm Apex suspension takes the place of the R’s XPLOR stuff, but you still get eight inches of travel at either end and full adjustability. Without riding the 2023 bikes back-to-back it’s hard to say, but with my previous experience, I’d personally still pop for the R for the extra travel and more refined damping. The 5.3-gallon rotational-molded, Acerbis-made fuel tank gets a bit more protection up front from revised aluminum protectors. We were told this fuel tank design holds 60% of its petrol at the lowest portion of the tank. We spent 50% of our time in Portugal off-road traversing everything from short stretches of deep sand to wet hard packed trails and some slippery mud. The only time I found myself wanting for more clearance during our ride was when I accidentally struck a boulder hidden in the shadows of the early morning light. The hit was hard enough that it launched both of my feet straight up a few inches off of the footpegs. On the road, there was some slight fork dive, but nothing that kept us from railing the 890 Adventure through open sweepers and hairpin corners – the 21/18 wheel combo also won’t stop you from having fun in the twisties. Plus, you’ll be thankful for it off-road. The brakes are also plenty strong enough on-road or off. Even with more adv-focused rubber, the bike is easily anchored down with good feel at either lever. The Pirellis Rally STRs are some of my favorite 50/50 tires. They provide surprisingly good traction on the tarmac, aren’t bad off-road, and they last much longer than other popular adventure tires. I was happy to see these new shoes on the 890. The extra 10mm of foam and reshaped seat seemed plenty comfortable during our ride, but we’d need a bit more time seated on the bike to confirm. It was nice to be able to reach the ground easily though, thanks to the two-position adjustable seat (33 – 33.8 inches). During our longer stints on the road, the redesigned windshield and bodywork did an excellent job of reducing windblast from the knees up. I used an off-road helmet for this ride, which always has the possibility of being really annoying at highway speeds. Thanks to the new windshield and its anti-buffeting void, I never had an issue with the wind catching the helmet visor. KTM mentioned that the new aluminum bracing behind the front end is more robust, as well. The new bodywork also adds a more finished look to the bike from the side, which some folks seem to have really had a problem with previously. Two color options are available for 2023: Black with less orange, or black with more orange. Having both USB and 12v plugs around the dash is a nice touch. In addition to the wind protection, my favorite update KTM made to the 890 Adventure line was tying the ABS settings to the off-road ride modes. Previously, switching to Off-road or Rally mode had no effect on the ABS setting, which meant you had to also go into a separate menu to switch to off-road ABS (less intervention on the front wheel, off at the rear wheel). Now, off-road ABS is activated simultaneously when Off-road or Rally mode is selected (you can still switch between ABS options independently, if you prefer). I left the bike in Rally mode with the Street throttle response for most of our ride, as we were transitioning from pavement to dirt fairly often. The only time I stopped to turn off TC was before the deep sand sections. It was easier for me to just dial the traction control up or down with the left switch gear depending on the terrain. We also had a chance to lay our eyes, albeit briefly, on the new 790 Adventure which will be made in China via the brand’s partnership with CFMoto. More info about that can be found here. Of course we can’t forget the most controversial topic of the 2023 KTM 890 Adventure platform: demo mode. KTM is now giving new owners 932 miles (1500 km) to test the Quickshifter+, Cruise Control, Rally mode, and Motor Slip Regulation. Once owners have passed this mileage, the feature will be disabled the next time the owner shuts off their motorcycle. When asked why they added this feature now, KTM reps responded that they wanted to give owners the chance to test everything so they could better choose which features they would like over time. Graphics on the new five-inch TFT display have now been brought into line with the current-gen 1290s. The full-color graphics do a better job of describing visually what the changes you are making to the settings are actually doing (ie: as you dial back TC it shows the motorcycle stepping out further). The color and graphics also make it just slightly quicker and easier to select your preferred ride mode at a glance (Rally mode shows yellow sand dunes around the bike). It seems KTM has no trouble selling the R models out of its dealerships here in SoCal, but the base model can be found sitting here and there. It’s a tough proposition. For only $1200 more (in 2022 at least), the upgrade in suspension makes a lot of sense for riders looking for the ultimate off-road middleweight adventure bike. The Adventures have pretty well cemented themselves at that end of the segment’s spectrum. That said, I’m sure there are plenty of R models out there parked next to big, black, lifted pickup trucks adorned with farkles that only ever see the mean streets of the OC. If your ego will let you, and you’re not looking to really hammer your adventure machine off-road, would like to be able to touch the ground easier, and have a penchant for seductive Twins, there’s a good chance the 890 Adventure could be just the bike for you. In Gear Helmet: Alpinestars Supertech M8 Goggles: 100% Racecraft (discontinued) Jacket: Alpinestars AMT-10 Lab Drystar XF Pants: Alpinestars AMT-10 Drystar XF Gloves: Alpinestars AMT-10 Air HDry Boots: Alpinestars Tech 7 2023 KTM 890 Adventure Specifications Engine Type 2-cylinder, 4-stroke, Parallel-Twin, four valves per cylinder, DOHC, liquid cooled with water/oil heat exchanger Bore x Stroke 90.7 mm x 68.8 mm Displacement 889cc Compression Ratio 13.5:1 EMS Bosch EMS with RBW Cooling Liquid cooled with water/oil heat exchanger Horsepower 103.3 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 Primary Drive 39:75 Final Drive 45:16 Chain 520 X-Ring Frame Chromium-Molybdenum-Steel frame using the engine as stressed element, powder coated Subframe Chromium-Molybdenum-Steel trellis, powder coated Front Suspension WP APEX 43 inverted fork with adjustable rebound and compression damping; 7.9 inches of travel Rear Suspension WP APEX monoshock with adjustable spring preload and rebound damping; 7.9 inches of travel Front Brake Dual radially-mounted 4-piston calipers, 320 mm disc Rear Brake Single 2 piston floating caliper, 260 mm disc Front Wheel Spoked wheel with aluminum rim, , 2.50 × 21″ Rear Wheel Spoked wheel with aluminum rim, 4.50 × 18″ Front Tire 90/90-21″ Pirelli Rally STR Rear Tire 150/70-18″ Pirelli Rally STR Rake 25.9° Trail 4.3 inches Wheelbase 59.4 ± 0.6 inches Ground Clearance 9.2 inches Curb Weight 474 pounds, fully fueled (claimed) Seat Height Standard: 33.9 inches Low: 33.1 inches Heated Ergo Seat standard: 33.5 inches Heated Ergo Seat low: 32.7 inches Rally single seat standard: 34.1 inches Rally single seat low: 32.5 inches Fuel Capacity 5.3 gallons (0.8 gallons reserve) Fuel Economy 52.3 mpg (claimed) Service Intervals 15,000 km (9,321 miles) We are committed to finding, researching, and recommending the best products. 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Best Adventure Motorcycle of 2022: Aprilia Tuareg 660 It was a hard choice between winner and runner-up in the Adventure category which means we’re the real winners. There are so many great options not only in the middleweight category, but also the genre as a whole. The Ducati and Aprilia are two of the latest entrants into the segment and the Tuareg managed to eke out the win for precisely the reason we’ve seen it twice now in our MOBO selection – its exceptional value proposition. 2022 Aprilia Tuareg 660 Review – First Ride The 660cc Parallel Twin-powered Tuareg proved its versatility during our long ride off-road and on from Sturgis to Los Angeles during our August Showdown. It was Evans’ and my preferred steed for the long stints on the street and gave up little if anything when the trail got bumpy. Further showing its versatility was the fact that Evans and I had the same observations despite our different levels of off-road proficiency. Being able to adjust the electronics to suit the ride really helps the tailor the Tuareg for a large swath of riders. The fact that it’s smaller in stature and displacement also helps those new to riding or the ADV scene to feel less intimidated while allowing them to enjoy their first foray into the unknown. For Aprilia to knock it out of the park with the first really well-rounded adventure machine certainly deserves praise, and like we mentioned before, the Italian marque has managed to do so while providing a great value relative to any motorcycle segment – not just for an ADV bike. And it’s for those reasons that we’re giving the Aprilia Tuareg our Best Adventure Motorcycle of the Year award. Best Adventure Motorcycle of 2022 Runner-Up: Ducati DesertX Well, this is awkward. I feel bad giving the Ducati DesertX our runner-up award for Best ADV after it so competently helped me through hundreds of miles of sand, gravel and boulder-strewn washes at the 39th annual running of the LA-Barstow-to-Vegas dual-sport ride. The DesertX is absolutely the full package and its 937cc Testastretta 11° Desmo engine is a blast off-road. Whether you’re riding its low-end wave of torque or lettin’ ‘er sing that tune that’s more reminiscent of a trophy truck as you blast through the open desert, the motor is a peach in an adventure chassis. You also get a host of well sorted electronics that can be customized to suit rider preference. 2023 Ducati DesertX Review – First Ride And let’s not forget of course, this is Ducati’s first modern adventure machine that was purpose-built from the ground up to compete in the middleweight adventure class. The Multistrada is an amazing motorcycle, but it’s a tall sport touring bike (and our runner-up sport touring winner in Pikes Peak form) that, in some trims, has been massaged to perform better in off-road settings than it would otherwise. The DesertX was built as a dedicated adventure bike, and despite its size and weight pushing over 500 pounds, it manages to keep its composure better than most in any off-road setting – it also doesn’t shy away when you find a serpentine stretch of asphalt to connect the trails. It’s an excellent machine and well-deserving of being acknowledged as such. Motorcycle.com Best of 2022 Categories Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Best Adventure Motorcycle of 2022 appeared first on Motorcycle.com. Source

Let’s be honest, dual-sport motorcycles aren’t really designed for touring, despite my best efforts (here and here). The bikes are merely street-legal dirt bikes without much accommodation for creature comfort. So, spending 220-ish miles flat in the saddle from Las Vegas, NV to Palmdale, CA, mostly on Interstate 15, is a platform for cataloging discomforts, and after riding approximately 360 miles, mostly off road over the two previous days, my aches-and-pains were legion. Still, with sore muscles from my arms all the way down to the arches of my feet, why did I spend most of my time grinning as I cranked out the miles? I’d finally participated in the LA-Barstow To Vegas Dual-Sport Ride, an event that had intrigued me for over 25 years, which is 23 years longer than I have been actively riding in the dirt. Achieving life goals is always good, but somehow the physically-challenging ones accomplished after the half-century mark are even sweeter. MO Touring: Building A Lightweight Adventure Bike MO Touring: Building A Lightweight Adventure Tourer – Part 2  For this plan to work, though, I needed an accomplice, and I looked no further than Ryan Adams, who has witnessed quite a few of my off-road follies. While he didn’t surprise me by agreeing to ride the event, his choice of mount gave me pause. Rather than riding his personal KTM 500 EXC, he decided that nothing would do but a Ducati DesertX. Suddenly, I no longer felt I was the crazy one for attempting this ride. Ducati happily obliged Ryan’s request. The plan was a go. What I didn’t know at the time was that Friend of MO, Cait Maher, was preparing for a solo run on her Yamaha TW200. 2023 Ducati DesertX Review – First Ride Photo by Grumpy Cait’s struggle to find information about the event is similar to many prospective riders: A long series of trail rides and campfire conversations lead to submitting my registration for the 39th annual LA-Barstow-Vegas, the sleuthing preceding my registry was extensive – there is almost no information provided by either the LAB2V Board or District 37. The website leads to a simple one-page littered with sponsor logos and a ‘Register!’ button.. And that’s it. No FAQ, no previous routes, no inkling as to what terrain a registered participant should expect to ride throughout the 2-day mostly off-road course. I managed to interrogate friends who had previously ridden the 2019-2021 LAB2V routes, which prompted various responses including “Never again, I hated it” and “Hope you like sand.” Most actually had some interesting tips for utilizing bailouts and easy versus hard route options throughout the two days of riding. I tracked down the GPX files from the 2021 event and drove out to pre-run the first few hard sections. While it was initially pretty fun and flowy through the Calico Hills, it immediately turned into 25 miles of gross, deep sand, and quickly drained any previous confidence I had gained in the rocky sections. Ryan has similar issues with the lack of event information: If you’re not in the know as a veteran of the event, have friends or family that have ridden in it, or happen to work in the motorcycle industry with plenty of contacts who can fill you in, it’s really hard to find any information about the LA-Barstow to Vegas dual-sport ride. The websites are sorely out of date, the private Facebook group is difficult to parse reliable information from, and it seems the best source of information are write-ups, like these, from professional (ha!) publications. It’s probably my biggest complaint about the entire shindig – there isn’t a reliable place to find information about the ride before it happens year to year. Veteran riders may scoff at that, but for riders new to the event – experienced or not – it’s a barrier to entry that the folks putting on the ride don’t seem to consider. What is it about the LAB2V? The LA-Barstow to Vegas dual-sport ride shares DNA with an extremely popular Barstow to Vegas off-road race which started on November 25, 1967 with 617 riders in attendance. By 1974, the race had blossomed to 3,000 entrants plus their support crews and vehicles. Unfortunately, that number of riders bombing through the open desert caused extensive damage to the environment, and a 1975 environmental impact report caused the Bureau of Land Management to deny the event its permits, leading to roughly 10 years of unofficial rally skirmishes between riders, environmentalists, and the BLM. Although there was a Barstow to Vegas race allowed in 1983, the LAB2V, as we know it, began in 1984. Photo by Grumpy In 1983 Jim Pilon (known as the Godfather of the LAB2V) and Ed Waldheim began discussing doing a dual-sport event alongside the competitive and road event. (In fact, if it weren’t for Pilon and the LAB2V, we’d probably still be riding dual-purpose motorcycles, which sounds about as fun as roast beets. Pilon came up with the dual-sport name while trying to find a way to make this kind of riding sound more exciting. But I digress.) For the first year of the dual-sport ride, the event retained its Barstow to Vegas format and attracted just 49 riders. However, in the second year at the suggestion of AMA Amateur Competition Manager, Roger Ansel, Pilon added a day to the beginning, and the ride has been two days ever since. Somewhere between 1985 and 1987, the race and road portions fell away, leaving just the dual-sport ride as the entire focus. From its inception, the LAB2V has been put on by volunteers. In my interview, Pilon stressed that, particularly during the early years, it was him, friends, and family doing everything. Eventually, after skating under the radar of the BLM, the organization took notice and began to require permits. Pilon and Waldheim had to convince the BLM that the event wasn’t harmful to the desert, and over the years the requirements to get the permits have grown. And so has the number of needed volunteers. Yet, LAB2V perseveres as a volunteer operation that is now run by a committee of enthusiasts dedicated to the spirit of the original events by doing things like never running the same route twice. Next year, the LAB2V will celebrate 40 years of carrying the dual-sport gospel to riders from across the country and even around the world. This Aerostich SAE Thermostat saved me on the mornings. Preparation Although I’ve written two articles on setting my KLX300 up for off-road/adventure duty, I did make a couple of changes to the bike for the LAB2V. First, because my weather app was warning that the mornings would be in the mid-30s, I added an Aerostich SAE Thermostat and wiring for my Aerostich Electric Warmbib. My thinking was that I’d be generating enough internal heat for most of the ride and wouldn’t want a full vest layer. Instead, the bib would pump a little warmth into my core without baking me. The controller allowed me to adjust the power level from full blast at the start to just a trickle before the weather got warm enough for me to peel off layers. My second change was a big one. I knew from experience that the stock Dunlop D605 tires weren’t the best choice for sand, and when I contacted the Dunlop rep to ask for a DOT-legal recommendation, I was told that I should try the Dunlop GEOMAX EN91 enduro tires instead of the D606 option I expected. Looking at the tires, the reasoning makes sense. The block design is quite aggressive compared to the D606. The only question I had was about how durable they would be on pavement. The event, and the 230-mile ride home would tell me that. The Dunlop GEOMAX EN91 enduro tires were a huge improvement, and they look really good here after 560 mi., which included 250-ish of highways. Given that my philosophy of riding long distances is to be as prepared as possible without going overboard, I broke what I was carrying into two categories: tools/repair supplies and food/water/clothing layers. For the tools, I mounted up my Wolfman E-Base and Small Rollie Bags (reviewed here) plus a medium bag that I would put my street clothes in and have carried in a truck between hotels then lashed to the bike for the slog home. In the small rollies, I carried two tubes, a tool kit, a pump, and a first aid kit. MO Tested: Wolfman Motorcycle Luggage My Wolfman E-Base and Small Rollies carried tools and a first aid kit, neither of which, thankfully, were needed. On my body, I carried a Mosko Moto Wildcat 12L with Chest Rig. This nifty backpack, which I will review soon, had enough expandable storage to accommodate the water, food, and multiple layers of clothing I’d be taking. The coolest feature of the pack is the Chest Rig that placed my snacks, phone, and inReach Mini 2 where I could access them without taking the pack off. The Mosko Moto Wildcat 12L with Chest Rig puts hydration, inReach tracking, and a phone comfortably on your chest. In contrast to me, Ryan simply took the pillion off the DesertX and mounted up a tiny tail bag. Well, maybe a little more than that: I prepared for LAB2V the same way I prepare for most rides, by not giving it much more than a fleeting thought until a day or two before the event. Hell, I hadn’t even locked down a motorcycle until a week before the ride. Thankfully, the good folks at Ducati were more than willing to lend their new middleweight adventure bike for the task. Already shod with Metzeler Karoo 4s, the DesertX needed little preparation. I opted to remove the stock mirrors because they thread into the clamps that the clutch and front brake master cylinders connect to. I didn’t want to risk the clamps if the mirrors sustained damage. Rather, I swapped in a single Doubletake mirror on its own Ram ball mount. After that, I removed the passenger seat (which is finished underneath and not required to keep the rider’s seat attached) and strapped down a Kriega US-10 Drypack that would hold my off-road tool kit and additional layers during the event. Mounting up my Garmin Montana 700i was the final piece to the puzzle. MO Tested: Doubletake Mirror Review Cait had to do some additional planning due to the constraints of her TW’s range, and she was only riding Day 2: The TW200 has a 1.8 gallon tank, and based on my previous off-road adventures, I knew that my range was anywhere between 70-80 off-road miles. The average distance between the gas stops was 85-90 miles according to the rider info email sent out, so I knew carrying a bit of fuel was necessary. I went with a 1.5L Primus fuel bottle strapped to my luggage rack. I spent the night before the ride also mapping out key spots to stage my chase driver and spare fuel can, most often before some of the longer straightaways that would put me right at the limit of my range. While I knew running out of gas was unlikely, I also knew there was a chance I could get off course and run a few miles in the wrong direction…which ultimately did happen. Aside from the fuel, I didn’t carry much on the bike. Basics like zip ties, tape, extra Voile straps were easy to store in my 3L hydration pack, along with snacks, energy chews, electrolyte tablets, cash, and my Garmin InReach Mini 2. I ride very conservatively, so high speed crashes weren’t likely. At most I would be able to limp a flat tire or similar to an area where my chase vehicle could reach me. In the chase vehicle, I had a full tool set, spare tubes and parts, and a competent mechanic who could fix just about anything I had managed to break. Map courtesy Garmin. Day 1 – Palmdale, CA to Barstow, CA – 110 miles Because I had no experience with the GEOMAX EN91 tires on the highway, I opted to truck the KLX to Palmdale so that I could start the ride on completely fresh rubber. (In the end, it turned out that I didn’t need to.) The atmosphere at the Embassy Suites LAB2V HQ was that of festive chaos. People were unloading bikes – even doing repairs before the ride – checking in, and donning layers. The packet pickup and GPS map loading were efficiently handled. Since some of the more experienced riders treat this ride as somewhat of a race, Ryan and I, mostly I, opted to leave about mid-pack to avoid getting run over in the dust. Prior to the ride, this was a view of my bike that I expected to see quite a bit. This time, my side stand sank into the sand at a photo stop. Ryan recounts the start: After taking our time to be sure we had our bikes and kits sorted, we leisurely peeled out of Palmdale and headed for the dirt. Our first bit of sandy terra was a jeep road out of town absolutely littered with garbage for what felt like a few miles. Interspersed was a mixture of sand and deeper sand. Conditions were dry. So, dust was a factor. If you’re following someone too close and hit a dryer section, visibility could be quickly reduced to zero. I’ve ridden big adventure bikes in the sand plenty of times, but each time, depending on the bike, it takes some time to get my sand legs. With the entire first day basically consisting of low desert sand with whooped out sections and even the odd single-track, I’d say it was a good test of how the Ducati handles its namesake. Great sand practice in general for a big bike. Like I mentioned in my First Ride review of the DesertX, the machine does feel every bit of 500+ lbs (mine weighed 513 fully fueled before our ride), but the entire package allows it to stay composed really well in every condition I’ve put it through, which now includes more than 100 miles of sand over a day’s time. The initial part of the ride was all on streets to get the party out of the city and into the desert, and as is frequently the case, the transition between the two was filled with illegal roadside dumps. Ryan and I were lucky enough to avoid the garbage, but before we were even 15 miles into the trip, we passed several riders who’d gotten flats from the debris. So, when we first encountered deeper sand, I was relieved. I figured the dumpers wouldn’t venture beyond the nicely graded roads to break the law. Instead of watching out for garbage, I got to enjoy the desert opening up in front of me. This was a regular occurrence, I arrived hot and sweaty to see Ryan with his helmet off, eating a snack. “Ready to keep going?” As a neophyte dirt rider, I have suffered from a natural fear of sand, and I knew that I would be forced to ride through quite a bit during the event. My thinking was that I’d either arrive at the end of Day 1 more comfortable and accomplished in sand or as a broken shell of my former self. The good news is that the EN91s felt so much better in the loose stuff that I quickly got up to speed. While I never got to the point that I wasn’t holding Ryan back, I think that I did cut down on the amount of time he had to wait for me. (Though it still was considerable, at times.) Brimming with confidence, I saw my sand speeds rise, and I learned that it really is true that momentum helps with stability in the sand. Until it didn’t. In a wash with fairly deep sand, gravity gave me a refresher course on hitting the ground. One moment, I was riding along through a turn; the next, a rut grabbed the front wheel and threw me down on my head in the sand under a bush with enough force to partially separate my Shoei Hornet X2’s peak from the helmet. I literally saw stars for a moment before I jumped up to grab my bike to get it out of the trail. All the while, riders were plowing past me at a wide variety of speeds. Suitably humbled, I continued. MO Tested: Shoei Hornet X2 Review At the end of Day 1, a tire vendor was on hand to help out riders in need. Meanwhile, Ryan proceeded to muscle the DesertX through the sand, which we encountered with and without whoops for the rest of the day. When we arrived in Barstow for the evening, I was happy to have made it, but I was wondering what Day 2, with double the mileage, had in store for us. Map courtesy Garmin. Day 2 – Barstow, CA to Las Vegas, NV – 230 miles At dinner the night before, Ryan and I made a difficult decision: we would take a shortcut by riding directly to Baker, CA, from the hotel. Day 2 is so long that the organizers kept telling us to keep the stops short and to a minimum if we wanted to get to Red Rock Canyon’s challenging section before it closed for the day. We figured that since we had to shoot photos and a couple video standups (in addition to my pace), we might not make it in time. Riding through the “rock garden” of Red Rock Canyon was one of the reasons we were doing the LAB2V. Ryan’s perspective: Boy I wish that the heated grip button on the DesertX did something during our 32° hour’s ride on the 15 early Saturday morning – you’ll have to pay extra for the software to be turned on. Getting ahead of the pack by skirting to Baker on pavement was a bypass we were hesitant about initially, but it paid off big as the ride continued. We were bikes three and four through the checkpoint at Baker, and as we kept our pace up, we were rewarded with nearly clean tracks all the way through to lunch. With my chest pumped up from a good first day, I was feelin’ my oats, as they say, through Day 2 – so much so that I had to remind myself not to get too cocky. Thankfully, all went well. As Ryan noted, we did suffer for our decision because our route began with 60 miles of interstate in 32° F weather. (We celebrated when it hit 36° on the DesertX’s dash!) At one point we found ourselves parked on the side of the freeway, Ryan wrapping his gloves around the Ducati’s muffler and me dancing around waving my arms while still wired to my bike. After gassing up and checking in at Baker, we finally got off the pavement – and back into the sand. Ryan, as usual, blasted off into the distance down the straight, power-line road. Although I wasn’t as fast as Ryan, my sand speeds had shifted from 20-25 mph to 35-40 mph for everything but the really deep stuff. After endless miles and a few close calls on my part in the deep sand, we exited onto a paved road for a while. After a cold start, the day got markedly better for Ryan and myself. Cait’s morning got off to a rough start, and it never let up on her: Clearly set up for nothing but pain and glory, my frosty morning on Day 2 started at 6am, where I promptly lost my bike keys and spent about an hour tearing through everything in the chase truck to try to locate them. Once found, I hurried through the starting checkpoint with minutes to spare, where a very concerned B2V volunteer did not want to let me set out solo. Completely disregarding his misplaced worry, I headed for the starting hill, where I recognized the pre-run tracks I had ridden only a few weeks before. Flying through the rocky hills was exhilarating, all I had to do was keep up with the GPS, try not to fall over too many times, and I was sure to make it to the crown jewel of the ride – Red Rock Canyon just outside of Las Vegas. I made it to the end of my pre-run route without much ado, stopping by my chase Jeep twice to swap layers, fuel up, and crunch on some electrolyte tablets. Hopping back to the easy route post-meal in Baker was almost too easy – and very much too good to be true. Immediately I hit deep sand as far as the eye could see, and in a desert valley, that’s an incredibly long way. I had half a mind to turn around about 5 miles in after losing the GPS route and backtracking along what was clearly a goat trail. Freshly churned tracks told me I wasn’t the only one to make the same mistake that morning. Cait heads into the entrance of the Calico Hills. Photo by Gideon Perez Here was the point where I was starting to feel like skipping ahead was the better option, but since I was smack in the middle of nowhere… Well, I no longer had that luxury. If I had a dollar for every rider who stopped to tell me to “go fast, lean back” in that sand pit, I could buy a dirtbike that actually responds to “go fast, lean back”. If you’re completely unfamiliar with the Yamaha TW200, it does NOT respond to “go fast” or “lean back” in any meaningful way, especially when piloted by a small lightweight rider with a short arm span. After stopping to assess life choices, texting my chase driver “no longer having fun,” and buckling in for at least another two hours of sandy hell, I finally slogged though the last powerline road to pavement. Immediately I was met with a sweep team who assured me it was flat road to the next checkpoint at Sandy Valley. At this point, it was far too late. The sun was already hidden behind cloud cover, and I was maybe an hour’s pavement ride to a spot where I could meet my chase driver. Not to mention the temperatures had started to drop. I had to call it. I don’t want anyone to think I was disappointed at this point though. I had already done some of the hardest off-road riding of my very short dirt life – 160 miles through the Southern California desert is no small feat. Months of working out prior to this paid off in a big way, and as I pointed the TDub towards I-15, I couldn’t help but think “Well, at least I’m not too tired to party in Vegas.” The highest point of the ride was above 7,000 ft., offering spectacular views – and snow. While loading up the TW at a gas station at State Line, dirtbikes in various states of disrepair were scattered throughout the parking lot on assorted truck beds, trailers and hitch racks. I came across quite a few riders I had seen on the trail. All of us with the same slightly dazed and dusty look on our faces, those on ADV machines giving an especially knowing nod acknowledging that they may have picked an inappropriate tool for the task. From the desert into the mountains Our experience of the Easy Way, which Ryan and I were also taking, was quite different, and after the sand where Cait jumped off the course to head to the interstate, the route shifted to wide, graded dirt roads (with just enough nasty washouts to keep us on our toes) that headed up over the mountains and down into Sandy Valley for lunch. After that, we were on largely more well maintained roads until we got up to about 7,000 feet in the mountains where we switched back to jeep trails. The views were spectacular, and frankly, the rest from flailing in the sand was appreciated. All that remained to complete our checklist for the day was the rock garden. Photo by Grumpy More from Ryan: It was cool seeing another Ducati DesertX at the event. His was set up nicely and even featured a Lucky Explorer livery on it. I wonder what MV or Ducati would think of that… Either way, it looked good, and its pilot, Padu, had a big smile on his face everytime we interacted. He even noted we were both wearing FXR vests, so we basically looked like the factory team! Ha! One of the crew running with Padu wanted to do the hard route through Red Rocks, but the rest of the group didn’t. Since Evans and I had our sights set on it, Robert joined us for the last half of the day on his KTM dual-sport. Red Rock Canyon was the only Hard Way we took throughout the event. Being first timers with me on the lower end of the skill range and Ryan on a 500 lb. adventure bike, we didn’t want to get in too far over our heads. As tired as I was at the beginning of the road into the canyon, I know I made the right choice. Evans has finally caught up. Time to hit the hard part of Red Rock Canyon. And finally, the moment arrived. I thought I knew what to expect after watching numerous videos, but the camera flattens things out. The first rock steps I had to surmount had my pulse up before I even thumbed the starter. I was elated when I made it over the first step, but that immediately faded when I got stuck on the second. Fortunately, someone came to my aid, giving my front wheel a quarter-turn pull to help out my spinning rear tire – which was beginning to smell of burnt rubber. Ryan was right in the thick of things when I passed him: It was fun picking my way toward the crux of Red Rock to pass a group of dirt bikes on the DesertX while they decided to reconsider their passing through the hard route. Getting into the hardest portion of the route I ended up toppling over at walking speed. My short 30-inch inseam doesn’t do me any favors on big bikes in tricky terrain, not to mention once the big bike is past the point of saving, there’s not much to be done with all that heft. I had made my way toward a line that wasn’t going to work, so I had to turn around and reconsider. After muscling the big DesertX back to the beginning of the trail, I was able to clean the first section with ease (thankfully, because I was already plenty sweaty from getting the bike turned around). I ended up getting the rear hung up on a rock later, and a nice gentleman on a WR450 gave me a push. I saw him having the same issue so I found a place to park the Duc out of the way and went and repaid the favor. This is one of the coolest parts about riding an event like this. I didn’t ask for help, and he didn’t need to either. Everyone looks out for each other. One of the best views of the whole trip comes just after the rock garden in Red Rock Canyon. A celebratory moment! Strangely, after that first obstacle, my fear passed, and the garden became a puzzle in which I just had to figure out the proper line. I came close to falling over a couple of times, and really bashed my skid plate a few more, but I made it through the challenge, panting and dripping with sweat. My elation, however, was short-lived, as we still had to ride down the back side of the canyon into Las Vegas. I was spent. Exhaustion had set in. My legs were toast and could barely stand on the pegs, and my arms still functioned but screamed at me every time I hit the brakes on the downhill. Meanwhile, more experienced riders were passing me, riding over the same rocks that were knocking me about, looking like it was a bed of pillows. It was at this point that I remembered that more fatalities occur on Mount Everest on the descent because of mental fog and physical exhaustion. This gallows humor got me through the last couple of miles to the pavement that would ultimately take us to The Orleans Casino in Las Vegas. How tired was I? When I was handed things at the finish line, I couldn’t think of where to put them until Ryan reminded me that I had the Chest Rig literally under my nose. This year, 15 women registered for the event (four more than last year!), the youngest of whom was just 16. Cait is the third from left. The rest of the day is a blur of a hot shower, finger food, a huge awards/raffle ceremony, and an after party in the organizer’s suite. At some point, I told Ryan and the person we were talking to that I was done. After a little struggle finding the right room, I fell face first into my bed. Would I do it again? As I sat in traffic, waiting to get to the California border so that I could split lanes through the holiday gridlock, I asked myself this question repeatedly. The short version would be yes. Now that I know I have the skills to survive, I want to do the entire course plus some additional Hard Ways. I’d like to do the ride without the task of looking for photo stops or thinking about what to say in a video or this article. I’m not complaining; I’m just saying that it would be nice to experience the entire event as just a participant with nothing more to do than soak it in. I love events like this and 24-hour endurance races because they plop a bunch of motorcyclists together around a common struggle over a set period of time. The atmosphere is electric, and I get a contact high from just being around other people who are so jazzed about motorcycling. I can see why people would spend months volunteering just to get to the point of the big payoff of seeing all the happy motorcyclists. We want to thank John Nave (in the blue hat) for all his help in answering our thousands of questions, hauling our clean clothes to the hotels, and volunteering for the LAB2V for 22 years. Ryan’s thoughts are slightly different: Would I do this event again? It’s tough for me. I’ve been spoiled by getting to tag along on incredible dual-sport rides organized by friends of mine who’ve been riding all over the southwest for decades. We rarely see anyone else, and there are almost no tracks on the trails we use. So, in terms of a dual-sport ride, I prefer those. Being part of an event almost 40 years in the making though and the camaraderie found at LAB2V, are the reasons I would consider coming back. It was a lot of fun chatting with the other ADV riders afterward who I’d talked to at the start. Most made it through, some didn’t, but all were stoked to have been out there, and so was I. It’s not an inexpensive endeavor either though – I think my half of our expenses came up to about $500. That’s not taking into account gas and the fact that I used a borrowed bike that I could ride to and from the event. When I first read Cait’s thoughts, I thought she was done with the LAB2V, but she wavers a little at the end: Looking back on the ride after a few days have passed, I’m still not sure I’d ride it again. For me, it wasn’t quite a matter of technical skills needed, or seat time to rack up, but rather just how unorganized the pre-ride info doc was, the clear lack of information available for those who are brand-spanking-new to the ride itself, and the separate logistical nightmare that is hauling a bike around before/during/after. It’s just not easy as a solo rider. I was incredibly lucky to have a friend to drive chase for me, and miraculously, I did not run into bike issues. Conservatively, you’re looking at spending $500-800 for two days of sandy riding, assuming you already have your spare parts, tools, and gear stocked up and ready to go. Maybe it’s worth it once, but I’d be hard pressed to find the motivation to do it again. My only regret is not getting to ride the iconic finish through Red Rocks. Maybe 2024 will be the year for that. For me, I can now say that I’ve done the LA-Barstow to Vegas ride. So, it’s crossed off of my life list. However, there’s that little asterisk next to the memory, which leads me to believe that I’ll be back so that I can say I’ve completed the LAB2V without skipping any part of it. Let’s see what happens next year as the 40th anniversary rolls around. Who knows, I might still be riding high from the fact that Ryan tipped over one more than I did. Ha ha ha ha ha ha ha ha ha ha ha! Until next year for the 40th! Ryan’s Gear Helmet: Klim F5 Koroyd Topo Goggles: 100% Racecraft 2 Goggles – Mirrored Lens Communicator: Cardo Packtalk Edge Earplugs: EarPeace Moto Pro Jacket: REV’IT! Component H2O Jersey: REV’IT! Sierra Vest: FXR RR Off-Road Armor: Discontinued Knee Braces: Asterisk Ultra Cell 3.0 Base Layer: Klim Teton Merino Long Sleeve Shirt Pants: REV’IT! Peninsula Boots: SIDI Crossfire 3 TA Gloves: REV’IT! Dominator 3 GTX Gloves: Fly Racing F-16 Hydration Pack: USWE Raw 3 Luggage: Kriega US-10 Drypack Evans’ Gear Helmet: Shoei Hornet X2 Goggles: Oakley O Frame 2.0 Pro MX Communicator: Cardo Packtalk Edge Earplugs: EarPeace Moto Pro Jacket: REV’IT! Territory Pull-Over: REV’IT! Smock Barrier Armor: REV’IT! Proteus Armored Jacket Base Layer: REV’IT! Airborne Shirt Heated Bib: Aerostich Electric Warmbib Knee Protection: Leatt Dual Axis Knee / Shin Guards Pants: REV’IT! Continent Boots: Sidi X-Power Gloves: Fox Racing Bomber Insulated Gloves: REV’IT! Cassini H2O Backpack: Mosko Moto Wildcat 12L with Chest Rig We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Old Dog, New Tricks: Tackling The LA-Barstow To Vegas Dual-Sport Ride appeared first on Motorcycle.com. Source

Let the record show that, despite my best efforts, Yamaha’s MT-10 was not included in either the street or track portions of our mega seven-way open-class naked bike shootouts last year. I fought for its inclusion but was ultimately denied by the Bossman who wrote it off by saying our field was big enough and it wasn’t going to win anyway. That and we also knew a new one was already on the way. 2022 Yamaha MT-10 SP How much better is an MT-10 with Öhlins electronic suspension and steel brake lines anyway? Editor Score: 83.5% Engine 18/20 Suspension 14/15 Transmission 7.5/10 Brakes 8/10 Instruments 4/5 Ergonomics 8/10 Appearance 8/10 Desirability 8/10 Value 8/10 + Highs The quickshifter is brilliant on the street The crossplane sound is magnificent Making suspension adjustments at the push of a button really is nice – Sighs The quickshifter is horrible on the track Initial throttle is too abrupt in one mode and not quick enough in another I’d like different brake pads and a reflash to open up the top end While I agree that the MT-10 wasn’t going to win against such steep competition, I also thought it would surprise a few people with its combination of performance and price. Alas, I had to concede. But maybe its exclusion was a blessing in disguise. Since we’ll never know how the bike would have stacked up, I can play the ignorance card and say it would have done well – but not as well as Yamaha’s better version, the 2022 MT-10 that John reviewed back in August. And it really wouldn’t have done as well as the bike you see here; Yamaha’s new MT flagship – the MT-10 SP. Of course, imagining all these hypotheticals is an exercise in futility. Instead, let’s just take a moment to appreciate the bike in front of us. Which, as it turns out, is really just an MT-10 with Öhlins electronic suspension and steel-braided brake lines. Mechanically speaking, anyway. You’ve also got a polished aluminum swingarm, a color-matched lower fairing, and an exclusive paint scheme: Liquid Metal/Raven. And that, my friends, is it. Simple, But Effective It doesn’t sound like much, right? I, too, was a little shocked to discover the only real performance difference between the standard and SP models were suspension and front brake lines, but sometimes, less is more. At least, that’s what they say. Then again, let’s not discredit Öhlins electronic suspension here. In theory anyway, the idea of having six different suspension “maps” – three automatic modes and three manual modes – sure beats having to grab tools and change clickers. For the unaware, the automatic settings are predetermined suspension parameters developed by Öhlins and Yamaha, and instead of referencing the usual terminology of compression or rebound, the automatic modes refer to levels of support – mainly acceleration support and braking support. A-1 is the firmest and meant for aggressive riding on smooth pavement, A-2 is neutral middle ground, and A-3 is the softest setting, meant for a more comfortable ride (while still being sporty; this isn’t a cruiser after all). You can also navigate to the menu screen and customize each of these settings further, in case you want to fine-tune. The manual modes revert back to the suspension terms we traditionally use, and instead of the two ends working in harmony to try and achieve the desired ride like in the automatic modes, manual modes work like analog suspension, except you can change the rebound and compression settings electronically. An important distinction to make is that spring preload is still adjusted manually at both ends. Besides the most obvious advantage steel braided brake lines give – a firmer feel at the brake lever because the brake lines aren’t expanding – Yamaha also credits them for giving the front brake more feeling. This has been a sticking point with Yamaha for years after journo types like Yours Truly have complained in the past about Yamaha front brakes being very wooden. To see if any of Yamaha’s claims are true, the Tuning Fork Folk invited us out to the Petersen Automotive Museum in Los Angeles, the starting point for what would be a real-world evaluation of the MT-10 SP. We’d pick our way through the city, slog on the freeway a short while, and make our way west to Pacific Coast Highway where we’d terrorize…errr…navigate our way through the Malibu hills and onto some of motorcycle journalism’s favorite canyon roads. The crossplane crankshaft inside the R1/MT-10 engine gives it such a sweet sound. Upping the ante even further, and to push the MT-10 SP beyond what we could on the street, we then took the bike to Buttonwillow Raceway for a full day of shredding at the track. This would really test the electronic suspension’s abilities and see if Yamaha’s claims about the steel brake lines held any weight. Street Locals know it and outsiders have probably heard about it: the streets of Los Angeles are beat up and choppy with potholes abound thanks to the endless amount of traffic coming through every day. If you want a truly comfortable ride here, then you’ll have to be riding on pillows with suspension settings set to “Cadillac.” As versatile as electronic suspensions are, not even Öhlins have discovered how to achieve that setting yet and still give you a proper ride everywhere else. By default when you key on the MT-10 SP the suspension is set to A-2 mode, the middle setting. With settings in the middle of the range across the board, riding through LA was about as firm as you’d expect from a sporty naked bike. You definitely feel the bumps, but they don’t jolt you. The suspension feels as though spring rates or compression settings were slightly on the stiffer side, as there’s not a lot of give in the suspension. Then again, sporty bikes usually lean toward slightly firmer rides on the roads. So, none of this is really surprising. And, let’s not forget, the streets around here really are that bad. Nonetheless, I didn’t want to change the settings just yet until we got to the canyons to see how A-2 would behave on the freeway and the more open expanses of Pacific Coast Highway. Cruising along, the A-2 setting was a good middle ground. I did break my own rule momentarily to try the A-3 setting, which did soften things up a little. It worked well for the freeway stint, but once I got off the freeway I popped back into A-2 on the long, flowing portions of PCH. I had to pull over to do it, however, because the bike has to be stopped. What was a little more annoying was the throttle response in Power Mode 2, which is also the default setting. I didn’t like the amount I had to twist the throttle before any power started being felt. Even then, the initial amount of power being delivered was too little for how much I was turning the grip. It was similar to having too much throttle play, but that wasn’t the case since these MT-10s have been ride-by-wire for some time. The simple answer would be to switch to Power Mode 1, but this produced the opposite problem – being too abrupt for normal street riding – though it did feel less twitchy than past Yamahas. The hardest thing to manage is your own self-restraint because the crossplane crankshaft sounds so good you’re constantly finding reasons to hear it sing. Yamaha even goes so far as to pipe some of that noise out of the top of the tank vent, straight to your ear holes. Cheeky. But when the actual power delivery is either too soft or too abrupt, it can make you think twice before twisting that grip. Eventually, I left it in Power Mode 2 and adjusted to applying the throttle a touch sooner than normal to have the power actually hit when I wanted it to. The nice thing is, once you get moving along on the freeway, you can switch on the cruise control and make throttle management super easy! Cruise control! It should go without saying, but without any wind protection, you’re going to feel it. It wasn’t bad for my 5-foot, 8-inch frame, but I’d probably pop for a small flyscreen for a little more wind deflection if this were my bike. Once we got to the good roads I discovered the SP can be configured in many different ways, and a single-day ride with it couldn’t cover everything. Playing along in the hills I realized there were a lot more bumps than the last time I visited and it seemed like the A-2 suspension settings were still too stiff for my liking, with rebound that was too slow and compression that wasn’t, well, compressing. I thought a switch to A-3 was in order. With softer overall settings, I got the desired result. However, in practical use (and with our, um, spirited pace) on these bumpy and twisty roads, I could feel the bike noticeably compress but not come up quick enough. The result felt like a sudden thud that was jarring in a different way. I made minor setting changes to try and get the ride more to my liking, but I simply ran out of time to find something I liked. Ultimately, switching back to A-2 seemed to be, yet again, the happy medium. On the bright side, the decision to fit the SP with 190/55 tires (as opposed to 190/50 tires other manufacturers use) was a good one as the bike tips into bends much easier. I’m sure the wide handlebars help get the SP turned, but not having to fight the basically flat profile of a 50-series tire (especially after coming off two sport-tourers with those tires) really benefits overall handling. The pointy nature of a 200-series tire would feel even better, but I digress. Handling on the MT-10 (standard or SP) wasn’t really one of the bike’s weaknesses, and on the street anyway, it’s still not much of a problem. Much more capable hands than my own were piloting the SP at a ridiculous pace through Latigo canyon, Piuma, and Stunt Road with hardly a dab of the brakes. Ah yes, the brakes. High-end Yamahas, the SP included, have had an interesting phenomenon where the actual braking power is high, but the feel at the lever wasn’t that great. With the SP’s steel lines in the front that trait remains. It’s just slightly different. Lever feel is more firm with the lines, there’s no doubt, but I’d still prefer more bite from the brakes themselves. I’ve really become a broken record with the line about switching to more aggressive pads, but I really think it would add a lot to the SP’s overall brake feel. Track If ever you want an environment to test suspension and brakes, the racetrack is it. Buttonwillow Raceway Park has a few choice bumps and plenty of braking zones, so it was a good venue to test the SP. It also happened to be the venue where Dunlop invited us to test its new Q5 and Q5S tires (look for that review in a separate story), so they spooned on both tires in the OE 190/55 sizing. Photo: MPG Creative First impressions? Oddly enough, neither the suspension nor the brakes come to mind first. In the track environment, the Yamaha’s passenger pegs get in the way of placing my feet where I want them, so I’m constantly adjusting. But that’s not a big deal. The big deal is the quickshifter is completely out of its element. This was shocking considering I was enamored by it on the street ride, where it performed flawlessly. On the track, however, I had to make sure upshifts were performed while the revs were rising, not at steady throttle, and yet also not too close to redline. Even then, sometimes upshifts were a bit of a struggle. None of that compares to the several botched downshifts from the quickshifter, though. Normally in a track setting, downshifts are done in rapid-fire succession. Several quickshifters, including factory-equipped units, are able to accommodate this request without any drama (it’s been a while, but I thought the R1 had no problems with this either). Not the SP. Downshifts need to be spaced out so the engine never hits, or gets close to, redline after a downshift. This alone rules out rapid-fire downshifts, which then occupies brain space that could be used for other things, like setting up for the corner. Not only that, but you really have to be unusually firm and deliberate with the lever each time you go for a downshift – especially if you’re going from second to first gear. Sure, you could use the clutch to change down the gears easier, but then what’s the point of the quickshifter? Wonderful on the street, terrible on track, the bi-directional quickshifter on the MT-10 is a bit of an anomaly. Quickshifter aside, once that R1 engine is screaming, you can’t help but notice the engine falls a bit flat up top. Likely a result of emission tuning trickery, it’s easy to imagine a considerable amount of power is still on the table once those codes are cracked in the ECU, and the full potential of the engine is let out. Still, it’s a sound I couldn’t get enough of, even with the stock exhaust. Of course, a screaming engine also means an MT-10 SP moving at a rapid pace. Buttonwillow’s last turn is a 90-degree left, preceded by a short straight. It’s a popular passing spot on the brakes and a good test for the SP’s upgraded system. Except with the SP’s ABS still in its constant setting, ABS intervention was far too sudden and early, causing me to have to brake earlier to compensate and not trigger it. The ABS2 setting is supposed to be more focused toward aggressive riding and adjusts brake pressure based on several factors including lean angle. It works, but it feels more street-oriented than track, as it would still intervene at lean angles I felt didn’t necessitate ABS intervention for the conditions (clean racetrack and sticky tires). Fortunately, it’s not anywhere near as intrusive as the ABS1 setting and could be a real benefit when the ground conditions are slippery or otherwise tricky. Say, due to rain. You can also turn ABS off if you want. Yamaha’s rear ride height device on the MT-10 in full display. Ok, not really. Photo: MPG Creative I hate to say it, but I stick with the overall impression of the brakes as I had before – the power is there, but I wish they had more bite. Or possibly a different Brembo master cylinder from the one already on it. Maybe both. I think at least one of those items will be a big step in the braking department. On the suspension side of things, after some initial adjustments in the morning to the A-2 setting to give it a little more compliance, the electronic stuff quickly faded into the background. It was surprising how composed the SP felt around the track. Hard braking (even with ABS kicking in) was met with nice support from the fork, while hard acceleration gave just the right amount of squat without unweighting the front too much and causing the bike to run wide. If we could, we’d find a way to add even more forward pitch to get some more weight over the front. An easy solution would be to try a larger rear tire, but we wanted to see how the bike behaved with the standard sizing (which clearly means a follow-up test is in order). In the end, we did add a tiny bit of preload to the shock, but that’s it. After that, it was all about enjoying the track time. Which is how it should be. Is It A Naked Bike Contender? For as fun as the MT-10 SP is, I have to be realistic and admit that the bikes sitting atop the big bore naked bike mountain don’t have to worry about the MT-10 SP unseating them. The likes of the Ducati Streetfighter V4, Aprilia Tuono, and KTM 1290 Super Duke are still going to reign supreme. But I still stand by my original statement that the MT-10 deserves a seat at the table. As I write this, in November 2022, Yamaha’s price for the current model year bike is $16,899. However, in 2023 Yamaha’s raised the price to $17,199 and the bike is exactly the same. It still comes in a grand or two lower than its rivals, but there’s no denying the performance gap, at least if you’re an adrenaline junky, still favors the European bikes. I admit I have an appreciation for the MT-10 that borders on irrational. Maybe it’s because I tend to cheer for the underdog. Yes, I recognize there are superior bikes in the category, but I think there’s a place for the MT-10 SP for riders who appreciate Japanese motorcycles as being dependable workhorses that can get the job done. And with a few tasteful, and relatively affordable, mods you can get performance rivaling its Euro counterparts. Troy’s Street Gear Helmet: Arai Regent-X Communicator: Cardo Packtalk Edge Jacket: Alpinestars Oscar Bomber (Discontinued) Airbag: Alpinestars Tech-Air 5 Jeans: Alpinestars Diesel Shiro Gloves: Alpinestars SP-2 v2 Boots: Alpinestars Faster 3 Rideknit Shoes Troy’s Track Gear Helmet: LS2 Thunder Carbon Suit: Alpinestars GP Force Chaser Airbag: Alpinestars Tech-Air 5 Gloves: Alpinestars GP Tech v2 S Boots: Alpinestars Supertech R 2022 Yamaha MT-10 SP Specifications MSRP $16,899 Engine Type 998 cc liquid-cooled inline-Four, DOHC, four valves per cylinder, 270-degree crank Bore and Stroke 79.0 x 50.9 mm Compression Ratio 12.0:1 Horsepower 163.6 hp @ 11,500 rpm (claimed crankshaft, Yamaha UK) Torque 82.6 lb-ft @ 9000 rpm (claimed crankshaft, Yamaha UK) Transmission 6-speed, up/down quickshifter, slip-assist clutch Final Drive Chain Front Suspension 43mm Öhlins electronically controlled suspension, fully adjustable; 4.7-in travel Rear Suspension Öhlins electronically controlled suspension, fully adjustable; 4.7-in travel Front Brake Dual 320mm disc, radial-mounted four-piston calipers, lean-sensitive ABS Rear Brake 220mm disc, lean-sensitive ABS Front Tire 120/70-ZR17 Bridgestone Battlax Hypersport S22 Rear Tire 190/55-ZR17 Bridgestone Battlax Hypersport S22 Rake/Trail 24 deg/4.0 in Wheelbase 55.3 in. Seat Height 32.9 in. Curb Weight 472 lbs. (claimed) Fuel Capacity 4.5 gal. Colors Liquid Metal/Raven Warranty 1-year limited warranty We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2022 Yamaha MT-10 SP Review – First Ride appeared first on Motorcycle.com. Source

Although the word “iconic” is tossed around in marketing materials far too frequently, very few means of motorized transport find themselves deserving of the term. Vespa is one of those marques. Much like Xerox was, at one point, what all means of photocopying were called, there was an era in which all scooters were generically referred to as Vespas. While the market has advanced beyond that point, Vespa has had the foresight to retain its ties to the machines that first turned the world’s eyes. Case-in-point, the 2023 Vespa GTS 300 has a profile that is immediately recognizable as an heir to the Italian name.  2023 Vespa GTS 300 How do you update an icon? Very carefully, and you’ll reap the rewards of both history and current technology. Editor Score: 81.75% Engine 16/20 Suspension 11.25/15 Transmission 8/10 Brakes 8/10 Instruments 4/5 Ergonomics 9/10 Appearance 9/10 Desirability 8.5/10 Value 8/10 + Highs Classic looks Most power of the Vespa line Improved brakes and suspension – Sighs TFT seems out of place on the dash Despite improvements, short suspension travel has its limits I don’t live in Rome For the 2023 model year, Vespa’s focus was on refinement – with a dash of technology thrown in for flavor. After all, four years is a long time between updates. When looking at the menu, we’ll see a selection of comfort and safety features along with some tasty technological bits added to this well-appointed classic. LED lighting all around, and the famed Vespa necktie is still front and center. The biggest news for the GTS line is the changes to the brakes and suspension. Braking is important – even on a scooter – and for 2023, Vespa turned to Brembo for the GTS’ system. In the front, a Brembo master cylinder feeds a Nissin dual-piston caliper to squeeze a 220mm disc, while the left lever also uses a Brembo master cylinder to massage a single-piston ByBre caliper on another 220mm disc out back. While you can already tell from the specs that the braking won’t be eye popping, the GT’s binders work fine for the load they are carrying and the speeds that the scooter can generate. However, in order to get the maximum out of the brakes, the rear lever provides much of the power because the placement of the rider and the engine puts a large percentage of the weight on the rear wheel. Whizzing around the busy streets of Rome, squirting between cars and pedestrians, gave me plenty of opportunities to become familiar with the brakes all the way up to the point of ABS intervention. The ancient streets of Rome familiarized me with the benefits of the GTS’ other update: the front suspension retains its single-sided, trailing-link design that was originally sourced from aircraft front landing gear designs. For the new model year, the front suspension has four pivot points, which Vespa claims reduces the system’s friction and allows the front wheel to track better over pavement irregularities. The rear suspension retains its dual shocks, but they were revalved and feature four preload settings. The end result is a relatively short-travel suspension that is noticeably better at handling the bumps frequently encountered in urban settings. For example, many of the streets in the older sections of Rome are made of small cobblestones, and the GTS soaks them up. The word I would use to describe the suspension action is supple. However, the shortness of the stroke, and the tiny wheels, means that you will still feel potholes all the way up your spine. Chief among the functional updates are the improved front suspension and a Brembo/Nissin pairing on the front brake. Propelling the GTS through the spaces in traffic, like an indoor cat making a break for a cracked door, is a 278cc 3-valve HPE engine that Vespa claims to put out 23.8 hp and 19.7 lb-ft of torque, enough to motivate the 347-lb scooter in a sprightly manner away from a stop. The CVT works well once you get going, but as with many scooters, there is a slight lag between the initial twist of the throttle and the power actually getting to the ground. Once out of the crowded city streets, I saw an indicated 70 mph with a little more on tap. In an environment where traffic laws appear to be merely suggestions, responsiveness is a clear advantage, and the GTS 300, with its 12-in. wheels and low center of gravity fits the bill. With a chassis constructed of sheet steel and the engine on the swingarm, the center of gravity is quite low, despite the 31.1-in. seat height. Still, for the ‘23 model year, the handlebar is wider, and in addition to making the GTS easy to control, the riding position is quite comfortable. Our test route combined extensive urban scooting with a nice afternoon trip out of town for lunch, where we sampled the twisty road handling. Combining the power delivery with the competent handling, I wouldn’t hesitate to take a passenger along in either of these scenarios. Aiding in rider comfort is a new seat with a shape that makes for a shorter reach to the ground, though the step-through design of the scooter keeps the seat height from being an issue. The Vespa’s design has had its lines updated slightly without changing the family resemblance. All of the lighting is now LED, which allows for the turn signals to be restyled, but the distinctive necktie between them is still there. Another modern convenience, the fob, makes starting the GTS a no-key affair. Simply press and turn the ignition switch, and you’re good to go. There are four versions of the GTS 300, but they are all mechanically the same. The base GTS, the GTS Super, and the GTS SuperSport are identical functionally, with colors and accessories being the sole difference. The GTS SuperTech distinguishes itself with a 4.3-in. TFT display, which can take advantage of the Vespa MIA app and its smartphone connections. Unfortunately, the TFT looks out of place in the dashboard when compared to the standard sweep speedometer and stylish LCD screen below it. Unless you really need complete phone integration, the traditional instruments are a much better source of the information you need around town, since the SuperSport has limited MIA functionality (which is optional on the two lower models). The standard instrument cluster is the most stylish of the two options. Although my time with the 2023 Vespa GTS 300 was short, I learned a lot in the day’s ride. While I’ve always enjoyed scooters for their practical functionality and fun, I never really grokked them until I experienced the GTS in its natural habitat, the crowded streets of Rome. Here, riding a scooter was more about the experience, and the Vespa was an ideal mount. The 2023 model year family photo. With the MSRP starting at $7,799 and going up to $8,499, the Vespa GTS 300 is clearly for a buyer looking for more than just practical transportation. An appreciation of the style and history are probably factors. Nonetheless, the 2023 Vespa GTS 300 is an enjoyable, spirited mount that can be appreciated anywhere, but the streets of Rome add additional flavor. In Gear Helmet: Shoei RF-1400 Jacket: Dainese Racing 3 Perforated Airbag: Dainese Smart Jacket Pants: Spidi J-Tracker Jeans Gloves: Racer Mickey Boots: Dainese Axial Gore-Tex Communicator: Cardo PackTalk Edge 2023 Vespa GTS 300 Specifications MSRP $7,799 (Base), $7,999 (Super), $8,099 (Sport), $8,499 (Tech) Engine Type Single Cylinder 4-Stroke I-Get, SOHC, 3 valves Displacement 278 cc Bore x Stroke 75 x 63 mm Maximum Power 23.8 hp at 8250 rpm (claimed) Torque 19.7 lb-ft. at 5,250 rpm (claimed) Fuel System Electronic injection Fuel Tank Capacity 2.2 gallons Emissions Compliance Euro 5 Fuel Economy 73.4 mpg (claimed) Co2 Emissions (Wmtc Cycle) 74 g/km Clutch Automatic Centrifugal Dry Clutch Transmission Automatic CVT Chassis Sheet steel body with welded reinforcements Front Suspension Single-sided link arm with coil spring and hydraulic monoshock absorber Rear Suspension Dual hydraulic shock absorbers with coil spring with preload with 4 position height adjustment Front Brake 220mm disc, ABS Rear Brake 220mm disc, ABS Front Tire Tubeless 110/70 – 12” Rear Tire Tubeless 130/70 – 12” System Voltage 12 V Length 76.7 inches Width 29.7 inches Wheelbase 54.1 inches Seat Height 31.1 inches Curb Weight 514 pounds (claimed) We are committed to finding, researching, and recommending the best products. 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It all began when our old friend Ken Vreeke returned from a six-day ride in Spain, name-dropping and in love with the BMW S1000XR he’d ridden there. Actually, he rented a GS1250, but also got some time on the XR: Problem is with the ADV bikes, Vreeke complains, even with good tires you run off the edges long before you get any real lean angle. My tires on the rented GS were new, and the front was bald on both sides after a week in Spain. Chasing EB, I kept running out of tire at the precise moment he was grabbing a big mittful of gas and launching away. When I finally got on the XR on the last day, I was shocked at how much throttle you could feed in leaned waaaaay over. I’ve only ridden one modern Superbike – that Kawasaki H2 you brought around – so the XR blew my mind. It was soooooo stuck to the road. The EB the Vreekster was chasing was Eric Bostrom, so you can surmise the pace was relatively spirited. It’s generally accepted that ADV bikes with 19-inch front tires are going to be better off pavement, and ones with 17-inch fronts will be better on it. But we’ve never really broken that down before? How much better? Ducati Multistrada V4 PIkes Peak-ing under Mike Vienne; small tire, big heart Adventure riding, being able to turn down dirt roads, has become a big thing. But a lot of us of a certain age grew up separating dirt riding from road riding, one at a time. And we still want to burn down the pavement occasionally, no compromises, without having to assume the sportbike position. Ken, who already has a KTM Adventure bike and a bad back (and front, and sides), is a prime example: I’m not looking for an ADV bike. Love my 1290 Super Adventure and plan to keep it. What I need is a streetbike with 17s that can take real tires, so I don’t have to slither around all day, with ADV-type ergos. And so I can do the occasional track day on slicks. Well, ahhh, near as we can tell, there are but two motorcycles that fit that description: the BMW S1000XR, and the Ducati Multistrada V4 Pikes Peak. (Wait: The Kawasaki Versys 1000 SE LT also belongs!) We lined up the BMW and the Duc for a nice little comparison test. But, when everybody’s schedule got complicated and Vreeke couldn’t ride with us on the appointed day, we decided to eliminate as many other variables as we could, except wheel size, by comparing Ducati’s 19-inch front-wheeled Multistrada V4S, with the Bolognese 17-in. tired Multistrada Pikes Peak. The BMW, we’ll save for another test. Multistrada V4S, with optional wire-spoke wheels, etc… Best Sport-Touring Motorcycle of 2021 What’s the difference? Both bikes are powered by Ducati’s first non-Desmo engine in the modern era, an 1158cc counter-rotating V4 said to put out 170 crankshaft horsepower, and 92 pound-feet of torque at just 8750 rpm; both use the same basic aluminum monocoque frame. 2022 Ducati Multistrada V4 Pikes Peak Review: First Ride The most obvious difference is that the Pikes Peak rolls on racy 17-in. Pirelli Diablo Rosso IV rubber front and rear, while the V4S is turned out in 19-/17-in. Pirelli Scorpion Trail II tires. Less apparent to the naked eye is that the forged aluminum Marchesini wheels on the PP weigh 5.9 pounds less than the cast ones on the V4S (and regular V4, too), and that our bike has the even heavier wire-spoke option. Add to that a 19-in. tire weighs, on average, 20% more than a 17-in. one of the same type. Also, while suspension travel is really close between the two Multis – 6.7 in. travel front and rear on the Pikes Peak, 6.7 and 7.1 for the V4S – the suspension itself is completely different: The PP gets the latest Smart EC 2.0 Öhlins suspension just like what the Panigale V4 S and Streetfighter V4 S use. This is “a particularly advanced system that allows an `event based’ adjustment, according to the rider’s riding style.” Meanwhile, the V4S soldiers on with the “Skyhook” electronic suspension that’s now been around for a while. It’s still excellent, but its design goal isn’t “maximum sport” like the Panigales and the Pikes Peak. And let’s not forget that there are also ergonomic differences between Pikes Peak and V4S. The PP’s footpegs are 10mm higher and rearward compared to the other Multis, and an 18mm narrower handlebar set lower and more forward pulls the rider slightly more over the PP’s front wheel. It’s very subtle, but it’s there. We’ll need a Maniac Going into it, based on my past experience riding powerful late-model ADV bikes on the road, I felt like I could not, or could barely tell the difference between a premium 19 and 17-inch front tire on the street: Most premium 19-inch tires hold the road so well, IMU-based rider aids are so highly evolved, and my keen sense of self preservation in my sixth decade of life had me thinking we’d need a real maniac to be able to parse the differences. Hence, Vreeke. I’ve never climbed off a big BMW GS or KTM Adventure with a 19-in. front and said to myself, `Gee, I coulda gone faster on a 17-in. front tire.’ Then again, when I think about it, maybe I’ve only ever ridden 19-inch front-wheel bikes in the company of other 19 (or 21-in.) ADV bikes? Instead of Vreeke, we dragged semi-maniacal Troy Siahaan and Mike Vienne out onto the Brasfield 100-mile loop on a beautiful November SoCal day – a nice outback route with a wide array of curves, speeds, bumps, smooth sections, and humps. The Chase As it turns out, I need not have worried. Once rolling and up to operating temperature, it seems like whoever was on the Pikes Peak had less work to do to hang with the group, and the tighter the curves, the easier it was for the PP to gap the rest of the field. It almost felt like cheating. There’s very little wasted motion on the Pikes Peak as it rolls easily into corner after corner, feeding back precise feel through its dirt-bikey handlebar while its amazing electronic suspension keeps it constantly and firmly even-keeled. And though both Multis spec Stylema calipers on 330mm dual discs, the PP stops harder too. Must be a pad thing (and an intentional one, since you want less initial bite off pavement). You probably could’ve won the Daytona 200 on the Pikes Peak last year with your stuff in the saddlebags. Troy says: You really feel the difference between the 17-inch wheel on the Pikes Peak and the 19-incher on the standard bike in tighter corners or switchbacks when you really have to toss the bike from side to side. Even (especially) parking lot maneuvers are a little more sluggish with the 19-inch wheel, and require a little more bar input. Not surprisingly, the Pikes Peak and its 17-inch front wheel was easier to flick and move around in the canyons, and even just doing U-turns and slow-speed turning. The Problem The problem, though, is it’s impossible to fully credit the PP’s 17-in. front tire when there are so many other variables. Though they both have almost identical travel, the V4S’ suspension is way more compliant than the Pikes Peak’s Smart EC 2.0 Öhlins suspension when both bikes are in Sport mode, which results in a lot more fore-and-aft pitching on and off the gas. The S’ taller, wider handlebar makes it feel like a longer journey from full lean to full lean (though seat heights are the same 33.1 to 33.9 in.). And the heavier wheelset on our V4S doesn’t do the 19-inch front any favors when it comes to side-to-side transitions in the tight sections. Crash bars and skid plate add weight too. Poor thing has one hand tied behind its back. The tubeless spoke wheels (a $700 option) are even heavier than the cast aluminum ones that are standard on the V4S. The rain grooves on the Pirelli Scorpion Trail IIs go all the way to the edges of the tire, where the chicken strips are nearly gone… The V4S has less trail than the PP – 4.0 in. to 4.7 – and an inch-shorter wheelbase: 61.7 to 62.8 inches. Both numbers quicken the S’s steering, but not enough to close the Pikes Peak gap. The Pikes Peak’s Rosso Corsa IV lets it be ridden faster, easier, and more confidently (on pavement!), and at the end of the day there’s still plenty of virgin rubber in reserve for a track day. Meanwhile, the Peak’s “event-based” active suspension takes into account how hard you’re twisting the throttle, how hard you’re braking, and how quickly the IMU sensor is banging around, to firm things up exactly as needed. It works just as well on the Multi as it did on the Streetfighter V4 that won our big naked bike comparison last year. Heavyweight Nakeds comparison All the things that slow the V4S on twisty pavement, of course, are just the ones you want when the pavement ends: More upright ergos and more handlebar leverage, softer suspension to absorb bumps and jumps at lower speeds, and more spinning mass for greater gyroscopic self-righteousness. Physics says angular momentum of a rotating body increases with radius (provided the rotational speed stays the same), but how much would the difference shrink if the V4S’ 19-in. front was also a forged Marchesini like the Pikes Peak’s? (Which would also be easier to bend, so it’ll never happen.) The 17-in. tire’s contact patch is wider, but the 19’s is longer… In a perfect world, we’d swap the wheels between our two Ducatis and ride them again, but doing so would freak out the electronics and probably our friends at Ducati North America. Electronics It wouldn’t have hurt if we’d stiffened the V4S suspenders up from the basic Sport mode, but the more convenient things become, the lazier we get. It would’ve helped the S, but it wouldn’t have closed the gap to the Pikes Peak. If we’d done a dirt section, the tables would’ve been turned. Mike Vienne says he could feel the lesser stability of the PP’s smaller front wheel just pulling into gravel turnouts. He’s right. Then again, I’m with Vreeke, who argues that traction control and ABS go a long way toward making up for less than ideal tires on not-too gnarly terrain like the typical fire road, once you’re rolling: Even with the 80/20 street bias tires you can ride like an as***le on fireroads, says Ken, because the electronics are so good. That’s why the tire percentage descriptions no longer work, and why absolute shit tires that go 20k miles won’t maybe kill you – whereas before it was a certain dirt bath. Electronic angels at work. The Multi V4S offers an Enduro mode in addition to Sport, Touring, and Urban. The Pikes Peak does away with Enduro, substituting a Race mode instead, and encouraging you to sign up for track days in the process. Also, on some of these powerful bikes, the traction control out back is so good, it makes it too easy to push the front on pavement, which was the original Vreeke complaint: My main issue w 17 v 19 is tire selection for sport-type riding. The Dunlop TrailSmart was the best tire I tested by far, and acted like a real tire with grip, but the brain trust there decided to discontinue it. (Dunlop said the TrailSmart was an 80%-onroad tire, 20% offroad; the TrailMax Mission that replaces it is marketed as a 50/50.) Tires are by far the street handling limit on my KTM 1290 SA (also a 19-in front) due to rim diameter and width. If there’s a TrailSmart equal out there, and there probably is, I haven’t tried it yet. I’m currently on Dunlop Mutants and they work well. But no magic. That said, going any faster is probably dumb, but less dumb since bikes with 17s just leave a much wider safety margin. It boils down to a safety issue for me. How big is my margin? That S1000XR was like a 600 compared to the GS1250, and the weight difference is not massive. It was waaay easier to pick up the pace on the XR. GS was like a hippo on little cat feet. Probably dumb Hmmm. I was surprised to learn that I really could tell the difference between the 19 and the 17, and a pretty dramatic one at that. If the Pikes Peak hadn’t been along for the ride, it would be easy enough to think you were making great time on the V4S in those swervy backroads. On the PP, though, I could dial up a pace in the curves that would make the other fellas grow smaller in my mirrors (for a second or two anyway), and it was easy to keep up that aggressive-ish pace for miles of curves. But when Mike and T. Siahaan were on the 17-in. PP and the S1000XR, and I was on the V4S, it was hard, perspirey work to keep up – and I eventually couldn’t keep those guys in sight. Reasonably conclusive evidence that the 17 is what you want for maximum pavement performance. Did everybody already know this? What’s the Point? The point is that if you’re after that old-timey superbike experience on the road, but want something comfortable that you can ride for days at a time, the Multistrada Pikes Peak is almost a party of one. The 17 front makes it way quicker to change direction, and gives more positive grip leaned over. In a perfect world, we’d compare the exact same tire in 17 and 19-in sizes on the same bike with the same suspension. But I think we’d still reach the same conclusion, though maybe not quite so conclusively. Mikey likes the V4S. Aesthetically, I have to say the Multi looks like it was designed for the 19-incher… the 17 gives it a bit of a receding chin. Nice bikes… We tried to make it just about the wheels and tires, but we couldn’t help comparing the bikes a bit while we were at it. Mike Vienne says he’d rather have the V4S and a Streetfighter V4 to fill the Pikes Peak role, which takes the MO Coastal Elite Wretched Excess Record for now: The Pikes Peak checks all the boxes. V4. Dry clutch. Good suspension and brakes. Lightweight wheels. Tech, modes, good looks. On paper this is a slam dunk. But here’s my issue. Why? I can have all of that without the added height and weight penalties in the Ducati V4S Streetfighter. Yes, the Streetfighter would fail comically off road. But I wouldn’t take the Pikes Peak offroad either. Isn’t that why the Multistrada with the 19-in front wheel exists? The Pikes Peak is the motorcycle equivalent of some turbo’ed Sport SUV RR Track Prep Edition – you know, the kind with 700 hp, no ground clearance, and weighs 3 tons. For all their extreme 4X4 posturing, they never handle as well as a sports car and they suck at off-roading (which they never do anyway). So what’s the point? I’m asking you, Pikes Peak. I think it’s because you can throw the missus on back of the Pikes Peak and some luggage, Mike, and leave her at the youth hostel in Palm Springs while you do a track day at Chuckwalla. Unfeasible on the Streetfighter. Or, cruise cross-country to Brasfield’s high-school reunion with the adaptive cruise control set. You could do both of those a bunch of times before the valves need adjusting, too. Let’s have Trizzle play us out: I get the V4S. It’s supposed to be one bike to do it all. And you know what? It really does. But I’m not the rider who does it all. If I find myself on a huge motorcycle off in the dirt, then something has gone seriously wrong. I’m using a bike like this on pavement, and in that regard the 17-inch wheels are clearly the better choice. Obviously the 19-incher can do the job – and do it quite well I might add – but even at a brisk street pace I could tell that I was nearing the edge of the big tire’s traction (and profile – just look at the chicken strips). Not to mention the inherent sluggishness of the bigger wheel in tighter confines. But I will admit, the lighter clutch pull of the V4S was nice, as was the quietness of the wet clutch. Like Mike, I’d veer towards the Streetfighter, but if I could only pick one bike to do all the pavement riding I enjoy (which also includes sport-touring), it’s hard to beat the Pikes Peak. It’s fast as hell, handles like a sportbike, and is comfortable enough to have the missus hop on the back and go for a weekend joy ride (with some luggage, of course). While the Pikes Peak is more than just some 17-inch wheels, they’re clearly the defining factor that helps it achieve these traits. You can actually use good (great) tires, haul ass, and still have a wide buffer before hitting the limits of your rubber. Best of all – the Pikes Peak has RED Brembo calipers! John’s Gear Helmet: Arai XD4 Communicator: Cardo Packtalk Bold Jacket: Spidi Allroad H2O Air Vest: Alpinestars Tech-Air 3 Jeans: Rokkertech Tapered Slim Gloves: Dainese 4 Stroke 2 Boots: Sidi Adventure 2 GoreTex Mid Troy’s Gear Helmet: Scorpion EXO R1 Air Communicator: Cardo Packtalk Edge Suit: Aerostich R-3 One Piece Suit Airbag: Alpinestars Tech-Air 5 Gloves: Alpinestars SP-2 v2 Boots: BILT Evolution Boots Specifications Ducati Multistrada V4 S Ducati Multistrada V4 Pikes Peak MSRP $26,895 $30,395 Engine Type V4 Granturismo, V4 – 90°, 4 valves per cylinder, counter-rotating crankshaft, Twin Pulse firing order, liquid-cooled Displacement 1,158 cc (71 cu in) Power 170 hp at 10,500 rpm (claimed) Torque 92 lb-ft. at 8,750 rpm (claimed) Front Suspension Ø 50 mm fully adjustable usd fork, electronic compression and rebound damping adjustment with Ducati Skyhook Suspension Öhlins Ø 48 mm fully adjustable usd fork with TiN treatment, electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode Rear Suspension Fully adjustable monoshock, electronic adjustment with Ducati Skyhook Suspension, aluminum double-sided swingarm Öhlins TTX36 fully adjustable monoshock, electronic compression and rebound damping adjustment with Öhlins Smart EC 2.0 event-based mode, electronic preload adjustment, aluminium single-sided swingarm Wheel Travel (Front/Rear) 6.7 inches / 7.1 inches 6.7 inches / 6.7 inches Front Wheel Light alloy cast, 3″ x 19″ (tubeless wire-spoke optional) Marchesini light alloy forged, 3.5″ x 17″ Front Tire Pirelli Scorpion Trail II 120/70 ZR 19 Pirelli Diablo Rosso IV 120/70 ZR17 Rear Wheel Light alloy cast, 4.5″ x 17″ (tubeless wire-spoke optional) Marchesini light alloy forged, 6″ x 17″ Rear Tire Pirelli Scorpion Trail II 170/60 ZR 17 Pirelli Diablo Rosso IV 190/55 ZR17 Front Brake 2 x Ø 330 mm semi-floating discs, radially mounted Brembo Stylema monobloc 4-piston 2-pad calipers, radial master cylinder, Cornering ABS Rear Brake Ø 265 mm disc, Brembo 2-piston floating caliper, Cornering ABS Curb Weight 536 pounds (claimed, + optional spoke wheels on our bike, crash bars, skidplate) 527 pounds (claimed) Seat Height Adjustable, 33.1 inches – 33.9 inches Wheelbase 61.7 inches 62.8 inches Rake x Trail 24.5°/4.0 inches 25.75°/4.7 inches Fuel Tank Capacity 5.8 US gallons Number Of Seats 2 Safety Equipment Riding Modes, Power Modes, ABS Cornering, Ducati Traction Control, Ducati Wheelie Control, Daytime Running Light, Ducati Cornering Light, Ducati Brake Light, Vehicle Hold Control Standard Equipment Ducati Skyhook Suspension, Ducati Quick Shift, Cruise control, Hands-free, Backlit handlebar switches, 6.5″ TFT color display with Ducati Connect and full-map navigation system, Full LED headlight Öhlins Smart EC 2.0 electronic suspension, Ducati Quick Shift, Adaptive Cruise Control, Hands-free, Backlit handlebar switches, 6.5″ TFT colour display with Ducati Connect and full-map navigation system, Full LED headlight, Carbon fiber front mudguard and beak, Type-approved Akrapovic muffler, Two-tone seat We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post The Final Front Tire: Which is better for your ADV bike? 19 or 17-inch? appeared first on Motorcycle.com. Source

Royal Enfield announced a new cruiser model featuring the 648cc Parallel-Twin engine that also powers the Interceptor 650 and Continental GT 650. The new Super Meteor 650, and the Super Meteor 650 Grand Tourer variant, The air-cooled engine claims an output of 46.4 hp at 7,250 rpm and 38.6 lb-ft. at 5,650 rpm, which are about the same peak figures claimed by the other 650 models, but the Super Meteor gets there a little higher on rev range. We’d have to see a dyno chart to be sure, but we suspect the changes were made to create a broader torque curve. The engine is mounted to a new steel tubular spine frame created by Harris Performance for a lower center of gravity and to optimize stability and handling. Up front, the Super Meteor 650 uses a 43mm inverted fork with 4.7 inches of travel, and at the back, it uses twin preload-adjustable shocks with 4.0 inches of travel, which is pretty good for a cruiser. The Super Meteor uses a single Bybre twin-piston floating caliper for both the front and rear wheels, with a 320mm rotor up front and a 300 mm rotor at the back. A two-channel ABS comes standard. Up front, the Super Meteor uses a 19-inch wheel while a 16-inch wheel is at the back. Both come with tubeless tires. The instrument cluster looks similar to the one on the smaller Meteor 350 model, with two round units. The larger one has an analog speedometer and an inset LCD screen while the other is a color display with Royal Enfield’s Tripper navigation system powered by Google Maps. Other features include an LED headlight and taillight, a USB Type-A port, a low 29.1-inch seat height, a 4.1-gallon fuel tank and a claimed curb weight of 531 pounds. The Grand Tour adds a windshield, two seat saddle with passenger backrest, The 2023 Royal Enfield Super Meteor 650 will be offered in Astral Black, Astral Blue, Astral Green, Intersteller Gray or Intersteller Green. The Grand Tourer version comes in either Celestial Red or Celestial Blue. 2023 Royal Enfield Super Meteor 650 Specifications Engine Type Parallel-Twin, 4 stroke, SOHC, Air-Oil Cooled Displacement 648cc Bore x Stroke 78 mm x 67.8 mm Compression Ratio 9.5 : 1 Horsepower 46.4 hp at 7,250 rpm (claimed) Torque 38.6 lb-ft. at 5,650 rpm (claimed) Clutch Wet, multi-plate Transmission 6 Speed constant mesh Fuel Supply Electronic Fuel Injection Air Cleaner Paper element Starter Electric Frame Type Steel Tubular Spine Frame Front Suspension 43mm Upside Down Telescopic Fork, 4.7 inches travel Rear Suspension Twin Shocks, 4.0 inches travel, preload adjustable Battery 12 volt, 12 Ah, VRLA Head Lamp FPL 1.55 W LED Tail Lamp 2.5 W, LED Charging Port USB 2.0 Type A – 5V 2A Output Front Tire 100/90 – 19 M/C 57H (Tubeless Type) Rear Tire 150/80 B16 M/C 71H (Tubeless Type) Front Brake Single 320mm disc, twin piston floating caliper Rear Brake Single 300mm disc, twin piston floating caliper ABS Dual Channel Wheelbase 59.1 inches Ground Clearance 5.3 inches Length 89.0 inches Width 35.0 inches (without mirrors) Height 45.5 inches Seat Height 29.1 inches Curb Weight 531.3 pounds (claimed) Fuel Capacity 4.1 gallons Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2023 Royal Enfield Super Meteor 650 First Look appeared first on Motorcycle.com. Source

The Suzuki V-Strom line is a storied one that most riders are quite familiar with, but today in Milan, Suzuki opened the next chapter: the 2023 Suzuki V-Strom 800DE. While the entire bike is worthy of attention, the showstopper for the new Storms is the 766cc parallel-Twin engine. The V-Twin that gives the Strom part of its name has been assigned to the history books. So, let’s take a look at what makes this V-Strom a next generation Strom. A New Engine! Manufacturers frequently say that an engine is all new down to the bolts, but this time we can be certain that Suzuki hasn’t engaged its hyperbole machine. For the first time, the V-Strom doesn’t have a V-Twin but, rather, a parallel-Twin, and it looks tasty. The 84.0 mm x 70 mm bore and stroke has the pistons slipping through aluminum die-cast cylinders that have been plated with the Suzuki Composite Electrochemical Material (SCEM) process for reduced friction and heat dissipation while providing a wear-resistant seal for the rings. Fans of the previous 90° V-Twin will be happy to know that the 270° crankshaft will deliver power in a similar manner. Suzuki also claims that the spacing of the pulses will help maintain traction on the loose surfaces that some riders will tackle with their Stroms. Handling the EFI are two linked 42mm, ride-by-wire throttle bodies to deliver intuitive throttle response to the rider. The throttle bodies are fed by a 6.0 liter airbox that wast tuned with intake pipes to deliver both peak power and enhanced low-rpm torques. Assisting in that job are two 10-hole, long-nose injectors which atomize a 49 psi fuel flow from a 5.3-gal. tank. A stainless-steel 2-into-1 exhaust features a high-flow, two-stage catalytic converter to keep the Strom Euro 5 compliant, while the shape of the muffler allows for accessory bag placement. Cooling takes place on two fronts. First, is the radiator which has an interesting Cooling System Inlet Control Thermostat Valve that works to maintain consistent engine temperature. By helping to stabilize combustion, it helps to smooth the idea during warmup, thus reducing emissions. Second, a compact, liquid-cooled oil cooler reduces oil temperatures, again for more consistent engine operation. The six-speed transmission has its ratio set for what Suzuki calls “exciting acceleration.” The shift linkage is designed for quick, easy shifts, and the shift rod has a sensor to track shifter movement for the ECM, meaning the rider should get cleaner shifts from the electronic up/down quick shifter. The Suzuki Clutch Assist System has the rider’s back during aggressive downshifts by allowing a small amount of slip. Additionally, the system contributes to a light clutch pull. To quell the inherent vibration created by parallel-Twins, the Suzuki Cross Balancer makes an appearance for the first time in a production motorcycle. According to Suzuki, this compact, lightweight design puts two balancers at 90° to the crankshaft for a first in production motorcycles. The design of the primary balancer assists in keeping the engine light and compact. Not surprisingly, each of the two balancers is assigned a cylinder to balance the reciprocating weight of the piston, while the 270° crankshaft helps to quell secondary vibration. Finally, the equidistant placement of the balancers at 90° to the crankshaft is designed to reduce the vibration created by the rocking couple inherent in parallel-Twins. On to the Chassis Constructed of tubular steel, the 800DE’s backbone frame uses the engine as a stressed member. The steel subframe is removable. According to Suzuki, the frame and engine combine to make for off-road friendly geometry. When combined with the tall ground clearance, the wide handlebar, and narrow subframe, the chassis should give the rider the ability to shift their weight to negotiate challenging terrain and tight turns. The aluminum swingarm was designed with vertical, lateral, and torsional rigidity in mind with a goal of straight line stability and controlled cornering. Suspension travel is 8.7 in. front and rear. The Showa inverted fork is fully adjustable, though Suzuki doesn’t say the diameter of the tubes. Out back, the shock operates through a linkage and features a remote preload adjuster along with compression and rebound damping controls. With a bike designed to handle both on- and off-road riding, a spoked 21-inch front wheel says Suzuki is serious, and it is paired with a matching 17-inch rear. Both are shod with Dunlop Trailmax Mixture tires. Braking comes courtesy of Nissin in the form of axially-mounted, two-piston calipers, which Suzuki claims is to provide clearance for the spokes and allow for strong, light axle holders. The calipers squeeze a pair of 310mm floating discs. In the rear, a single-piston Nissin caliper embraces a 260mm disc. Naturally, the brakes feature ABS, from which riders can select two levels of sensitivity and turn the rear wheel off for off-road riding. Suzuki Intelligent Ride System (S.I.R.S.) Ride-by-wire-throttle means that there should be riding modes, and Suzuki is happy to oblige. There are four riding modes (plus off), but the news is that new fourth mode. The Gravel mode is designed to help riders in the conditions they will encounter of gravel roads and flat trails. The S.I.R.S. also controls the up/down quickshifter, and we can only hope that it is as good as the one on the Suzuki GSX-S1000 GT+. Starting the engine is as easy as a quick press of a button, and the Suzuki Easy Start System takes care of the rest. Finally, Suzuki’s Low RPM Assist helps maintain engine idle speed to was starting from a stop. The Other Electrics Delivering the information a rider needs is a 5-in. color TFT, featuring no less than 22 different categories: speedometer, tachometer, riding range, odometer, dual trip meter, gear indicator, coolant temperature, ambient temperature, freeze indicator, rpm, average fuel consumption (1&2), instant fuel consumption, SDMS mode, ABS mode, ABS rear Off mode, traction control mode, quickshifter on/off,fuel level, 12-hour clock, voltmeter, and service reminder. From the stacked headlights to the brake light and turn signals, the lighting is all via LEDs. A USB port is available to power electronic accessories. Styled for Adventure Love it or hate it the V-Strom beak is back, and it is positioned even higher – all to emphasize off-road ability. The windscreen can be set over a range of 0.6-in. increments, though a tool is required. Out back, a lightweight resin rack also provides grab rails. The radiator receives a mesh guard for protection from debris, and the 800DE receives a plastic skid plate. The V-Strom 800DE Adventure builds on the styling and versatility of the standard model. The Adventure gets a more serious aluminum skid plate and a crash bar to protect in the inevitable tip overs that happen when out beyond the end of the pavement. Perhaps most importantly, the Adventure comes with quick-release black-anodized 37L aluminum panniers, so that owners can immediately set off into the wilds. Price and availability have not been released at this time. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2023 Suzuki V-Strom 800DE/V-Strom 800DS Adventure First Look appeared first on Motorcycle.com. Source

Honda is adding a new model to its 500 platform, introducing a retro-inspired CL500 street scrambler. The new CL brings back a nameplate Honda used in the ’60s and ’70s for lightweight off-road capable motorcycles. The modern interpretation draws on that heritage with the upswept muffler with stainless steel heat shield, round tank with tank pads, and gaitered forks. “We developed the CL500 as a machine that truly allow its owners to stand out from the crowd, and as a form of self-expression. It can be used and enjoyed casually – without hesitation – by the young generation in their daily lives and is designed to become a joyful and integral part of a lifestyle,” says Hiroshi Furuse, Large Project Leader for the CL500. “In standard form, the off-road street style has a visual charm unlike any other model in the Honda range, and can really inspire owners to take it further in any direction they wish.” While the 500 series began with the CB and CBR models, it’s the Rebel 500 that shares most in common with the CL500, both in its aesthetics and the chassis. The tubular diamond steel frame is similar to the Rebel’s, with a loop-shaped subframe. Of course, for the CL500’s light off-road aspirations, you need some alterations from the Rebel’s cruiser model. The CL500 is equipped with 41mm telescopic forks with 5.9 inches of travel and preload-adjustable twin rear shocks with 5.7 inches of travel, compared to the Rebel’s 4.8 inches front and 3.8 inches of rear travel. The CL’s top and bottom yokes are unique to the scrambler, with Honda claiming enhanced steering accuracy and feel. The CL500 also runs on larger wheels than the Rebel, with a 19-inch front and a 17-inch cast wheels. Dunlop supplies the deep-groove Mixtours tires with a 110/80 R19 up front and a 150/70 R17 at the rear. The longer travel suspension and larger wheels contribute to 6.1-inches of ground clearance, and a 31.1-inch seat height. The front wheel is equipped with a single two-piston caliper with sintered pads and a 310 mm floating disc. A single-piston caliper and 240 mm rotor are fitted to the rear wheel. Honda says the hydraulic pressure between the front and rear brakes are balanced for controlled braking on a wide range of surfaces. ABS comes standard, with settings optimized for both paved roads and dirt tracks. The CL500 uses the same 471 cc Parallel-Twin engine as the CB500 family and the Rebel 500, but with revised mapping, and a new intake and exhaust. Honda claims a peak output of 46.0 hp at 8,500 rpm and 32.0 lb-ft. at 6,250 rpm. The upswept exhaust uses a two-pipe muffler fed by 2-into-1 downpipes. The CL also uses a 41-tooth rear sprocket – one more than the Rebel – with Honda claiming crisper acceleration through each of the six gears. An assist/slipper clutch helps to reduce lever load and rear wheel hop. Honda offers a range of accessories for the CL500, for sale on their own or combined in Adventure, Travel or Style packages. 2023 Honda CL500 Specifications Engine Type Liquid-cooled DOHC 4-stroke 4-valve two-cylinder Displacement 471cc Bore x Stroke 67 x 66.8 (mm) Compression Ratio 10.7:1 Max. Power Output 46.0 hp at 8,500 rpm Max. Torque 32.0 lb-ft. at 6,250 rpm Oil Capacity 0.8 gallons Starter Electric Carburation PGM-FI electronic fuel injection Fuel Capacity 3.2 gallons CO2 Emissions WMTC 84 g/km Fuel Consumption 65 mpg (claimed) Battery Capacity 12V 7Ah Clutch Type Wet multiplate, assisted slipper clutch Transmission 6 speed manual transmission Final Drive Chain Frame Type Steel diamond Front Suspension Telescopic 41mm Upright forks, 5.9 inches travel Rear Suspension Twin shock with 45mm round pipe swingarm, 5-step pre-load adjustment; 5.7 inches travel Front Wheel Cast Aluminum Rear Wheel Cast Aluminum Front Tire 110/80R19M/C 59H Rear Tire 150/70R17M/C 69H ABS Type 2 channel Front Brake Single 310mm floating disc, 2 piston calipers Rear Brake Single 240mm disc, 1 piston calliper Instruments LCD Meter with speedometer, dual trip meters, fuel level and consumption gauge, clock, gear position, upshift indicator Headlight LED Taillight LED 12V Socket Optional Security System HISS Additional Features ESS Height 85.6 inches Width 32.7 inches Height 44.7 inches Wheelbase 58.5 inches Caster Angle 27° Trail 4.3 inches Seat Height 31.1 inches Ground Clearance 6.1 inches Kerb Weight 423 pounds Turning radius 8.5 feet Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2023 Honda CL500 First Look appeared first on Motorcycle.com. Source

With its distinctive “faro basso” (low headlight), the Vespa GTV has been turning traditionalist heads since 2006. Today, in Milan, the 2023 Vespa GTV was unveiled. While retaining the profile that put the vintage into the GTV, it has clearly been updated to modern standards. The GTV has always been a classic design, thanks to its tubular handlebar and front fender-mounted headlight, but now, it gets a dose of modernness in the form of the 300 hpe (High Performance Engine), fuel-injected, liquid-cooled, 4-valved Single. Rated at 23.8 hp, this scooter will have the power to get you through most urban environments in vintage style while incorporating ASR electronic traction control and ABS to protect you when traction is limited. While the instrumentation retains its classic round shape, it is a fully digital LCD item. Riders will have maximum speed, average speed, instant consumption, average consumption, range, and battery charge status all at their fingertips on this flexible screen. Additionally, the GTV can take full advantage of the optional Vespa MIA connectivity system, which can display a smartphone’s call, message, and music notifications on the go. The electronic fob means that fumbling for your key is as vintage as the GTV’s style. Instead, just turn the power button and go. The saddle can comfortably hold two people and features a two-toned construction to match the Beige Avvolgente Opaco color scheme. If this has whet your appetite, read the full release below. NEW VESPA GTV VESPA ASTONISHES WITH GTV, THE MOST AUTHENTICALLY SPORTY MODEL EVER VESPA GTV IS THE EXTRAORDINARY COMBINATION OF LEGEND AND MODERNITY: THE LOW HEADLAMP AND THE EXPOSED TUBULAR HANDLEBAR COMBINE WITH BRAND NEW SPORTY FINISHES AND A HI-TECH EQUIPMENT PACKAGE, CREATING A NEVER BEFORE SEEN VESPA! NEW DIGITAL INSTRUMENTATION, FULL LED LIGHT CLUSTERS AND KEYLESS SYSTEM. IT IS POWERED BY THE 300 HPE ENGINE, WITH MORE THAN 23 HP, THE MOST POWERFUL EVER TO EQUIP A VESPA From its birth in 2006, Vespa GTV has been the ambassador of purest classicism within the Vespa family thanks to the use of the “faro basso” (low headlamp), positioned on the front mudguard, and the exposed metal tubular handlebar, stylistic throwbacks to the most iconic models. Note the famed Vespa necktie above the headlight. At EICMA 2022, Vespa GTV débuts in a completely revolutionized look, maintaining the inevitable traits of the legend’s origins, but combining them with an ultra-modern technological equipment package and brand-new sporty finishes. The result is an extraordinary marriage of tradition and modernity, classicism and aggressiveness, which manifests itself in the most authentically sporty Vespa ever. The new Vespa GTV is powered by the gritty 300 hpe (High Performance Engine) single cylinder, with 4-valve timing, liquid cooling, and electronic fuel injection. Accredited with power of 17.5 kW (23.8 HP), it is the highest performance engine ever fitted on a Vespa. An authentic style, even sportier The new Vespa GTV evolves under the sign of sportiness and includes the significant stylistic improvements introduced in the new GTS range, with even more painstakingly detailed finishes and a construction quality that elevates it to unprecedented levels. The headlight clusters are now full LED, including the characteristic low headlamp, whereas the new instrumentation maintains the elegant circular shape, but it is now entirely digital, a solution that makes it possible to take full advantage of the features offered by the Vespa MIA connectivity system, available as a separate accessory. The instrumentation is connected to the handlebar using an original cantilevered bracket and enveloped by a small, yet aggressive top fairing clearly inspired by the racing world. Enhanced by three horizontal slits, it is painted orange, a shade that also characterizes the Vespa Gtv’s graphics and contrasting details. At the center of the front shield, the unmistakable “neck-tie” has sporty lateral slits and is enhanced by decorations with orange edging. The five-spoke design of the wheel rims is also new, painted matt black with an orange graphic on the channel. Another distinctive element of Vespa GTV is the single-seat two-tone saddle with a racing look and the rear part which is installation read for a hard cover color coded to match the body, reminiscent of the typical racing Vespa fairings. The cover is available as a separate accessory and can be removed. In any case, the saddle is street legal for two-up riding and features ample and comfortable seating, characterized by a technical pattern and horizontal thermobonding with contrasting orange stitching on the edges. The overall look of the Vespa GTV stands out for its matt black finish that characterizes the frame of the low headlamp and the rear light cluster, its profile along the perimeter of the body, its passenger grab handle and foot pegs, its silencer cover, its rear-view mirrors, and the instrumentation bracket and frame. The new Vespa GTV is available in the dedicated Beige Avvolgente Opaco color scheme with contrasting orange graphics that run diagonally across the side panels. Hi-tech equipment package Vespa GTV embraces the technology and the travelling vocation typical of the extremely recent evolution of the Vespa GTS family, the famous “Vespone”. Therefore, the ergonomics are perfectly Vespa, enhanced by the comfort of the large body; the seat position is natural and allows total control over the vehicle and absolute comfort even over long distances. Convenience and practicality are highlighted by the introduction of the keyless system, which lets you start it without having to insert a traditional key. On the back of the shield, the classic ignition switch with lock is replaced by a practical knob. To start the vehicle, simply press it and turn it to the ON position. The engine is started in the usual way, via the button located on the right-hand control block. The implementation of new digital LCD instrumentation allows a wealth of travel information to be displayed (maximum speed, average speed, instant consumption, average consumption, range, and battery charge status), as well as all call, message, and music notifications if the vehicle is connected to a smartphone through the VESPA MIAsystem (available as a separate accessory). The USB port comes as standard equipment, located in the storage compartment on the back of the shield, whereas the spacious compartment under the seat features a mat and a practical courtesy light. On the safety front, standard features include ASR electronic traction control and the anti-lock braking system (ABS). Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2023 Vespa GTV First Look appeared first on Motorcycle.com. Source

Bobber fans should take note of the 2023 Moto Guzzi V9 Bobber Special Edition. For the new model year, Moto Guzzi has decided to dress the popular bike up with some special finishing touches. The most obvious addition is the blacked out look of all of the rolling gear. To that is added a two-tone black/grey paint scheme. The bar-end mirrors add a custom look comes straight from the factory, as do the factory slip-ons. Read the full release: MOTO GUZZI V9 BOBBER SPECIAL EDITION THE NEW SPECIAL SERIES OF THE SPORTY CUSTOM FROM THE EAGLE BRAND FLAUNTS ITS DUAL BOLD AND ELEGANT SOUL WITH TRULY UNIQUE DETAILS ALUMINIUM COMPONENTS, SLIP-ON EXHAUST AND A BRAND-NEW DARK LOOK ENHANCE THE CHARACTER OF A UNIQUE MOTORCYCLE V9 Bobber is the sporty custom from Moto Guzzi that introduced the medium engine size bobber category. It’s a bike with a huge and authentic personality and a minimalistic style, characterized by the almost entirely total black look of every component and by large, oversize tires that ensure abundant contact on the ground, just like the ones mounted on the motorcycles in the second post-war American era that raced on fast dirt tracks, leading to the bobber phenomenon. And it is precisely this authentic sporty heritage that characterizes the V9 Bobber Special Edition, the new special series from Moto Guzzi with a nocturnal look that stands out with its truly unique equipment package. First and foremost, the new Moto Guzzi V9 Bobber Special Edition boasts a special Workshop twin-tone black and grey color scheme that enhances the metal teardrop fuel tank (which has a billet aluminum cap) and it also extends to the aluminum side panels. The bar-end mirrors mounted at the ends of the handlebar, along with the fork seals and the short front mudguard complete the equipment. These elements amplify the sensation of perceived quality which is already high on the V9 models. The welds of the new frame and the quality of its paintwork are immaculately finished, as are the meticulous details of the 90° transverse V-twin engine, not only in terms of the casting but also the matt black that brings out the Moto Guzzi branding milled on the aluminum cylinder head covers. It pays to look at the intimate details of this motorcycle, its touch conveying the construction tradition and culture so typical of the best Moto Guzzi models. The unmistakable sound of the Moto Guzzi 850 twin cylinder is highlighted by the street-legal slip-on exhaust painted matte black, with the bottom in aluminum and characterized in the terminal part by a sleek, oblique shape. Elegance and sportiness blend together in this special V9 Bobber version, characterized, as always, by a sporty, active, and extended riding position that is never sacrificed thanks to the on-board space, ideal even for the tallest riders. These qualities, along with the overall curb weight limited to just 210 kg and its seat height of just 785 mm, brilliantly emphasize the high level of comfort, control, and riding pleasure of a truly unique and unmistakable bike. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2023 Moto Guzzi V9 Bobber Special Edition First Look appeared first on Motorcycle.com. Source

Urban riders understand the utility of e-scooters, and the Piaggio 1 is a prime example of the genre. Today, Piaggio announced the 2023 Piaggio 1 line of e-scooters, with three members for a variety of uses. The first two, the Piaggio 1 and 1+ are considered mopeds and are speed-limited to 28 mph with a range of 34 miles and 60 miles, respectively. For e-riders who want a more scooterish experience, the Piaggio 1 Active bumps the performance to 37 mph and a range of 53 miles. All of the Piaggio 1 models feature a removable battery for easy charging. Read the full release: PIAGGIO 1 THE 2023 VERSION OF THE PIAGGIO E-SCOOTER MAKES ITS DÉBUT AT EICMA: HIGHER PERFORMANCE, EVEN EASIER TO RIDE AND QUICKER MINIMALIST, LIGHTWEIGHT, AND WITH REMOVABLE BATTERY, PIAGGIO 1 NOW OFFERS NEW AND IMPROVED PERFORMANCE TO TACKLE YOUR URBAN COMMUTE WITH EVEN MORE EASE AND SAFETY Piaggio 1, the e-scooter for urban mobility from Piaggio, arrives at EICMA in a new, higher performance version for 2023 with the goal of ensuring even quicker, easier, and safer commuting. Thanks to the changes made to the Power Unit, the electric motor that powers Piaggio 1 range, built in on the rear wheel, is now capable of providing better performance, which translates into a quicker and easier ride in city traffic that is characterized by frequent stops and starts, as well as more power on hills. The moped versions (Piaggio 1 and Piaggio 1+), with speed limited to 45 km/h, can now count on almost double the peak power (2.3 and 2.4 kW, respectively) whereas the motorbike version (Piaggio 1 Active) reaches 3 kW peak power. The result is a significant increase in acceleration which goes up 14% on both Piaggio 1 and 1+, and almost 12% on Piaggio 1 Active. Piaggio 1 combines the winning characteristics of the most modern electric scooters created to get around the city – agility, light weight, and practicality – with the quality and reliability of Piaggio scooters. First and foremost, this means safety, thanks to a solid frame and suspension designed for riding pleasure, but also an attractive design, comfort, and high-level rideability, as well as a full technological package that includes digital color instrumentation, full LED lighting, and a key-less system. Piaggio 1 is also the only e-scooter in its category with a spacious under-seat storage compartment, large enough to hold a full jet helmet. Piaggio 1 comes in dual range of colors: Forever Grey, Forever White, and Forever Black are the three most somber color schemes which highlight the minimalist and clean design, whereas Sunshine Mix, Arctic Mix and the new Flame Mix are three two-tone liveries that enhance its youthful and fresh spirit. In all versions, the battery is located beneath the seat, easily removable in just a few seconds and portable so it can be conveniently charged at home or in the office. Piaggio 1 Speed of 45 km/h, range of up to 55 km in ECO. Piaggio 1+ Speed of 45 km/h, range of up to 100 km in ECO. Piaggio 1 Active Speed of 60 km/h, range of up to 85 km in ECO. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2023 Piaggio 1 E-Scooter Range First Look appeared first on Motorcycle.com. Source

Aprilia is celebrating the success of the RS660 worldwide (and claiming it’s the best-selling sportbike in Europe) with this – the RS660 Extrema, the sportiest version of the RS660 family. The name is modeled after that of the Aprilia 125 Extrema, one of the highest-performing and fastest eighth-liter bikes ever, manufactured from 1992 to 1994. The highlight feature of the Extrema is the SC Project exhaust system, which now exits on the right side of the bike instead of underneath it on the standard RS660. A black aluminum anodized exhaust bracket replaces the stock passenger pegs, thus saving weight. Further weight reduction comes from the carbon fiber front fender and bellypan. The single-seat tail fairing replaces the passenger seat (which, when shaped like that, probably doesn’t see much use anyway). When all is said and done, Aprilia says the RS660 Extrema tips the scales at 366 lbs (166 kg). In addition to the standard electronics on the RS 660 (which include traction control, cornering ABS, engine brake, engine map, and wheelie control – all adjustable) the RS660 Extrema also has software that allows you to set up the quickshifter in upside-down, or reverse shift, configuration. This means that the gearbox can be configured completely autonomously, without replacing any bike components, in street or race version – ideal for track days. The new dedicated white and red livery is clearly sport-inspired and contributes to making it recognizable at a glance. The post 2023 Aprilia RS660 Extrema First Look appeared first on Motorcycle.com. Source

Honda has brought back the Transalp name with the new XL750 Transalp, a middleweight adventure-tourer powered by the Parallel-Twin engine introduced on the Hornet CB750. The Transalp name was first introduced on a 583cc V-Twin model in 1986, before gaining larger 647cc and 680cc versions. The new 2023 Honda XL750 Transalp fills the mid-sized adventure bike slot in Honda’s lineup, sliding in below the CRF1100L Africa Twin and providing more off-road capability than the NC750X and CB500X. “With our new Transalp we looked hard at what made the first model so good and wanted to strike the right balance between urban agility, long-distance, on-road touring comfort and off-road ability,” says Masatoshi Sato, Transalp Large Product Leader. “The look revives the classic Transalp presence in a modern key, the new engine is incredibly strong and versatile, and the bike has an appealingly long and rich specification list. Around town or around the world – our Transalp is ready!” The bodywork is reminiscent of the earlier Transalp models, designed for a balance of aerodynamic performance and wind protection. The windscreen is optimized for wind deflection and visibility while minimizing turbulence from “trapped” air. Honda also offers a taller screen and additional deflectors as accessories. At 33.5 inches, the seat height is relatively low for an ADV, and Honda offers a separate low seat accessory that lowers the height to 32.3 inches. The new Transalp is powered by a 755 cc eight-valve Unicam Parallel-Twin with a 270° crank. The performance figures are the same claimed 90.5 hp at 9,500 rpm and 55.3 lb-ft. at 7,250 rpm as the Hornet, but the throttle-by-wire system produces different engine mapping that favors touring and comfort. The XL750 offers four selectable ride modes: Sport, Standard, Rain and Gravel. Each mode offers a combination pulled from four engine power levels, three engine brake levels, two ABS levels, and five traction control levels. There’s also a user mode for selecting custom settings. A five-inch full color TFT screen helps manage the electronics while providing a choice of three analog or one bar-style tachometer. The display also serves as the interface for the Honda Smartphone Voice Control system which works with Android phones (a few features won’t be available for iOS phones). The steel diamond frame weighs a claimed 40.3 pounds, a 10% decrease from the frame on the CB500X. Honda was able to find weight savings by reducing the number of reinforcing parts and decreasing the thickness of the main and down tubes. Meanwhile, Honda optimized the upper shock mount and swingarm pivot for a balance of rigidity and feel. An integrated high-tension steel subframe provides further strength and durability. The suspension system is comprised of a Showa 43mm Separate Function Fork-Cartridge inverted fork with spring preload adjustment and 7.9 inches of travel, and a preload adjustable Showa shock with a remote reservoir offering 7.5 inches of travel. The shock connects through a Pro-Link system to the swingarm, which is produced from the same castings as the Africa Twin, but with its own aluminum alloy. The 21-inch wire-spoke front wheel is matched with dual 310 mm discs and two-piston calipers while the 18-inch rear wheel employs a single-piston caliper with a 256 mm disc. The Transalp comes with either Metzeler Karoo Street or Dunlop Mixtour tubed tires. Honda offers five accessory packs for the Transalp: Urban, Touring, Adventure, Rally, and Comfort, each offering a mix of accessories such as luggage, quickshifter, heated grips, hand guards and footpeg options. Like the Hornet, the XL750 Transalp has only been confirmed for Europe; we are hopeful for a U.S. launch, and we will provide an update once we hear from American Honda. 2023 Honda XL750 Transalp Specifications Engine Type Liquid-cooled OHC 4-stroke 8-valve parallel twin with 270° crank and Unicam Displacement 755cc Bore x Stroke (mm) 87mm x 63.5mm Compression Ratio 11.0:1 Horsepower 90.5 hp at 9,500 rpm (claimed) Max. Torque 55.3 lb-ft. at 7,250 rpm (claimed) Noise Level (dB) Lwot – 81.5; Lurban – 77.5 Oil Capacity 1.0 gallons Starter Electric Carburation PGM-FI electronic injection Fuel Capacity 4.5 gallons CO2 Emissions WMTC 103g/km Fuel Consumption 54.1 mpg (claimed) Battery Capacity 12v 8.6Ah Clutch Type Wet multiple, assist slipper clutch Transmission Type 6 speed Manual Transmission Final Drive Chain Frame Type Steel diamond Front Suspension Showa 43mm SFF-CA – 7.9 inches travel Suspension Rear Monoshock damper, Pro-Link swingarm, 7.5 inches travel Front Wheels Front 21-inch (stainless steel) spoked wheels Wheels Rear 18-inch (stainless steel) spoked wheels Tyres Front 90/90-R21 M/C 54H Tyres Rear 150/70-R18 M/C 70H ABS Type 2 channel Brakes Front Dual 310mm x 4.5mm ‘wave’ discs with axial mounted 2 piston calipers Brakes Rear Single 256mm x 6.0mm ‘wave’ disc is operated by a single-piston caliper Instruments TFT Headlight LED Taillight LED Connectivity Honda Smartphone Voice Control USB Type C (under the pillion seat) 12V Socket Optional Auto Winker Cancel Yes Quickshifter Optional Security System HISS Length 91.5 inches Width 33.0 inches Height 57.1 inches Wheelbase 1560mm Rake 27° Trail 4.4 inches Seat Height 33.5 inches Ground Clearance 8.3 inches Curb Weight 458.6 pounds (claimed) Turning radius 8.5 feet Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2023 Honda XL750 Transalp First Look appeared first on Motorcycle.com. Source

This just in from Yamaha Europe, whether this applies Stateside remains to be seen: Accompanying the revised Tracer 9 and Tracer 9 GT+ is its updated little brother – the Tracer 7 and Tracer 7 GT. While the changes aren’t as dramatic as the Tracer 9, the 7 still gets changes to give it a more premium feel than before. First on the list of upgrades is the 5-inch TFT display with smartphone connectivity. The full-color display provides all the information you want to know about the bike and where it’s going in a clear, easy-to-read format. There are two screen options to choose from – a “Touring” display that shows information in an analog-like format, or a “Street” display is more stylish and contemporary. Both Tracers can link their smartphone to Yamaha’s MyRide app via Bluetooth to view call information, emails, and messages on the screen. Lastly, a revised handlebar switch cluster makes all of these features easier to access and sort through. From a performance standpoint, both Tracers get larger, 298mm front brake discs for better stopping power. Suspension is updated, too, with revised forks getting different internal settings. Both ends are fully adjustable, too. Tracer 7 GT Both the Tracer 7 and Tracer 7 GT get a new display, new forks, and bigger brakes, but the GT version gets several new pieces to make it that much more comfortable for the long haul. For starters, there are the 20-liter side cases that add some storage space and were designed in conjunction with the bike. For true touring duties, the GT now also features a new touring windscreen that’s 3.6 inches (92mm) higher and 2.8 inches (70mm) wider than the previous GT for better wind protection. This touring screen pairs nicely with the new comfort seat for both the pilot and their passenger, as the seat foam inside has different densities to keep your butt nicely padded. It’s wrapped in a dual-material skin with contrasting stitching. The rear carrier on the GT serves double duty as a structure to provide more stiffness and rigidity to the rear subframe, but also as another handle for a passenger to grab. Of course, it’s also ready to accept an optional top case should you need more storage space. As noted at the top, Yamaha USA has yet to confirm whether the Tracer 7 will arrive in North America in 2023 at the time of this post, so price and availability obviously have not been determined. Should this change, we’ll be sure to update this information. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2023 Yamaha Tracer 7 and Tracer 7 GT First Look appeared first on Motorcycle.com. Source