Peon Maface

For 2023, Yamaha has gone crazy with the new Tracer 9 GT+ and thrown every bit of technology it could think of at the bike. Now sitting atop Yamaha’s sport-touring mountain as the flagship for the brand – taking the place of the dearly departed FJR1300, which has been out of production for a few years – the Tracer 9 GT+, with its multitude of electronic rider aids, will help make the sport-touring experience as stress-free as possible. The new Tracer 9 GT+ integrates “cutting edge” electronics, says Yamaha, with the two big headliners being Adaptive Cruise Control and the radar-linked Unified Brake System – both of which utilize millimeter wave radar technology as well as an IMU. Other tech you may be more familiar with seeing on motorcycles include electronic suspension, intelligent riding modes, as well as connected TFT instruments, and (optional) fully integrated Garmin navigation. Adaptive Cruise Control Let’s start with the big news first. Yes, by now you probably know about Adaptive Cruise Control (ACC) – the technology that allows you to remain in cruise control and let the bike adjust your speed and distance to the vehicle in front of you. It’s not new, but its inclusion on the GT+ is the first for Yamaha. The ACC system uses integrated millimeter wave radar to detect and measure the distance between you and the vehicle in front and adjusts your speed accordingly. Hiding in that nose section is a tiny millimeter wave radar system for the Adaptive Cruise Control. Says Yamaha: The ACC is adjustable, and when the machine is in motion its rider can select one of four different following distance options to suit their individual preferences, displayed as one bar for shortest following distance, and four bars for the longest following distance. ACC offers a number of advantages, including reducing rider fatigue by requiring fewer rider inputs, as well as ensuring improved ride quality by maintaining a constant following distance, and also promoting smooth traffic flow. When the ACC system is active the new 7-inch TFT meter displays a green icon (with grey for standby) and shows between 1 and 4 white bars beneath a car icon to confirm the selected following distance. When the ACC determines that the rider is too close to the vehicle in front or if it senses that the machine’s current acceleration/deceleration status will soon lead to the rider getting too close, the rider intervention request icon appears on the meter to notify the rider that appropriate action is required to avoid following too close. ACC operates between 30 km/h and 160 km/h – in 1st & 2nd gears from 30 km/h, in 3rd & 4th gears from 40 km/h, and in 5th & 6th gears from 50 km/h. Speed can be increased and decreased in either 1 km/h or 10 km/h increments by pushing once or holding down the adjustment switch. ACC is deactivated by braking or gripping the clutch lever for more than 1 second, or rolling forward the throttle twist grip, beyond the throttle stop. An interesting feature of the ACC system is the “cornering assist” function that maintains the vehicle’s speed even while cornering and still allows the ACC to work as it should when a vehicle in front slows. Basically, ACC will work as intended even in a corner. That may not sound like a big deal, but remember that the smaller profile of the side of the tire will cause the engine speed to climb slightly, thus making the bike briefly accelerate. If the car in front were to slow down while you’re speeding up, bad things could happen. ACC accounts for this and keeps your speed constant while keeping an eye on the car (or motorcycle) in front of you. Cooler still, ACC’s “passing assist” feature notices when the car in front is getting close and you turn the indicator on to pass. It will then smoothly accelerate the bike for you so you can complete the pass. While all of this is going on, ACC is in constant communication with the electronic suspension to adjust damping on the spot to minimize the amount of pitch, either forward or backward, when you the system is braking or accelerating. Radar-linked front/rear assisted Unified Brake System While ACC might be a new feature for Yamaha, the Tuning Fork company is claiming its radar-linked Unified Brake System is a first in the industry that can help reduce the chance of a collision, among other things. Here’s Yamaha’s explanation: The new system is an active design that offers increased controllability by using data from the millimeter wave radar and the 6-axis IMU (Inertial Measurement Unit) to assist and regulate front and rear braking forces, via the Bosch hydraulic unit that optimizes control and bias of the braking system. There are three main elements to the radar-linked Unified Brake System that operate only when the BC (Brake Control) is turned ON. Firstly, brake assist intervenes when the system detects that a collision is imminent. Secondly, front/rear brake assistance adjusts braking forces to both wheels for stable deceleration. And thirdly, cornering brake control automatically adjusts braking force to inhibit tire slippage when the machine is leaned over. The radar-linked, Unified Brake System constantly analyses following distance data from the millimeter wave radar. If the system calculates that the rider’s braking inputs are insufficient to prevent a collision with the vehicle ahead it will increase brake pressure to the front and rear wheels to help slow the TRACER 9 GT+. The previously described ACC system will also automatically slow the TRACER 9 GT+ when a pre-selected following distance is reached, but as soon as the rider applies the brakes the ACC is deactivated – and at this point, the radar-linked Unified Brake System will intervene if it determines that the rider’s braking inputs are not sufficient to prevent a collision. The system provides additional braking assistance and will only intervene when the BC is turned ON and the rider is braking – it is not a collision avoidance system. The second element is the front/rear assisted Unified Brake System that adjusts front/rear braking force distribution. When only the front brake is used by the rider the hydraulic unit automatically applies braking force to the rear wheel, with the degree of intervention calculated using IMU data related to changes in acceleration and lean angle. When only the rear brake is used the system will sometimes – but not always – apply additional braking force to the front wheel via the hydraulic unit depending on the brake pedal input and IMU data regarding the bike’s attitude. The third element is the cornering brake control. This is in effect a ‘cornering brake control’ system that takes into account machine running data from the IMU and instantly adjusts the rider’s braking forces to inhibit tire slippage. The radar-linked Unified Brake System is linked to the electronic suspension, and as well as assisting and regulating front and rear braking forces it also adjusts front and rear suspension damping to maintain chassis stability. ABS always operates whether the BC is turned ON or OFF. All of the Tracer’s information is now displayed on a 7-inch TFT display with three different screen options to choose from – there’s a clean, contemporary design, a stripped down design, and the third is inspired by Yamaha’s Jin-Ki Kanno development ideal. Whatever that is… As is common these days, the Tracer 9 GT+ has smartphone connectivity, but what’s not common is this connectivity on the Tracer then gives you the option to use the Garmin app and tap into full-screen Garmin navigation, right there on your Tracer. Engine and Transmission We’re only now talking about the 890cc CP3 three-cylinder engine because it comes back unchanged from last year, which is fine with us since we didn’t have much to complain about it anyway. However, it’s paired with Yamaha’s third-generation quickshifter that’s also integrated with the ACC. Unlike conventional cruise control systems which disengage when you shift, the third-gen quickshifter on the Tracer doesn’t do that. Instead, the quickshifter now has the ability to downshift when accelerating or upshift when decelerating – all while keeping the cruise control engaged. Why would you want to do that, you ask? Well, say you’re cruising along in sixth gear and the car in front of you abruptly slows down. ACC could struggle to get you back up to speed again. A quick downshift will help the engine get back in its powerband and get you on your way quicker. Conversely, if you’re cruising downhill in, say, third gear, you can click to fourth and ACC can still manage your speed while reducing stress on the engine. Suspension and Ride Modes The KYB Actimatic Damper System is back again on the Tracer 9 GT+ and, as mentioned before, this electronic suspension system is in constant communication with the rest of the bike’s systems, sensors (including the IMU), and the different riding modes, to adjust to the road surface in real-time. But that’s not surprising to anyone familiar with electronic suspension. What might surprise some is the fact that the previous Tracer didn’t integrate its ride modes with the IMU and other rider aids. The engine and ride character acted independently from the other rider aids and electronics. Those days are no more on the 2023 GT+. The Drive mode is now fully integrated with the six-axis IMU and comprehensive suite of rider aids. Says Yamaha: This new system is more intuitive, being much easier to understand and use on-the-fly. The rider has the option to select one of four integrated riding modes options: ‘Sport’, ‘Street’, ‘Rain’ or ‘Custom’ – all of which now work in conjunction with the engine character selection (D-mode), the traction control, slide control, lift control and electronic suspension’s damping control to ensure enhanced controllability in a wide variety of riding situations. The ‘Sport’, ‘Street’ and ‘Rain’ selectable options feature embedded factory settings with different intervention levels to suit different conditions, and these pre-set modes have been developed by Yamaha’s designers using feedback from test riders. The fourth ‘Custom’ option enables the rider to manually select their own intervention settings for the various electronically controlled rider aids, and save it as their tailored mode. Other Odds and Ends While those are the major changes to the new Tracer 9 GT+, other little tweaks include: New ergonomic handlebar switch clusters New USB A outlet Refined height-adjustable rider’s seat and new seat cover material New clear smoke front/rear brake fluid reservoirs Dedicated coloring and finishing Refined sidecase mounts with damper system New 3rd generation quickshifter for seamless acceleration Larger diameter rear disc brake Revised rear caliper, rear master cylinder, and rear brake pedal Tracers will be available in dealers in May 2023. Pricing has yet to be announced as of press time. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2023 Yamaha Tracer 9 GT and Tracer 9 GT+ First Look appeared first on Motorcycle.com. Source

This just in from Yamaha Europe, whether this applies Stateside remains to be seen: For 2023, Yamaha has updated the Niken in just about every area of the bike. The high points include the engine, TFT functionality, and suspension. Since the company considers the Niken to be “one of Yamaha’s most sophisticated Sport Tourers,” the emphasis on improving the quality of the rider’s experience should come as no surprise. The new 890cc EU5 engine features an increase of almost 5% displacement from the 78.0 x 62.1 mm for and stroke in the 12-valve Triple. Compression is 11.5:1. Yamaha also reshaped the crankshaft webs for in increased of 8% in mass designed to improve acceleration from a stop and tractability at low rpm. The engine itself is rotated 5° forward for optimal chassis balance, and it sports a redesigned crankcase. The radiator capacity also got bumped to handle the increased heat output from the larger engine. Yamaha has made no claims about power output other than to call it “a substantial upgrade to…performance.” The exhaust, while being worked over to meet Euro 5, now has improved ground clearance. Meet the new 890cc CP3 EU5 engine. Controlling the engine becomes more natural in 2023 with the old cable and pulley system being replaced with the “Yamaha Chip Controlled Throttle (YCC-T) and ride-by-wire Accelerator Position Sensor Grip (APSG).” The quickshifter has been updated to operate in both directions. Of course, with the new engine comes new ride modes: Sport, Street, and Rain (with an 18% decrease in power output). The TC settings have also been modified to suit the new engine, and finally, the Niken will receive the John Burns Nod of Approval over the standard cruise control. To tell the rider what the engine is doing, as well as a host of other informational items, the full-color, 7-in. TFT display has bee worked over. First, there are now three different screen themes which were designed to match different riding scenarios and rider preferences. The joystick on the left handlebar controls all screen activity, and at a stop, the Niken’s TFT can display everything from weather reports to detailed notifications. To accommodate this, smartphone connectivity has been updated for use with Yamaha’s free MyRide-Link app. Offering connection via three means, USB-cable, WiFi, or Bluetooth, information regarding calls, emails, and messages can be reviewed on-screen. Additionally, once paired with a Bluetooth headset, a Niken rider can listen to music and answer calls. The 7-inch TFT display features three themes. Big news for touring rides on the Niken is that, once the Garmin Motorise app has been downloaded to the phone, a navigation window can be displayed on the TFT. As with the other TFT functions, the app can be controlled by the joystick; however, this only works at a standstill. The Garmin Motorise app offers routing for fastest, shortest, highway, and more. Additionally, turn-by-turn directions can be sent to a paired Bluetooth headset. Since the maps are downloaded to the phone, navigation still works when your travels leave the grid. Still, there are several other navigation features that should be mentioned: “real time traffic, estimated time of arrival, and alternative routes to avoid congestion – and real time updates display local weather information as well as the weather situation at the chosen destination.” Other data, including rider alerts for sharp bends and speed limits, is available. The only downside is that all this GPS functionality requires a subscription. Garmin maps are a paid possibility, if you like. Yamaha also addressed creature comforts for 2023. First the new windscreen offers 2.8-in. adjustment via a lever located conveniently next to the new TFT. The new screen is claimed to direct turbulent air around the cockpit for a better riding experience. The updated seat is designed to ease the reach to the ground, thanks to its revised shape and padding. Along with the new handlebar joystick mentioned above, the grips include heating as a standard feature. You can keep your electronics charged via a USB-A port, while a 12V outlet is available under the seat. The Niken sports “new style” hard cases which give 30 liters capacity each. But what about handling, you ask? The frame was redesigned to handle the now engine’s 5° tilt and improve the handling. Additionally, the rear suspension received a new forged-aluminum shock linkage that not only saves 236g of weight, but also gives a smoother ride by combining with the “new rear shock settings and a smaller diameter shock spring, provides a smoother solo ride and gives firmer and effective rear suspension performance when riding with a passenger.” Yamaha has not set prices at this time, but we’ll update as we learn more. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2023 Yamaha Niken GT First Look appeared first on Motorcycle.com. Source

As we reported last month, Honda is introducing a new bagger version of the Rebel 1100. The 2023 Honda Rebel 1100T adds a fork-mounted fairing and color-matched hard panniers. For the U.S., the bagger model will only be offered with DCT, while some markets may offer a manual transmission option. The fairing offers more protection from the elements, while the lockable saddlebags offer 35 liters of storage, giving the big Rebel some added touring versatility. Unfortunately, the fuel tank has the same 3.6-gallon capacity as the regular Rebel 1100, so don’t expect much difference in range. The fairing and luggage increases the curb weight by 33 to a claimed 542 pounds for the Rebel 1100T DCT, compared to 509 pounds for the regular DCT model and 487 pounds for the manual transmission Rebel 1100. Apart from the bagger accoutrements, the Rebel 1100T DCT is mechanically similar to the Rebel 1100 DCT, with the same 1083 cc Parallel-Twin derived from the Africa Twin. 2023 Honda Rebel 1100T DCT Metallic Black The suspension is comprised of a telescopic fork offering 5.5 inches of travel and dual Showa rear shocks with adjustable preload and 3.7 inches of travel. A single four-piston monoblock, radial-mount hydraulic caliper and floating 330mm rotor are paired to the 18-inch front wheel. The 16-inch rear wheel is matched with a single one-piston hydraulic caliper and 256mm rotor. ABS comes standard, as do traction control, wheelie control, engine braking control, three selectable ride modes, and cruise control. For the U.S., 2023 Honda Rebel 1100T will be offered in a choice of Metallic Black and Bordeaux Red Metallic for $11,299, compared to $9,499 for the Rebel 1100 and $10,099 for the Rebel 1100 DCT. 2023 Honda Rebel 1100 Specifications Rebel 1100 (CMX1100) Rebel 1100 DCT (CMX1100D) Rebel 1100T DCT (CMX1100TD) Engine Type 1,083cc liquid-cooled Unicam four-stroke 22.5º parallel-twin Valve Train SOHC; four valves per cylinder Bore x Stroke 92.0mm x 81.5mm Compression Ratio 10.1:1 Induction PGM-FI electronic fuel injection w/ 46mm throttle bodies (Throttle By Wire) Ignition Full transistorized ignition Starter Electric Transmission 6 speed manual 6 speed automatic DCT Clutch Multiplate wet (2) multiplate wet Final Drive 525 chain, 16T x 42T Front Suspension 43mm conventional telescopic fork w/ adj. preload & dark titanium oxide coating; 5.5 in. travel Rear Suspension Dual Showa shocks w/ 12.5mm shafts & adj. preload, piggyback pressurized reservoirs; 3.7 in. travel Front Brakes Single four-piston monobloc, radial-mount hydraulic caliper w/ floating 330mm rotor; ABS Rear Brakes Single one-piston hydraulic caliper w/ 256mm rotor; ABS Front Tires 130/70-18 Rear Tires 180/65-16 Rake 28º Trail 110mm (4.3 in.) Length 88.3 in. Width 33.6 in. 32.8 in. 33.4 in. Height 43.9 in. 46.5 in. Seat Height 27.5 in. Ground Clearance 4.7 in. Wheelbase 59.8 in. Fuel Capacity 3.6 gal. (1.1 gal. Reserve) Curb Weight 487 lbs. (claimed) 509 lbs. (claimed) 542 lbs. (claimed) Colors Iridium Gray Metallic; Green Metallic Metallic Black; Bordeaux Red Metallic Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2023 Honda Rebel 1100T First Look appeared first on Motorcycle.com. Source

Ducati revealed its new “Next-Gen” 803cc Scrambler lineup, featuring new styling, a new ride-by-wire throttle, a 4.3-inch TFT display, and an updated chassis. For 2023, Ducati will offer three 803cc Scramblers: the Icon, the Full Throttle, and the Nightshift. The 1100 Scrambler range will also return, unchanged, with three models: the Scrambler 1100 Dark Pro, Tribute Pro, and Sport Pro. Sticking with the 803cc models, the new styling doesn’t stray too far from the Scrambler formula. The steel fuel tank has been redesigned, now with an interchangeable cover that can be swapped out along with the fenders and headlight detail for a customized look.  The new headlight is a full LED, while still retaining its X design and four circular daytime running light sectors. The rear lights and turn indicators are also LEDs. The 803 cc air-cooled 90° V-Twin with two desmo-actuated valves per cylinder has been updated with redesigned casings and new components to the clutch, transmission and electronics that Ducati claims to add up to a 5.5-pound weight savings compared to the previous generation.The exhaust system was also redesigned, further simplifying the headers to show more of the engine. According to Ducati, the new Scrambler claims the same peak of 73 hp at 8,250 rpm as the previous model, but peak torque is now a claimed 48.1 lb-ft. at 7,000 rpm, compared to the previous Scrambler’s claimed peak of 48.8 lb-ft. at 5750 rpm. The new eight-disc clutch offers a softer pull compared to the previous clutch, and its more compact design resulted in a smaller cover and more space for the rider’s foot. The transmission now uses a new bearing-mounted shift drum designed to offer smoother, more precise shifting. The new Scrambler gains a ride-by-ride throttle, enabling new electronics such as a traction control system and two selectable ride modes, Road and Wet. The electronic throttle also allows the Scrambler to be fitted with an up-and-down quick shift. The quick shift will be available as an accessory for the Icon and Nightshift models, and standard equipment on the Scrambler Full Throttle. The previous Scrambler offered cornering ABS, and the system returns unchanged on the new generation models. To help navigate the electronics, Ducati equipped the new Scramblers with a 4.3-inch color TFT display. Ducati also offers an accessory multimedia system which adds smartphone connectivity. The new Scramblers received an updated, lighter trellis frame and a redesigned swingarm. The preload-adjustable Kayaba rear shock was also moved closer to the center of the motorcycle. Up front, the 41mm Kayaba fork remains unchanged. The brakes are likewise similar to the previous Scrambler models, with a single radial four-piston caliper and 330 mm disc up front and a single-piston floating caliper with a 245 mm disc at the rear. The wheels are also new, while keeping the same 18-inch front and 17-inch rear sizes. The Full Throttle and Icon models come with alloy wheels while the Nightshift is equipped with aluminum wire spoked wheels. Pirelli supplies its MT RS tires, with a 110/80 R18 tire up front and a 180/55 R17 at the back. 2023 Ducati Scrambler Icon – $10,995 The Scrambler Icon model receives a new handlebar that is lower and closer to the rider, plus a more tapered seat design. For 2023, the Icon comes in three standard colors: ’62 Yellow, Thrilling Black, and Ducati Red. Ducati also offers six accessory kits for a total of nine different liveries. 2023 Ducati Scrambler Full Throttle – $12,195 The flat track-inspired Full Throttle comes with a shorter front fender, a fenderless tail, a street-legal Termignoni exhaust and longer side number plates bearing the number 62 to recognize the 1962 debut of Ducati’s original Scrambler models. A quick shift comes standard, and in markets where they are homologated, Ducati Performance LED turn signals are also standard. The handlebar position is more aggressive than on the Icon, and for a sportier look, Ducati offers a accessory Rosso GP19 seat cover. For 2023, the Ducati Scrambler Full Throttle comes in a GP19 Red/Dark Stealth colorway with black finish exhaust heat shields and front side covers. 2023 Ducati Scrambler Nightshift – $12,195 The Scrambler Nightshift offers a more retro café racer styling, with a flatter handlebar, bar-end mirrors, black wire spoke wheels, a stitched leather seat, and a mix of alternating glossy and matte surfaces. Like the Full Throttle, the Nightshift adopts larger side number plates, a smaller fender and a fenderless tail. In countries where they are allowed, the Nightshift comes with compact LED turn signals. For 2023, the Ducati Scrambler Nightshift comes in a Nebula Blue color with blacked out aluminum finishes. Specifications Ducati Scrambler Full Throttle Ducati Scrambler Icon Ducati Scrambler Nightshift MSRP $12,195 $10,995 $12,195 Engine Type L-Twin, Desmodromic distribution, 2 valves per cylinder, air cooled Displacement 803 cc Bore x Stroke 88 x 66 mm Compression Ratio 11:1 Horsepower 73 hp at 8,250 rpm (claimed) Torque 48.1 lb-ft. at 7,000 rpm (claimed) Fuel Injection Electronic fuel injection, 50 mm throttle body with Ride-by-Wire system Exhaust Termignoni stainless steel muffler with catalytic converter and 2 lambda probes, aluminum tail pipes Stainless steel muffler with catalytic converter and 2 lambda probes, aluminum tail pipes Stainless steel muffler with catalytic converter and 2 lambda probes, aluminum tail pipes Transmission 6 speed with Ducati Quick Shift up/down 6 speed 6 speed Gear Ratios 1=32/13 2=30/18 3=28/21 4=26/23 5=22/22 6=24/26 Primary Drive Straight cut gears, Ratio 1.85:1 Final Drive Chain, front spocket 15, rear sprocket 46 Clutch Hydraulically controlled slipper and self-servo wet multiplate clutch Frame Tubular steel Trellis frame Front Suspension Upside down Kayaba 41 mm fork; 5.9 inches of travel Rear Suspension Kayaba rear shock, preload adjustable; 5.9 inches of travel Front Brake Ø330 mm disc, radial 4-piston caliper with Bosch Cornering ABS as standard equipment Rear Brake Ø245 mm disc, 1-piston floating caliper with Bosch Cornering ABS as standard equipment Front Wheel Light alloy 3.00″ x 18″ Light alloy 3.00″ x 18″ Spoked aluminum wheel 3.00″ x 18″ Rear Wheel Light alloy 5.50″ x 17″ Light alloy 5.50″ x 17″ Spoked aluminum wheel 5.50″ x 17″ Front Tire Pirelli MT 60 RS 110/80 R18 Rear Tire Pirelli MT 60 RS 180/55 R17 Instrumentation 4.3″ TFT colour display Dry Weight 375 lb. (claimed) 375 lb. (claimed) 388 lb. (claimed) Curb Weight 408 lb. (claimed) 408 lb. (claimed) 421 lb. (claimed) Seat Height 31.3 inches, 31.9 inches, with high seat accessory, 30.7 inches, with low seat accessory Wheelbase 57 inches Rake 24° Trail 4.3 inches Fuel Capacity 3.57 gallons Seats 2 Safety Equipment Riding Mode, Power Mode, ABS Cornering, Ducati Traction Control, Daytime Running Light Standard Equipment 4.3″ TFT color display, ride by wire, full LED lighting system, LED turn indicators, USB socket under the seat, variable section low handlebar, Termignoni muffler, Ducati Quick Shift, Ducati Performance LED turn indicators, sporty front mudguard, sump guard, side number plates, sporty tail, dedicated seat, dedicated livery 4.3″ TFT color display, ride by wire, full LED lighting system, LED turn indicators, USB socket under the seat 4.3″ TFT color display, ride by wire, full LED lighting system, LED turn indicators, USB socket under the seat, variable section flat handlebar, bar-end rearview mirrors, Ducati Performance LED turn indicatos, sporty front mudguard, side number plates, sporty tail, dedicated seat, dedicated livery, spoked wheels Ready For Ducati Multimedia System Ducati Multimedia System, Ducati Quick Shift Ducati Multimedia System, Ducati Quick Shift Warranty 24 months unlimited mileage Maintenance Intervals 12,000 km (7,500 miles) / 12 months Valve Clearance Intervals 12,000 km (7,500 miles) Fuel Economy 45.2 mpg (claimed) Become a Motorcycle.com insider. 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It seems like all the splash lately has been about the ADV category and all the wonderful things they can do and destinations they can reach. We’re not going to deny adventure bikes their time in the sun, either. They’re definitely fun and capable bikes worthy of all the bandwagoning. 2023 Kawasaki Ninja 1000 SX vs. Suzuki GSX-S1000GT+ The sport touring category has taken a back seat to adventure bikes, but the Kawasaki Ninja 1000 SX and Suzuki GSX-S1000GT+ are a stark reminder that the category still has a lot to offer, especially if you don’t take your motorcycles off-road. 2023 Kawasaki Ninja 1000 SX + Highs The sportier of the two bikes, especially in the tight stuff Great wind protection Well padded seat – Sighs Tighter confines could be a problem for tall riders Awkward saddlebag shape Tall gearing doesn’t let the bike’s true performance shine 2023 Suzuki GSX-S1000GT+ + Highs Fantastic engine and an even better quickshifter Incredible bang for the buck More usable saddlebags – Sighs Prefers long sweepers over tight corners Brakes need stronger pads (same with the Kawi) The seat’s a little hard Meanwhile, for all the capabilities manufacturers have given to ADV bikes, it seems as though another category has had to make way for this growing popularity. Enter the lowly sport-touring motorcycle. Before the ADV craze really took off, if you wanted to go long distances and include twisty roads along the way, either two-up or alone, these were the bikes you’d pick. Now we know what you’re thinking, “Hey, MOrons, sport-touring bikes suck in the dirt.” True, but it’s not like there are a lot of you taking a giant R1250GS Adventure, two-up and fully packed down, into the dirt. If that describes you (be honest), then the sport-touring category deserves another look. For those who prefer to stay on pavement and chew through miles of twisty, sinuous roads, there’s a strong argument to be made that sport-touring bikes can’t be beat. You still get comfy ergos, loads of tech, and decent fuel tanks, but crucially, you also get less suspension travel. Because while having the ground clearance to clear obstacles in the dirt is great, when you’re riding on pavement the long stroke is doing you a disservice. Keep it tight and lower to the ground, and the sportbiker within will thank you. While all this fanfare about ADV bikes has thinned the sport-touring field, there are two that still stand out – the Kawasaki Ninja 1000 SX and Suzuki GSX-S1000GT+. In 2023 dollars, the Gixxus GT+ will cost you $13,799 while the Ninja slots in at $13,199 – minus the saddlebags. That’s an extra $922.95. Then you also need the mounting kit ($29.95) and the One Key System ($62.95) for a total of $1,015.85 above the 2023 MSRP. Grand total? $14,214.85. Opt for another grand on top of that and you can get the Touring package which also includes power outlets, frame sliders, Now, Ninja 1000 diehards might notice our test model is a 2022, but we’re going to pretend it’s a ‘23 for these purposes since everything’s the same for ‘23 except colors and price. Both bikes are rightfully equipped to handle long days in the saddle and twisty roads with a change of clothes and a toothbrush in the bags. So, that’s exactly what Ryan Adams and I set out to do (with Bossman Brasfield along to snap photos, buy us meals, and (mostly) keep us in check). On paper both bikes have a lot in common. So, before diving into our little road trip, it makes sense to look at the numbers for both bikes to see exactly what we’re dealing with here. This seemed like a nice place to lay our heads for the night. They’re The Same, But Different On the surface, we’ve got two Japanese sport-tourers, each with four-cylinder engines arranged in a line, displacing 1000-ish cubic centimeters. Ish, you say? It’s here where we already start to see a little bit of separation. The Kawasaki’s inline-Four comes in at 1,043cc, whereas the Suzuki “only” displaces 999cc. The Ninja’s 77mm x 56mm bore and stroke is matched to an 11.8:1 compression ratio. Conversely, the Suzuki engine measures 73.4mm x 59.0mm, but tries to make up for its slightly smaller size with a 12.2:1 compression ratio. Of course, who can forget that the heart of the GT+ is based on the legendary K5 GSX-R1000 engine, giving it a sporting pedigree the Ninja can’t match. You’ll also see the Suzuki has a slightly longer stroke than the Kawi. In theory, this should help the engine’s torque numbers. It might be a little surprising to see the Suzuki make more power with its smaller engine, but look where that happens – at the very end of the rev range. When it comes to usable power and torque, the Kawasaki’s larger displacement has it beat. Sure, a sporting pedigree is great, but there’s no replacement for displacement – or is there? When we spun the drum on the Wrench Motorcycles dyno, the Kawi pumped out 120.5 horses at 9,900 rpm and 70.8 lb-ft of torque at 8,600 rpm to the Suzuki’s 125.4 horses at 10,400 rpm and 65.0 lb-ft at 9,700 rpm. These numbers are a little deceiving, though. Yes, the GSX-S makes more power, but it has to spin higher to get there, and it makes less torque than the Ninja. However, look at the dyno graph and you’ll see the overall curve between the two bikes is much more in the Kawi’s favor, with more power from top to bottom until you get close to the rev limits. I guess there really is no replacement for displacement (forced induction aside…). Take into account how much weight each is lugging around, and the two basically come out even again, as the Ninja tipped our scales at 532 lbs full of gas and with both saddlebags empty. Meanwhile, the Suzuki weighed in at 524 lbs. What’s surprising is that, simply looking at both bikes beside each other, the GT+ is visibly longer than the Ninja. Its overall length of 84.2 inches is nearly two inches longer than the Kawi’s 82.7 inches. From a wheelbase perspective, the Suzuki’s 57.4 inches from center to center outstretches the Ninja’s 56.7 inches. While that may not seem like much, from the saddle it feels limousine-like. Subtle differences, like wheelbase and power numbers on paper, result in very different-feeling motorcycles in practice. We’ll elaborate in a minute. Kawasaki takes advantage of its larger engine with more usable power. However, tall gearing somewhat mutes this advantage over the Suzuki. Speaking of saddles, both bikes are fairly even when it comes to seat heights. The Ninja sits slightly higher at 32.1 inches versus the Suzuki’s 31.9 inches. So, if seat heights were going to be your deciding factor between the two, there’s really not much difference. That said, reach to the ground isn’t too bad. Both Ryan and I are 5-foot, 8 inches, and had no issues putting a foot on the ground. Both fuel tanks hold 5 gallons, and while they aren’t necessarily narrow, their shape can best be described as putting the rider in a natural position. One of the big differences between Adventure-Touring bikes and Sport-Tourers, aside from the bigger wheels and longer suspension, is the electronics. You’ll find loads of electronic aids designed for off-road use that you simply don’t need when strafing pavement. Both the Ninja and GSX-S strip down the tech (at least compared to ADV bikes) to the essentials. Here you get traction control, ABS, bi-directional quickshifters, and cruise control. The Kawasaki takes it a step further with the onboard IMU that allows a little more sophisticated predictive TC and cornering ABS. Information is shown to you on TFT displays, but the Suzuki’s 5-inch screen is bigger with a better UI/UX. This is one of two different layouts you can choose from for the Ninja 1000’s display. Among the features of the other display are graphs to indicate how much throttle or brakes you’re applying. We suggest you look at the road instead of the graphs. Two Ways Of Skinning A Cat Admittedly, I gave the Suzuki high praise in my First Ride Review, even saying Suzuki “nailed it” with this one. However, I was quickly brought back to earth by Johnny Burns, who pointed out the Ninja 1000 is a pretty solid package too, after he threw a leg over it and gave it a go. Naturally, the next step was to put them together and give them a whirl. 2022 Suzuki GSX-S1000GT+ Review – First Ride 2020 Kawasaki Ninja 1000SX Review – First Ride The plan encompassed a two-day ride from our Los Angeles digs, down to the outskirts of the San Diego desert – Borrego Springs, to be exact – taking the fun roads as much as possible but throwing in the boring stuff where necessary. Narrow bars and high pegs cramp the rider a little, but the Ninja’s adjustable windscreen is better in our opinion. It’s the initial freeway stretch where the ergonomic differences start to stand out. Being the physically smaller bike, the Kawasaki also feels a little more compact than the Suzuki. Its bars are narrower and your legs have a little more bend in the knees. Between them, the Kawi’s pegs are 14.5 inches from the ground with 17.5 inches between the seat and pegs. The Suzuki is 0.5 inches and 1.5 inches lower and longer, respectively. In layman’s terms, the Suzuki gives you a more comfortable riding position with wider bars to boot. As Ryan put it: The GT+ will fit bigger folks more comfortably while the Kow displays the same narrow bar position that I’ve come to detest after so many comparisons of other models from Team Green (this seems to be a familial trait). The Ninja’s bars are closer and the footpegs are higher resulting in a more cramped riding position compared to the GSXS; you’ll also find the heel room cramped if you ride with the pad of your hooves on the footpegs. You’ve got more room to spread out on the GT+. This doesn’t mean the Kawasaki is necessarily uncomfortable. Especially if you’re average height. I personally found the seat to be better padded for longer stints in the saddle. Plus it has an adjustable windscreen, which the Suzuki does not. In its highest position, the windblast would flow nicely over my helmet – which was nice for the brisk morning air we were riding in. Since it’s not adjustable, the Suzuki’s screen directed air lower towards my neck and chest. However, there’s a caveat with the Kawi’s screen. The tab you need to depress in order to adjust the screen is below the gauge cluster, buried behind the brake fluid reservoir and the various hoses and cables that take up the front of a motorcycle. It’s a little cumbersome to get to and requires both hands to depress it and move the screen. It’s so obnoxious that the single warning sticker placed on the gas tank features three bullet points, all pertaining to adjusting the windscreen safely – and while not moving. Design flaw, perhaps? That little tab to the left of the warning sticker needs to be pressed in order to adjust the windscreen. Not very convenient, is it? If you have to warn the rider three times about the windscreen, maybe the rider isn’t the problem. The Ninja, with its 120 horses, 70 torques, and broad spread of power, moves along just fine and has plenty of grunt. But it’s odd that, despite the bigger engine, it really kicks into life the higher the engine is spinning. Conventional wisdom would have you think the bigger engine’s torque would be more apparent. Not here. In traditional Kawasaki fashion, the Ninja must be geared quite tall, enough so to negate the feeling of torque from the saddle. But once the engine is singing you better hang on because it’s deceptively quick. The bi-directional quickshifter also comes into its own as the revs pick up, and it’s here where you start to feel some of that Ninja heritage come through. However, for as exciting as the Kawasaki is, the Suzuki engine – and quickshifter – are the clear winners here. Despite the real-world power disadvantage (at least on paper), somehow Suzuki has managed to take a 17-year-old engine and make it feel more lively than the dyno would indicate. This is a perfect example of a dyno chart not being representative of reality, as both Ryan and I continually gravitated towards the Suzuki’s engine (and transmission) as being the more exciting of the two. If it ain’t broke, then Suzuki will keep squeezing every inch of life out of it. But hey, the K5 GSX-R1000 engine was great then, and with a little bit of massaging, is great now for sport-touring duties. The reality is that we rarely, if ever, tapped into the Suzuki’s peak power advantage on our ride, and yet our butt dyno *felt* as though the GSX-S was the livelier of the two. We imagine shorter gearing makes the Suzuki’s slight torque disadvantage a non-issue – this despite being the smaller of the two engines. It’s truly impressive. You’ve got considerable grunt down low and an “exhilarating” top end, says Ryan. From the moment the starter is pressed, the Suzuki engine roars to life with an aggressive purr that anybody who’s familiar with the GSX-R will recognize. Power delivery in A mode (the most aggressive) is still linear, as power builds quickly with just the right amount of buzz coming through the bars to excite and not annoy. Granted, a long enough drone on the highway will reveal buzz coming from both bikes, but each has cruise control to help give your hands a break. Suzuki’s rotary style game changer. No, really. I said it before in my First Ride Review, but it bears repeating just how good the Suzuki’s quickshifter is, in either direction. Some bikes work better at higher speeds or in higher gears, but Suzuki found a way to make every shift super smooth, especially from first to second or vice versa. It doesn’t sound like much, but it truly elevates the riding experience. Ryan agrees: The smooth-operating Kawasaki inline four revs maturely to produce impressive forward thrust. If it weren’t for the most excellent low-end torque coming from the ol’ GSXS engine, I’d laud more praise on the Ninja, but the Suzuki mill is just as adept at cruising around town as it is being launched between apexes out in the canyons. Couple the strong GSXS engine with a solid transmission and one of the best quickshifters I’ve ever sampled and you’ve got a combination that’s hard to beat – and isn’t in this comparison. Both engines are clearly well balanced for highway cruising, but they also like to embrace the sporty nature of sport-touring. Despite our best efforts, both bikes are dead even when it comes to efficiency, as we got an average fuel economy of 38 mpg for the Kawasaki and 37.9 mpg for the Suzuki. You’ll find five-gallon tanks on each bike as well, so neither really has an advantage when considering the touring aspect of sport-touring. You’ll be looking for gas stations at around the same time. When it comes to the sport in sport-touring, well, we’ve got a mixed bag. The Kawasaki, with its shorter wheelbase and slightly steeper rake angle (24.0º vs. 25.0º on the Suzuki), is the quicker steering of the two and favors tighter turns relative to the GSX-S. With that in mind, being longer and a little lazier, the Suzuki prefers long sweepers where it has room to settle in. Quick transitions are not its strong suit, despite its wide bars. The big caveat here is that both bikes are let down by their 190/50 rear tires. Producing a nearly flat profile, the 190/50 is nearly as flat a profile as a car tire and this hampers cornering severely. Both Ryan and I noticed both bikes being hard to initiate a turn – so much so that we thought we loaded the saddlebags unevenly at first to cause this weird sensation. Once we realized this was just a character trait of the flat-profile tire, we begrudgingly carried on. Our advice? Ditch the 190/50 tire immediately and replace it with a 190/55 (or 190/60, if that exists). The rounder profile will transform both bikes. Nonetheless, the Kawi generally favors the sporty side of sport touring while the Suzuki leans the other way – at least when it comes to the kind of twists and turns each bike excels in. As Ryan points out: The Kawi is a plush tourer, the Zook is sport. Adjustability is available for both bikes. In the standard settings or even when closing the damping, the Ninja delivered a cushy ride. The Suzuki felt stiffer throughout, which was preferred during the ripping and tearing, but not as much on tight rough asphalt. Irony sets in when we note how the Kawasaki’s suspension steered toward plushness while the Suzuki tried to channel more of its GSX-R heritage with a firmer, sportier ride. Both bikes give you adjustable suspension, but when it came time to try and firm the Ninja for the canyons, imagine our surprise when the Kawi shock only gave us three turns of rebound adjustment. Three turns. Effectively, this means the shock rebound circuit is either wide open or fully closed. Both bikes are done a disservice by wearing 190/50 rear tires. Not to mention that you don’t get compression adjustability anyway. As such, the Ninja felt unbalanced front to rear. For the Suzuki’s part, even though the ride was firmer than the Kawasaki, both ends felt balanced with each other. What speeds up must slow down, and the braking systems on each bike can best be described as…adequate. I’ll let Ryan explain: That’s highway rubbery! The Ninja’s rubber lines remind me of off-road brake systems where the initial bite is softened on purpose, but plenty of power and feel is available. The Suzuki’s front brake had a little more initial bite but then felt fairly wooden afterward. We adjusted the lever a bit which seemed to help, but a brake pad swap might alleviate the problem entirely. Brembo calipers give Suzuki the name recognition, but steel lines, better pads, and a more direct master cylinder would do both bikes a world of good in the braking department. Both bikes have radial-mount calipers with four pistons – the Suzuki even has Brembos – but neither braking system really blew us away. From a tech standpoint, the Ninja’s cornering-ABS should be more impressive, but it’s not like we slammed either set of brakes in the middle of a corner to avoid anything. Fortunately, we were already upright by the time we encountered the jive turkeys in the middle of the road (true story). While we’re on the topic of C-ABS, let’s talk about tech a little more. For sport-touring bikes especially, where road conditions can vary widely as you travel, we’re big fans of traction control and C-ABS. Early morning start times can mean chilly, slippery roads, and we’ve used ABS on both bikes. If we’re to nitpick, the Suzuki’s less refined system shows through in the pulsing at the lever. But again, that’s a fine hair we’re splitting. Cleaner and more user-friendly. What’s not to love? What’s not up for debate is which TFT screen is better. The Suzuki wins this round. As Ryan explains: Both bikes have nice TFT displays, but the GT+’s is bigger, which I’m told is better. Navigating both was easy enough; the Kawasaki’s took more time to learn, but anyone spending much time with either bike will get things figured out easily enough. The ability to tailor ride modes and settings is there on both bikes, but the Ninja displays your right and left lean angle for bragging rights. We saw a max left lean angle of 80 degrees (on the street, in front of Evans’ house). Top that! Personally, not only did I find the Suzuki screen much cleaner and easier on the eyes, but it was easier to navigate. Sure if you own either bike you’ll eventually figure out the navigation nuances, but the Kawasaki’s menu screens are not at all intuitive and require an annoying amount of button pressing to sort through. As far as UI/UX points are concerned, the Kawasaki’s not getting any. It may not seem like much, but the crease in the Ninja’s bag to accommodate the turn signal creates an awkward space at the bottom edge of the saddlebag. Of course, sport touring is about more than just corner carving. You also need to carry stuff, too. Both sets of bags can swallow a medium full-face helmet, but both Ryan and I gravitated towards the Suzuki’s bags for a few reasons. First, the shape of the Kawasaki’s bags have sharper angles to align with the rear end styling of the bike. These sharp angles come at the expense of interior space for smaller items you might want to stuff in your bag, like a water bottle, toiletry bag, or communicator box, for example. The GSX-S bags are angled too, but not as sharply as the Ninja’s. Though the Suzuki’s lid is slightly shallower, meaning you can’t place as many items in it to try and stuff into the pannier as it closes. The main reason we like the Suzuki’s bags better is because they don’t make us fear that they’re about to fall off at any moment. As Ryan notes, “While the Kawasaki luggage was smooth and easy to use, I could hear it rattling around at the mounting point any time I went over rough terra. The Suzuki panniers felt more solid in their mounting and were easy to remove.” The lack of sharp curves in the Suzuki’s saddlebag gives it more usable space. Lastly, we turn to looks. Beauty is in the eye of the beholder, of course, and it’s not often we even mention appearances in these tests. Still, if you were to own one of these then you’re going to have to look at it pretty regularly. Personally, the GSX-S isn’t going to win any beauty contests, and I slightly prefer the Ninja’s looks better, but I’m more than willing to overlook aesthetics if I like the ride better – and in this case, I do. As for Ryan, here’s what he had to say, “I’m a big fan of the Suzuki styling because it’s somewhat odd. Suzuki hasn’t exactly pushed the boundaries of style in some time, so I appreciate the new styling in the GSXS line. The Ninja 1000 is classic Kawasaki sport, so if you’ve always liked the sporty look, the Ninja continues to deliver.” What’s Our Pick? If you’ve read this far then you should already know which one we’d choose between these two. Both the Kawasaki and Suzuki are closely matched in many areas, and yet, they’ve also formed their own identities. The Kawi veers more towards sport, the Suzi towards touring – even though both would benefit enormously from a rounder rear tire profile. The Kawi would lean into its sporting side even more, but I think the Suzuki would crossover and find more of its GSX-R heritage, too. As is always the case, we can only review the bikes we’ve got. In this case, we liked the Ninja’s comfort and agility, but as capable as both of them are in this sport-touring game, the Suzuki’s livelier engine, fantastic quickshifter, (slightly) better saddlebags, and balanced chassis ultimately won us over. Sport touring is not dead, folks. Ryan’s Gear Helmet: AGV Sportmodular Carbon Tricolore Communicator: Cardo Packtalk Edge Suit: Aerostich Stealth R-3 One Piece Suit Airbag: Alpinestars Tech-Air 5 Gloves: Racer Mickey Glove Boots: Dainese Axial D1 Air Boots Troy’s Gear Helmet: Arai Regent-X 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 Scoreboard 2022 Kawasaki Ninja 1000 SX 2023 Suzuki GSX-S1000GT+ Price 97.1% 100% Weight 98.5% 100% lb/hp 95.5% 100% lb/lb-ft 100% 92.6% Total Objective Scores 97.8% 98.8% Engine 90.0% 96.3% Transmission/Clutch 80.0% 95.0% Handling 87.5% 82.5% Brakes 75.0% 75.0% Suspension 77.5% 80.0% Technologies 80.0% 82.5% Instruments 80.0% 92.5% Ergonomics/Comfort 85.0% 85.0% Quality, Fit & Finish 85.0% 88.8% Cool Factor 80.0% 85.0% Grin Factor 80.0% 90.0% Troy’s Subjective Scores 81.2% 85.8% Ryan’s Subjective Scores 83.9% 89.0% Overall Score 85.4% 89.5% Specifications 2022 Kawasaki Ninja 1000 SX 2023 Suzuki GSX-S1000GT+ MSRP $13,199 ($14,214.85 as tested) $13,799 Engine Type 1043cc liquid-cooled inline-Four, DOHC, 4 valves-per cylinder 999cc Liquid-cooled, 4-stroke Inline-Four Bore and Stroke 77.0 x 56.0 mm 73.4 x 59.0 mm Compression Ratio 11.8:1 12.2:1 Horsepower 120.5 hp at 9,900 rpm 125.4 hp at 10,400 rpm Torque 70.8 lb-ft. at 8,600 rpm 65.0 lb-ft. at 9,700 rpm Transmission 6-speed 6-speed; wet multiplate clutch Final Drive Chain Chain Front Suspension 41mm inverted fork; adjustable for spring preload, rebound and compression damping, 4.7-inches of travel KYB 43 mm inverted telescopic fork, fully adjustable, 4.72 inches of travel Rear Suspension Horizontal single shock; hydraulic spring preload adjuster, rebound damping adjustability, 5.4-inches of travel Link type KYB shock, fully adjustable, 5.12 inches of travel Front Brake Dual 300mm discs, radial-mounted four-piston calipers; lean-sensitive ABS Dual semi-floating 310mm discs with Brembo radial-mount 4-piston calipers, ABS Rear Brake 250mm disc; lean-sensitive ABS Single 240mm disc with single-piston caliper, ABS Front Tire 120/70-ZR17 120/70 ZR17 Rear Tire 190/50-ZR17 190/50 ZR17 Rake/Trail 24.0 deg/3.9 inches 25.0 deg/3.9 inches Wheelbase 56.7 inches 57.4 inches Seat Height 32.1 inches 31.9 inches Curb Weight (w/bags) 532 pounds 524 pounds Fuel Capacity 5.0 gallons 5.0 gallons Colors Emerald Blazed Green/Metallic Diablo Black/Metallic Graphite Gray Metallic Reflective Blue, Glass Sparkle Black Warranty 12 months, transferable; extended coverage available 12-month, unlimited mileage 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 Showdown: Kawasaki Ninja 1000 SX vs Suzuki GSX-S1000GT+ appeared first on Motorcycle.com. Source

Riding gear has largely been divided into two primary areas, dirt and street gear. Recent years, with the increase in popularity of adventure touring, we’ve seen touring suits morph into something that also accommodates off-roading. While that’s fine for that market, what about dual sport riders whose primary focus is beyond the pavement, but they’d like some protection on the necessary evils between trails? REV’IT! has answered this question with its DIRT Series of off-road gear. I took my recent conversion to dual-sport riding as an opportunity to check out some of the Dutch manufacturer’s gear. After I rode with it locally for a while on my KLX300, I decided to see if it had the chops for some adventure touring on our 2,000 mile middleweight adventure-touring Showdown from Sturgis to Los Angeles. The rest is history. Showdown: 2022 Aprilia Tuareg 660 Vs. Yamaha Ténéré 700 Table of Contents REV’IT! Territory Jacket REV’IT! Continent Pants REV’IT! Territory Jacket REV’IT! Territory Jacket Being part of REV’IT!’s DIRT Series tells you most of what you need to know about the Territory’s abrasion protection. Still, with proper protective layers the jacket performs quite well as dual sport/lightweight adventure-touring gear for hot climates in addition to simply dirt riding. Aesthetics 9/10 Protection 7/10 Comfort 9/10 Value 7/10 Weight 8/10 Innovation 8/10 Quality 9/10 Options 7/10 Weather 9/10 Desirability 8/10 Editor Score: 81% + Highs Tremendous venting for airflow on hot days Loose fit allows rider to wear Proteus armored motorcycle jacket underneath Better abrasion resistance than the typical off-road jersey – Sighs Minimal abrasion protection on pavement Loose fit means that elbow and shoulder armor can shift on impact Pricey at $280 The Territory jacket is constructed of a combination of 750D Cordura on the major abrasion areas, while the bulk of the torso and the inner arms is constructed of REV’IT’s PWR|Shell mesh for maximum airflow. The elbows and shoulders receive removable SEESMART CE-level 1 protectors; however, no back protector is included. Despite the relatively slim cut of the jacket, it allows full movement on my 5’11” dad bod. The sleeves feature elastic wrist closures and thumb loops to hold the sleeves in place in a slide. The PWR|Shell mesh flows tons of air, which is important for hot-weather riding. The rear cargo pocket is handy. Two hand-warmer pockets and a large pocket on the lower back are convenient for carrying things like the waterproof Smock Barrier. An additional pocket on the right upper chest can hold small items, I found the hand-warmer pockets to be more convenient. The killer feature of the Territory jacket is its airflow, which is perfect for summer riding. The loose fit of the arms lets air move over your skin, though this will likely allow the standard armor to shift after the initial impact. Consequently, I paired the Territory with the Proteus protector jacket underneath it. The ventilation over the torso is as if I weren’t wearing a jacket at all – even in temperatures as high as 111° F. MO Tested: REV’IT! Proteus Armored Jacket Review The elastic waist adjustment helps keep the jacket from riding up. Now, REV’IT! doesn’t market the Territory as a dual-sport jacket, but rather as an off-road one. Still, dual-sport riders have been riding on pavement for years in dirt jerseys and gear offering limited street protection. The ripstop Cordura will offer more abrasion resistance than a Jersey, but of the “one and done” variety. The included elbow and shoulder armor is clearly a step in the right direction. Still, for on-road use, particularly at highway speeds, I consider the Territory to be a companion to the Proteus jacket, which elevates the pairing into lightweight adventure touring gear that I was comfortable in while racking up tons of miles at supra-legal speeds. Making the Territory jacket my current favorite outer layer when my dirt riding involves street riding to get there. The REV’IT! Territory jacket is available in sizes S-3XL in either Mid Grey or Dark Green for $280. Check Price REV’IT! Continent Pants REV’IT! Continent Pants Also part of REV’IT!’s DIRT Series the over-the-boot Continent pants offer comfortable, sturdy protection for dirt or dual-sport riding. Aesthetics 8.5/10 Protection 7/10 Comfort 8/10 Value 7/10 Weight 8/10 Innovation 8/10 Quality 9/10 Options 7/10 Weather 8/10 Desirability 8/10 Editor Score: 78.5% + Highs Cargo pockets! Zippered vent panels on the thighs Over-the-boot design keeps sand, rocks, and splashes of water out of your boots – Sighs Pocket openings could be a little bigger Boot gaiters can be fussy Despite venting, they can get pretty warm in hot weather The Continent pants from REV’IT! are another DIRT Series item. These ripstop 750D Cordura pants seem geared towards the adventure side of things, with their over-the-boot construction. Both inner legs receive Monaco performance cowhide for better grip and durability. PWR|Shell ripstop stretch panels allow for freedom of movement, and zippered vents on the thighs control cooling air flow. Speaking of zippers, the Continent pants have two zippered cargo pockets! While they could be a little larger, having them was essential on our weeklong adventure tour. The waist has a ratcheting closure in case you eat too much pie in your travels. Securing the Continent pants is a cinch. Protection comes courtesy of Seesmart CE Level 1 impact armor on the knees and hips. Both are removable, and there is enough room inside the pants for the use of beefier armor or knee braces. Side zippers in the lower leg make it easier to don boots while the other nifty feature is the boot gaiter that covers each boot. No, they won’t keep water out if you put your feet down in a stream (don’t ask me how I know this), but they keep out rain showers, mud, and sand. In fact, the over-the-boot design and the gaiters are why I consider these to be more adventurous riding gear than just dirt. Unlike all of my other dirt pants, the Continent pants have handy pockets. Vents are also on the list of features. REV’IT! sells the Continent pants in S-3XL with Short, Standard, and Tall sizes available. You have a choice of two colors, Black and Ocher Yellow, for $370. Check Price FAQ Can you wear off-road gear on the street? When it comes to impact protection off-road armor should be fine on the street, but you should be aware that abrasion protection is minimal in off-road gear. Where is REV’IT! gear made? The two items in this review were made in Bangladesh. Additional Resources REV’IT! Sand 4 Collection Review – His And Hers MO Tested: REV’IT! Proteus Armored Jacket Review REV’IT! Launches Spring/Summer 2022 Collection 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 MO Tested: REV’IT! Territory Jacket and Continent Pants Review appeared first on Motorcycle.com. Source

Yamaha Motor Europe announced updates to the Ténéré 700, giving the middleweight ADV bike a TFT display, smartphone connectivity, a new ABS mode and other small updates. As of this writing, the 2023 Ténéré 700 has not been announced for the U.S., though we expect to receive official news soon. The Ténéré 700 Rally Edition variant offered in Europe (pictured below with the Heritage White livery) also received the same updates, but we don’t expect that it will be offered on these shores. The most noticeable visual change for the 2023 Ténéré 700 is the new five-inch TFT display. The new color dashboard replaces the previous model’s LCD display, but it retains the rally-influenced vertical orientation instead of going horizontal like on most other motorcycles. The new display offers two modes, “Explorer” and “Street”. In Explorer mode, the display shows a linear digital tachometer to help riders maintain an optimal torque output for off-road riding. In Street mode, the display shows analog-style circular dials. The Ténéré 700 is equipped with what Yamaha calls a Communication Control Unit (CCU) that allows the motorcycle to connect with smartphones via Bluetooth with Yamaha’s MyRide app. Once connected, the TFT screen can display incoming calls and messages, while the phone can show the bike’s data such as route tracking, distance covered, acceleration, top speed, elevation changes, and more. The app can also notify riders of any technical problems detected, and even email dealers to schedule service. While the 2022 model only let riders choose to turn on or off ABS, the 2023 model offers three ABS modes: both wheels on, both wheels off, or ABS only to the front wheel. Other changes include a more durable front brake lever design, a new USB charging socket, and LED turn signals. The 2023 Ténéré 700 also comes pre-wired for a quickshifter, though you would still need to purchase one separately from Yamaha’s accessory catalog. Beyond these updates, the 2023 model is similar to the 2022 version. The 2023 Ténéré 700 will be available in Icon Blue and Tech Kamo. The 2023 Ténéré 700 Rally Edition will come in Heritage White, and includes an Akrapovič exhaust, a radiator protector, a strong skid plate, off-road hand grips, grip pads, and a taller seat designed for easier transitions between standing and sitting positions. 2023 Yamaha Ténéré 700 Specifications (European Markets) Engine Type 4-stroke, 2-cylinder, Liquid-cooled, DOHC, EURO5 Displacement 689cc Bore x Stroke 80.0 x 68.6 mm Compression Ratio 11.5 : 1 Horsepower 72.4 hp at 8,750 rpm (claimed) Torque 49.4 lb-ft. at 6,500 rpm (claimed) Lubrication System Wet sump Clutch Wet, Multiple Disc Ignition TCI Starter Electric Transmission Constant Mesh, 6-speed Final Transmission Chain Fuel Consumption 54.7 mpg (claimed) Fuel system Electronic Fuel Injection Frame Double cradle, Steel tube backbone Caster angle 27° Trail 4.1 inches Front Suspension Upside-down telescopic fork; 8.3 inches of travel Rear Suspension Link suspension, swingarm; 7.9 inches of travel Front Brake Hydraulic dual disc, Ø 282 mm Rear Brake Hydraulic single disc, Ø 245mm Front Tire 90/90 – 21 M/C 54V Rear Tire 150/70 R 18 M/C 70V Length 93.3 inches Width 35.6 inches Height 57.3 inches Seat Height 34.4 inches Wheelbase 1.595 mm Ground Clearance 9.4 inches Wet Weight 449.7 pounds (claimed) Fuel tank capacity 4.2 gallons Oil tank capacity 0.7 gallons Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2023 Yamaha Ténéré 700 First Look appeared first on Motorcycle.com. Source

Nobody does modern classics quite like Triumph, and today, the famed British marque is taking full advantage of its position within the modern classic space by unveiling its new, 10-bike strong limited edition Chrome collection of motorcycles. How limited? Each bike will only be available for one year. Not quite a mid-year refresh, the Chrome collection is simply a stunning change to the visual appearance of each motorcycle without any mechanical differences or changes. And with the collection of bikes getting the chrome treatment, go-fast updates really aren’t important anyway. After the popular response Triumph received for its Gold Line of limited edition motorcycles in 2022, the Hinckley marque carried that momentum forward with the Chrome line for the 2023 model year (with strong hints that more special collections will come in the years to follow). The Chrome collection includes eight models from the Bonneville family and two from the Rocket 3 family. As the name implies, the Chrome family of motorcycles features a distinct design trait – chrome detailing performed in-house with a level of detailing that matches jewelry standards. In fact, Triumph estimates each of the Chrome edition motorcycles requires five additional hours of craftsmanship per bike, with up to three of those hours dedicated just to polishing the tank (a normal tank usually takes about 20 minutes). While chrome is no doubt a stunning visual, as you’ll see in the photos below, the Chrome collection is more than just a chrome tank – there are painted elements to add flair to each bike’s appearance. This painting process involves hand-applied masking (which itself can take 7x longer than the normal painting process), a special primer, hand-sprayed painting, polishing, and then a final inspection. For models with metal elements applied to the paint, the super thin metal filament is applied by one of only two certified specialists in the whole factory. As you can imagine, it takes an extremely skilled hand to handle this thin filament without cracking it. Once it’s applied, a protective clear lacquer is sprayed for a smooth and flawless finish. The end result is a motorcycle that has to be seen in person to really be appreciated. Surprisingly, Triumph was able to enhance the visuals of each bike with only a modest price increase. The Rocket 3 family only sees a $900 bump for the Chrome models, the Bonneville 1200 family gets an $800 bump, and the Bonneville 900 is only $500 extra over the standard models. So, what’s in the Chrome collection, you ask? Check them out below, with descriptions straight from Triumph. Rocket 3 R The new Rocket 3 R Chrome Edition is a head-turner. A real beauty in monochrome, the flawless full chrome fuel tank with its Jet Black accent is complemented by Jet Black mudguards, headlight bowls, front mudguard, fly screen, radiator cowls, side panels and rear bodywork. The Matte Aluminum upper radiator cowl and fork guards provide a stunning contrast against the black engine and bodywork. Available for one year only, a dedicated Rocket 3 R Chrome Edition Accessory Kit compliments this stunning new edition, featuring a specially selected set of custom accessories including bar end mirrors. Rocket 3 GT New for 2023, and available for one year only, the Rocket 3 GT Chrome Edition sits alongside the Rocket 3 R, sharing the same full chrome tank with an eye-catching and distinctive Diablo Red. Jet Black headlight bowls, fly screen, front mudguard, radiator cowls, side panels, and rear bodywork complement the red and chrome perfectly, while Matte Aluminum Silver fork guards and upper radiator cowls highlight the stunning lines and tie-in beautifully with the matching exhausts and intakes. Bonneville T120 Chrome Edition The definitive British motorcycle icon, the Bonneville T120 combines high-specification, modern capability, thrilling torque-rich performance and original, iconic Bonneville style. Now for 2023, the Bonneville T120 Chrome Edition brings a custom-inspired stunning new look. The fuel tank is the centerpiece of this immaculate limited edition, flawlessly chromed, with an iconic and distinctive Meriden Blue painted surround, beautifully offset by the contrasting Jet Black mudguards, headlight bowl, and side panels. A matching Meriden Blue fly screen is also available as an accessory to complete the look and improve long ride comfort. Bonneville Bobber Chrome Edition From its muscular stance to its award-winning easy ride, the Bonneville Bobber was an instant hit. Stripped-back style, wire-spoked wheels, wide flat bars, and that unmistakable hardtail look – this modern icon captured a loyal following. In perfect contrast to its blacked-out attitude and style, the new Bonneville Bobber Chrome Edition features an elegant chrome fuel tank, beautifully finished with a Jet Black overlay and delicately detailed Triumph triangle badges. Distinguished and distinctive, this monochrome makeover is complemented by Jet Black mudguards and side panels featuring the distinctive Bobber logo. A matching Jet Black short front mudguard is available as an accessory option. Scrambler 1200 XE Chrome Edition Available for one year only, the Scrambler 1200 XE Chrome Edition brings a striking new style for 2023. The flawless full chrome fuel tank features a Brooklands Green painted stripe which incorporates the Triumph triangle tank badges. Brushed aluminum mudguards and silencer heat shields complement the tank perfectly while the headlight bowl and side panels are finished in deep Jet Black. A hand-picked set of accessories form the Scrambler 1200 XE Chrome Edition Accessory Kit, all of which are available to view on the Triumph configurator. Bonneville Speedmaster Chrome Edition The new Bonneville Speedmaster Chrome Edition is beautifully bold. The exquisitely crafted limited edition chrome tank with its eye-catching Diablo Red surround makes sure this bike stands out in a crowd. Jet Black mudguards, side panels and headlight bowl frame this work of art perfectly, offering a rich contrast to the flawless chrome. A short front mudguard, in matching Jet Black, is also available as an accessory for added custom style, as well as a dedicated Bonneville Speedmaster Chrome Edition Accessory Kit featuring a hand-selected set of chrome accessories. Thruxton RS Chrome Edition The original cafe racer and without question the most focused Triumph modern classic, with all the performance to match. And now for 2023, the Thruxton RS Chrome Edition makes a bold new statement as the pinnacle in cafe racer style with its full chrome tank – in that timeless signature shape, flawlessly finished and highlighted with a Jet Black painted seam. Adding to the Chrome Editions distinctive two-tone style, Jet Black mudguards, side panels, seat cowl and headlight bowl contrast beautifully against the bright chrome while Matte Silver Ice fork protectors add shape and form to the bike’s striking front end. A matching Jet Black accessory cockpit fairing is available, bringing even more custom style and wind protection to this stunning cafe racer, featured in the dedicated Thruxton RS Chrome Edition Accessory Kit. Bonneville T100 Chrome Edition The Bonneville T100 Chrome Edition features a contemporary Cobalt Blue fuel tank with unique Chrome Edition metal stripe detailing. Complementing this stunning centerpiece, the mudguards, side panels and headlamp bowl are all finished in rich Jet Black. To add even more practicality and custom style, a matching Cobalt Blue fly screen is available as an accessory option. Speed Twin 900 Chrome Edition New for 2023, the Speed Twin 900 Chrome Edition is set apart by its rich Red Hopper scheme across the tank with elegant Jet Black stripe and eye-catching Chrome Edition metal knee pad infills, matching its new Triumph triangle tank badges with metal detailing. Jet Black side panels with new red and silver graphics and Jet Black mudguards provide the perfect balance to this beautifully bold limited edition. A matching Red Hopper accessory fly screen is available to complete the custom classic look, which also features in the dedicated Speed Twin 900 Chrome Edition Accessory Kit. Scrambler 900 Chrome Edition New for 2023, the Scrambler 900 Chrome Edition brings a distinctive Brooklands Green fuel tank with a classic Jet Black tank stripe and bold Chrome Edition metal knee pad infills. Triumph triangle badges with metal detailing provide the tank’s finishing touch, while the mudguards, side panels and frame cowl are finished in Jet Black. A Jet Black high mudguard and a Brooklands Green fly screen are both available as matching accessories, as well as a dedicated Scrambler 900 Chrome Edition Accessory Kit. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Triumph Unveils The 10-Bike Chrome Collection appeared first on Motorcycle.com. Source

In 1973, I was beginning to look at the streetbike magazines as well as the dirtbike ones on the magazine rack at Lyons Drug; there must’ve been 20 or 30 of them, and plenty of time to browse as there was no www, and very little hope of obtaining any motorcycle at all anytime soon. The 1973 BMW R90S was a chunk of pure unobtanium, from a planet far, far away, that knocked my striped tube socks completely off. Ian Falloon wrote an entire 128-page book about it. Some motorcycles redefine the perception of a marque. Prior to the release of the R90S at the end of 1973, BMW motorcycles were considered stodgy, conservative, and plainly unexciting. A BMW was great for hauling sidecars or undertaking long distance cross-country trips, but it was hardly a sports bike. If you were younger than forty it simply wasn’t cool to be seen on a BMW but the R90S changed that. In its day the R90S provided unsurpassed on-the-road performance, but even more significant than the performance was its style. The R90S was the first production motorcycle to feature a factory-fitted fairing as standard equipment. And if the café-racer look wasn’t enough to make the R90S stand out from the crowd the paint scheme was. Early examples came in smoke black, and from 1975 Daytona Orange was an option. With hand-painted pin striping and a horrendous price tag there was just nothing else like the R90S at the time. This was the motorcycle that epitomised the era. An emphasis on style was in ascendance, and the R90S was marketed as a luxury accessory for the new breed of affluent motorcyclist. The R90S engine was based on the R90/6 touring model. Released concurrently, this was a development of the new generation R75/5 introduced in 1969, but incorporated a five-speed gearbox and a larger alternator for more reliable starting. Whereas the oversquare 90×70.6mm dimensions were shared between the 90/6 and 90S, the R90S had higher compression (9.5:1) pistons and larger carburettors to crank out its 67 horsepower at 7,000 rpm. Rather than the ubiquitous Bing carburettors, Italian Dell’Orto PHM38mm carburettors with accelerator pumps fed the R90S. But while the Italians continued to fit noisy antisocial mufflers the R90S remained whisper quiet, right up to the top speed of around 200 km/h. It was also easy to live with, with most maintenance tasks well within the capability of the owner. Easily adjusted pushrods operated the overhead valves, while the ignition was by points conveniently located at the front of the engine. Also setting the R90S apart were the twin 260mm disc brakes, even if the floating single piston ATE brake calipers lacked ultimate power. The master cylinder was also strangely mounted underneath the fuel tank, operated by a Bowden cable from the handlebar lever. This was designed to protect the master cylinder in the case of an accident but the result was a remote, spongy action. With its shaft drive and long travel suspension the R90S may have lacked the sharpness and handling precision of comparable Italian sportsters but it more than made up for it in civility. Included were several practical features previously unheard of on motorcycles. Instrumentation inside the beautifully finished fairing included a clock and ammeter. Out of sight was a three-way adjustable hydraulic steering damper and when it came to the toolkit the R90S left every other motorcycle in the shade. Not only comprehensive, this included an official BMW towel, tyre repair patches, and a tyre pump under the seat. The wheel rims were aluminium and the build quality and finish was unmatched. But the R90S was not just style without substance. On the road it excelled. The frame, with its bolted on rear subframe may have been found wanting in terms of ultimate strength but for most purposes it was more than adequate. Long travel suspension provided a plush ride but was also sufficiently damped for spirited riding. The moderate wet weight of 215kg and reasonable 1,465mm wheelbase contributed to a package that was manoeuvrable without being ponderous. The 24-litre fuel tank also provided a touring range close to 400 kilometres and the comfort level was unmatched. The R90S was an instant success. Over a three year period BMW sold as many as they could make, building 17,455 before the R100S replaced it in 1977. But it is the R90S that stands out and is now remembered. Unquestionably the classic BMW motorcycle of the modern era, the R90S was BMW’s first, and arguably its best ever Superbike. And it is a classic bargain. More expensive than even the Ducati 750 SS “Green Frame” in its day, the R90S is now the most affordable exotic Superbike of the Seventies. ISBN-13 : ‎978-1884313943 Shop for BMW R90S by Ian Falloon here 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 Falloon Files: 1973 BMW R90S appeared first on Motorcycle.com. Source

Only three motorcycle manufacturers in the world can claim to have been in continuous production for more than 100 years, and Moto Guzzi is one of them. When it comes time to make a historic transformation to the brand, that change carries a lot of weight on its shoulders. With the Moto Guzzi V100 Mandello, the manufacturer alludes – twice – to that long history in the name alone. First, the V100 honors the century of production and maintains form with past naming conventions, while the last part of the name refers to Mandello del Lario, where all Moto Guzzi motorcycles have been made since 1921. When looking at the V100 for the first time, the Moto Guzzi lineage is unmistakable. So, where’s the risk? Moto Guzzi Teases V100 Mandello And Reveals Plans For New Factory 2022 Moto Guzzi V100 Mandello First Look 2023 Moto Guzzi V100 Mandello S The Moto Guzzi V100 Mandello brings the marque to current performance and technology levels while honoring the manufacturer’s past. Although an impressive platform debut, the V100 still has some teething issues. Editor Score: 88.5% Engine 18/20 Suspension 13.25/15 Transmission 8/10 Brakes 8.5/10 Instruments 4.75/5 Ergonomics 9/10 Appearance 9.5/10 Desirability 9/10 Value 8.5/10 + Highs Liquid-cooled and IMUed engine for the 21st Century Semi-active Öhlins suspension Impressive handling – Sighs First generation quickshifter has some issues Sport mode throttle and suspension settings are a little harsh Noticeable heat at low speeds from exhaust system Sea Change The Moto Guzzi V100 Mandello is full of firsts, clearly looking to the future, while maintaining a link to the manufacturer’s past. Of course, being the heart of any motorcycle, the engine is where all the change starts, and the V100 features a huge first for Guzzi. Up until now, every transverse-mounted 90° V-Twin the company produced has been air cooled, but no more. The “compact block” engine is the result of the switch to liquid cooling. Although manufacturers frequently claim that new models don’t share a single part with their predecessors, these “complete redesigns” rarely implement the amount of change Moto Guzzi has wedged into its re-envisioning of its 90° V-Twin, and while the inclusion of liquid cooling gets most of the attention, the engine’s changes go way beyond the new circulatory system. Most of the major changes on display: The radiator (right), the 90° rotated head, the counter-rotating primary (below the oil filler), and the shortened engine length. The two 96 x 72 mm pistons create a 1042cc displacement with components of combustion flowing through four-valve heads. The valves, however, no longer receive their instructions via pushrods; rather, chain-driven, dual overhead cams actuate finger followers to open and close the valves. These followers allow for more aggressive cam profiles, benefitting performance, efficiency, and emissions at the same time. The head layout was rotated 90° to achieve a couple of goals. By placing the intake manifolds in the center of the V, more room became available to the rear of the cylinder jugs for the rider’s knees. Additionally, the intake tract has a straighter shot from the centrally-located air box through the two 52mm ride-by-wire-controlled throttle bodies, which, in turn, send the air/fuel charge through shorter, high-turbulence manifolds into the combustion chamber, again for increased performance and efficiency. Since the exhaust ports are now on the outside of the engine, the headers are located in clear airflow and draw the heat away from the engine (and rider) at speed One of the defining characteristics of a transverse-mounted engine is the torque effect that the crankshaft has when blipping the throttle. At a stop, Guzzi riders have long enjoyed having the engine torque to the right. While this is fun at a stop, when accelerating through a turn, this attempt by the engine to lean the bike to the right means that the rider must combat this force, which wants to tighten up the turn or send the bike wide, depending on the direction of the turn. Deceleration will have a similar-but-opposite effect. The V100’s engine delivers significantly less torque effect than the previous generation thanks to a primary shaft that counter rotates to the crankshaft. This also allows a smaller, lighter crankshaft to be used, a construction that Moto Guzzi claims improves both engine compactness and performance. How’s that for a 77 lb-ft torque curve that’s made for surfing? And the horsepower is nothing to sneeze at. Engine compactness was a goal for the V100. For example, the crank chamber is separated from the oil pan by a reed valve that allows for a shallower oil pan in the wet sump system. Additionally, the lessened amount of oil in the crank chamber delivers more efficiency due to less parasitic loss. The shaft is angled out 6° from the engine to accommodate the 190/55 tire while keeping the V100’s waist narrow for easier access to the ground. The drive train is radically changed, too. Gone is the single plate dry clutch of before, and in its place is a more compact hydraulically-actuated multi plate wet clutch – complete with a back-torque limiter to reduce wheel hop. The six-speed gearbox was constructed with the goal of reducing free play between gears to allow for “low inertia and very rapid gear shifting” with the ultimate goal of utilizing an up/down quickshifter (optional on the base model and standard on the S). To achieve this goal, patented technology was borrowed from the V85TT for the first two gears. The result of all this effort directed towards the compact block engine was that the overall length is now 4.1 in. shorter than that of the V85TT while producing a claimed maximum power of 115 hp at 8,700 rpm and maximum torque of 77 lb-ft at 6,750 rpm and delivering a claimed 50 mpg. The beefy structure of the engine allows it to be used as a stressed member with attachments at six points to the steel trellis frame. Even the foot pegs are mounted to the engine for compact design. The compact engine allows for the use of a longer single-sided swingarm with the shaft drive inside to minimize the jacking effect under acceleration. The Chassis The V100 features a steel tube trellis frame that uses the engine as a stressed member. The headstock creates a 24.7° rake, which combines with the 4.1-in. trail for sporty handling. The single-sided swingarm mounts directly to the engine with its pivot point and length designed to minimize the jacking effect of the shaft drive during acceleration/deceleration. The shock is visible on the left side of the bike and connects the swingarm directly to the chassis without a linkage. The fork and shock themselves come in two varieties. The standard package receives a Kayaba 41 mm fork and a rebound and preload adjustable (via a handy knurled knob) Kayaba shock. The S model goes full modern with the Öhlins Smart EC 2.0 semi-active suspension system, which can adapt to road conditions through the filter riding modes to deliver the desired suspension characteristics to the rider. The Öhlins TTX shock features a remote preload adjuster and semi-active control. The Smart EC 2.0 semi-active suspension system has two maps as its baselines from the factory, Comfort and Dynamic, for controlling the NIX fork and TTX shock. These two modes are also linked to ride modes, with Comfort paired to Tour and Rain modes, while Dynamic slots in with Road and Sport. Comfort and Dynamic deliver plush and firm rides, respectively; however, each of these suspension maps have the ability to be fine tuned via the OBTi (Objective Based Tuning Interface) available in the TFT screens settings menus. The categories of adjustment are broken down into functions: braking support (to help prevent bottoming while on the brakes), front firmness, and rear firmness. However, if the rider prefers to go old school with fixed suspension settings, a Manual mode is also available. Rear preload is adjustable via a knurled knob attached below the shock. The brakes are standard Brembo fare, which means that they are quite good without being flashy. The dual front discs are 320mm and are mated to a pair of Brembo four-piston, radial-mounted calipers. The rear disc measures 280mm and is gripped by a Brembo two-piston floating caliper. Cornering ABS comes courtesy of Continental. The Pirelli Angel ST II tires perform quite well, and the Brembo 320mm discs combine with the four-piston, radial-mount calipers to haul the V100 down from speed. Rider Accommodations The Mandello’s rider triangle is just about perfect for a roadster or a sporty tourer. Although it sounds high, the seat height feels shorter than the 32.1-in. specification (31-in. and 32.9-in. accessory seats are available). Credit goes to the bike’s narrow waist that begins with the front of the seat and goes down to the rubber-mounted footpegs on the engine cases. Again, despite the relatively tight appearance when looking at the bike, the seat-to-peg relationship is roomier than it looks. Finally, the reach to the tapered superbike-style handlebar gives the rider just enough forward cant to face the wind and provides enough room for the rider to move around on long highways or get down to business in the twisties. Wind protection is one of the places where Moto Guzzi is making news with the V100. While other manufacturers have focused on wings designed to increase downforce and keep high-powered sportbikes’ front wheels on the ground, the folks from Mandello del Lario have harnessed their historical relationship with wind tunnels on the rider by developing the world’s first adaptive aerodynamics on a motorcycle. A pair of wings mounted on the outer edges of the gas tank, just behind the fairing, automatically deploy themselves at a user-programmable speed in some of the ride modes to help protect the rider from the wind blast and weather. From the factory, the speed threshold is set at 43 mph, but riders can adjust them to open anywhere from 19-59 mph. The wings will stay deployed until the speed drops to 12 mph below the set threshold. The automated airflow deflectors are more than a gimmick, but the benefit is hard to quantify. You may be wondering why the fairing wasn’t designed to provide this protection all the time, but anyone who has had to loaf along at a relatively low speed on a hot day already knows the answer to the question. There are times when airflow benefits the rider and times when it does not. When deployed at highway speeds, Moto Guzzi claims that it takes 22% of the wind pressure away from the rider’s torso, and while claims like this are hard to prove, my ride in the chilly 60° morning air at the beginning of our test ride proved to me that there is clearly a lessening of airflow with the wings spread. Still, every little bit helps on either a cold morning or a long day in the saddle racking up the miles. So, to those who cry “sales gimmick,” I respond by noting that if it is a gimmick, it’s a quite functional one. If for any reason, you want to keep the wings constantly open or closed, you can fix them that way in settings menus. Up until now, I’ve completely ignored the electrically-adjustable windscreen because it works exactly as you would expect it to since they’ve been around for a long while. However, the control is strangely buried a couple levels down in the settings for some reason. Even from the side, the narrowness of the front of the V100’s seat is visible. This aids in reaching to the ground, while the wider rear section adds comfort for racking up the miles. Electronics While I’ve mentioned electronics briefly, they do warrant further discussion. The V100 Mandello is the first Moto Guzzi to be equipped with an IMU, which when paired with a ride-by-wire throttle and the ECU, helps to deliver the many conveniences and safety features that riders of current generation motorcycles have come to expect. The Marelli 11MP ECU and the six-axis IMU track the current riding conditions and determine how the bike will react to them. Consequently,the V100 has four ride modes, Tour, Rain, Street, and Sport, each of which according to MotoGuzzi “manages three different types of engine mapping, four levels of traction control, two levels of engine braking, the opening of the side deflectors and, on the V100 Mandello S version, even calibration of the Öhlins Smart EC 2.0 semi-active suspension.” Oh, and let’s not forget the cornering ABS, developed in conjunction with Continental, that “constantly monitors various parameters such as lateral acceleration, the pressure applied to the front brake lever, and the lean, pitch and yaw angle, modulating the braking action in order to better guarantee the ratio of deceleration to stability.” Finally, these electronics make an up/down quickshifter (a first for Guzzi) and cruise control possible. The electronics that most riders adjust the most will be the ride modes, and each has its factory base lines that can be adjusted in the settings to taste. The purpose of Tour mode is pretty self-explanatory, racking up miles. To that end, the throttle setting is in the middle, at 2 of 3, and the engine braking is set to its most aggressive state. Traction control is set to 3 of 4, while the Öhlins Smart EC 2.0 suspension is in Comfort mode. The wings open at the set speed. Rain mode softens almost everything. Power and TC are set to allow for the most electronic intervention, while engine braking remains at maximum. The suspenders are in the soft Comfort map, and the lateral deflectors are open at all times. Road keeps the same engine braking and throttle response settings while dialing the TC back a notch to 2 of 3. The Öhlins Dynamic map is in play. The adaptive aerodynamics are turned off in both Road and Sport. The Sport mode delivers the snappiest power curve paired with the least engine braking. TC is dialed to the minimum, while suspension is set to Dynamic. Throughout all four modes peak power is maintained, and only the response to throttle input is changed. A well-appointed cockpit with no fluff. Where the Rubber Meets the Road I don’t envy the employees tasked with putting together a multi-wave international new model introduction. So many factors need to be accounted for. Unfortunately, my wave drew the short straw, as our ride day was on a Sunday, which around the scenic Lake Como area means that the roads were filled with cyclists, motorcyclists, and people out for a Sunday ride in their cars. Not the ideal situation for taking photos or testing motorcycles with a group of about 20 riders. But the weather was perfect, and we had a job to do. The fact that passing anywhere that there is enough room to do it is acceptable behavior in Italy did make things a little easier – and exciting. The V100 likes to be leaned over, and I look forward to having one for a longer test. My first impression upon thumbing the starter was that, thankfully, not all of the torque effect of the engine had been tuned out when at a stop. (Later, in corners, I would learn that it was essentially non-existent at speed, which was the goal.) Rolling out of Mandello del Lario and through the many small villages we encountered on the ride, I felt immediately comfortable with Touring mode. The throttle response was predictable, and there was no hunting for neutral throttle at low – or any – speeds. Moto Guzzi claims that 82% of peak torque is available from 3,500 rpm, and I believe it. So much torque is available that I found myself riding the wave to the point that I never bumped the rev limit all day. There was simply no reason to wind the engine out. The suspenders soaked up any broken pavement encountered, and the wind deflectors made me laugh when they first deployed. As I said above, I could feel the difference in the amount of air flowing through my riding jeans and vented jacket. Touring mode would become my favorite of all the modes throughout the day. Add on the accessory bags (which connect with nifty pins on the bottom of the pillion seat base), and the V100 is ready to go on an extended tour. Into the switchback-filled mountain roads, I changed to Sport mode, only to find the throttle response a bit too abrupt for my tastes. In Sport, the V100 wanted to be either accelerating or decelerating and tended to hunt between the two at neutral throttle. In a higher-speed environment, I might have liked this more, but instead, I just dialed back to Road, which had slightly less reactive throttle action. Both Road and Sport set the suspension to Dynamic, and if I had more time on the bike, I would have tried tuning some of the harshness out of the settings. I think this is more a symptom of the broken pavement we encountered on our ride than a side effect of the suspension. At low speeds, particularly after extended high-rpm running, the heat wafting up from the exhaust, possibly the catalytic converter, was quite noticeable on a 65° day. When it comes to handling, the V100 bends into corners with the best of the sport tourers, and it should. One of the Moto Guzzi reps told me that the V100 benefited greatly from having Aprilia under the Piaggio umbrella, utilizing the sister brand’s chassis knowhow. With its 58.1-in. wheelbase, the V100 is slightly longer than it’s two Japanese competitors, the Kawasaki Ninja 1000 (56.7 in.) and the Suzuki GSX-S1000 GT (57.5 in.), but I didn’t notice any difference in turn-in effort with the Ninja I rode the weekend prior to this introduction. While this comparison might feel strained, the BMW R1250 RT and the Ducati Multistrada V4 S are both significantly more expensive than the V100. So, Moto Guzzi is, once again, marching to its own tune. In lower-speed corners, the V100 demonstrates a tendency to fall into the corner. Or that is what I initially thought. Instead, it feels like it has a preferred lean angle and stabilizes there once it is achieved. Since I’m doing a quick comparison to the Japanese sport tourers, the Moto Guzzi weighs in at a claimed 514 lb. (with 90% fuel load) to the Kawasaki’s 514 lb. and the Suzuki’s 498 lb. claims, putting it squarely in the same playing field. One place the V100’s weight is felt is on the downhill, hairpin corner entries I encountered repeatedly on the press ride. The Brembo brakes offer plenty of feel and power to handle the brisk deceleration required, making it easy to trail the binders well into the corner. A nod should also go to the EFI for making the transition back onto the throttle so seamless and preventing the slight driveline lash apparent in most shaft drive systems from upsetting the chassis. The Fly in the Ointment Unfortunately, my experience with the V100 Mandello wasn’t all rainbows and unicorns. One frustrating problem cropped up repeatedly during the ride. While the quickshifter performed well when shifting up and down from second gear or higher, the system clearly preferred that the engine either be accelerating or decelerating. Shifts at neutral throttle tended to be abrupt, lacking the polish of the Ducati Multistrada V4 or the Suzuki GSX-S1000 GT. However, the first to second gear shifts (and back) were abrupt at best. On several occasions under hard acceleration, the upshift resulted in a false neutral. After upshifting a second time to get out of neutral, I would find myself in third gear. This didn’t happen every time, and despite my best efforts to figure out what conditions triggered the issue, I could not find a way to predict when it would happen. Also, on the downshift to first, the rev-matching of the quickshifter occasionally over revved the engine, unsettling the chassis. This was much less frequent, though. The quickshifter, while working quite well when the transmission was above second gear, had some issues with balky and missed shifts. I don’t think this is a problem with the transmission. In fact, the V100’s six-speed gearbox is the smoothest I’ve ever encountered on a Moto Guzzi. Instead, I think the missteps have something to do with the quickshifter’s duration. Because of this, I am optimistic that it can be tuned out, perhaps with a firmware upgrade in the future. For much of the ride, I simply clutched my first to second upshifts and downshifts. Wrapping it up To say that I have been looking forward to testing the Moto Guzzi V100 Mandello since it was announced last year would be an understatement. No bike has filled me with more anticipation in all of 2022. For the most part, the bike was worth the wait. Visually, the V100 is stunning with a premium fit-and-finish that rises above its price. The changes that it embodies for Moto Guzzi are huge: all-new liquid-cooled engine and full electronics package. Still the V100 is unmistakably a Guzzi. The style, the visual profile, and the sound take care of that. Yes, there are some teething pains associated with this new platform, but I expect them to be sorted out in future updates. The compact block engine is a huge step into the future where ever stricter emissions requirements beyond the current Euro 5 will come into play. I look forward to seeing what other motorcycles Moto Guzzi decides to put this engine in. You know it’s going to happen. The road beckons. The Moto Guzzi V100 Mandello should be in dealerships by the end of the year, and I hope to have one for a proper test about that time. The base model Moto Guzzi V100 Mandello comes in two colors (Bianco Polare and Rosso Magma) for an MSRP of $15,490. The Moto Guzzi V100 Mandello S I tested receives heated grips, quickshifter, tire pressure monitoring system, MIA app access, and the Öhlins Smart EC 2.0 semi-active suspension system and comes in Verdi 2021 and Grigio Avanguardia for $17,490. This motorcycle is certainly worth a test ride if you’ve been as excited by it as I have. 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 Moto Guzzi V100 Mandello S Specifications MSRP $17,490 ($15,490 for the base model) Engine Type Liquid-cooled 90° transverse V-twin. Double overhead camshaft timing with finger followers and four valves per cylinder Displacement 1,042 cc Bore x Stroke 96 x 72 mm Compression Ratio 12.6 : 1 Maximum Power 115 hp at 8700 rpm Torque 77 lb-ft. at 6750 rpm Fuel System Electronic injection; 52 mm double throttle body, Ride-by-Wire Fuel Tank Capacity 4.5 gallons (including 0.9-gallon reserve) Emissions Compliance Euro 5 Fuel Economy 50 mpg (claimed) Co2 Emissions (Wmtc Cycle) 118 g/km Clutch Hydraulic multi-plate wet clutch with anti-juddering system Transmission 6 speed (S model comes with electronic quick shift system] Primary Drive Straight cut gears and integrated flexible coupling, gear ratio: 31/48 (1.548) Secondary Drive Cardan shaft: Drive ratio: 12/38 (3.166) Engine Management 3 engine mappings (MGCM), 2 levels of engine brake control (MGFM), 4 levels of traction control (MGTC), cruise control. 4 Riding Modes (Tour, Rain, Road, Sport), [quick shift] Chassis High strength steel tubular frame Front Suspension Hydraulic telescopic 41 mm USD fork, adjustable in spring preload and rebound [Öhlins Smart EC 2.0 semi-active fork, 43 mm USD with superficial TIN treatment, fully adjustable]. 5.1 inches of travel. Rear Suspension Aluminum single-sided swingarm with left-hand single shock, adjustable in spring preload, via a knob, and in rebound [Öhlins Smart EC 2.0 semi-active single shock that is fully adjustable and complete with spring preload adjustment via a knob]. 5.1 inches of travel. Front Brake 320 mm double floating disc in stainless steel, Brembo radial callipers with four opposed pistons and a metal trellis tube Rear Brake 280 mm stainless steel disc, Brembo two-piston floating calliper; Continental ABS with cornering function Wheels Aluminum alloy Front Wheel Rim 3.5” x 17” Rear Wheel Rim 6.0” x 17” Front Tire Radial tubeless 120/70 – R17” Rear Tire Radial tubeless 190/55 – R17” A/C Generator 550 W System Voltage 12 V Battery 12V – 12 Ah Length 83.7 inches Width 32.9 inches Wheelbase 58.1 inches Seat Height 32.1 inches (accessories: low seat 31.5 inches; high seat 32.9 inches) Rake 24.7° Trail 4.1 inches Dry Weight 467 pounds (claimed) Curb Weight 514 pounds (claimed) 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 Moto Guzzi V100 Mandello S Review – First Ride appeared first on Motorcycle.com. Source

The universal truth about children is that you feed them, and they grow. So, after an extended time with the Honda CRF125F, my daughter started to look like a giant on the bike and needed to move up. A year prior, she’d tried the Kawasaki KLX140R L and found it intimidating because she couldn’t easily touch the ground when astride it. Well, adolescence took care of that issue, and along with growing, she expanded her riding skills, making her first reaction to throwing a leg over the KLX one of “Wow, it fits!” before heading off to ride in our favorite desert OHV area. Making A Rider: Teaching Your Kid To Ride 2021 Honda CRF125F Review 2022 Kawasaki KLX140R L The Kawasaki KLX140R L sits in the middle of a trio of dirt bikes designed to be enjoyed by smaller novice riders on their way to more full-sized dirt bikes. Editor Score: 73.5% Engine 14/20 Suspension 10/15 Transmission 8/10 Brakes 7/10 Instruments 0/5 Ergonomics 8.5/10 Appearance 8.5/10 Desirability 8.5/10 Value 9/10 + Highs Lightweight Forgiving power A good size for riders in the lower five-foot range – Sighs Cold blooded Still carbureted Kids grow and become too large for the bike Kawasaki produces three varieties of this model: the KLX140R, the KLX140R L, and the KLX140R F (which Burns rode a few years back in G form and said was a blast for adults, thanks to the 21/18-in wheels). Although there are some other differences, like adjustable suspension on the F, the primary difference between the models is the seat height (and the wheel/suspension changes to make that possible). Let’s dive into what makes the KLX such a good bike for novices. 144cc of Air-Cooled Fury Seriously though, the SOHC 58.0 x 54.4mm Single provides enough power to keep things interesting without overwhelming newbies, while the air-cooling helps reduce the weight and size of the engine. Feeding that cylinder is a 20mm Keihin carburetor. Kawasaki is working hard to keep the costs down with the 140R, and the carburetor is one of the few choices that I would see as a shortcoming, simply because the example tested here was cold blooded, requiring extended use of the choke (which had to be held up to keep it on). The Honda CRF125F mentioned above is fuel injected. Simple to its core: The KLX140 engine is air-cooled and carbureted. It would also be a great platform to learn basic wrenching. Once the engine is warm, however, the little Single is ready to play at pretty much any terrain you throw at it. The low first gear and easy-to-modulate clutch make getting under way and shifting extremely easy. Once going, the engine supplies reliable power, which can be spun up if you like, but it clearly prefers that riders use the five-speed gearbox to ride the diminutive torque curve. A carburetor means that there needs to be a choke for cold starts. All-in-all, this mill, which probably puts out about 11-12 hp, should be practically bulletproof over its lifespan, requiring only basic oil/air filter changes and the occasional screw-type valve adjustment. This is the type of bike that should be relatively easy to sell after the rider grows out of it – both physically and skillswise. Handling is Easy-Peasy The lightness of the powertrain combines with the 27° rake and 3.8 in. trail to make the KLX easy to maneuver. The claimed 209 lb. wet weight (well, 90%-full 2.0 gallon tank) means that the bike feels light between the legs and isn’t too difficult to lift off of a new rider who happens to be lying under it (which happens with remarkable frequency in my family). The trio of KLX140R models feature seat heights of 30.7 in., 31.5 in., and 33.9 in., with the L model slotting right in the middle. The L’s seat height was just about perfect for my 5’ 4” fourteen-year old to flat foot at a stop. The narrow seat clearly helps with this. Both contribute to confidence when pulling away from a stop. Forgiving handling builds rider confidence. When riding, the peg-to-bar relationship is just about ideal for her size, giving her the room she needs to move around on the bike without feeling stretched out on a bike that is too big. When it comes to how the bike handles, the operative word is forgiving. I’ve watched her recover from pushing the front in deep sand to cruising down two track sections of road without issue. About the Suspension My daughter is a methodical rider, preferring to build skills, and speed, gradually. So, the stock suspension, with its 7.5 in. and 7.9 in. of front and rear travel, is perfectly set up for her skill set. If she were more of a “send it” type of kid who liked to bomb up and down the same hills repeatedly, I could see needing some of the 22 clicks of shock rebound damping. However, our riding tends to be at a more measured pace as we explore dirt roads and washes. So, rather than going fast and treating the OHV park like ski slopes, our rides tend to be more about adapting to the ever changing conditions we encounter. The 19-inch front tire and 16-inch rear also assist in the bigger bike feel of the little KLX. The single 220mm petal disc and the two-piston caliper are pretty basic, but they get the job done. Ultimately, as she grows I could see the basic suspension getting taxed as her height, weight, and speeds increase. So, the KLX140R would be a transitional vehicle until she advances to a full-sized dirt bike if she chooses. The Truth About This Class of Dirt Bike Face it, as parents, we’re all too familiar with how quickly kids outgrow everything from clothes to toys to friends to activities. So, expecting the KLX140R L to be more than a step along the journey into becoming a dirt or dual sport rider would be unrealistic. That’s why Kawasaki kept the price of the KLX140R L down to $3,749. You buy it knowing that it will play a role in developing the next generation of riders before it gets passed on to another kid. By creating a mild-mannered, solidly-reliable, and no frills dirt bike built to a reasonable price point, Kawasaki has provided riders with a great stepping stone into becoming a motorcycle enthusiast. In fact, on our last ride, I can already see the writing on the wall. I swear that she’s taller than she was two weeks ago. A full-sized bike might not be too far away. In Gear Protector: Alpinestars SM5 Chest Protector: Alpinestars Bionic Action Chest Protector Jersey: Alpinestars Supertech Blaze Jersey Pants: Alpinestars Techstar Factory Pants Boots: Alpinestars Youth Tech 3S Gloves: Alpinestars Youth Radar Gloves 2022 Kawasaki KLX140R L Specifications MSRP $3,749 Engine Type 144cc 4-stroke single, SOHC, air-cooled, two valves Bore and Stroke 58.0 x 54.4mm Compression Ratio 9.5:1 Fueling 20mm Keihin carburetor Transmission 5-speed Final Drive Chain Front Suspension 33mm telescopic fork/7.1 inches of travel Rear Suspension Uni-Trak linkage system and single shock with piggyback reservoir, fully adjustable preload and 22-way rebound damping/7.1 inches of travel Front Brake Single 220mm petal disc with a dual-piston caliper Rear Brake Single 186mm petal disc with single-piston caliper Front Tire 70/100-19 Rear Tire 90/100-16 Rake/Trail 27 deg/3.8 in. Wheelbase 50.6 in. Seat Height 31.5 in. Curb Weight (Claimed) 209.4 lbs.(ready to ride, 90% full tank) Fuel Capacity 2.0 gal. Colors Lime green 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 Kawasaki KLX140 R L Review appeared first on Motorcycle.com. Source

Is the Killer 650 the longest-running Japanese motorcycle? I think it is, and it doesn’t count that Kawasaki dropped it from the line-up for a year or two. Its price and performance always assured the KLR was widely available to a huge swath of dual-sport enthusiasts (along with just plain motorcycle enthusiasts): Now it’s even more broadband, thanks to a seat height that’s 2.3 inches lower via shortened and revalved suspension front and rear, combined with a resculpted seat: S for short. That takes the seat down to 32.1 inches, says Kawasaki, on a 460-pound moto ready to ride including 6.1 gallons of gas. We’d go for the ABS version if it were us, in Pearl Storm Gray, for $7,199. But leaving off the new-fangled brakes drops the price to $6,899 and opens up the Candy Lime Green color option. Kawasaki Press Release: 2023 KAWASAKI KLR650 S ESCAPE. EXPLORE. ENVY. After the return of the widely popular and all-new KLR650 last year, Kawasaki expands its KLR650 motorcycle lineup by introducing the KLR650 S model. The legendary dual-sport lineup returns better than ever and now features seven different model configurations. Whether it’s long distances or making the daily commute, this adventure-hungry on-and-off-road machine offers the versatility and toughness required to accommodate adventure. The new KLR650 S is built off of the reputable and reliable KLR650 platform and carries over all of the same great features, including its fuel-injected 652cc single-cylinder engine, multi-functional digital instrumentation panel, high-tensile double-cradle frame, and LED headlight. For 2023, the KLR650 S receives lowered front and rear suspension with dedicated settings that help enhance the rider’s reach to the ground yet retain the excellent handling and comfort characteristics of the KLR650. Accompanying the lower suspension settings is a new low seat, updated shifter-to-footpeg distance, and shorter side stand. KLR650 S HIGHLIGHTS: NEW Lower front and rear suspension NEW Suspension settings NEW Low seat NEW Shifter and footpeg positioning SUSPENSION & WHEELS NEW Lower front and rear suspension NEW 4mm longer tie-rod NEW Spring rates and suspension valving The KLR650 S model features lowered front and rear suspension with settings that have been optimized to help facilitate a comfortable reach to the ground while retaining the same excellent KLR650 performance. Up front, the 41mm forks offer 6.7” of suspension travel to meet the demands of both on and off-road riding. The fork spring rate and damping force have been tuned specifically for the KLR650 S, providing excellent bump compliance and bottoming resistance while also reducing front-end dive under heavy braking. An adjustable Uni-Trak system with 7.0” of suspension travel can be found on the rear and complements the new front fork settings. The Uni-Trak tie-rod length has been increased by 4mm, optimizing the swingarm’s initial down angle. Similar to the forks, the rear shock spring rate and damping force have been tuned specifically for the lower suspension of the KLR650 S, which helps resist bottoming in rough terrain and accommodates heavy loads. Rear spring preload and rebound damping adjustments allow riders to fine-tune suspension settings to suit the riding conditions and rider’s preference. Together, the front fork and rear shock settings complement each other for light, sharp handling on smooth roads while providing the capability needed off-road. Complementing the KLR650 S motorcycle’s powerful engine is a large 300mm front brake disc that delivers substantial braking power. The round disc adds to its tough appearance. On the rear brakes, the thick disc design provides excellent heat dissipation when under heavy braking. Similar to the front, the rear disc shape is round. Models with and without ABS are available and the ABS offers additional rider reassurance when riding on low-friction surfaces. The KLR650 S comes equipped with a 21” front wheel and 17” rear wheel that allows riding to continue even when the paved road ends. The front and rear tires are tube types, facilitating roadside repairs. A large-diameter front and rear wheel axle contribute to both durability and handling. ERGONOMICS NEW Low seat NEW Shifter and footpeg positioning The KLR650 has long been known for its comfortable, upright riding position, and for 2023 the KLR650 S has been fine-tuned to deliver an easier reach to the ground with a lower overall seat height. Fitted with a new low seat, the seat thickness has been reduced by 35mm and the urethane inside of the seat has been optimized for comfort and to reduce fatigue when out on a long adventure. The new low seat, paired with the lower suspension, produces an overall seat height that is 2.3” lower than that of the standard KLR650. Also updated on the KLR650 S was the shortening of the side stand length by 30mm, contributing to the lowered seat height and ensuring ease of use when sitting in the seat. Additionally, the gap between the shifter and the footpeg has been increased by 15mm to improve the ease of toe entry and the toe’s degree of freedom around the shifter. This results in enhanced shifter usability for various foot sizes.The handlebar and footpeg positions provide adjustability and put the rider in a relaxed position, to support longer hours in the saddle. The handlebars and footpegs are rubber-mounted, reducing vibration for excellent comfort. The fuel tank design has been fitted to the KLR650 S chassis, offering a natural fit with the rider’s knees for comfort and controllability. The fuel pump draws from the very bottom of the tank increasing usable volume and contributes to a long cruising range. Aiding the rider up front is a stylish windshield that features two-position bolt-on adjustability, allowing windshield height to be conveniently increased by a further 30mm. Passenger grab bars are fitted for passenger comfort. BODYWORK & STYLING The robust design of the KLR650 S reflects the bike’s capabilities for an unforgettable adventure. The colors and graphics were specially chosen to emphasize its ruggedness. Its modern styling includes a protector-equipped shroud design that contributes to a functional and rugged image, while the side cover design and tail cowl tie the robust styling package together. In addition to the windshield offering great wind protection, it also adds to the tough adventure tourer appearance that Kawasaki engineers set out to achieve on the KLR650 S. A bright LED headlight illuminates the way when the ride continues past sunset and also contributes to the intended adventure styling. In the back, a revised taillight and turn signal design add to the tough styling. Long mirror arms help with the rearward field of vision. An all-digital instrument panel offers information at-a-glance through a large display and easy-to-read LCD screen with white backlighting. The instrument panel features a speedometer, odometer, dual trip meters, fuel gauge, clock, and indicator lamps. The display list prioritizes visibility of the speedometer and fuel gauge. ENGINE The KLR650 S is powered by one of the most well-known, reliable, and trusted engines in the motorcycle industry. Its liquid-cooled, four-stroke, 652cc single-cylinder engine features a DOHC cylinder head and produces a flat power curve that lets you navigate challenging roads and cruise at freeway speeds. It’s equipped with fuel injection, which, combined with the fuel tank’s great useable volume, contributes to excellent range between fuel stops. Thanks to fuel injection, starting the KLR650 S is a breeze, especially at high altitudes or in cold conditions, and it helps increase reliability and performance. A 10-hole fine-atomizing injector sprays 60 µm droplets, which contributes to efficient air-fuel mixing for efficient combustion. Intake and exhaust cam profiles deliver strong mid-range power and torque characteristics. A strong cam chain guide material and shape add to the reliability. The exhaust pipe diameter was carefully selected to achieve strong mid-range torque characteristics that suit everyday riding. An oxygen sensor provides feedback to the fuel injection system, contributing to clean exhaust emissions and fuel efficiency. In order to achieve a smooth-shifting feel and keep weight at a minimum on both the clutch and transmission, the clutch release bearings utilize thrust-needle bearings and a special finishing treatment was used for fourth and fifth gears. A sealed battery adds to the convenience and keeps weight at a minimum. The starter, ignition coil, and evaporator canister have all been designed to keep the bike as light as possible. CHASSIS The 2023 KLR650 S motorcycle’s proven and high tensile, semi-double-cradle frame includes a rear frame that is integrated with the main frame to provide optimal torsional rigidity for a composed ride. The long swingarm design and pivot shaft diameter contribute to its excellent handling. ACCESSORIES A number of Kawasaki Genuine Accessories (KGA) will allow riders to personalize the looks of their KLR650 and offer added comfort and convenience. Kawasaki accessory side cases and top case were developed to provide a clean look with their well-matched design. The side cases feature a top-opening design that makes it easy to add and remove items when they are mounted on the bike. The side cases easily clip onto their mounting brackets for a secure fit. The top case is large enough to accommodate an off-road style helmet. Improving convenience, side cases and the top case can be fitted with a one-key system. Complementing the accessory luggage, a larger aluminum rear carrier offers improved carrying capacity. In addition to its exclusive luggage, accessories include a grip heater set, LED auxiliary light set, engine guards, DC power outlet, and USB socket. 2023 Model Variations Kawasaki KLR650 S ABS Color: Pearl Storm Gray MSRP: $7,199 Kawasaki KLR650 S Color: Pearl Storm Gray, Candy Lime Green MSRP: $6,899 Availability: Now Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2023 Kawasaki KLR650 S/ S ABS First Look appeared first on Motorcycle.com. Source

Ducati revealed a new Multistrada V4 Rally in the latest episode of its 2023 World Première web series. And while the model name hints at improved off-road capability, the V4 Rally’s feature list leans more for long distance travel and passenger comfort than tackling Dakar.  Not that there aren’t any upgrades to make the Rally model more capable of venturing off the tarmac than existing Multistrada V4 models. The Rally’s semi-active suspension provides 7.9 inches of travel, front and rear, an increase over the 6.7-inch front and 7.1-inch rear travel offered on the other variants. The suspension changes increase the ground clearance by 0.4 inches to 9.1 inches. The Skyhook DSS EVO electronics were also updated for more precise and efficient control over the suspension settings. Like the Multistrada V4 S, the Rally model comes with a Minimum Preload function to lower the ride height when stopping or at low speeds. The Rally takes this a step further with an Easy Lift function that softens the suspension on start-up to make it easier to lift off the side stand. Ducati also added an updated Enduro ride mode to join the Sport, Touring, and Urban modes. The Enduro mode restricts the engine output to 114 hp, compared to the claimed full output of 167 hp, while also providing a more dynamic and direct throttle response. The Enduro mode also switches traction control to a lower intervention level while deactivating wheelie control and rear wheel ABS. Cornering functionality and rear lift detection are also suppressed for off-road use. The Multistrada V4 Rally comes standard with wire spoke wheels, with a 3.00×19″ wheel up front and a 4.5×17″ rear wheel. The wheels come clad in Pirelli Scorpion Trail II tires, but they can also be fitted with Scorpion Rally or Scorpion Rally STR tires. For the Rally’s V4 Granturismo engine, Ducati introduced an new “extended” electronic deactivation system. On existing models, the rear cylinder bank deactivates during stops, but for the Rally, the system also works at low revs in order to improve fuel efficiency and reduce emissions. The rear cylinders restart when the speed increases. The system is calibrated to work in all ride modes and in each gear, except first, so that standing starts make use of all four cylinders. The Multistrada V4 Rally has a 7.9-gallon aluminum fuel tank, a significant increase over the 5.8-gallon capacity of the other models. Ducati updated the bodywork to maintain the existing Multstrada’s look, and tank height despite the larger fuel capacity. Ducati also adjusted the aerodynamics to improve wind protection for both rider and passenger. To improve thermal comfort, Ducati added new heat shielding to the subframe and swingarm. The Rally’s side and top case attachments were also moved back slightly to improve passenger comfort. Other updates include wider footpegs with removable rubber inserts and a beefier sump guard. In other markets, Ducati offers multiple equipment packages, but for the U.S., the Multistrada V4 Rally comes only in the Adventure Travel and Radar package that adds adaptive cruise control, blind spot detection, aluminum side cases, and heated grips and seats. American customers will have a choice of two paint options. The Ducati Red option is priced at $31,495 while the Brushed Aluminum and Matt Black option raises the price to $31,995. Expect to see the Multistrada V4 Rally at Ducati dealerships in May 2023. 2023 Ducati Multistrada V4 Rally Specifications MSRP Starting From $31,495 Engine Type Ducati V4 Granturismo, V4 – 90°, 4 valves per cylinder, counter-rotating crankshaft, twin pulse firing order, semi dry sump, liquid-cooled Displacement 1,158 cc Bore x Stroke 83 x 53.3 mm Compression Ratio 14:01 Horsepower 167 hp at 10,750 rpm (claimed) Torque 89.2 lb-ft. at 8,750 rpm (claimed) Fuel Injection Continental electronic fuel injection system, Øeq 46mm equivalent elliptical throttle bodies with Ride-by-Wire system Exhaust Stainless steel muffler, double catalytic converter and 4 lambda probes Gearbox 6 speed with Ducati Quick Shift up/down Primary Drive Straight cut gears; Ratio 1.8:1 Gear Ratios 1=40/13, 2=36/16, 3=34/19, 4=31/21, 5=29/23, 6=27/25 Final Drive Chain, Front sprocket z16; Rear sprocket Z42 Clutch Multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run Frame Aluminum monocoque frame Front Suspension Ø50 mm fully adjustable usd fork with internal stroke sensor. Electronic compression and rebound damping adjustment with Ducati Skyhook Suspension EVO (DSS). 7.9 inches of travel Front Wheel Spoked wheel 3″ x 19″ Front Tire Pirelli Scopion Trail II 120/70 R19 Rear Suspension Cantilever suspension with fully adjustable monoshock. Electronic compression and rebound damping adjustment. Electronic spring pre-load adjustment with Ducati Skyhook Suspension (DSS). Aluminium double-sided swingarm. 7.9 inches of travel Rear Wheel Spoked wheel 4,5″ x 17″ Rear Tire Pirelli Scorpion Trail II 170/60 R17 Front Brake 2 x 330 mm semi-floating discs, radially mounted Brembo Stylema 4-piston calipers, 2-pad, radial master cylinder with cornering ABS as standard equipment Rear Brake 265 mm disc, 2-piston floating caliper, with cornering ABS as standard equipment Instrumentation 6,5″ TFT color dislay with Ducati Connect and full-map navi system Dry Weight 500 lb (claimed) Curb Weight 573 lb (claimed) Seat Height Adjustable 34.3 – 35.0 inches 34.9 – 35.6 inches with high seat accessory 33.7 – 34.5 inches with low seat #1 accessory 32.5 – 33.3 inches with low seat #2 accessory 31.7 – 32.5 inches with low seat #2 + low suspension kit accessory Wheelbase 61.9 inches Rake 24.7° Trail 4.15 inches Fuel Capacity 7.9 US gallons Number Of Seats 2 Safety Equipment Riding Modes, Power Modes, cornering ABS, Ducati Traction Control, Ducati Wheelie Control, Ducati Brake Light, Ducati Cornering Light, Vehicle Hold Control Standard Equipment Ducati Skyhook Suspension EVO, Ducati Quick Shift, Cruise control, Hands-Free, Backlit handlebar switches, 6,5″ TFT colour display with Ducati Connect and full-map navigation system, Full LED headlight with DRL, Engine Brake Control (EBC), Extended Cylinder Deactivation (ECD) Warranty 24 months, unlimited mileage. Service Intervals 9,000 miles / 24 months Desmoservice 36,000 miles Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2023 Ducati Multistrada V4 Rally First Look appeared first on Motorcycle.com. Source

On rare occasions my wife allows me to drive her Mercedes GLE. It’s a treat compared to my aging Tacoma. One of its tastiest bits is the Harman/Kardon sound system. When I saw that Sena’s newest modular helmet featured the same brand name audio engineering, I was quick to call E-i-C Brasfield and coerce him into letting me test one. He did, and I’m here to report that the Impulse is the best-sounding helmet I’ve ever worn. Sena Impulse Helmet The person at Sena who greenlighted the extra expense to utilize Harman/Kardon’s audio expertise in its new Impulse modular helmet deserves a promotion. The Impulse is the new benchmark for motorcycle helmet sound quality. Aesthetics 8.5/10 Protection 8.5/10 Comfort 8.75/10 Value 9.75/10 Weight 8.75/10 Innovation 9.5/10 Quality 9/10 Options 8.5/10 Weather 9.5/10 Desirability 8.75/10 Editor Score: 89.5% + Highs Awesome audio experience Integrated helmet/audio unit Retractable sun visor – Sighs Chin straps are too long Only available in two colors Didn’t always communicate well with Siri With the user-friendly Sena app, a person can quickly establish communications with other riders, check battery life, and adjust equalizer settings, among other features. You can also share the music you’re listening to with your connected friends. The phrase, “best-sounding helmet” may seem strange, but the Impulse is not a helmet with an attached audio system, it’s an all-in-one, integrated unit with a sleekness of design only an OEM can generate. Whatever magic Harman/Kardon sprinkles into the listening experience works wonders. With the Impulse I’m not just listening to music while I ride, I’m enjoying the music. There’s bass! This is a statement I’ve never made when reviewing an in-helmet audio system. For anyone who prefers more bass the Sena app lets you adjust the speaker’s output to Bass Boost (130 Hz and below) by choosing one of five preset equalizer settings. I preferred Music Enhanced because it seemed to deliver the best all-around music experience, but there’s also a Voice setting if talk radio’s your thing, as well as Treble Boost and Music Balance. For conversation purposes, the Impulse features Open Mesh for communicating with just about anyone with a similar mesh system, Group Mesh for up to 24 invited guests, and Bluetooth 5.0 intercom mode for private conversations with up to four people. All three variations worked fine when talking with my co-pilot, Maria, who was also outfitted with an Impulse helmet, while we were riding together, but I cannot attest to how large group communications affect the system. While riding a BMW K 1600 GA, Maria’s microphone was transmitting more wind noise than mine, which I attest to the turbulence a fully-faired motorcycle creates on the passenger. Adjusting her mic’s sensitivity down to level 2 took care of the problem. According to Sena, the Impulse supports voice commands in eight languages, including English, French, German, Spanish, Italian, Chinese, Japanese, and Russian. I only speak English, so verifying this claim is difficult, but I did have trouble getting Siri to place phone calls using the voice command function. Maria, on the other hand, had no such problems. At the bottom rear of the Impulse, you’ll find its very indiscreet magnetic connector for charging the battery. Included in the purchase price is a charging cord and a very handy adapter allowing any cord with a USB-C connector to charge the helmet if you’re in a pinch. I’ve been wearing the size medium Sena Impulse during shorter rides for a while, but a recent three-day, 1,000-mile trip with 20+ hours of seat time convinced me that the Impulse is a comfortable helmet. If a pressure point were going to appear, it would have during this trip. Sena says it’s an intermediate oval fit, and that’s my preferred shape from other helmet manufacturers. The only adjustment I made to the helmet’s interior was swapping the doughnut-shaped ear inserts for the solid flat ones (included with purchase). Maria was also happy with the fit and feel of her size small Impulse helmet, reporting no discomfort during our three-day road trip. When riding a motorcycle without much fairing protection, I could feel the air flowing across my scalp from the upper vent when open to the two exhaust vents in the rear. The Impulse also comes with a Pinlock for keeping the visor from fogging during inclement weather. Because of their design, modular helmets have more seams to generate wind noise than regular full-face helmets, but I didn’t find any excessive noises with the Impulse. The chin guard locks solidly into place when closed, and stays in the up position when open. The Impulse is outfitted with a micro ratchet buckle attached to a chinstrap with enough adjustment for someone with three or four chins. At approximately three pounds nine ounces, including the audio equipment, battery, and internal sun shield, the Impulse is lightweight for a modular helmet including these amenities. On the first day of our three-day trip, my battery did run out of juice after only eight hours of use, while Maria’s was still strong upon arriving at our destination at the end of the day. I later discovered that I had left the “taillight” on the back of the helmet in the on position, which definitely helped drain the battery quicker. After switching the taillight off the next day, utilizing Bluetooth communications, and streaming music we both had 54% battery life at the end of our nine-hour ride. Retailing at $699, the Impulse is quite an attractive option for the modular helmet shopper. Comparatively, a solid color Shoei Neotec II retails for only $100 more than the Sena, but to get the Shoei outfitted with its optional Shoei Rider Link (a communication system built in conjunction between Shoei and Sena), you’ll need to spend another $299, bringing its total retail price to $1,100. Audio controls are stacked vertically right behind the face shield. The design and integration are minimalist, and the buttons are easy to reach and manipulate once you know the configurations. The retractable sun visor is a welcome nicety, as is the included Pinlock anti-fog lens. The shell of the Impulse is constructed from composite fiberglass and is DOT certified. The interior comfort liner is removable and washable. The helmet’s build quality seems top-notch with no overwhelming wind noise and no creaks or flexing when opening or closing the chin guard. The face shield is easily removable via a single spring-loaded latch on each side of the helmet, and its replacement cost is a reasonable $35. There’s also a chin curtain to help keep the wind from entering. Currently, the Impulse is only available in two solid colors, Matte Black or Glossy White. Hopefully, Sena will be able to increase its color options in the near future. With the Impulse, Sena is leading the charge into the future of integrated helmet interconnectivity. The Impulse checks all the boxes of being a quality modular helmet, even without the Harman/Kardon sound system. Once you include that audio bonus, and the helmet’s other amenities, for its $699 price point, the Impulse is a solid contender against more established helmet manufacturers. For more information on the Sena Impulse modular helmet or other Sena helmets, visit Sena.com. Check prices for the Sena Impulse Helmet here The rear of the helmet features a taillight that can be switched between blinking, solid, or off. Sena Impulse Helmet FAQ What is the use of Sena in a helmet? Sena manufactures both Bluetooth/Mesh helmet communication systems that mount to helmets and helmets with Bluetooth/Mesh helmet communication systems built in. These systems allow for communication between similarly-equipped riders while with in receiving range out on the road. Additionally, the Bluetooth connection links smartphones and other accessories to the rider’s helmet for turn-by-turn directions, playing music, taking phone calls, etc. Motorcycle.com’s editors have all found value in the services offered by helmet communicators. Are Sena helmets DOT approved? Currently, Sena’s helmets’ certification only have DOT certification listed. Additional Resources MO Tested: Sena Momentum Helmet MO Tested: Shoei Neotec II Helmet + Sena SRL Communicator 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. The post MO Tested: Sena Impulse Helmet Review appeared first on Motorcycle.com. Source

The thing about any of the electric motorcycle companies actually taking product development seriously is that, more often than not, each new model they introduce is markedly better than any model before it. Considering the EV market is still in its early stages, you expect a marked advancement with each new model. 2023 Zero DSR/X Zero is cashing in on the ADV craze with what it calls the first electric ADV. It’ll get the job done, but GS owners need not worry. Editor Score: 85% Engine 19/20 Suspension 13/15 Transmission 10/10 Brakes 8.5/10 Instruments 4.5/5 Ergonomics 9/10 Appearance 9/10 Desirability 7/10 Value 5/10 + Highs Instant torque Amazingly linear power delivery Spacious built-in storage – Sighs It ain’t cheap ADV purists probably won’t accept it Range anxiety out in the woods is very real Sometimes, however, an OEM can even outdo itself. This is where we find ourselves with Zero’s newest model, the 2023 Zero DSR/X. It’s fitting to see Zero capitalizing on the booming popularity of the adventure bike market. Everyone’s doing it these days, but when you pause to take a step back at the greater motorcycle landscape, the ADV category has supplanted sportbikes as the new arena in which motorcycle manufacturers – no matter what method of propulsion is used – develop and implement the latest tech. It’s where engineers can really go wild. In Zero’s case, and I don’t think I’m going out on a limb when I say this, the DSR/X represents the pinnacle of what the company has produced so far. Technically, the DS could be considered Zero’s first foray into the ADV market, but the DSR/X is a much better example and shows just how much the company has grown since the DS came on the scene. Developing An Electric ADV Development of the DSR/X started in 2018. The bike actually should have been on the market sooner, but there was some sort of global event that happened in 2020 that effectively shut the world down. You might have heard of it. Nonetheless, it was clear that entering the adventure bike market was the next step after producing two new streetbikes – the SR/F and SR/S – on all-new platforms. But entering the ADV market would be a daunting task, according to Zero CEO Sam Paschel, because the category is so big to begin with and there’s so much tech and innovation to keep up with. By definition, however, an electric motorcycle company, at the very least, should be able to keep up with the innovation challenge. Naturally, being an electric allows it to stand out amongst an already crowded field. From the outset, Zero defined a few key elements of the bike. “First of all,” says Zero CTO Abe Askenazi, “an ADV bike needs grunt. Then it has to feel natural and intuitive.” Fortunately, if there’s one thing an electric motor isn’t shy of, it’s grunt. But for the DSR/X, the Z-Force 75-10X motor ups the ante even more, delivering 166 lb-ft of torque – up from the 140 lb-ft on the 75-10 motor in the SR/F and SR/S. The extra torque is a result of more coil windings to allow more current to flow. On the battery side, the ZF17.3 kWh battery is the largest Zero has ever put in one of its bikes (and for 2023 both the SR/F and SR/S get the battery, too). Zero’s pouch-like battery cells differ from the cylindrical cells more commonly used by EV giant Tesla. You can cram more pouch cells into a given space, which makes it more appealing for a motorcycle application. The frame the ZF17.3 battery is housed in may look the same as the SR/F or SR/S frame, but it is, in fact, all new and built for this application. Same goes for the swingarm. It goes without saying, 166 lb-ft of torque is a lot of twist to run through a rear tire. Internal combustion engines from any of the established ADV players don’t even come close. The next step then becomes getting the power to the ground effectively. This is where Zero’s partnership with Bosch comes in. More than 10 years in the making, the DSR/X is where the two companies know-how really comes together. By now, we know Bosch has been a major player in the advancement of ICE motorcycles and the tech they carry onboard. Specifically, Bosch can take a lot of credit for how sophisticated traction control systems have become on ICE bikes. But when you think about it, controlling torque to the rear wheel on a combustion engine requires a lot of steps. After the rear wheel slip is detected, you then either have to electronically close the throttle butterflies, retard the ignition timing of the power stroke (which is one of four separate cycles, don’t forget), or both before an effect is felt at the back tire. That’s a lot of steps. The TFT display is easy to read and toggling through the menus is surprisingly easy considering the level of adjustability is at your fingertips. Note the 12v power outlet to the left of the display. What makes the Bosch collaboration with Zero so interesting is the immediacy of the electric motor. The DSR/X incorporates the full suite of Bosch’s Motorcycle Stability controls, including an IMU, and when slip is detected outside of the allowable range, there’s no such thing as delay between retarding ignition timing or closing butterflies. The command to reduce torque on the Z-Force 75-10X motor is instantaneous and adjustable via different ride modes. More on that in a minute. All-New Everything Originally, says Askenazi, the plan was to build the DSR/X atop the existing SR/F and SR/S platform. It makes a lot of sense from a cost-saving perspective, and would have streamlined the bike’s introduction. However, it became apparent that the existing platform wasn’t going to cut it. Instead, the DSR/X is built upon a whole new frame and swingarm with thicker walls and increased gussets. Both are heavily inspired by the SR/S and SR/F, and at first glance look very much alike, but both are slightly longer and stronger, to account for the stresses an adventure bike could see. With electrics, weight is always a concern, and the words “bigger” and “stronger” when describing the new frame also brings with it connotations of added weight. In the end, the DSR/X weighs 544 lbs (claimed), compared to 518 lbs for the SR/S. For reference, according to BMW, a standard R 1250 GS weighs 549 lbs with its 5.2-gallon fuel tank topped up. A preload adjustment knob makes on-the-fly changes simple. Naturally, suspension is a big deal on an adventure bike, and Zero turned to its long-time partner Showa for proper fitment. What the DSR/X got is a 47mm Separate Function fork with rebound, compression, and preload adjustability. The shock is also a fully adjustable unit with a 46mm piston. Preload can be changed easily with the adjustment knob to the right side of the bike. What about suspension travel, you ask? Both front and rear get 7.48 inches of it. For a little added ground clearance and protection, the motor controller, traditionally mounted below the battery on the SR/S and SR/F, is now mounted in the tail. One of the innovations with the new platform introduced with the SR/F was the ability of the swingarm to rotate and articulate around the motor as it goes up and down, always keeping tension in the drive belt. This feature remains for the DSR/X and its longer swingarm, but the rigors of adventure riding adds more stress to a belt. “We thought about using a chain drive,” Askenazi says, “but they really do sound terrible.” Not to mention it takes away from the immersiveness of the riding experience, another important pillar on the Zero design brief. An adventure bike is only as strong as its weakest link, but in the DSX/R case, it doesn’t have links. Just a belt. So, Gates made a stronger one. Look closely and you can see holes on the underside of the sprocket teeth to let dirt and debris flow through. So, the belt stayed. But to handle the punishment of ADV riding Gates, another Zero partner, who also makes belts for companies like Harley-Davidson, came up with a 25mm carbon-reinforced belt that is 2.6 times stronger than the belt used on the SR/F. With the strength issue solved, another emerged: keeping the belt on the sprocket when things get really dirty, as dirt, debris, or mud could get between the sprocket teeth and the belt and cause the belt to slip. The answer: escape passages (aka holes) on the underside of the sprocket for crud to escape out of and allow the belt to continue engaging the sprocket teeth. Honestly, those holes can still clog up and cause problems. That’s why a chain conversion kit is available as an option, for those who really want to test the limits of an electric ADV bike. Bringing everything to a stop are a pair of J.Juan 4-pot calipers mated to 320x5mm discs. In the rear is a single 265mm disc (the largest fitted to a Zero) and 2-piston caliper. J.Juan (which is now owned by Brembo) actually worked in tandem with Zero to ensure the braking hardware was correct for the application instead of just handing over pieces of hardware and collecting a check. Remember, too, the braking system is now tied into the Bosch MSC system, which includes lean-sensitive ABS, Hill Hold Control, Off-Road ABS, and linked braking. So, the collaboration is significant. Three of Zero’s partnerships represented in one picture: J.Juan linked brakes, Showa suspension, and Pirelli tires. The Ride The simple truth is that, if you’re still reading by now, you’re at least open to giving an electric motorcycle a chance. You can decide for yourself how the $24,495 price tag sits with your wallet. It’s admittedly a high number, but early adopters tend to accept paying a little more to be first. And, depending where you live, you might be eligible for a (small) rebate or two. Obviously, the two biggest sensations you get when riding an electric motorcycle are the instant thrust and the major reduction of noise. I purposely didn’t use the word “silence” because the ride isn’t so. You hear plenty – the wind, sure, but also the unmistakable whine of the electric motor and belt. It sounds… futuristic. But let’s go back to the DSR/X’s torque; 166 lb-ft is a lot to tame. Here’s the thing: rolling on the throttle produces some of the most linear power delivery I’ve ever felt on any motorcycle, regardless of the power source. The amount asked from the right wrist is the amount delivered, no more, no less, even from a dead stop or low speed. Turn the throttle gently and you move progressively. Grab a handful and you better hold on because your arms will get ripped from their sockets. It’s intoxicating and eye-opening, yet strangely inviting, whether you want to win stoplight-to-stoplight drag races or just commute to work. Part of the reason is Zero’s throttle mapping refinement, but from a mechanical standpoint, a larger, 22-tooth front sprocket (two teeth more than the SR/F and SR/S) means the belt doesn’t have as sharp of a bend to travel around. It’s not much, but it helps. With Zero’s proprietary CypherIII+ operating system and app you’re able to switch different settings, customize ride modes, and on the app you can view charge status and keep tabs of your bike when you’re away. While we didn’t get the chance to do that this time, we did get to explore some of the ride modes. For starters, the DSR/X features five different ride modes: Rain, Street, Sport, Eco, and a new mode called Canyon, which gives you full power and 80% of the regenerative braking you’d get in Eco mode, meaning you can play in the canyons and hardly need to tap the brakes, as letting off the throttle will slow you down (and conserve a tiny bit of battery in the process). There is also the option to create custom modes, allowing you to tailor exactly how much power, regen, TC, etc. you want from the bike. Specific to the DSR/X is a new feature called Offroad. It isn’t a ride mode, but rather, an alternate setting to each of the existing ride modes, effectively doubling the five ride modes to 10. Traction control is significantly relaxed (or even turned off, if you choose), and ABS is deactivated in the rear for proper off-road hooning. On the roads in the popular ski destination of Park City, Utah, I chose to keep the bike in Canyon mode to feel the power in all its glory. As mentioned before, it’s impressive. For kicks, I goosed it in a dirt lot to get a feel for the traction control in its standard setting. Not surprisingly, it kicked in very early. Without a gas bike available to get a side-by-side comparison of how quickly TC intervened, it was certainly fast. Maybe too fast, but then again, better to err on the conservative side in the chance a ham-fisted rider not used to an electric’s instant torque hops on and gives it a whirl. In normal road riding, the DSR/X doesn’t do anything untoward. The 19/17-inch cast wheels wear Pirelli Scorpion II tires that are surprisingly capable on-road. The 19-inch front wheel combined with the 25º rake means it’s a little lazy to turn, especially at slower speeds, but it feels more natural at a more moderate speed. Its 4.3 inches of trail also give it stability when leaned over. Adventure bikes, maybe more than any other category of motorcycles, have to find a delicate balance when it comes to ergonomics. For the DSR/X, the goal, says Askenazi, was to have the rider “sit in the bike, not on it.” This mindset is a little weird for an ADV bike, since the rider is sitting and standing. Not to mention, on an ADV bike especially, sitting on it let’s you move around and see your terrain better off-road. Adaptability is key. For my 5-foot, 8-inch frame, the DSR/X is the definition of neutral. I’m sitting up and my feet are practically underneath me. If I had the slightest of nits to pick, I wish the bars were a tiny bit closer to my outstretched arms, but it really wasn’t a big deal. The 32.6-inch seat height borders on the taller side, but I could comfortably place a foot on the ground or the tips of both feet if I needed to. If I needed a moment to adjust, activating Vehicle Hold Control by simply squeezing either brake lever extra hard at a stop let me move around and reposition (VHC turns off if you apply throttle, or after three minutes, whichever is first). Of course, what you really want to know is how the DSR/X fares off-road. Park City certainly has its fair share of fun paved roads, but playing in the dirt is the allure of Park City in the summer, and a great excuse for the Zero folks to have us kick up some dust. First off, I’m the wrong guy to ask about the DSR/X’s true abilities, as my ADV acumen pales in comparison to, say, Ryan Adams (who, conveniently, was on vacation). Nonetheless, my immediate first impression goes back to the ergos. It’s equally as comfortable in the standing position as the seated one. No awkward shapes on the tank bothered my legs, while the bar position gave me leverage to move the bike around (I still would have liked it a little closer). Switching to the Offroad settings for the ride mode, the Bosch MSC lets the rear tire spin up considerably before taming the power. Seasoned veterans might want more spin and to have the rear step out more, but it was plenty for me. If that describes you, rest easy knowing you can turn all of the bike’s nannies completely off. Nonetheless, the mostly hard-pack fire road was hardly a test for the DSR/X, though other more experienced off-road riders in our group felt the bike could handle a whole lot more. Especially with proper tires. Zero already thought of that and offers tubeless wire-spoke wheels and Pirelli Rally STR tires as an option. In case you were wondering what the DSR/X is capable of in far better hands, this is Zero’s Chief Test Rider Trevor Doniak flying through the air and giving it a proper torture test. On the suspension side, the fork settings bordered on the soft side, which not only gave a smooth ride on the road (though the fork would dive a little too quickly for my taste) but also limited the amount of jolts I got through the bars. It was different in the rear as the shock was slightly firm and wasn’t quite as willing to compress as the front. I suppose those who prefer steering with the rear would like that sort of thing, but for me, it placed an emphasis on staying loose and bending my elbows and knees to soak up whatever the suspension didn’t. Other Odds And Ends Adventure bikes are all about being adaptable to change, but the riders also need to be as well. While Zero offers panniers and a top case in the DSR/X accessories catalog, you also get a whopping amount of space built-in. The 7.4-gallon frunk is double the size of that on the SR/S or SR/F, plus there’s a small, cell-phone size compartment under the seat. Then, for seldom-used items like registration or other paperwork, a side panel on the right side of the bike is removed with two allen screws. The frunk is downright huge. Too bad the opening isn’t big enough for a helmet. Another cool feature? Zero’s newly introduced Park Mode. When the bike is stopped, a simple series of button presses can engage reverse, making it super easy to back out of a space without the need to get off the bike. What About Charging? With an electric adventure bike, the obvious question of battery life and charging inevitably comes up. It’s a fair point, and one Zero has thought about. The tricky thing about battery life is that no standardized testing for an electric off-road bike currently exists. So, Zero did the next best thing and torture tested the DSR/X with riders of various abilities, including former pro riders. Placing the motor controller under the tail instead of under the battery like on the SR/F and SR/S keeps it out of harm’s way and gives the bike added ground clearance. After all was said and done, Zero found its average riders were getting 200 miles – or 13 hours – of adventure miles (a mixture of on-road and off-road) in. The pro riders? Only slightly less, at 155 miles – or 5 hours – of riding. Of course, this is always the time in an electric bike review when we say your mileage may vary, but those results sound promising. As for our test ride, our 50ish-mile loop used up around 40% of the battery at one point, but some regenerative braking coming downhill on our loop brought a few percentage points back. By the time the bikes were parked for good, I believe my bike had 64% battery remaining. Other riders, especially those who really pushed the dirt capabilities, came back with as little as 39% remaining. Also promising is Zero’s partnership with the Backcountry Discovery Routes, or BDR. Together, the BDR has identified existing charging infrastructure within the BDR’s library of routes, so you could ride a DSR/X (or any appropriate electric vehicle, conceivably) off-road today. In the future, the hope of the partnership is to, as Dan Quick, Director of Communications at Zero, put it, “actively influence the installation of charging infrastructure where it would be most conducive for electric motorcycle ADV riders.” If the thought of riding an electric adventure bike already gives you range anxiety, the BDR team is trying to alleviate that anxiety with charge-friendly routes. As mentioned before, the DSR/X has Zero’s largest battery to date, the ZF17.3. The accessory Power Tank adds nearly 4 kWh of battery. Instead of more battery and more weight, faster charging might be a bigger benefit. You already get an onboard 6.6 kW charger, but you need a Level 2 (or 220v) charge station to take advantage of it. With a standard 110v wall outlet charging from 0% to 95% will take 10 hours. Level 2 charging slashes that down to two hours. Zero’s optional Rapid Charger adds an additional 6 kW of charging, for 12.6 kW total, and can charge the bike from dead zero to 95% in one hour. Zero’s New Flagship Granted, we’re dealing with a small sample size, but I think it’s fair to say Zero has created a benchmark electric motorcycle simply by its level of refinement. Its actual useability as an ADV bike is up for debate (and a perfect reason for Ryan to test it out!), but compared to other electrics, even past Zeros, the fit, finish, and attention to detail is a step above. With other electrics, I’ve always left feeling like I was riding something outside the norm. Whether that’s because of its hefty weight, less refined throttle settings, or just general fit and finish (or lack thereof), something usually seemed off. The DSR/X feels like… a motorcycle. Just with a different soundtrack. There’s virtually no learning curve with the DSR/X. It’s just twist and go. Electrics are clearly still a niche product, but the DSR/X goes a long way towards bridging the gap. Troy’s Gear Helmet: Arai Regent-X Jacket: REV’IT! Sand 4 H2O Airbag: Alpinestars Tech-Air 5 Pants: REV’IT! Sand 4 H2O Gloves: REV’IT! Sand 4 Boots: BILT Evolution Boots 2023 Zero DSR/X Specifications MSRP $24,495 Motor Type Z-Force 75-10x passively air-cooled, interior permanent magnet AC motor Controller High efficiency and power dense, 900 Amp, 3-phase AC controller with regenerative deceleration Battery Z-Force® Li-Ion intelligent integrated Max Capacity 17.3 kWh Nominal Capacity 15.2 kWh Charger Type 6.6 kW integrated Charge Time 11.6 hours (110% charged) / 10.0 hours (95% charged) Charge Time W/6 kW Rapid Charger 1.6 hours (110% charged) / 1.0 hours (95% charged) Peak Horsepower (Claimed) 100 hp (75 kW) @ 3,650 rpm Torque (Claimed) 166 ft-lb (225 Nm) Final Drive 90T / 22T, Gates Carbon Drive Moto X9 belt, 25 mm wide Front Suspension Showa 47mm Separate Function Cartridge Forks with adjustable spring preload, compression, and rebound damping Rear Suspension Showa 46mm piston, piggy-back reservoir shock with adjustable tool-less spring preload, compression, and rebound damping Suspension Travel (front and rear) 7.48 in (190 mm) Front Brake Bosch Advanced MSC with Combined Braking (eCBS), Vehicle Hold Control (VHC) and Off-Road mode, dual J-Juan radial 4-piston calipers with radial master cylinder, 320x5mm discs Rear Brake Bosch Advanced MSC with Combined Braking (eCBS), Vehicle Hold Control (VHC) and Off-Road mode, J-Juan 2x25mm piston floating caliper, 265×4.5mm disc Front Tire Pirelli Scorpion Trail II 120/70-19 Rear Tire Pirelli Scorpion Trail II 170/60-17 Front Wheel Size 3.00 x 19 Rear Wheel Size 4.50 x 17 Rake/Trail 25.0 deg/4.3 in Wheelbase 60.0 in (1,525 mm) Seat Height 32.6 in (828 mm)/Low Seat(optional): 31.7 in (805 mm)/High Seat (optional): 34.1 in (865 mm) Curb Weight 544 lb (247 kg) (claimed) Carrying Capacity 556 lb (252 kg) Range City: 180 miles (290 km), Highway (70 mph): 85 miles (137 km), Combined: 134 miles (216 km) Colors Sage Green, White Pearl Warranty 5 years, unlimited miles on battery 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 Zero DSR/X Review – First Ride appeared first on Motorcycle.com. Source

I’m a big fan of scramblers that can actually Scram, ya dig? When a production scrambler has the chops and capability to do what those customized rigs did back in the good ol’ days, well, that’s the real deal. Isn’t it? Royal Enfield has based this latest machine on its highly popular Himalayan ADV bike so, in theory, the new 411 should be nearly as capable as that machine while being imbued with its own style. A tweak here, some new paint there, a smaller front wheel, viola! Welcome to the Scram 411. 2023 Royal Enfield Scram 411 The Scram 411 takes everything you’ve loved about the Himalayan ADV machine and swaps in a smaller front wheel for more agile handling around town and new scrambler style. Editor Score: 77% Engine 15/20 Suspension 12/15 Transmission 6.5/10 Brakes 6.5/10 Instruments 3.5/5 Ergonomics 9/10 Appearance 8/10 Desirability 8.5/10 Value 8/10 + Highs She’s a looker Lots of color options Tripper is simple and convenient – Sighs A bit more powuh wouldn’t hurt Maybe a bit more powuh for the brakes while we’re at it, too I wish it didn’t melt my rainsuit (okay, that was my fault) 2018 Royal Enfield Himalayan First Ride Review 2022 Royal Enfield Himalayan Review The Royal Enfield Himalayan was an instant hit thanks to its rugged retro good looks, low MSRP, and overall accessibility when compared to other bikes in the ADV space. The Scram keeps the retro vibe but with a new stylish twist, and it looks to be even more accessible with a lower barrier to entry at $5,099. Aside from the smaller 19-inch front wheel and the reorganization of the windshield/instrument/headlight area, you’ll quickly understand why it says Himalayan slightly smaller than Scram 411 on the side panels. Himalayan Scram 411 The air/oil-cooled, two-valve, 410cc SOHC Single first seen in the Himalayan is still crankin’ out the same ol’ claims of 24.3 hp at 6,500 rpm and 23.6 lb-ft of torque. The last time we dyno’d this long stroke engine it spat out 22.1 horses and 21.2 pounds of feet to its rear wheel. Just like before, you won’t be winning any drag races, and it’ll do 80 mph eventually (depending on conditions). Still, the mid-range torque is where the 411’s engine shines brightest – and it’s particularly fun to exploit on loose surfaces. Revving out the engine isn’t terribly rewarding. Around town or on backroads, the engine feels impressively smooth, but if you find yourself droning at 75 mph on the interstate for hours at a time, some sole-numbing vibes make their way through the footpegs. The Scram’s lower frame rails provide a sturdy place to mount the accessory skid plate. The suspension uses the same linkage-type monoshock out back with 7.1 inches (180mm) of travel. The 41mm fork has lost just under half an inch (10mm) from the Himalayan, but still has 7.5 inches (190mm) of travel. Overall, the suspension feels fairly basic, because it is – a stepped preload ring on the shock offers your only adjustment. Ground clearance is stated at nearly eight inches (200mm). The damping felt more harsh on the Scram 411 than I remember the Himalayan being. Under normal use on smooth roads – paved or not – the suspension is entirely adequate. Although I never had the opportunity to bottom the suspension, the damping doesn’t feel terribly progressive; rather it feels like it slams into some fairly restrictive damping over larger impacts on rough roads (potholes, large road seams, railroad crossings, etc.). The Scram is a good-looking machine, in my opinion. I really like the shape of the headlight nacelle and the sculpting of the rear tail section. I even dig what they did with the little protruding “urban badge plate” from the fuel tank that is basically just there to cover the front rack’s mounting point. Also, there are seven colorways (all of which share the $5,099 price). When was the last time you saw seven different color options for a single motorcycle? The five-speed cable-actuated transmission helps you work your way to top speed but can feel a bit notchy at times on the way. Clutch pull isn’t the lightest, but it isn’t heavy either. The Scram 411 I was riding was outfitted with some protective bits including handguards, a skid plate, and an oil cooler guard in addition to a blingy lil’ oil fill cap. Ergonomics for me at 5’8” with a 30-inch inseam were perfectly neutral. I was able to place my feet flat on the ground, and when cruising, the bend at the knee never felt cramped. Standing was an equally comfortable affair, though the side panels protruded annoyingly into my calves. The Scram 411’s single 300mm front rotor will get the job done off-road, but you should be sure to plan ahead on the asphalt. I appreciate the large rear brake pedal, but was kind of bummed to learn that the Himalayan’s switchable ABS at the rear wheel was not an option on the Scram 411. RE reps mentioned that this will likely be standard on Scram’s down the road. So, we have ABS on all the time, but with the lack of power from the front brake’s lever, you’d be hard pressed to get into it on-road anyway. I was impressed by the CEAT tires. They provided plenty of grip on-road and were predictable in the gravel. 1300 miles on the Scram The folks at Royal Enfield treated our group to nearly 400 miles of backcountry roads from east to west Wisconsin and back again through some seriously dense greenery that could only be made possible by Midwest humidity. Unfortunately, I was only able to tag along for the first day. After that, I had 400 miles between me and a summer camp wedding in Michigan that I needed to be at by 1:00 pm the following day. My longest day on the Scram 411 was just over 400 miles through highways, small towns, and interstates. The Scram’s single-piece seat was surprisingly comfortable during that time. One of the more comfortable in recent memory. RE says they focused heavily on making sure the seat was a comfy place to perch through extensive pressure mapping research. Departing before daylight broke had me cruising down two-lane highways through fog so dense that I couldn’t use my (smoked) visor or the clear Biltwell goggles the folks at RE supplied due to my poor planning. So there I was, bare-faced in the dark, water streaming down my face and collecting on my eyelashes for hours. I thought of the groggy deer having just woken up for their daily commute across the highways that I would never have a chance of seeing before it would be much too late for the Scram’s braking power (or me) to do anything about. As the sun began to turn the sky from impenetrable black to dark blue, the veil was lifted from the massive green rolling hills lining the highway shrouded in hanging ethereal lakes. It was absolutely stunning. Now that I could see, I was happy to be on the Scram 411 as we motored our way east. The 411’s powerplant feels like it was made for loping down blue highways through the Wisconsin countryside in the midst of a warm, humid midwestern sunrise. Perfect. Well, it was perfect until I stopped for gas and realized my rain suit had come dislodged from the strap I had cranked over it. Thankfully, I had the forethought to wrap its drawstring around a strap on the opposite side so I wouldn’t lose it in such a situation. This allowed it to come loose (but not fall off!), and hang perfectly behind the muffler. There it hung for who knows how long, with the hardworking Single’s hot breath belching out toward my only hope of staying dry through a forecast of summer thunderstorms in the Midwest. Note the flecks of molten rain suit on the turn signal. Perhaps out of some sort of cosmic sympathy, the universe held off from any further humiliation and I stayed dry for the remainder of my trip. The Scram 411’s dash doesn’t offer a tach, but you do get a fuel gauge, gear indicator, odo, trip 1 & 2, and for the first 1,000 Scram’s imported, the Royal Enfield/Google Tripper seen on the right. I used the Tripper for the majority of my 1,300 miles with the Scram and it worked great, giving just enough info (distance to turn, and which way to go). The RE app was a little clunky at times, but its simplicity seemed to help it function better than many of the other complicated manufacturer apps that I’ve used in the past. The Tripper will be offered as an optional accessory after the first set of Scram’s are sold. Eventually, those quiet two-lanes widened to busy interstates as I neared Milwaukee and headed for Chicago. All too often, time is of the essence and interstates are a necessity. It’s not so bad when you’re on your own with the throttle to the stop to maintain 75 mph or so, but when you have cars zooming by you with a considerable speed delta, well, you wish you were back in the holler. That is, of course, unless you live somewhere that is more amenable to motorcycles like California! In gridlocked commuter traffic, the Scram 411 has more than enough oomph to get you to work with a smile on your face. And that’s the idea, Royal Enfield tells us. The Scram 411 is positioned to deliver you to work in a fun way during the week and allow for some spontaneous adventure during the weekend. Three Amigos 300cc ADV Bike Comparison So does the Scram 411 deliver on Royal’s promise of a stylish Himalayan variant? I would say, yes. Given that that is exactly what it is. There are basically no mechanical differences between the two aside from the front wheel. The smaller front wheel should make the machine more agile, and will likely suffer somewhat in the dirt over obstacles, but it wasn’t an issue on gravel roads, and there aren’t many sets of corners to rail through in the Midwest. But, during the short stints on the ones we found, the Scram 411 handled confidently, and I had to really work to scrape its side stand (basically to prove a point that it would be the first thing to touch down). On our canyon roads in Southern California, you may have that opportunity more often, but you’ll have to work for it. The fuel gage seems to be a little conservative. Often it would start flashing at 130 miles or so, but over quite a few tanks I averaged 45 mpg which should put it closer to 180 miles before running its four-gallon tank dry. If you’re not holdin’ ‘er wide for hundreds of miles on end, you’ll probably get better mileage, too. I’d say if you’re a fan of the Himalayan, but dig the style of the Scram 411, you’re not likely to be disappointed with this latest model from the Indian manufacturer. For me, I like a lil more pep in my step, so I’ll be looking forward to that new liquid-cooled 450 that the guys were just testing in the Himalayas. More to look forward to on the horizon from Royal Enfield. In Gear Helmet: Arai XD-4 Communicator: Cardo Packtalk Bold Jacket: Dainese Alger Nomad (discontinued) Pants: Pando Moto Boss Dyn 01 Gloves: Racer Mickey Boots: Red Wing Iron Ranger 8084 2023 Royal Enfield Scram 411 MSRP $5,095 Engine Type 411cc single cylinder, 4-stroke, SOHC, 2-valve, air-/oil-cooled Bore and Stroke 78mm x 86mm Compression Ratio 9.5:1 Max power (claimed) 24.3 hp @ 6,500 rpm Torque (claimed) 23.6 lb-ft @ 4,000-4,500 rpm Ignition Digital electronic ignition Clutch Wet multi-plate Transmission 5-speed constant mesh Lubrication Forced lubrication, wet sump Fueling Electronic fuel injection Starting Electronic Final Drive Chain Frame Half-duplex split cradle frame Front Suspension Telescopic, 41mm forks, 7.5 in (190mm) travel Rear Suspension Monoshock with linkage, 7.0 in (180mm) travel Front Brake 300mm disc, 2-piston floating caliper Rear Brake 240mm disc, single-piston floating caliper Front Tire CEAT 100/90 – 19″ Rear Tire CEAT 120/90 – 17″ Wheelbase 57.3 in. (1455mm) Ground Clearance 7.8 in. (200mm) Seat Height 31.3 in. (795mm) Curb Weight (Claimed) 407 pounds (without fuel) Fuel Capacity 4.0 gal. (15 L) Colors White Flame, Silver Spirit, Blazing Black, Skyline Blue, Graphite Red, Graphite Blue, Graphite Yellow Warranty 3 year, unlimited miles with roadside assistance 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 Royal Enfield Scram 411 Review – First Ride appeared first on Motorcycle.com. Source

Suzuki announced updates for the V-Strom 1050, as well as a new off-road oriented version for 2023. The new 2023 Suzuki V-Strom 1050DE replaces the 1050XT model, and adds new features to make it a more capable off-road machine such as a 21-inch front wheel, longer -stroke suspension, and a larger aluminum bash plate. Both models remain powered by a 1037cc V-Twin engine, but for 2023, Suzuki introduced new hollow sodium-filled exhaust valves, claiming reduced temperature in the combustion chamber, and thus improved efficiency and durability. The six-speed transmission and the bi-drectional quickshifter were also updated for smoother shifting. The Suzuki Intelligent Ride System (SIRS) electronics package returns with some updates including a new 32-bit engine control module, and a lighter, more compact Bosch anti-lock brake unit. Suzuki updated the ride-by-wire system with a slightly stiffer throttle grip action. Suzuki says this improves throttle response for off-road riding and provides a more natural feel closer to what you would get with a mechanical cable throttle. The cruise control system was also updated to offer a wider range of speed and gear settings. Both the V-Strom 1050 and 1050DE receive a new 5″ TFT display, replacing the LCD screen of the 2022 models. Lean sensitive ABS, slope-dependent brake control, load dependent braking control, an easy-start system, low-RPM assist, hill hold control and three selectable drive modes also return. The V-Strom 1050’s three-mode traction control remains unchanged, but the DE model gains a new mode gravel model and the ability to turn off rear ABS. For 2023, the twin-spar aluminum frame gets paired with a new subframe with new battery and rear fender mounting brackets, with Suzuki claiming better support for input load in off-road situations. The V-Strom 1050DE has a revised chassis geometry, with a 27° 30’ rake (compared to 25° 40’ on the regular V-Strom) and a 4.96-inch trail (vs. 4.33 inches). The wheelbase also increases from 61.2 inches to 62.8 inches. The DE’s fully-adjustable inverted fork offers 6.7 inches of stroke, while the rear suspension offers 6.6 inches of rear wheel travel, compared to the more road-centric V-Strom’s 6.3-inches of front and rear travel. Dunlop provides the a 90/90-21 front and 150/70R17 rear Trailmax Mixtour tires with a semi-block pattern and an internal structure specifically designed for the V-Strom 1050DE. To offset the lengthened front suspension and 21-inch front wheel, Suzuki gave the 1050DE a longer swingarm to provide the same handling characteristics as the V-Strom 1050. With these changes, the V-Strom 1050DE offers 7.5 inches of ground clearance, one more inch than the regular V-Strom 1050. The V-Strom 1050DE comes with a wider handlebar than the V-Strom 1050, made of a softer grade of aluminum. According to Suzuki, this offers more flex and improved shock absorption while also improving control, especially from a standing position. The DE also comes with a lighter, more rigid seat and wider steel footpegs. Other features exclusive to the V-Strom 1050DE include a sturdier drive chain, a smaller smoke-finish windscreen, an accessory bar, a stronger three-piece front fender, an aluminum bash plate and lengthened side and center stands to compensate for the increased ground clearance. For the U.S., the 2023 V-Strom 1050 comes in a Metallic Reflective Blue/Metallic Matte Black color. The V-Strom 1050DE comes in Pearl Vigor Blue/Pearl Brilliant White. The Champion Yellow No. 2/Metallic Matte Sword Silver V-Strom 1050DE in the pictures will only be offered in a V-Strom 1050DE Adventure variant that adds aluminum panniers and LED fog lamps. U.S. pricing for all three models remains to be announced. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2023 Suzuki V-Strom 1050 and V-Strom 1050DE First Look appeared first on Motorcycle.com. Source

If there’s one thing KTM knows how to do, it’s how to get dirty. The company obviously has its long history of off-road competition, and victories, to its name, and that success has transferred nicely into the adventure bike market. You can even argue KTM’s adventure bikes (along with the BMW GS family) are responsible for this boom in the ADV market. 2022 KTM 1290 Super Adventure S A road-biased, tech-heavy adventure bike that will rip your eyeballs out – but it’s nearly the same as its R-badged brother. Editor Score: 88% Engine 19.5/20 Suspension 14.5/15 Transmission 9/10 Brakes 9/10 Instruments 5/5 Ergonomics 8.5/10 Appearance 8.5/10 Desirability 7/10 Value 7/10 + Highs An absolute beast of an engine Electronic suspension might be the most sophisticated I’ve tried yet Adaptive cruise control! – Sighs It’s tall It’s heavy I’m not sure who would get this over the R model Considering that popularity in the category, KTM’s overhaul of the 1290 Super Adventure family made sense. On one hand, it was due for a refresh anyway, and on another hand, maybe this was KTM’s way of reminding everyone caught up in the middleweight ADV craze that big bikes have an undeniable flex the middleweights never will. In his review of the 1290 Super Adventure R, KTM’s big, burly, world-conquering adventure bike, RAdams gave praise to the bike, agreeing with KTM’s self-labeling of the SA-R as The Beast. 2022 KTM 1290 Super Adventure R Review If you haven’t already, I suggest reading Ryan’s review of the R model to get up to speed on everything KTM changed. It’s quite a laundry list of changes, but a basic overview consists of a new frame, updated styling to match the 890 Adventure, including the low-slung jugs on each side of the bike that make up the 6.1-gallon fuel tank. The engine’s been lightened and moved around (but with no internal changes) and the swingarm is a little longer, too. All in the name of better handling. Unsurprisingly, the 1290 Super Adventure S doesn’t differ much, visually, from the Super Adventure R. From this angle the obvious difference is the cast wheels on the S versus the wire-spoke wheels on the R. Note how low the fuel cell drapes – basically beside the cylinders! Rounding out the changes are two radiators replacing the single piece on the old bike, a huge 7-inch TFT display to show everything you possibly need to know about the bike, and a myriad of electronic rider aids to help protect you from yourself. Thanks to the six-axis IMU on board, you now have lean-sensitive traction control, ABS, and cornering lights. Apart from the IMU, you also have a slew of ride modes (Street, Sport, Rain, Offroad, Rally). The reality is that the R and S models are nearly identical motorcycles. What sets the S model apart from the R are the cast wheels (with Mitas Terra-Force R tires developed specifically for this bike), WP electronic suspension, and the radar-enabled adaptive cruise control (the R model only has standard cruise control). What we have here is KTM trying to maximize the same basic platform to reach two kinds of riders – the R model targeting adventure riders who tour, while the S model is for touring riders looking for adventure. Does the S Model Deliver? Well, yes. On paper, it’s hard to go wrong with the package the Super Adventure S brings to the table. Rolling down the road, the big 1301cc V-Twin has gargantuan power on tap from the moment you twist the grip. No surprise there. However, the initial Street ride mode the bike was set to would have a tiny delay in power delivery between when I moved my wrist to when power would touch the ground. With 96.2 lb-ft of torque on tap (at least when we dyno’d the R model), it’s understandable that KTM electronically softens power delivery in Street mode. After switching to Sport mode (which you can do on the fly), throttle pickup was much more direct. Some, like Ryan in his R review, would even say it borders on twitchy. While he’s not wrong, I preferred to have that direct feel for the power over the slight lag in Street mode. Eventually, you learn to anticipate the tiny lurch and ride accordingly. (Full disclosure: I didn’t try Rain mode. It’s the middle of summer here in Los Angeles, and there’s not a drop of water to be found). KTM can partially hide the 1301cc V-Twin behind body panels, but once you’re romping down the road, the monster engine steals the show. At this point, I won’t go on about the Super Adventure’s power. Anyone even remotely interested in this bike, or knowledgeable about the big engine, knows what a monster it is. Instead, let’s turn our attention to other things. Specifically, let’s look at the features separating the S from the R, the bevy of features the SA-S comes loaded with, and the intangibles that define every bike. At the end we’ll put them all together and decide whether it all combines to make a worthy touring bike. First Up: The Cast Wheels With pavement pounding being the primary duty of the Super Adventure S, it’s no surprise to see cast wheels in place of the wire-spoke wheels of the R model. The 19/17-inch front/rear combo is an interesting choice made even more peculiar with the choice of tire – the Terra-Force R from Mitas, a fringe brand not generally spoken about in the same breath as the likes of Pirelli, Michelin, Bridgestone, and others. The 320mm brake rotors and Brembo calipers are shared between the S and R models and work well, as expected. Lean-sensitive ABS is a big safety benefit, too. It’s odd to see Mitas tires here, but there’s not much to complain about from them. For their part, the Mitas tires never left me feeling wanting for more grip. That’s because the 19-inch front wheel is a constant reminder of what this bike isn’t – a Super Duke R. The natural product of a larger wheel is slower turning. Constant and considerable countersteering is in order to put the bike where you want to go. Combined with the slightly longer wheelbase compared to the previous Super Adventure model, this SA-S is certainly not a scalpel. With those kinds of steering characteristics, it prefers flowing curves over tight switchbacks, and a riding style to go with it. Smooth and steady wins the day on the SA-S, and that kind of riding doesn’t stress the limits of pavement traction. Then, of course, if an occasional easy dirt detour is in order, the bike can handle that, too. Which brings us to the next item. Electronic Suspension More than anything else, the WP electronic suspension is the biggest difference between the S and R models. Its inclusion for the road-oriented model makes complete sense, too. More often than not I found myself riding in Auto mode which, as the name suggests, adjusts damping automatically based on the conditions. Unlike some other bikes I’ve ridden in the past with electronic suspension, you can really feel the WP system working underneath you. During casual street riding or cruising down the highway, you can’t help but notice the fork and shock take a bump, move through its stroke, then rebound back up before settling back out again. Comfort mode really makes an emphasis on its namesake that way. While it’s a little weird to feel the suspension react to the road conditions so “slowly” (for lack of a better term), the resulting ride does feel comfortable. Bumping it out of Auto and into Sport damping as I got into the curvier sections of our ride simply resulted in the same feel of suspension action occurring… just faster. There’s no getting away from the fact the SA-S has long-travel suspension. It then becomes a matter of how fast or slow it goes through its travel and returns to normal. When you’re cruising, the Auto suspension setting is nice and soft. Once the road gets twisty you can feel it firm up. Despite this, if you’re really determined to dial-in the suspension action to your particular liking, it’s remarkably easy to dive into the Suspension menu screen on the huge TFT display. Here you can electronically adjust shock preload, anti-dive, and firmness for the fork and shock (WP decided not to use the traditional lingo of compression or rebound/tension, presumably worried it might scare people away). While I definitely appreciate the ability to fine-tune the suspension settings, it would have to take a very particular rider to feel the need to go through all that trouble – I thought the pre-programmed settings work pretty darn well for most situations. Adaptive Cruise Control For most of us, getting to the good roads means slogging it through the bad or boring ones. Cruise control is great and all, but adaptive cruise control really brings the game to another level. I know it sounds silly to be singing the praises of this technology – but does it? John Burns consistently knocks points off bikes without basic cruise control, and now we’re at a point where the rest of us have found ourselves following suit. The ACC magic mostly lies in here. Maybe someday, as the tech evolves, the module will be small enough to be concealed more discreetly. Not only is ACC a game changer, but it downright makes sense for a bike like this. If you’re going to be slogging lots of miles, let the bike do the work for the boring ones. KTM cleverly redesigned the headlights to make space for the radar system, and while you can clearly tell there’s a square in the middle of the headlight, it doesn’t detract from the overall look. More importantly, it works. There’s a dedicated cruise control button on the left switchgear. Pressing it turns the system on. Tapping the thumb paddle sets your speed, while tapping it again increases it. Another paddle for your index finger brings your speed down. Adjusting the following distance is all done in the menu screen, and there are two choices to pick from: Sport and Comfort. Within those you can narrow down again how close or far you want to be from the vehicle in front of you. It might look complex, but the buttons and toggles don’t need to be scary. You set the cruise control with the very top button, and the thumb/finger paddles on the bottom adjust your speed. If you’ve driven a car with ACC then you know how it works. You set your speed and the bike will maintain that speed until something in front of you in your lane gets too close to your set parameters. Then the bike will slow to maintain the gap. The Bosch system on the KTM does the same. I set my following distance on the conservative side to give myself time to react in case an errant car driver in front of me did something stupid. To really test the system, however, I ended up being the one to move behind cars to see how the system reacts. Initially, the KTM will ease off the throttle to maintain a gap, but if the closing speeds are dramatic then brakes will be applied, too. I really couldn’t get the ACC to do anything out of the ordinary, nor did I want to play the real life version of Frogger for too long. But what you need to know is it works, and it works well. But I’m Still Confused Ostensibly, there’s lots to like about the Super Adventure S. There’s a fire cracker of an engine, sophisticated electronics that are actually easy to use, suspension that caters to nearly every riding scenario, comfortable ergonomics to tackle all-day rides, and a 6.1-gallon fuel tank to get you wherever you’re going with minimal fuel stops. So what’s not to like? The intangibles. There’s no getting around the fact this bike is big and heavy. Coming in at around 540 lbs with six gallons of gas, that number doesn’t sound too bad for a touring bike. But with the bulk of that weight sitting in those low-slung tanks, picking the bike up off the sidestand requires a really good huck (luckily there’s also a centerstand). Things get even more challenging for short people. Standing 5-foot, 8-inches with a 30-inch inseam, I found it was a delicate balance to pick the bike up off the stand, plant the other foot on the ground, then kick the stand back up to its resting position. The adjustable seat height is nice, but it’s still tall and wide. The button on the side panel beneath the seat pops it open. Putting feet on the ground naturally becomes the next obstacle. At its low setting of 33.4 inches off the ground, the KTM’s seat height already skews kinda tall. This is made worse by the fact the junction between the seat and fuel tank is rather wide. Getting both feet on the ground was impossible. I’d have to toggle between one foot and the other. If you’re blessed with long legs and an NBA player’s height, moving the seat (removable with a push button when the ignition is on) into different slots can raise the seat height to 34.2 inches. Combine this heft and height, and I have a hard time coming to grips with riding the Super Adventure S with a passenger on back (nevermind the fact it doesn’t come with luggage…). For destroying dirt and roads unpaved, Ryan confirmed this platform is more than up to the task. But on the road, it’s heavy, tall, and steers a little slow. But hey, at least it has Hill Hold Assist. On the plus side, you can carry a ton of fuel. But, man, it’s wide and heavy. Then there are the electronics. Street and Sport ride modes work great for their purpose (I assume Rain does as well), the electronic suspension could be one of the most sophisticated systems I’ve tried so far, ACC is awesome, and lean-sensitive TC and ABS are obvious benefits – but what’s the point of the Offroad and Enduro settings for a road-biased bike like this with (mostly) road-biased tires? John Burns says that’s exactly the point: “having good electronics means the street-biased tires won’t be as big of a problem offroad.” Still, I think if gobbling miles and hitting the dusty trail is your thing, the R is a much better option to do it on. KTM switched from a single radiator to two, and this clever ducting pulls the hot air away from the rider. Can you see why I’m confused now? There’s a lot going for the Super Adventure platform, but the S model occupies a space almost entirely shared with the R model. If it were me, and I was looking for a road bike powered by a 1301cc V-Twin that could cover lots of ground, I’d search back a few years and look for the now-discontinued Super Duke GT. The engine is proven, the 17-inch wheels deliver proper handling, and the bags mean you could actually stay overnight somewhere. No, its electronics aren’t nearly as sophisticated, but I think I could live with that. Am I missing something here? What’s the case for the Super Adventure S? Tell me below. Troy’s Gear Helmet: Arai Regent-X Jacket: Alpinestars T SP-5 Rideknit Airbag: Alpinestars Tech-Air 5 Pants: Alpinestars Victory Denim Pants Gloves: Alpinestars SP-2 v2 Boots: BILT Evolution Boots 2022 KTM 1290 Super Adventure S Specifications MSRP $19,499 Engine Type Liquid-cooled 1301 cc, 75° V-Twin, DOHC, 4 valves per cylinder Bore and Stroke 108mm x 71 mm Compression Ratio 13.1:1 Horsepower 139.0 hp at 8700 rpm (measured) Torque 96.2 lb-ft. at 6500 rpm (measured) Engine Management Keihin EMS with RBW and cruise control, double ignition Clutch Hydraulically operated PASC slipper clutch in oil bath Transmission 6-speed transmission, claw shifted Final Drive 525 X-Ring chain Frame Lattice frame made of chrome molybdenum steel tubing, powder-coated Front Suspension WP SAT (semi-active technology) Upside-Down Ø 48 mm Rear Suspension WP SAT (semi-active technology) shock absorber Front Brake Double disc brake with radially mounted four-piston Brembo calipers, floating 320 mm brake discs Rear Brake Single disc brake with dual-piston Brembo caliper, float- ing 267 mm disc Front Tire 120/70 x 19 Mitas Terra-Force R Rear Tire 170/60 x 17 Mitas Terra-Force R Rake/Trail 24.7°/4.3 inches Wheelbase 61.3 Seat Height 33.4 inches – 34.7 inches Ground Clearance 8.8 inches Weight NA Fuel Capacity 6.1 gallons (1.3 gallons reserve) Service Intervals 9,300 miles/15,000 km, valve clearance check every 18,600 miles/30,000 km 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 KTM 1290 Super Adventure S – Mini Review appeared first on Motorcycle.com. Source

Well it’s not always about me. Or is it? One of the first things I remember seeing after I’d finally busted out to California, up there on the beautiful Presidio of Monterey, was my first Ducati. It was January 1981, and a pale baby blue, so it must’ve been one of the very first 500 SL Pantahs. Exotic place (for the Army, anyway), exotic bike. So exciting. Ian Falloon, as always, has the whole story, excerpted here from his excellent The Complete Book of Ducati Motorcycles. The 1970s was another decade distinguished by poor management and dubious marketing moves. The year 1974 saw the end of the singles and round-case 750s, replaced by the ungainly 860 and an unremarkable parallel twin. In 1976, when Ducati’s management finally realised that the parallel twins were a commercial disaster, legend has it that Ing. Fabio Taglioni smiled, reached into his bottom drawer, and presented full technical drawings for a 500cc V twin engine. Camshaft drive by toothed rubber belts rather than the traditional bevel gears ensured this new engine would be both cheaper to manufacture than the bevel-drive engines and quieter running as well. This design was also Taglioni’s most enduring, having begun its production life in 1979. Over that time it has grown from 498cc to 1078cc, and spawned an entire range of sophisticated four-valve Ducatis. No other Ducati engine has had so much influence on the direction of the company. So superior was the Pantah engine in terms of reliability and cost effectiveness that within six years it was the only engine produced by the company. The Pantah engine single-handedly changed the perception of Ducatis and their reliability. Once considered idiosyncratic and only for enthusiasts prepared to spend time maintaining their machinery, the Pantah brought the Ducati legend to a far wider audience: Taglioni had saved the day yet again. 500 SL Pantah, 1980 The Pantah could have gone into production almost immediately, but at the time Taglioni first showed it, the EFIM management was in turmoil. Between 1977 and 1978, motorcycle production at Borgo Panigale nearly halved, dropping from 7,167 to 4,436, partly due to a decline in the US market, but also because of Ducati’s unsatisfactory model range. In July 1978, control of Ducati passed to another group, Finmeccanica, within the VM Group. This proved a dubious move for Ducati, as Finmeccanica was heavily involved in the production of diesel engines and was reluctant to increase motorcycle production. By 1979, however, Fabio Taglioni was finally allowed to put his new engine and motorcycle into production. While the range of bevel-gear twins remained strongly influenced by the singles throughout their life span, the Pantah combined the past with the present. Its roots were in the 1971-73 500cc Grand Prix V-twin racers, the 90-degree twin-cylinder layout retaining the racer’s vertically split crankcases, but with the Pantah’s swingarm now pivoting on bearings within the gearbox casing. The idea was to bring the swingarm pivot as close as possible to the countershaft sprocket, thus reducing chain snatch. In many ways the Pantah was a mirror image of the larger twins with the helical primary drive gears on the right side, and the alternator on the left. The 600 SL came along in 1982, and was available in Mike Hailwood Replica colors. In the interests of improving reliability, a forged one-piece crankshaft with two-piece connecting rods and plain bearing big ends replaced the problematic pressed-together roller bearing crank of the bevel-drive engines. This was a significant update, and big-end problems became a thing of the past. The two-valve cylinder heads featured a more up to date 60-degree included valve angle, and all versions had desmodromic valve actuation. Feeding these cylinder heads was a pair of large (for a 500) 36mm Dell’Orto PHF carburetors. A huge air cleaner and restrictive mufflers strangled the engine, so early 500s had to be revved hard to unleash the available performance. But unlike the bevel-drive engines, the Pantah didn’t self-destruct if over revved. A trellis-type frame consisted of two pairs of parallel tubes running from the rear cylinder to the steering head, meeting another pair of tubes running up from the rear of the crankcases. The engine hung below the trellis and was bolted at six points. While the frame wasn’t exceptionally rigid it still provided the Pantah with sure-footed handling. It wasn’t the most compact frame, however, as the wheelbase was still a rangy 1450mm – but this was considerably shorter than the larger displacement twins. Suspension was by Marzocchi front and rear, with a skinny 35mm diameter fork and the usual limp shocks. The triple disc brakes were also smaller than those fitted to the larger twins, with 260mm discs and small 05 series Brembo brake calipers at both ends. When the first production Pantah appeared in 1980, the styling didn’t meet with universal acclaim. Those first 500SL’s were unlike other V-twin Ducatis in that they had very little bottom-end and mid-range power. They also lacked the rowdy mechanical note of the bevel twins; their toothed-belt camshaft drive, rubber plugs between the cylinder fins, and restrictive Conti silencers all conspiring to make the Pantah uncharacteristically quiet for a Ducati. Racers Vanes Francini, Paolo Menchini, and Guido Del Piano successfully campaigned 600cc race-kitted Pantahs in the Italian National Junior Championship, ensuring that the 500 SL would grow into a 600. This happened for 1981, via a simple 80mm overbore creating the 600 SL. Power increased to 61 HP at 9100 rpm. While the chassis remained much as before, a silver and red color scheme set it apart from the pale blue 500. Beginning in 1982, the 600 SL was also available in the red/white/green Mike Hailwood Replica colors. During this period Tony Rutter was virtually invincible on the factory TT2, winning four consecutive World Championships between 1981 and 1984. When the Endurance World Championship rules increased displacement to 750cc for 1984, Ducati felt they could be competitive with a Pantah-based 750 racer. Thus the 650 SL was born, purely to homologate the 61.5mm stroke for the 750 TT1. The 650 finally grew to 750 with the 1985 750 F1. In the meantime a range of dubious offspring grew out of the Pantah; the 350 XL, 350 SL, and the particularly ugly 350 and 600 TL. The SL Pantah may not have been the world’s most beautiful design, but the TL’s designers obviously penned it after Friday lunch break. Gee I dunno, looks a bit like the new Desert X to me? The Pantah lived on as the 350 and 650 Cagiva Alazzurra through 1987, and even today all the small capacity two-valve Ducati engines are based strongly on that first 500. Its central design features still influence much of the current engine line-up. Taglioni may be no longer be with us but his legacy continues. Shop for The Complete Book of Ducati Motorcycles here 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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As we motored slaunchways across Utah, the late daylight stretched our shadows and cast golden hues against the tall canyon walls, further accentuating the contrast between the rust colored ancient seabeds peppered with lush green juniper and muted sage. The lavender sky over Bryce faded as we continued westward on Hwy 12. Refusing to pack a second visor for my Shoei Hornet X2, I lifted the dark smoke shield as I led our crew into the dark dense forest, keeping my line of sight just above the Ténéré’s windscreen in an attempt to protect my peepers from the onslaught of kamikaze insects. In a further showing of stubbornity, I refused to roll back off the throttle while the only bit of light left – aside from what the Ténéré’s quite ample quad headlight offered – was a thick crimson band at the horizon, the bottom punctured by spire-like tree tops.  We’d like to thank Cardo and EarPeace for sponsoring this video. The entire MO staff uses them regularly, and you should, too. Bugs bounced off my face and every now and then I’d notice a deer grazing on the side of the road caught just for an instant in my periphery, a reminder of the imminent danger. It had been a long day, one that started with 40 miles of off-road before we got to our itinerary’s previously scheduled 400-plus miles on pavement. Despite the darkness, the compounded weariness from a week on the road with my boss, and the sweat-soaked, then dried, then soaked again, condition of my gear, I thought to myself, I could go for another week or so. 2022 Aprilia Tuareg 660 vs. Yamaha Ténéré 700 On paper, theTénéré and Tuareg look to be toe-to-toe competitors. What we found over 2,000 miles of pavement and dirt was that while they are indeed close, they serve up the experience in entirely different ways. 2022 Aprilia Tuareg 660 + Highs The level of refinement and tech justify the price Great wind protection Electronics open the Tuareg to a wide range of riders – Sighs Not much low end Weak front brake A bit of a heat around the lower legs 2022 Yamaha Ténéré 700 + Highs Great low end punch Plenty of dealer network Tank shape makes it easy to see where the front wheel is placed – Sighs Requires more effort to ride smoothly Deceptively girthy The seat gets old pretty quick All of you folks who remember the days when the bikes we now call middleweights were plenty for touring will likely echo my sentiment, but the idea of folks questioning the validity of touring on machines like the Aprilia Tuareg and Yamaha Ténéré has always puzzled me. The capability in terms of what we now call middleweight adventure motorcycles is immense. For me, the off-road ability combined with highway prowess is what does it. For folks just getting into such things, like Evans, the potential of doing an actual adventure tour involving full days of off-road riding bracketed by long days of pavement strafing, and not having to pilot a machine that put his inseam to the test, weighed 500-plus pounds, and made entirely more power than necessary, eased his anxiety for the unknown off-road sections. As always, there are pros and cons to open-class adventure machines and the middleweights too, but we decided we were going to set out on an actual tour starting at Revzilla’s Get On! ADV Fest in the Black Hills of South Dakota, culminating at our homes in southern California. Over six days, we’d navigate our way through hundreds of miles of backroads and small towns, two sections of Backcountry Discovery Routes – one in Wyoming and one in Utah – and spend our time split between camping and hotels to stave off some of the stank that develops on a long summer ride. We’d see just how grueling traveling on middleweight adventure bikes would be, or not. We three – Sean Matic, Evans Brasfield, and myself – would saddle up on two Aprilia Tuaregs and one Yamaha Ténéré. Sean’s Tuareg – the video mule – was complete with Aprilia’s hard panniers while Evans and I loaded down the other Tuareg and Ténéré with Wolfman soft luggage containing everything that the three of us would need for camping, hoteling, charging and hopefully not fixing. Seeing the two machines parked outside our “cabin” at the Buffalo Chip (a wood shed, at least it had an air conditioner), many a passing attendee of the ADV Fest in progress justified our idea saying, “That’s the comparison we want to see!” Feeling validated, we hit the road to see what conclusions we might come to over what our own track-based editor Troy S. referred to as a “manly itinerary.” The following events are what transpired. Parallel Twins But first, a quick look at our competitors. The new Aprilia Tuareg 660 and the now well-seated Yamaha Ténéré 700 are what we believe to be two of the most closely matched middleweight adventure machines on the market at this point. Yes, the Aprilia in this test carries a $2,300 premium compared to the $10,299 Ténéré, but it does bring with it a host of electronic upgrades that make the extra dough more palatable, but we’ll get further into that in a bit. Let’s have a look at what makes up the foundation of these cycles motor. 2022 Aprilia Tuareg 660 Review – First Ride 2020 Yamaha Ténéré 700 Review – First Ride Both bikes are powered by Parallel Twin engines featuring a 270-degree crank, DOHC, and four valves per cylinder. The 659cc Aprilia motor boasts a slightly higher compression ratio at 13.5:1 versus the 689cc Yamaha’s 11.5:1. Bores are similar with the Ténéré making up most of its displacement advantage in the stroke. On the Rottweiler Performance Dynojet, the two bikes hit peak performance numbers at nearly identical rpm. The Aprilia ekes out six more horses at 9,200 rpm while the Ténéré has a slight torque advantage from low rpm, though both hit their peak torque figures in the mid-range. In the suspension department, the similarities continue with both bikes using fully adjustable 43mm KYB forks and linkage-type KYB shocks. The Aprilia however, offers 9.4 inches of travel out of its legs while the Yamaha is working with 8.3 inches fore and 7.9 inches aft. All three of the Tuareg’s braking discs are larger, but Brembo components are found on both bikes. ABS can also be disabled on both machines, though the Ténéré will revert to the street setting whether the bike is shut off with the key or the kill switch. The Tuareg has three ABS settings: 1, 2, and Off and will hold whichever ABS setting (including Off) when switched off with the kill switch. If ABS is entirely disabled on the Tuareg, switching the key off at the ignition will cause ABS to revert to the off-road setting (setting 1) which has a lower intervention at the front wheel and disables the function at the rear wheel. A long press of that ABS button in the bottom right while the motorcycle is stopped will disabled/enable ABS. Switchable ABS is about all the Yamaha offers in terms of rider aids, which many folks out there are a-okay with. The Aprilia, however, gets the APRC functionality similar to what we’ve seen on the other 660 models to date allowing adjustment of engine mapping, engine braking, traction control, and ABS in all four of its modes (ABS can only be disabled in Off-road mode). The fact that the Tuareg holds TC and ABS settings when the machine is switched off with the key or kill switch (except for fully disabled ABS) is huge. When I mentioned this to Chris P. at Rottweiler Performance while dynoing the Aprilia, his surprised face said it all, though his mouth followed with a “That’s bitchin’!” Both machines are rolling on 21/18-inch wheel combinations wrapped with the same excellent Pirelli Scorpion Rally STRs. The only difference here are the rim-mounted spokes found on the Tuareg’s hoops allowing the Aprilia to use tubeless tires. The Ténéré’s standard center-mounted spoke design hints at the Yamaha’s tube-based setup. Pros and cons to both, as always. Back to the road. 2,000 miles and 6 days I’m such a whiner when it comes to humidity these days. I mean, it was a large factor in my moving from the Midwest, where I spent 19 years dealing with it. So, naturally, when I first hopped on board the Aprilia and felt a large bubble of stagnant heat keeping the air from my feet to knees nice (moist) and warm on a 95-degree night in 10000% humidity-stricken Sturgis, I took quick notice. It seems Evans doesn’t have much feeling in his lower extremities these days: While I felt the engine’s bubble of heat around my lower legs, it never bothered me as much as it seemed to affect Ryan. Maybe this is a side effect of all those years I spent on cruisers early in my career. There’s hot, and there’s HOT. —Mr. Brasfield I must admit that my first ride was in Red Wing boots and Levis which let the heat seep through a bit easier. Once I had donned riding pants, knee guards, and moto boots, it wasn’t nearly as oppressive. Honestly, there were only a few other times over the course of 2000 miles that I gave it much thought after my first ride. I will say though, that I never had an issue with the Ténéré in terms of heat. Once we had wrangled our Tuaregs away from eager demo riders, we were able to get the Wolfman luggage situated on Evans’ and my rides. My pack ended up weighing in right around 37 pounds total with the three Wolfman bags and base. Evans’ setup on the Ténéré weighed about 50 lbs, a fair amount more, but he was packing for two, plus some. Thankfully, both bikes have easily accessible knobs for dialing in preload at the shock to accommodate the extra weight of my things and all of Evans’ shoes. Leaving the Buffalo Chip heading south we got into some twisty roads that snaked their way through the Black Hills National Forest. We avoided that mountain with those old dead guys carved in it, and judging by the traffic as we inched nearer, it was a good idea. Well into some of the tighter tight roads with speed limits we disregarded, “Yes, we’re speeding! For science!”, we were reminded of our 21-inch front wheels, but moreso, how impressively the Pirelli STRs work on pavement. It was no problem hustling the two machines loaded up with gear through the corners. I did end up dialing in a bit more preload to help keep things more even keel on the Ténéré. Our fun start to the ride also set the scene for a few other opinions that would last for the remainder of the trip, some were molded and massaged by the extra time and miles, while others remained steadfast in our minds. While not an issue off-road, we didn’t need much time to surmise that the Ténéré would be getting the nod in the braking department: Even though the calipers have Brembo emblazoned on them, the Tuareg’s binders left a lot to be desired. Now is when I insert the tried and (often) true comment about how a change in brake pads might liven up the Aprilia’s stopping power. —EvB Also, despite these two machines both using Parallel Twins with similar specs, they make power quite differently. The dyno chart hints at the difference, but jumping back and forth between the two tells the real story. We’ve put a good amount of miles on Ténéré 700s in the past few years, and an even gooder amount on machines with the CP2 engine. The torquey low-end power that the Yamaha P Twin puts out is addicting. It’s fun off-road, and as we experienced at the beginning of our trip, it makes blasting through tight hairpins effortless as the power is always right there waiting to slingshot you forward, provided you don’t go looking for it too far into the rpm range. The Aprilia’s mill basically makes its power in opposite fashion. It doesn’t have nearly the low-end punch that the T7 has but makes up for it with a strong mid-range that climbs to gap the Yamaha by six horsepower up top. Aprilia says the Tuareg’s 660 setup has been certified for ADV use with different length intake ducts, different cams, a new exhaust system, and 10% lower gearing. With neither Evans nor I having thrown a leg over the Tuareg prior to this trip, we had been curious how it would compare. Going into this tour, the Tuareg’s engine was the big question mark. I knew it had the top end power to be a hoot on paved roads, but would that top end bias affect slow going in technical off-road sections. As it turns out, the engine was able to motor over pretty much everything I was willing to ride on. While I did have to slip the clutch a bit more than on the Ténéré, I never found it to be a problem. In fact, having the electronic aids, like traction control, made me feel much more comfortable on the higher-speed sections, too. —EB I was beginning to feel the same way, but it took me longer to be convinced. Also, both bikes use cable-actuated clutches, but we both felt the Aprilia’s had a bit lighter pull at the lever. Mosquito Creek. It wasn’t named that, but it certainly could’ve been. Our first off-road day was along the Wyoming Backcountry Discovery Route. We rolled into camp the evening prior and in the morning set off to a fairly tame day of riding large gravel roads through the gorgeous Medicine Bow-Routt National Forest in southeastern Wyoming. To break up the monotony, we took an out-and-back detour to the top of Kennaday Peak which reaches nearly 11,000 ft up into the sky. That trip provided us with some nice switchbacks, excellent views, and a few babyheads to bounce around over. I spent most of my time standing during our off-road portions, and as I mentioned in my initial Ténéré 700 review, I was instantly reminded of the Yamaha’s surprisingly thicc feel between the knees. “Deceptively girthy,” I called it. The Ténéré looks like this slim, svelte motorcycle, and in many ways it is. As tested, the machine we used for this ride tipped the scales at 454 lbs. – six pounds lighter than the Tuareg. The problem is that the side panels next to the seat stick out slightly further causing your legs to bow out just enough to make it annoying while standing, which also makes its 34.6-inch seat height feel even taller. Try to move your way up the tank to put more weight over the front tire and the feeling is worsened as the tank continues to thicken toward the front of the machine. And then there is the clutch cover that pushes your right boot out causing some contortion to get your toe back in toward the rear brake pedal. It’s not just me either! Evans agreed: I have to concur with Ryan’s assessment of the Ténéré tank’s girth. It made it more of a challenge for me to get my weight forward when moving around on the bike in the dirt. Despite the difference in height and inseam, Evans and I both preferred the Aprilia’s ergonomics. The wider handlebar also feels much closer to the rider, the slim feeling at the knees is appreciated while seated or standing, and the perfectly neutral footpeg placement helped us both feel more in command of the Tuareg in any situation. On the Yamaha, while sitting in the middle of the seat, my arms are nearly locked out at the elbows. While standing, this wasn’t an issue at all. Oh, and then there’s the seat… or what Evans referred to as: The ancient torture device that Yamaha has the temerity to call a seat. I spent one of my freeway stints on the Yamaha listing how many aftermarket seat companies I could think of. Need I say more? —E. Brasfield Ah, the things you notice when you actually put down some serious time on a motorcycle. The Aprilia quickly became the place to be for logging miles. Cruise control as standard, a much more pleasant seat, and slightly better wind protection? Yes, please. Not to mention I didn’t have to deal with that large Wolfman bag with all of Evans’ shoes strapped to the back of the Ténéré. While neither bike had bad wind protection, the Tuareg’s larger windscreen did a better job of creating a relatively still pocket of air, though not so still as to get hot in warmer temperatures. Overall, when it comes to creature comforts, the Tuareg wins, hands down. The seat is significantly better than the Ténéré’s which, after 100 miles or so, borders on egregious. —Evans P Brascannons He continues… Although I’ve read complaints online from riders who think the Ténéré’s wind protection is really bad, I have to disagree. While I preferred the Tuareg’s, the T7’s was fine, if not quite as expansive. I felt none of the buffeting around the helmet that I’d read about. (For the record, I’m 5’ 11”.) Ditto, except that I’m 5’8”. Once we got into our second off-road day on the Utah BDR, I got to do some extracurricular exploring in search of the perfect campsite. Low speed crawling over somewhat large embedded rock is exactly the kind of thing that makes one appreciate the CP2’s strong low end torque. You have the power right there when you need it, even if it needs to be smoothed out at times with the clutch, and at low speeds, the suspension gets the job done just fine. The Tenere 700 got some slight exhaust updates for 2022, likely due to bringing the engine into compliance with Euro 5 mandates. The Yamaha’s engine does have a bit more on/off throttle abruptness though. This, combined with the lack of a slipper clutch and heavier engine braking, can make the Ténéré feel more taxing to ride in certain conditions, if just slightly. Evans took note as well: The engine braking control on the Tuareg made it significantly easier to manage on-off-throttle transitions in technical sections. A couple times, poor throttle control on my part on the Ténéré pitched me forward over the bars at an inopportune time. Not all the way over though, thankfully. Our time in slightly more technical off-road situations made me appreciate the design of the Ténéré. Despite its thiccness, you don’t have the typical gas tank shape jutting out on the sides, which makes it easy to see exactly where you’re placing the front wheel while doing really low-speed technical work. While the Aprilia does have that typical “gas tank” shape, its 4.8 gallons of fuel is actually located fairly low in the chassis, letting its airbox deliver its melodious honk to you close up top. Not a bad place to rest your head. Pic by Ryan It was the next day on our way out of one of the most scenic campsites I’ve ever stayed at that I noticed just how approachable the Tuareg’s power delivery was on the slower, bumpy bits. In other faster sections on larger gravel roads, I had been keeping the Tuareg low in the rpm range, which meant if I wanted to step out the rear quickly to sure up my direction, I was met with very gradual forward momentum. This lack of low-end punch was actually helpful in slower bumpy sections and the smooth throttle made rolling over obstacles in a controlled manner without having to slip the clutch quite pleasant. Evans got a bit too enthusiastic during our game of musical logs. I had enjoyed the punch of power from the Ténéré on our way down, but that’s because I don’t mind the times when it can be a handful, and I really appreciate the moments when I can exploit it. Despite the Tuareg feeling fairly soft off the bottom end, it doesn’t lack the power to keep you moving forward, and for newer riders, it will probably be a lot easier to manage delivering a smoother and more refined feeling where the Ténéré feels a little more rowdy. EB came to this conclusion: Given the extended experience I had on the Ténéré, I went into this Showdown thinking it was the one to beat. It has so many likable qualities for a rider who is transitioning to adventure riding. Yamaha’s CP2 engine has won fans repeatedly over the years, and the Ténéré is no different. With its power available down low, the T7 can crawl over just about any obstacle without stalling, though really talented riders, like myself, can still do it multiple times if we put our minds to it. On the road, the Parallel Twin, with its slick-shifting transmission, loves being flogged in the twisties. However, when ridden back-to-back with the Tuareg, the Ténéré feels less polished. An example of this is the on-off throttle abruptness at low rpm. The Aprilia Tuareg’s tech pack combined with the refinement of the engine also helps the bike become more suitable for a wide range of riders. As the more off-road focused rider in our test, I can appreciate the simplicity of the Yamaha and the ability to dial in the Aprilia’s settings. Best of all is that the Aprilia can be turned off with the key and/or kill switch and return your settings (aside from ABS all the way off, which we mentioned before). But some of those rider aids on the Aprilia are what makes the bike more approachable and easier for folks to ride: ABS control is much better with the Tuareg. As a predominantly street-focused rider, my first instinct is to go with lots of front brake. Like learning a second language, I need to translate my street skills through a dirt filter before applying them. Front ABS (with disabled rear) – i.e., Off-road ABS mode on the Aprilia – helps me when I make that translation poorly. —EB It softens the learning curve. Evans and I (and Sean) were linked up with the new Cardo Edge units during our trip (for better or worse) and we discussed this a few times. I likened it to our first day on the Wyoming BDR. The route is beautiful and takes you on some fairly tame large dirt and gravel roads with options to add more difficult routes along the way. It’s a safe, well-packaged self-ride experience that the folks over there have put together. The routes vary in difficulty by day and region, but if you do some research, you can find a ride that is bound to get you more excited about adventure riding without getting you in over your head the first time. This is how the Aprilia felt to both of us. Evans mentioned he preferred being able to keep the front ABS on and dial the traction control settings and engine map in for the specific terrain we were on at the moment. I was thankful that I could turn everything off if I felt it necessary. Hooray versatility. For the moderate speeds that we kept during our off-road days, the suspension on both bikes felt pretty comparable to me. The Ténéré actually felt a bit stiffer through the stroke when off-road which I preferred, but for our speeds during the trip on road and off, I found them to work fairly similarly. Evans preferred the Tuareg’s set up overall: While both of these bikes, with their long-travel suspension, pitch forward under hard braking, I found the Tuareg to be the most balanced in its suspension settings for the street and dirt. On the open road, the suspension tends to absorb the small, harsh bumps, like highway seams, much better without having that translate into a mushy ride off road. And had this to say about the Ténéré: The Ténéré’s suspension works well in most situations, but it has a tendency initially to be a bit harsh over smaller bumps in the pavement at highway speed. In one section of particularly rough pavement, at the end of a long day carrying 15 lb. of camera gear on my back, the suspension actually had me wincing over some bumps. Not fun. Seems like an odd place to stand… Pic by Ryan The interface on both bikes is easy to use, but obviously the Tuareg gives you a lot more to look through. The toggle at the top of the left switchgear on the Turareg can be used to set, increase, and decrease cruise control speed. In addition, if you have the TC level displayed on the screen, it will allow you to toggle between four levels of traction control while also allowing for it to be disabled entirely, all on the fly. With the Tuareg, you do spend about $2,300 more, but I feel you get your money’s worth with adjustable ABS, cruise control, engine-braking control, ride modes, and traction control. While I understand that the Ténéré’s instrumentation was simple by design, I preferred the Tuareg’s TFT and the wealth of information it could provide at a single glance versus flipping through one-line displays with my thumb. —EB Our friend and Ténéré tough guy, Andy Janik of Heavy Enduro mentioned he really likes that the Ténéré’s frame design includes the lower engine cradles which give the skidplate a solid mounting point and provide extra protection overall. The lower cradles are also bolt-on, so they can be replaced if damaged. Valve check intervals are suggested every 26,600 miles on the Yamaha to the Tuareg’s 12,400, and chances are, if you’re not going to do it yourself, you’re more likely to have a Yamaha dealership or two nearby. Living in a major metropolitan area, there are two Aprilia dealers within 15 miles of me, but that can’t be said for large swaths of these United States. So, if a local dealer network (or having one along your route on an extended tour) is a concern for you, the availability of Yamaha dealerships nationwide is a major incentive for buying the Ténéré. I’ve been fortunate enough to never be stranded far from home, so this isn’t a huge fear of mine. However, that doesn’t make it any less valid a concern. —Evans “Out on the highway, I did notice some high-frequency vibrations above 6,000 rpm, but it never became a bother. I was just aware that it was there. Usually, I was distracted by the engine’s power and that awesome intake honk coming from under the tank. It put a smile on my face every time I heard it, making a winding section of road that much more fun,” proclaimed Chief Brasfield. We burned plenty of dino juice on this trip so we came back with pretty well averaged mpg numbers, though the weather and terrain made them vary widely. The Ténéré came back with an average of 50.5 mpg from its 4.2-gallon tank, hitting a low of 39 and high of 57.1 mpg, while the Tuareg returned a 50.1 mpg average with 40.9 at the low end and 56.4 on its most fuel efficient tank. It’s not so bad We decided after dealing with temperatures well into the triple digits during our ride, that the last stint, the one that would have us bisecting Death Valley and the Mojave Preserve, was best done under the cover of early dawn. We rolled into our hotel in Cedar City late and dazed from our long dance through the darkness of the mountain road that had dropped us into town. We were treated to incredible scenery throughout our ride, but Utah always delivers impressive landscapes. Pic by Ryan It was a Friday and you could tell by the young Culver employees’ jubilant attitude that they were close to their shifts ending and ready to GTFO. After some butter burgers we rolled across the street to the hotel to check in. After a brief check-in we unloaded the bikes, acknowledged that we would see each other in a few hours and went to our rooms to prepare for a 4:00 am departure. It was 95 degrees before the sun came up as we blasted through the Virgin River Gorge. Looking back, most of that morning felt like a blur until the sun began to ignite the desert sky into a pretty spectacular sunrise. The Final Countdown You know how, when you have to go to the bathroom, once you get closer to said bathroom, you feel yourself really having to go? That’s how I felt as traffic became more dense as we closed in on the Los Angeles basin – not in my loins, but at my right wrist. As we got closer, I had less and less patience for traffic and rejoiced at one of the simple pleasures of riding motorcycles in California – lane sharing! And once I started, I was off. Sean and Evans slowly disappeared in my rearview and fell out of intercom range. We all get along just fine, but no one felt the need to stay in formation at this point. By the end of the trip, I wouldn’t have hesitated to keep on trucking along on these bikes. There isn’t any reason you shouldn’t consider touring on a bike this size. But, after logging so many miles over so much varying terrain, the Aprilia Tuareg stood out as the bike Evans and I would rather be on for a big ol’ ADV tour like this one. Of course, more off-road would have been nice, but this is just the way the cookie crumbled. Would additional sections of off-road have swayed my opinion of the Ténéré side by side with the Tuareg? Maybe, but Evans seemed pretty content. As a representative of life-long street riders who have been seduced by the siren song of adventure touring, both of these motorcycles check a bunch of the boxes for what I would look for when riding ADV bikes. First, their weight, while not dual sport light, is reasonable for relative novices to ride in the dirt – until they are lying on their sides. Then it’s nice to have an additional set of hands to help pick it up. (Thanks, Ryan.) Next, the power delivery, though handled in very different ways, again makes either of these bikes a good choice. Though I preferred having the electronics at my disposal, the Ténéré’s old-school, all-manual approach is perfectly fine. I’m talking a matter of degrees, here. Finally, it’s when the bikes hit the open road to ride to the next section of BDR that seals the Ténéré’s fate. Yes, you pay more for the Tuareg, but in my opinion, you get more than your money’s worth in exchange for the features. In fact, I’d go even further and add the optional quickshifter to the bill when it came time to lay down the money. So, the Aprilia Tuareg 660 is my choice in this Showdown. For real life adventure touring, the Aprilia Tuareg takes the cake. The scorecard tells the tale of just how closely these two stacked up for us with both machines taking wins in certain categories, but overall, both in our hearts and on the scorecard, the Aprilia Tuareg managed to eke out the win in this most epic of Showdowns. Ryan’s In Gear Helmet: Shoei Hornet X2 Communicator: Cardo Packtalk Edge Earplugs: EarPeace Moto Pro Jacket: REV’IT! Component H2O Jersey: REV’IT! Sierra Armor: Alpinestars Bionic Pro (discontinued) Knee Protection: REV’IT! Scram Knee Guards Pants: REV’IT! Peninsula Boots: Sidi Atojo Gloves: REV’IT! Massif Gloves Evans’ In Gear Helmet: Shoei Hornet X2 Communicator: Cardo Packtalk Edge Earplugs: EarPeace Moto Pro Jacket: REV’IT! Territory Armor: REV’IT! Proteus Armored Jacket Base Layer: REV’IT! Airborne Shirt Knee Protection: Leatt Dual Axis Knee / Shin Guards Pants: REV’IT! Continent Boots: Sidi X-Power Gloves: REV’IT! Caliber Camera Bag: Think Tank Photo StreetWalker V2.0 Backpack Specifications 2022 Aprilia Tuareg 660 2022 Yamaha Ténéré 700 Price 81.7% 100% Weight 98.7% 100% lb/hp 100% 93.2% lb/lb-ft 100% 98.1% Total Objective Scores 93.5% 98.5% Engine 87.5% 91.3% Transmission/Clutch 86.3% 80.0% Handling 85.0% 82.5% Brakes 77.5% 82.5% Suspension 83.8% 83.8% Technologies 90.0% 75.0% Instruments 90.0% 80.0% Ergonomics/Comfort 88.8% 81.3% Quality, Fit & Finish 88.8% 87.5% Cool Factor 87.5% 85.0% Grin Factor 90.0% 87.5% Evans’ Subjective Scores 86.9% 84.2% Ryan’s Subjective Scores 86.96% 83.8% Overall Score 88.2% 86.9% Specifications 2022 Aprilia Tuareg 660 2022 Yamaha Ténéré 700 MSRP $11,999 – $12,599 $10,299 Engine Type 659 cc liquid-cooled parallel Twin, 270-degree crank, DOHC, 4 valves-per cylinder 689cc liquid-cooled, DOHC, Parallel Twin four valves per cylinder Bore and Stroke 81mm x 63.9mm 80mm x 68.6mm Compression Ratio 13.5:1 11.5:1 Horsepower 68.0 hp at 9200 rpm 62.3 hp at 9200 rpm Torque 44.3 lb-ft. at 6500 rpm 43.0 lb-ft. at 6600 rpm Transmission 6-speed 6-speed; wet multiplate clutch Final Drive Chain Chain Front Suspension 43mm inverted KYB fork; adjustable for spring preload, rebound and compression damping, 9.4 inches of travel KYB 43mm inverted fork, fully-adjustable; 8.3 inches of travel Rear Suspension Link-type single shock; adjustable for spring preload, rebound and compression damping, 9.4 inches of travel KYB Single shock, adjustable preload (w/remote adjuster) and rebound damping; 7.9 inches of travel Front Brake Dual 310mm discs, 4-piston calipers, ABS Brembo Dual 282mm hydraulic disc; selectable ABS (on/off) Rear Brake 260mm disc, 1-piston caliper, ABS Brembo 245mm hydraulic disc; selectable ABS (on/off) Front Tire 90/90-21 90/90R21 Pirelli Scorpion Rally STR Rear Tire 150/70 – 18 150/70R18 Pirelli Scorpion Rally STR Rake/Trail 26.7°/4.5 inches 27.0 deg/4.13 inches Wheelbase 60 inches 62.8 inches Seat Height 33.9 inches 34.6 inches Curb Weight 450 pounds (claimed) 449.7 pounds (claimed) Fuel Capacity 4.8 gallons 4.2 gallons Colors Indaco Tagelmust, Acid Gold, Martian Red Team Yamaha Blue, Raven Warranty 24 months, transferable; extended coverage available Warranty 1 Year (Limited Factory 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 Showdown: 2022 Aprilia Tuareg 660 vs. Yamaha Ténéré 700 appeared first on Motorcycle.com. Source

Back in May 2021, MO’s resident sleuth Dennis Chung took a dive into the rumor mill surrounding a possible mini-Africa Twin coming from Honda. Trademark filings for the name Transalp were filed in several markets around the world, including the U.S. Patent and Trademark Office. Considering the success of the Africa Twin, and the history of the Transalp name, it wasn’t completely out of reach to think a mini-Africa Twin was coming. Now Dennis has done it again, as he’s uncovered a trademark application filing from Honda Motor Corporation, dated August 12, 2022, for the name XL750 Transalp. This is the strongest indicator yet that such a model is coming, as the publication of said trademark occurred 10 days later. This is all Honda has given us so far when it comes to the XL750 Transalp, as seen on its trademark application. So, leave it to us to make some educated guesses. Details about said XL750 Transalp are virtually nil at the moment, but if history is to repeat itself, then the XL750 Transalp will likely be a more street-biased ADV machine, leaving the heavy off-road lifting to the Africa Twin. That being said, back in the day the Transalp was still fairly capable off-road – and considering the current explosion in middleweight adventure bikes, maybe Honda will deem it necessary to give the Transalp more off-road chops to compete with the established players. From an engine standpoint, it seems more than reasonable to assume the 750 engine will no doubt be the same one powering Honda’s new Hornet, and all we know about that so far is that it’s a middleweight Twin. The XL branding is a nod to previous Honda dual sports, but since that’s the case it also seems odd Honda hasn’t chosen to use any CRF branding – maybe a further delineation between the “Adventure Sports”-focused Africa Twin and the “Rally Touring” nature of the Transalp. The Transalp XL700V was last updated for the 2011 model year. The street-biased tires are clear giveaways that the bike was intended to be more road-focused than the Africa Twin. Will history repeat itself with the XL750 Transalp? Looking back at concept imagery from the Hornet’s initial revealing at EICMA 2021, we’re reminded that the parallel-Twin engine will likely be a Unicam design, again shared with the XL750. The Hornet will probably be shown first, because of the previous concept and teasers, but Transalp fans likely won’t have to wait much longer after that. It could even come as soon as Intermot or EICMA this year, but next year wouldn’t be a surprise for the XL750. As always, we’ll report back once more details emerge. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Rumor Check: Honda’s Mini-Africa Twin Will Be The XL750 Transalp appeared first on Motorcycle.com. Source

When the DesertX prototype hit the scene at EICMA in 2019, it was portrayed as a Dakar-inspired Scrambler variant – that was the initial idea anyway. As you’re likely already aware, the production DesertX is anything but. Powered by the proven 937cc Testastretta 11° Desmo engine, the 2023 Ducati Desert X has been designed from the ground up as a purpose-built adventure machine. 2023 Ducati DesertX Ducati has put together an immediate contender in the middleweight adventure segment. A proven motor, ADV-spec’d suspension, and world-class technology make the DesertX a worthy opponent. Not to mention, it looks cool, too. Editor Score: 90.25% Engine 18.5/20 Suspension 13.5/15 Transmission 8/10 Brakes 9/10 Instruments 4.75/5 Ergonomics 9/10 Appearance 9.5/10 Desirability 9.5/10 Value 8.5/10 + Highs Competent handling over a variety of terrain Torquey engine that can handle ADV and sport duty Stout electronics – Sighs Transmission and/or quickshifter not as slick as others in the class Being able to change electronics aside from only ride modes while moving would be nice I wish the shift lever had more adjustability Sure, the idea of keeping the Desert X within the Scrambler brand has its allure. Ducati could keep things simple, yet modern with either the air-cooled 803cc or 1079cc Desmo engine while keeping electronics to a minimum, giving the Desert X Scrambler an old school feel to match its ’90s Dakar-inspired styling. It seems, however, Ducati couldn’t help but ask itself, “But what if we didn’t?” Scrambler concept at EICMA 2019 The DesertX is Ducati’s first modern adventure bike designed from the ground up with real off-road intentions – something the 21/18-inch wheel combo hints at. From the tubular steel frame to the KYB suspension, every component of the DesertX has been designed to be a Ducati adventure motorcycle. As a Ducati, it carries with it a level of fit, finish, and technological refinement that we have come to expect from the Bologna-based manufacturer in this age. And, as a new Ducati adventure bike, it has a few new tricks up its sleeves as well, when it comes to handling the dirt – more on that in a bit. Thankfully, the production version doesn’t fall far from Jeremy Faraud’s initial Desert X Scrambler concept in terms of looks. The 2023 DesertX is nearly as stunning in person as the concept I was fortunate enough to lay eyes upon in the halls of the Fiera Milano nearly three years ago. Obvious nods to Ducati-powered bikes of the 1990s can be found in the styling, but with a neo-retro tinge to the entire thing. Testastretta 11° It’s a good ’un. But that’s not entirely unexpected since we’ve seen this motor used in the Monster, Supersport, Hypermotard, and Multistrada V2. Ducati claims the liquid-cooled 937cc Desmo engine puts out 68 lb-ft of torque and 110 horsepower. Last August, the Monster we dyno’d with the same engine spat out 95 horses at 9,500 rpm and 60.3 lb-ft at 6,500 rpm. At 4,000 rpm or so, the engine has already reached within five or six lb-ft of its max output which means, to no surprise really, the torquey motor works great in an adventure bike. Even lugging the bike down toward 2,000 rpm, it still provides plenty of forward momentum with its lumpy Testastretta lope. Once you’ve hit peak torque at 6,500 rpm, the party is hardly over as the engine reminds you of Ducati’s sporting heritage while the revs and speedo climb quickly toward the 10,200 rpm redline. Thankfully, Ducati have managed in recent years to make service intervals – once an Achilles heel of the brand – much more palatable. Desmo service is due every 18,000 miles with oil changes recommended every 9,000 miles. The DesertX also uses the same eight-disc clutch that was said to reduce 3.7 lbs when first introduced to this latest Testastretta engine. Ducati’s quickshifter is also included, which uses all sorts of IMU-based parameters to ensure the best possible shifts, though I found the DesertX’s to be a bit more clunky than I remember the unit on our Monster being. In particular, upshifts seemed to require a fair bit more force than downshifts. Although Ducati did tailor the package to the DesertX, it didn’t have to do much. Mainly, gearing has been shortened in first through fifth gears, with the first two particularly shorter in respect to the Multi V2’s gearing, in order to better facilitate low speed maneuvering. This did seem to work quite well during our test ride whether lugging the motor into tight rocky hairpins, or tip toeing over larger obstacles at low speed. I didn’t feel much adverse effect on the road either as there is still plenty of room to run out gears, and sixth is always there for when it’s time to hit the cruise control to bang out some miles. Il Telaio Ducati built the new frame for the DesertX with off-road performance in mind. This allowed the company to engineer enough stiffness to keep the machine performing predictably while maintaining stability over harsh conditions. Combined with the fully adjustable 46mm KYB fork (9.9 inches of travel) and equally adjustable KYB monoshock (8.5 inches of travel), Ducati has managed to do just that. I found myself almost immediately wishing the shifter was higher. Unfortunately, I was told it was already in the highest position. Ducati puts the DesertX at about 495 pounds wet, and it kind of feels that way. Some machines in this category hide their weight well with low-slung fuel tanks, optimized engine positioning, etc. Not the DesertX. The thing is though, despite feeling like a 500-pound motorcycle, it manages to keep itself surprisingly composed no matter what you throw at it. Jumps, drifts, slower-speed maneuvers, it tackles them all with confidence. Even the trickier rocky climbs with ledges, the DesertX motors right up with assurance – and that transfers to the rider. The DesertX is a machine that instills confidence. The story is the same on the asphalt. You can ride the bike quite aggressively despite its wheel sizes, Pirelli Scorpion Rally STR tires, and long travel suspension. The DesertX uses tubeless cross-spoked 21/18-inch wheels. Ducati had the bikes set up for our weight beforehand to ensure our preload settings were in the right ballpark. Despite the setup, I still managed to bottom the suspension on some botched landings while jumping water bars during the morning of our ride. After that, we cranked an extra turn of preload into the fork and two into the linkage-type shock. I didn’t have any issues with bottoming after that, but the ride was a bit more harsh. Perhaps some time adjusting the compression and rebound could’ve got this sorted, but time was not something we had during this first ride. If I were to own the DesertX, I might try lopping off weight wherever I could, and spend a bit more time seeing if I could get the suspension dialed. The radially-mounted Brembo M50s are as good as they’ve always been, as they grab the two 320mm front rotors. Both the hydraulic clutch lever and brake lever are adjustable. In the rear, a twin-piston Brembo caliper squeezes a 265mm disc. The rear brake pedal can also be adjusted slightly for height by pulling out and rotating the pedal’s tip – which itself is a good size to easily modulate with moto boots on. The footpegs are also nice and wide for comfort when standing for long stretches. The 34.4-inch seat height doesn’t feel too bad thanks to a slim standover point at the seat/tank junction. If you find you’d like to bring yourself closer to the terra, a low seat is an accessory option as well as lowered suspension. Ergonomically, the DesertX fit me spot on. At 5’8”, the handlebar/footpeg/seat triangle worked excellent while standing or seated. I adjusted the levers down slightly for preference, and that was it. I did notice my right boot was hitting the passenger footpeg hanger, but at least they can be removed with two bolts if you have no friends. A lower and taller seat is available from the parts catalog as well as a rally-style one piece seat for ease of moving back on the machine if you’re planning to race one in the desert like our ride leader Jordan Graham is. Putting the D in Tech Naturally, each abbreviation should start with D, for Ducati. We’ve got: 6 Riding modes (all customizable) 4 power modes Cornering ABS (3 levels + OFF) DTC – Traction control (8 levels) DWC – Wheelie control (4 levels) Engine Brake Control (3 levels) DQS – Quick Shift up/down Cruise control What do those six ride modes do, you ask? After sampling each ride mode, I spent most of our ride switching between Rally and Sport as we hopped on and off of the pavement. I bumped the engine braking up to 1 (1 being the most, 3 being the least engine braking) in Rally and left TC at 2 for a while, and eventually sampled it between 1 and off. With Ducati’s setup, the settings will be saved when you turn the bike off, whether with the key or kill switch. The only exception is fully disabling ABS – more on that in a moment. Despite getting the bikes pretty warm during our off-road sessions, and even on-road, heat management was never an issue. When I pressed my legs against the tank, I could feel the warmth (it was also in the 80s during much of our ride), but I never really felt it otherwise. Even when the fan kicked on, it wasn’t blowing heat up at the rider in any way. I started our ride in Enduro. The tamped power really tames things down. It was a bit much for me during most of our ride, but during a long silty loose climb with lots of rocks, I switched from Rally to Enduro halfway through, which really helped smooth things out over the loose rocky surface. Using Rally mode was totally manageable, but Enduro made things effortless with much less tire spin. Enduro would be a great mode for those newer to ADVing and will likely help less experienced riders go further with more confidence – or possibly keep folks who are on a long real-life adventure tour from getting themselves into trouble. Enduro mode is also the only mode to use ABS 2 as a default setting, which dials back front ABS intervention and allows for rear wheel sliding, but modulates the release or intervention smoothly to keep from abrupt locked to unlocked wheel transitions. It was something that would take some getting used to for me, as it was an odd feeling, but I can see it being helpful to riders who aren’t used to having the rear fully disabled. It really does split the difference between the other two modes. The steering damper seen just under the handlebar bag is held on with four bolts, which means it could be easy to remove, not sure why you’d want to though unless you were swapping something else in. During a steep downhill with softball-sized rocks gathered in the middle, I was happy to be able to disable ABS entirely with a dedicated button on the left switchgear (this can be done while moving, but has to be held for a few seconds). This is the only setting that won’t be saved when turning off the bike. It will however, remain for five minutes, which should be good for quick chats or any other brief stops trailside. While you can only change the default settings within each mode while you’re stopped, they are saved once you’ve done so. So, rather than being able to adjust traction control on the fly, which I find very useful, you could set up the modes any way you want which you can change on the fly. For example, I might set up Enduro mode with the same power and ABS settings as Rally, and then back some things off in Rally mode; that way I could switch between traction control settings with the modes. I would still rather be able to adjust it on the fly, but there is a work around here. The vertically oriented TFT display provides a lot of information and can be switched between two configurations. There is a standard setting which provides pretty straightforward information, and a Rally setting which actually features a tripmaster function like you would see on an actual rally motorcycle, that is operated with the left switchgear. Alternatively, you can also pop for the accessory bluetooth module that allows smartphone connectivity. With the Ducati app, you will then be able to display turn by turn nav where the tripmaster is located mid screen. Also, the graphics that Ducati says may or may not have been developed in coordination with Audi, do an excellent job of explaining what you’re doing as you change the parameters within the modes. Accessorized as we rode them. Of course Ducati has plenty of accessories for you to choose from – some of which we got to sample on our press ride. Crash bars and radiator guards usually seem like a good idea, and the beefier skid plate was actually surprisingly stout. Our bikes were also outfitted with stronger handguards that use a metal outer guard, though it’s still only plastic around the front where it connects to the handlebar. The handlebar bag was also convenient for storing a GoPro between shots. Other bits added to our bikes included heated grips (which went unused), and the Termi homologated silencer. Ducati has also partnered with Dainese to make a matching kit for your DesertX so you can look full factory. Does it stack up? Ripping around the hills of Aspen on Ducatis and having lunch at Woody Creek Tavern had me contemplating how Hunter would feel about the town that Aspen and the surrounding areas have become, but maybe more so what he’d think of this new Ducati. Whatever he’d have to say, I’m sure it would be entertaining. Still, one thing remains, there is plenty of good riding around them parts. Ducati’s test route for us took place in the dirt for probably 75% of the time. That said, the paved 25% was an excellent, albeit brief, showcase of how much fun the DesertX is to rip through a set of curves. I think I’ll have to check, “exceeds expectations” for the DesertX’s report card. Is this new Ducati adventure bike a worthy gladiator to enter the ring against the legion of machines that have come before it? I certainly think so. Maybe it’s not as off-road focused as some but it’s game to tackle the rough stuff. The DesertX certainly isn’t the lightest, nor the cheapest, but it will definitely hang on the street and has a fantastic electronics package. There’s really only one way to find out. With a few new players in the game, it may be time to get the gang back together. I’m going to need help convincing Evans that we need to do another middleweight ADV shootout. In Gear Helmet: Arai XD-4 Jacket: Alpinestars Venture R Jersey: Alpinestars Venture R Armor: REV’IT! Proteus Pants: Alpinestars Venture R Knee Protection: REV’IT! Scram Gloves: Alpinestars Chrome Boots: TCX Comp EVO 2 2023 Ducati DesertX Specifications MSRP $17,095 Engine Type Ducati Testastretta 11°, L-Twin cylinders, Desmodromic valvetrain, 4 valves per cylinder, liquid cooled Displacement 937 cc Bore x Stroke 94 x 67.5 mm Compression Ratio 13.3:1 Power 110 hp at 9,250 rpm (claimed) Torque 68 lb-ft. at 6,500 rpm (claimed) Fuel Injection Bosch electronic fuel injection system, Ø53 mm throttle bodies with ride-by-wire system Exhaust Stainless steel single muffler, catalytic converter and 2 lambda probes Gearbox 6 speeds Primary Drive Straight cut gears, ratio 1.85 : 1 Ratio 1=38/14, 2=31/17, 3=28/20, 4=26/22, 5=24/23, 6=23/25 Final Drive Chain, front sprocket Z15, rear sprocket Z49 Clutch Slipper and self-servo wet multiplate clutch with hydraulic control Frame Tubular steel trellis frame Front Suspension KYB Ø 46 mm upside-down fork, fully adjustable; 9.06 inches of travel Rear Suspension KYB monoshock, fully adjustable, remote preload adjustment, aluminum double-sided swingarm; 8.66 inches of travel Front Wheel Cross-spoked, tubeless, 2.15”x21” Front Tire Pirelli Scorpion Rally STR 90/90 – 21 M/C 54V M+S TL (A) Rear Wheel Cross-spoked, tubeless, 4.5”x18” Rear Tire Pirelli Scorpion Rally STR 150/70 R18 M/C 70V M+S TL Front Brake 2 x Ø 320 mm aluminum flange semi-floating discs, Radial mount Brembo monobloc 4-pistons calipers, Bosch Cornering ABS Rear Brake Ø 265 mm disc, Brembo floating 2 pistons caliper, Bosch Cornering ABS Instrumentation 5” TFT colour display Dry Weight 445 lb (claimed) Curb Weight 492 lb (claimed) Seat Height 34.4 inches Wheelbase 63.3 inches Rake 27.6° Trail 4.8 inches Fuel Tank Capacity 5.54 gallons (7.66 gallons with optional accessory rear tank) Number Of Seats 2 Safety Equipment Ducati Safety Pack (Cornering ABS, Ducati Traction Control) Standard Equipment Riding Modes, Power Modes, Ducati Wheelie Control (DWC), Engine Brake Control (EBC), Ducati Quick Shift up/down (DQS), Cruise control, full LED lighting system, DRL, Ducati brake light (DBL), USB power socket, 12V socket, self canceling turn indicators, Steering damper Ready For Ducati Multimedia System (DMS), Antitheft system, Turn by turn navigation via app, fog lights, heated grips, auxiliary fuel tank Warranty 24 months, unlimited mileage Maintenance Service Intervals 9,000 miles (15,000 km) / 24 months Valve Clearance Check 18,000 miles (30,000 km) 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 Ducati DesertX Review – First Ride appeared first on Motorcycle.com. Source

Smartphones have integrated themselves into almost every aspect of modern life. So, it should come as no surprise that people want to make them more accessible while riding their motorcycles. A well-placed phone can make it easier to follow GPS directions or check to see who the incoming call is from to determine if you should answer on your Bluetooth communicator. This has lead to a burgeoning selection of phone mounts for securely placing your smartphone on your bike where it can be easily glanced at. Here, we’ve gathered a listing of what we think are a few of the best motorcycle phone mounts that we know of. If we’ve skipped your favorite, let us know in the comments. Table of Contents SP Connect Phone Mounts Quad Lock Motorcycle Handlebar Mount Roam Universal Premium Bike Phone Mount for Motorcycle Peak Design Motorcycle Stem Mount Rokform - Motorcycle Cell Phone Perch Mount RAM X-Grip Large Phone Mount with Handlebar U-Bolt Base SP Connect Phone Mounts The SP Connect smartphone mounting system all starts with a compatible phone case. Integrated into the case is a mount that mates to any number of accessory mounts that you can attach to your motorcycle, whether on the handlebar or mirror. CNC machined from aircraft-quality aluminum, once you attach your phone to the mount, a 90-degree turn locks the system together. From there you can turn your phone 360 degrees so you get the orientation you want. SP sells bundles with phone cases and mounts together, or you can purchase the pieces individually. There are even Ducati-branded mounts for the Ducatisti to enjoy. Bottom Line/A tough, sturdy, and easy-to-use phone mount, but requires a phone-specific case. Check Price Quad Lock Motorcycle Handlebar Mount The Quad Lock Motorcycle Handlebar Mount is also part of a case and mount system with multiple applications. There is even a Universal Adapter that allows phones without a Quad Lock case to be used with the system. The company claims that the patented dual-stage lock holds your smartphone secure over the roughest terrain. To remove the phone from the mount the blue lever must be depressed, and the phone must be twisted 90°. While the handlebar mount is shown here, a variety of mounts are available, from mirror mounts to steering stem to 1-inch ball mounts. Bottom Line/A patented dual-stage lock locking system for your expensive smartphone Check Price Roam Universal Premium Bike Phone Mount for Motorcycle Riders on a budget will appreciate the list of features on this inexpensive mount. The Roam Universal Premium Bike Phone Mount secures your phone with six points of grip, and the mount will adjust to any angle for convenient viewing while riding. Although those whose bikes with clip-ons are out of luck, the Roam mount will fit a wide variety of handlebars, ranging from 7/8” through 1-1/4” diameter. If your phone can fit within the 3.5-inch grip, you and your smartphone are good to go. The list of phones includes: iPhone X, iPhone XR, iPhone 8 | 8Plus, iPhone 7 | 7 Plus, iPhone 6 | 6s | 6 Plus. Samsung Galaxy S7 | Galaxy S7 Edge, Galaxy S9, OnePlus 3, HTC 11. Google Pixel / Pixel XL. Bottom Line/An inexpensive alternative Check Price Peak Design Motorcycle Stem Mount Peak Design has created a sleek, elegant, durable, adjustable, and easy-to-use phone mount. Two, actually. One can clip onto your bars, or for sportbike riders or those without handlebars, a stem mount (seen here). The secret to its secure mounting is the ultra-strong magnetic/mechanical mounting technology called SlimLink that grabs and locks your phone. Then, when you’re ready to release your phone, a simple press of a button lets it loose. A rigid adjustment arm lets you customize your phone’s position so you can move it just where you want it. And if you want a slimmer profile, you can simply remove the arm altogether and mount your phone to the base. A vibration isolator protects your phone from the buzz of your engine and the road. The Peak Design mount is machined from aluminum and anodized to protect it from the elements. *Requires a dedicated phone case.* Bottom Line/A versatile phone mount system that latches on to your phone both magnetically and mechanically. Check Price Rokform - Motorcycle Cell Phone Perch Mount While the company has other mounting methods, Rokform’s Billet Aluminum Motorcycle Perch Mount is specifically designed for Harley-Davidson motorcycles. However, it will also fit metric cruisers and Indian motorcycles with 25mm – 50mm bolt spacing. Constructed of CNC Machined Aircraft Grade Aluminum, the Rokform mount secures your smartphone via a twist-locking system. Naturally, this requires a Rokform case, but the company stresses that this makes your phone part of a wide-ranging phone support ecosystem – not just a motorcycle mount. Bottom Line/Part of an ecosystem of phone protection and mounting products Check Price RAM X-Grip Large Phone Mount with Handlebar U-Bolt Base The OG Phone mount, Ram was an early player on the motorcycle phone mount scene. Ram Mounts has a deep well of accessories to draw from to make your phone stay on your motorcycle. Shown here is perhaps the company’s most universal mounts. The X-Grip cradle grips your phone tightly. The spring-loaded X-Grip cradle expands and contracts, allowing for a custom fit of your cell phone without obscuring your phone or requiring a bespoke phone case. Those who want a more secure fit can use the included rubber web that wraps around the four corners of the phone. While the X-Grip is cool, the real advantage of Ram Mounts comes from the wide variety of mounts for the X-Grip. Although the U-bolt here will accommodate rails from 0.50″ to 1.25″ in diameter, options for the steering stem and other locations are available. Bottom Line/Multiple mounting options are available from Ram Mounts Check Price Motorcycle Phone Mount FAQ Where do you put your phone when riding? One member of our staff always carries their phone inside a jacket pocket and listens to turn-by-turn directions over a Bluetooth communicator. The rest of us have experimented with a wide variety of mounts. The most popular location is on the handlebar within the rider’s field of vision. If you have a tank bag with a clear top, this is also a good place for your phone to be within an easy glance. Are motorcycle phone mounts legal? Good question. As far as we know, motorcycle phone mounts are completely legal, but it is always wise to consult your local laws.. Are Ram Mounts any good? Because of their early entry into the motorcycle phone mount scene, Ram Mounts briefly enjoyed the Xerox effect where the brand name became the generic name for a category of products. Today, with a wide variety of mounts available, the question needs to be brand specific. However, Ram Mounts have been and continue to be a major player in this category of products. Additional Resources MO Tested: SP Connect Phone Mount System Review MO Tested: Rokform Rugged Case And Universal Mount Review Ram Mounts Release Ram Quick-Grip XL Universal Phone Holder Tackform Is Here To Change The Way You Look At Phone Mounts Recent Updates August 8, 2022: Added SP Connect and Peak Design mounts. Added SP Connect MO Tested review to Additional Resources. We are committed to finding, researching, and recommending the best products. 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The image of adventure touring is that of riders traveling the world on heavyweight motorcycles with big, aluminum panniers and a variety of duffel bags lashed to the top. And if you consider the BMW GS crowd, that is a very popular look. However, you don’t need giant hard bags to travel. Soft luggage will often do quite nicely for overnight, week-long, or even transcontinental treks, and they have the ability to better withstand tipovers without breaking, which can be an issue with hard luggage. What you want from this type of luggage platform is the ability to adjust the carrying capacity to the gear requirements needed for your particular trip. The reality of human nature is that we will find “necessary” gear that exactly matches (or slightly exceeds) the room we have to carry it. Try this quick test the next time you go on a day ride: Ask your friends with panniers what they brought with them. Odds are the bags are mostly filled with things they could need. Wolfman Motorcycle Luggage Wolfman Motorcycle Luggage has created an extremely versatile system for carrying gear on your motorcycle with a decidedly adventure touring focus. The magic sauce is the ability to adjust your luggage capacity to meet your cargo needs for maximum flexibility. + Highs Fits a wide range of motorcycles Not a one-size-fits-all solution Multiple bag designs for differing needs – Sighs Over tightening the bags can damage waterproofing Versatility comes at the cost of more initial set up Black is the only color option Eric Hougen, owner of Wolfman Motorcycle Luggage, is well aware of this human tendency, and I’ve heard him say more than once that people take too much stuff with them when they ride. So, he’s come up with a way to easily carry what they need for the trip at hand. Wolfman’s line of soft luggage is built around a base system, the E-Base for smaller dual sports and the B-Base for larger adventure bikes. These bases lash to the bike via three mounting points, and then provide a multitude of mounting points for a variety of bags. The bags that mount like traditional saddlebags are dry bags that Wolfman calls Rolies, which come in small, medium, and large sizes. On top of the two “legs” of the Base on the seat, Rolies or other more specialized bags can be mounted. For an overnight outing, you may only need small Rolies, while large ones might be the choice for a week-long trip. The system really is quite clever, and for this review, I’ve had the chance to test several different combinations of bags on different bikes. Table of Contents Bases Rolies Expedition Duffel Zip-R Bag Wolf Bottle Holster Bases In 2010, Wolfman created its first rackless system for mounting modular bags to a variety of bikes. With the knowledge gained over a decade of use, Wolfman released the updated Unrack System in 2020. The new E-Base for smaller bikes and B-Base for larger ones are constructed of two layers of 840 denier TPU that sandwich a layer of plastic for strength. The Base lays over the back of the bike like a saddle, mounting via replaceable straps to the tail section and two lower frame pieces, like passenger pegs, and provides a stable base for the bags. Every mounting strap is replaceable. So, you’re not out of luck should you accidentally melt one on your bike’s exhaust. (Don’t ask how I know.) The two Base systems are identical in features and only differ in dimensions as required for the bikes they will be mounted to. The Base’s mounting straps for the motorcycle secure the rear center and the bottom edges of the Base (utilizing cam locks). Attachment points for Rolies and other bags range from slots to small D-rings to 2-in. D-rings. Because the Base is the platform for most of Wolfman’s bags to mount, it has multiple laser-cut webbing slots in addition to 1- and 2-in. D-rings to use as attachment points. When fully mounted to the base, the Rolie bags in the saddlebag position on the legs will have no less than six attachment points on the Base. Center-mounted bags on the seat area of the Base will have 4 attachment points. For some, paint is a delicate subject, and I would be negligent if I didn’t mention it here. One disadvantage that soft bags have compared to rigid-mounted ones is that, invariably, the bags or the Base come in contact with the painted surfaces (or shiny plastic) on your bike’s tail section. Because of the movement of these non-rigidly-mounted bags against the bodywork’s surface, some dulling will occur. Now, add in the jostling and the dust kicked up by riding off road, and you are guaranteed to return from a week-long trip with bodywork that shows some wear. It’s the nature of the adventure-touring beast. You can try to mitigate the damage by covering the shiny parts with a protective film, but if you want to keep your bike’s finish pristine, perhaps this type of luggage isn’t for you. Consider hard bags or buying a second set of rear bodywork for hanging at the local coffee house. Personally, I see this type of wear as a badge of adventure-touring honor. Check Price Rolies Rolies are Wolfman’s variation on the venerable dry bag with the fold-to-seal end. If you’ve ever done any backcountry water travel, you’ll be immediately familiar with how to seal these bags. Wolfman has designed these with rectangular bottoms to help them maintain their shape. The 840 denier, TPU-coated material used to form the bags is hella tough, as I learned after a few tipovers, and all seams are radio-frequency welded for strength and waterproofness. To mount the bags to the Base system, the exterior material receives a series of laser cuts to accommodate webbing. To maintain watertightness, a lighter waterproof layer is welded to the interior of the bag. Sealing up a Rolie is as simple as folding the opening over on itself a few times and using the plastic clips to form a loop and hold the bag closed. Three sizes of Rolies hold 6 ($80), 12 ($95), and 20 liters ($110) of cargo, and because the bags are so easily removed from the Base, buying different sizes for different carrying needs is possible. Rolies perform best when they are in a sweet spot of fullness, neither underfilled nor stuffed to bursting. To make loading cargo easier, Wolfman sells appropriately-sized stuff bags to slide in and out of the Rolie while it is mounted on the bike. This large Rolie carried two sleeping bags, one sleeping pad, extra repair supplies, rain jacket, and rain pants on our six-day adventure tour. In my time testing the Wolfman gear, I traveled with both the small and large Rolies on different trips. For an overnight outing on my KLX300, small Rolies on the Base’s legs with a medium Rolie in the center (for 24 liters total capacity) was just about perfect for my trial run on the Kawasaki. On a six-day adventure tour on a Ténéré 700, I used two large Rolies on the legs and another bag I’ll cover in a bit since I was carrying gear for two-plus people. During days on the road/trail, the Rolies proved to be great for carrying my gear. However, they have some characteristics that need to be discussed. First, Rolies attach to the Base’s legs via six separate points. There is no way they are going to fall off. Also, because the Base is strapped, not bolted, to the bike, there will be a little movement of the luggage when traveling over rough terrain. I’m not saying the system will shift on the bike, but rather, that there is a little play in the non-rigid system. YOU MUST RESIST THE URGE TO CRANK DOWN ON THE STRAPS SECURING THE ROLIES. If you go Incredible Hulk on the straps, you force the inner and outer layers of the bags to pull against each other (the outer layer is being pulled one direction by the strap while the inner layer is being held in place by friction between it and the cargo) and possibly shear the waterproof inner liner. Simply snug the four 1-in. webbing attachment points down, then close the 2-in. webbing clips and tighten them until they are snug. The Rolies may move around in their mounts over the rough stuff, but there is no way your gear will fall off. The result of over-tightening the Rolie on the bike is this tear in the waterproof fabric liner. Over-tightening can also tear the seam between this inner liner and the exterior 840 denier fabric. Remember that snug is tight enough. I comment on this at such length because I damaged a pair of large Rolies on the first day of our six-day ride by tightening the bags as much as I could. While Wolfman would warranty this repair, it was clearly my fault, and perhaps Wolfman should consider putting a flier inside of each Rolie with a detailed explanation of how to tighten them down. For the remainder of the trip, I simply snugged the straps down, and everything worked the way it should. (Wolfman’s YouTube channel has a great video showing how to cinch down a Rolie the proper amount.) Check Price Expedition Duffel On our extended adventure tour, almost one bike’s complete carrying capacity was consumed by video gear. So, my bike, the Yamaha Ténéré 700, needed to carry more than just my gear. We opted for a $165 medium Expedition Duffel. Measuring 11 x 12 x 24 in., the bag is capable of carrying 50 liters of gear, and the list was extensive: 3 tents, a tripod, a JetBoil stove, a camp chair, a pair of Teva sandals, large battery pack with charging cables, and all the accessories I need to download and backup my photos while traveling. To top it off, on the last day, I also wedged my Think Tank Streetwalker 2.0 backpack containing 15 lb. of camera gear into it. The duffel is huge! You can carry a remarkable amount of gear in the Expedition Duffel. On our trip, the duffel weighed in at 32 lb. for most of the trip, but on the last day I added a 15 lb. camera bag to it. The Expedition Duffel features a flat bottom and the same RF-welded seam construction as all of Wolfman’s current generation gear. Instead of the laser-cut slots for attachment to the bike, 2-in. D-rings are used to handle the additional weight that can be packed into the large size. The opening is along the top of the bag instead of the ends, as with the Rolies, giving you excellent access to the contents. However, this is not a bag that you want to use for cargo that you need to frequently access. Opening the bag requires that you release six clips (2 bike mounts, 2 bag top closures, and 2 end closures). Also, since the bag is released from its mount, it will try to slide off a bike that’s on its side stand. Still, the $165 Expedition Duffel will swallow your gear, keep it dry, and secure it to your bike for the long haul. Check Price Zip-R Bag The Zip-R Bag takes a Rolie and adds both a second flat rectangular end and a waterproof zippered closure. The small ($105), medium ($110), and large ($130) sizes hold 5.3, 10.6, and 18.0 liters, respectively. The Zip-R Bag attaches to the Base the same way that the Rolies do, so the same caveats apply. The zipper, however, makes this bag an ideal place for gear you need to access quickly on a ride. Additionally, there are straps on the opening end of the bag that allow you to strap gear to while on the road. Ryan took advantage of this to hold his waterproof REV’IT! Component H2O jacket for most of our sunny six-day ride. When that one big rain hit, he was ready. (Since my rain gear was buried in my bags, I opted to get wet.) The top of the Zip-R Bag also has a bungee cord that can hold gloves at a stop or strap down larger gear temporarily. The Zip-R Bag allows for easy access to your gear at stops. If the zipper is hard to pull, clear any grit that may have collected in the teeth and use a little silicone to lubricate it. Check Price Wolf Bottle Holster Since we mostly ride in the arid Southwest, the Wolf Bottle Holster ($45) is a necessary accessory for our trips. It features the same beefy construction and mounting system and is capable of holding a 48-oz. Nalgene water bottle. The bottle is securely held yet easy to access on the trail. Check Price Wrapping it Up After taking a couple of very different trips with divergent cargo requirements, I’m an even bigger fan of Wolfman Luggage than I was when I started. Rather than taking a one-size-fits-all-trips approach which could leave me dealing with either too little or too much storage capacity, I can tune my luggage to the needs of a particular trip. If you only take one kind of adventure, your initial investment in luggage will take care of your cargo needs FAQ How can you carry luggage on a motorcycle? You basically have three options: strapped to your body, strapped to your motorcycle, or hard mounted to the motorcycle. For small essentials, like a hydration system, it’s hard to beat the venerable backpack, and you can read about some of our favorite ones here. Soft luggage that is designed for motorcycle use typically has straps to hold it in position on the bike, however, you need to check the clearance with the rear wheel. Some motorcycles will require a saddlebag stay to keep the soft luggage from swinging into the rear wheel at speed. Finally, many motorcycles that are designed for touring or sport touring will have accessory hard luggage from either the manufacturer or the aftermarket available. These usually require that a rack or mounting system be permanently installed on the motorcycle. Who makes the best motorcycle luggage? The answer is “that depends on what you want to do with your motorcycle.” Just as motorcycles have gotten more focused on niche activities within the broader spectrum of motorcycle riding, luggage has become more task-focused.A long-distance touring motorcycle that is going to spend all its time on paved roads has very different needs from an adventure bike destined for backcountry treks. Come up with a list of features that you need for your particular kind of travel and then look at the major aftermarket brands making luggage for your bike. Forums can often be helpful in this regard. For example, Wolfman Motorcycle Luggage, which is reviewed above, is one of the major players in the adventure touring market and offers a variety of options for riders interested in off-the-beaten-path travel. How do you strap down luggage on a motorcycle? The absolute best way to secure luggage to a motorcycle is to use luggage designed for that purpose, as it will include a means to attach safely to a bike. Otherwise, we are big fans of Rok Straps for their ease of use and adjustability. Always make sure that your luggage is kept well away from the hot exhaust system and any moving parts. We know many people who have had accidents when a luggage item got pulled into the rear wheel. Additional Resources Best Soft Motorcycle Luggage Best Waterproof Motorcycle Luggage Best Motorcycle Hard Bags MO Tested: Rok Straps 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. The post MO Tested: Wolfman Motorcycle Luggage Review appeared first on Motorcycle.com. Source

Greg D. from Rider magazine and Ron Lieback from Cycle World had been beating me up all day around the cute little test track at CFMOTO’s coming-out party for its seven new motorcycles last month. Even when I was on my favorite 2022 CFs – the 700CL-X and ADVentura 650 – those guys were still leaving me in the dust on what should’ve been slower motorcycles, dammit. But I think I’ve written entire columns about how it’s better to never have been really good at any particular sport, as it makes it way easier to accept defeat. Serious competitors get their psyches all bruised and bent out of shape; I retreat to the food truck for more bbq and beverages… Also, the damp patches and tar snakes were things everybody had to deal with, but the older you get the more you prefer to not fall off the motorcycle. 2022 CFMOTO 800 Adventura CFMOTO has been collaborating with KTM for quite some time; now it’s putting out its own album, and it sounds like a hit. Editor Score: 90.75% Engine 18.5/20 Suspension 13.5/15 Transmission 9/10 Brakes 9/10 Instruments 4.5/5 Ergonomics 9/10 Appearance 8.5/10 Desirability 9/10 Value 9.75/10 + Highs The quality seems to be right up there The list of features is long, while the price is low 32.5-inch seat height isn’t bad even for short persons – Sighs Shame we don’t have more photos to share Maybe Nancy Pelosi will straighten things out in Taiwan? Maybe a bit on the hefty side; the MO scales will tell… But there was also an eighth CFMOTO motorcycle there that day we were sworn to secrecy about until August 1, which is today. And that’s the new 800 Adventura. Which really shouldn’t be so secret to serious motorheads, since it’s already on sale in lots of other places around the world. Also, Dennis Chung reported on the KTM/CF alliance nearly two years ago. What we did not know was if the new bike would be coming to the land of the Free or not, and now we do. Yes it is. Everywhere else, the bike is called 800MT, but those letters were already occupied by Yamaha. It was hard to keep track of CFMOTO’s seven new motorcycles. Eight. Nine if you count the 800 Adventura Terrain and Street as separate models… All the other journalists and influencers at CF’s little trackday/bbq were hogging the 800 up most of the day, and I was concentrating on the 700CLs and brisket mostly anyway, though Moe Cason’s pulled pork was also to die for. But toward the end of the day, I snagged the new Adventura and rolled out on the track. 2022 CFMOTO 700CL-X / 700CL-X Sport Review – First Ride I could see Drevenstedt and Lieback in my mirrors exiting the final left onto the ⅓-mile front straight on about lap two, and they were both getting better drives onto it than I was (tar snakes). But rolling open the MT’s new 799cc KTM twin gave them a taste of their own medicine; it scooted easily away from the old Kawasaki Z650 engines (the CL’s is 693 cc) in the other CFMOTOs with ease. AhAhahahhaa, take that punks… Not only does the 800 have a claimed 95 horsepower at 9250 rpm and 57 lb-ft torque at 8000, the Adventura also gets the latest in Bosch lean-sensitive braking software and traction control. Premium tires, too, and adjustable KYB suspension at both ends, which works well on all the CFMOTOs, but even better on the new top-o-the-line 800. Suddenly, tar snakes and damp patches no longer registered as much, as the Adventura made its confident way around the circuit. The quickshifter, which also works fine, doesn’t do anything to hurt your lap times either. Every lap, the kids would get bigger in my left mirror in that same final corner before the ⅓-mile straight: Greg even got past me once, but even then the 800 had the power to shut off his water halfway down the straight, before registering 115 mph or so by the end of it. The 800, against CFMOTO’s reasonably steamy 700s (Lieback was on a 650NK) is cheating. I’m in. (Disclaimer: In no way was this a race, but more a real-time performance comparison.) Visible KTM roots I believe we went on at some length as to what a great engine the KTM 790 twin was when it came out. This is that engine. Maybe KTM is okay with that partly because its version is now bored and stroked to 889 cc. KTM says it makes 103 hp and 74 lb-ft to the CF’s claims of 95 and 57. Ninety-five and 57 still feels like a very generous helping of let’s go. Euro version is 800MT, ours is 800 Adventura. And three J Juan disc brakes, the front with four-piston radial-mount calipers and Bosch lean-sensitive ABS, make stopping hard just as confident. Using the rear to keep from running wide at the exit of that last corner, with the throttle wide(ish) open, also had the advantage of making the LED brake light flash alarmingly, according to the people trying to draft me off that last corner. Good for safety! Sadly, there are no known pics of me riding the Adventura. I think this is CFMOTO’s test rider, whose name escapes me. Say, what is this? An ADV bike or a sport one? In fact, there are not one but two 800 Adventuras: The Adventura Street gets cast 19-/17-in wheels, LED lighting and fog lights, a 7-inch TFT display, ride-by-wire with sport and rain ride modes, cruise control(!) and a USB port. Know the 800 Adventura Terrain (the one we got to ride) by its wire-spoke wheels, and that it adds to the Street package a bi-directional quickshifter, tire pressure monitoring, a steering damper, heated grips and rider’s seat. How much would you expect to pay? The Street is $9,499. The Terrain is $10,499. Both bikes look pretty adventurous, with their bolt upright comfortable ergos, big windshields, and 19-/17-inch wheel combos. But with not all that much travel in the 43mm fork and monoshock – 6.3 in. in front and 5.9 in. out back, and a not-too-tall 32.5-in. seat height – the Adventura Terrain maintains a nice flat attitude on the brakes and the gas, and scurries around on the asphalt really well. It sort of splits the difference between KTM’s 790 Adventure and 790 Duke, and the 800 Street should be just as good on the pavement if not better. While the Kawasaki influence of the other CF motos is easy enough to see but not completely obvious, this one marks CF’s first collaboration with KTM, and it’s the same kind of deal. The bike’s steel frame is similar to the 790 Adventure’s (now 890). The CF dispenses with the KTM’s plastic fuel saddlebags up front, but is claimed to still hold 5 gallons to the KTM’s 5.3-gal capacity. The front of the bike looks like a bit of anime from the Kawasaki section of the CF factory may have crept in, but at least in a functional way, given the LED lighting and even standard fog lights. There is no beak. Wheelbases are about the same, at just over 60 inches, and both the KTM and CFMOTO seat heights are just about 32.5 inches (the “R” KTM is 2 inches higher). The one place where the KTM and CF depart, and it’s an important place, is in the weight department: We have the KTM Adventure and Adventure R at around 467 pounds; CFMOTO’s specs peg both its 800s at 509 lbs wet. Not exactly light. Being a bit on the chonky side seems to be a thing with most Chinese motorcycles. Then again, we have no idea how accurate those weights are. In the pics, it looks like the Terrain also comes with a centerstand and crash protection, though 509 is the claim for both it and the Street – whose cast wheels should be a bit lighter, too. On its feet, the Terrain felt pretty light and nimble around that little 1.3-mile circuit, which included a couple of tight cone chicanes to keep speeds down. CFMOTO’s Other Motos: Papio, 300NK, 300SS, 650NK And ADVentura 650 Fully Featured Not only do we have no pictures of your correspondent riding the bike, we also have no pictures of its many nice features, except for a couple I snagged from CFMOTO’s global website, which is also on the tight-lipped side. At this point, it seems like marketing may be the only area where the Chinese haven’t quite caught up, since the new Adventura seems every bit as well turned-out as a new Japanese or Austrian one. (My bad for not whipping out my phone camera while I was there, but we generally get a big photo drop from a professional photographer after an event like this one.) There’s your latest-thing seven-inch TFT display up front, complete with welcome show and bluetooth connectivity. There’s your cruise control button on the left switchgear, and your mode selector (Rain and Sport), also your heated grips and seat controls on the Terrain. All of it attached to the ends of a nice tapered aluminum handlebar in reversible risers. I can’t remember if the windshield is adjustable, but I believe it is judging from what looks like a twisty knob in the photo. Cast aluminum swingarm also like KTM but not quite… I only got to ride the 800 Adventura for 20 or 30 minutes around a mostly smooth “test track,” but the fueling and firm but supple suspension both felt perfectly first-world. So did the brakes and all of it; it’s easy to ride this one like a real sportbike. I’m generally bushed after a track session, but I pulled in giggling on the Terrain. (We were all beginning to go a bit too aggro for the riding jeans and enduro jackets we’d all packed.) The ADV styling is definitely there, and I can see no obvious reason not to take either Adventura down a dirt road. Still, I’m going to guess that shorter-travel KYB stuff isn’t going to provide the real offroad ability of the longer-travel WP suspension KTM puts on its 890 Adventure. Maybe that matters to you, maybe it doesn’t. Inexpensive, but not cheap The crux of the biscuit is, at $9,499 and $10,499, these CFMOTOs are 3 or 4k less than the orange Austrian equivalent. But from where I sit (sat, for a brief while), the 800 Adventura Terrain felt every bit as capable and composed as the old 790 Adventure, while exhibiting none of the weird peccadilloes we’ve come to expect from other Chinese motorcycles over the years. In fact, in the fit and finish department – where some of Austria’s mid-priced bikes suffer a bit – I think the CF’s paint and aesthetics are actually a step above. Again, sorry for the lack of photos. You can save all your comments about supporting our main geopolitical foe with American dollars; we went over all that in the comments after the last two CFMOTO reviews. The competing theory is, of course, that strong trade is what binds countries together and avoids conflict. All we have to do is come up with things to sell to China. How about a nice Sportster, maybe an Indian Scout? You have a little time to think about it. Sounds like the 800 Adventuras won’t be in any of CFMOTO’s 550 US dealers before the end of the year. Something tells me they won’t linger there as long as some other Chinese brands. 2022 CFMOTO 800 Adventura Specs MSRP $9,499 Street/ $10,499 Terrain Engine Type 799cc liquid-cooled parallel twin, DOHC, four valves per cylinder Bore and Stroke 88 × 65.7mm Compression Ratio 12.7:1 Rear Wheel Horsepower 95 hp @ 9000 rpm (claimed) Torque 56.8 lb-ft @ 7500 rpm (claimed) lb/hp na lb/torque na Transmission 6-speed w slipper clutch; up/down quickshifter on Terrain Final Drive Chain Front Suspension 43mm inverted KYB fork; adjustable for spring preload, rebound and compression; 6.3 inches wheel travel Rear Suspension Single shock, linkage mounted; adjustable for spring preload and rebound damping; 5.9 in. wheel travel Front Brake Dual 320mm discs; radial-mounted 4-piston J Juan calipers; lean-sensitive ABS Rear Brake 260mm disc; 2-piston J Juan caliper; lean-sensitive ABS Front Tire 110/80-19 Rear Tire 150/70-17 Rake/Trail na Wheelbase 60.3 in. (1531mm) Seat Height 32.5 in. (825mm) Curb Weight 509 lbs. (claimed) Fuel Capacity 5.0 gal. Colors Street: Nebula Black, Twilight Blue/ Terrain: Twilight Blue Warranty 36 months Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2022 CFMOTO 800 Adventura Review First Ride appeared first on Motorcycle.com. Source