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According to Siri, the most read page on the internet regarding Ontario motorcycling is the Complete list of motorcycle events page. Not a surprise, as we can’t see a better way to combine our passion for the ride with like-minded people, often for a good cause. So while any event on the list is a worthy choice, the below-listed offer a bit extra for your time by making getting there and back among some of Ontario’s finest moto roads half the fun. Time waits for no one; by the time you read this, some of these might have already come and gone. Luckily they are annual happenings; no need to fret; miss it this season, start planning for next year, NorthStar Guardians Group 1st Annual Triathlon North Bay, ON With the NorthStar Guardians Group 1st Annual Triathlon in North Bay, Ontario, poker run, darts and a game of giant beer pong, dinner and entertainment included. Teams of four will compete in all three events for awards; it sounds like fun. This event is even more ride worthy because North Bay is smack dab in the center of some of the best motorcycling in the province. Coming from the south, tick off a few of the best moto roads in Muskoka or hop on the Big Loop, which passes just a few kilometres south of North Bay. For more saddle time, head out on the Lake Nipissing Circle Tour or loop north along the Lake Temiskaming Tour. The Best Western Hotel offers a discount for riders spending the night; grab a bite to eat and take in lake views aboard the The Boat Restaurant and Bar and for post-ride refreshments, New Ontario Brewing will be happy to supply. Big Bash Show & Shine at the Iron Rooster Marmora, ON The Big Bash Show & Shine at the Iron Rooster in Marmora, Ontario is presented by Harley Davidson Riders of Canada (HD-ROC) & Timeless Bikes of Harley, with proceeds going to The Hospital for Sick Children. Plus, door prizes, 50/50 raffle, silent auction, charity BBQ, beer tent, vendors, great music and of course, the show & shine. Do you need more reasons to head out for a ride? There is the chance to browse the motorcycle museum at Iron Rooster or continue the ride along the 1000 km Highlands Loop. If that’s a bit much, choose one of the area’s many Ride The Highlands route options. Ride for Sight Central Ontario Fenelon Falls, ON Maybe the longest-running motorcycle charity event in Canada, Ride for Sight has raised over $26 million for Fighting Blindness Canada. The event is back at the Fairgrounds in Fenelon Falls. Live entertainment, a new Poker Run route, vendors to browse and camping on-site, sound like a good time. Looking for more? There is the newly developed The Lion’s Tail route that will show you the best roads around the Bruce Peninsula or, after the event, venture around the Georgian Bay along the Georgian Bay Coastal Route. The Integrity Tour Thunder Bay, ON If you take part in the Integrity Tour, park and party at Mount Baldy; the main event will be held at Thunder Bay Harley Davidson. There will be live bands, beer gardens, a bike raffle, bike games, a burnout pit, and more. Camping will be available Friday and Saturday. Unless you are a local, Thunder Bay is a way out there for us to the south, but that’s not a bad thing. More like a perfect reason for a road trip. Whether you are riding from southern Ontario or the USA, it’s all about Lake Superior. Wilderness, the open road and spectacular lake coast vistas; you are in for a treat. Along the way in Algoma, be sure to include the Grand Algoma tour, which will take you along the twists and turns of Highway 129 and some of the best stretches of the Lake Superior coast. The Nor’Wester loop is an excellent way to get you to the event if you are riding in from the west or want more time in the saddle. For accommodations, there seem to always be a few bikes in the parking lot at Delta by Marriott on the waterfront or the more budget-friendly Haven Hostel. Both are within walking distance to the favourite post-ride hangout, Tomlin Subdivision pizza joint, and Lakehead Brewing, located under the same roof. Leave No One Behind Ride for Veterans Poker Run Kirkland Lake, ON The 4th annual Leave No One Behind Ride for Veterans Poker Run will be in memory of Stephane Leveille. There will be a Harley-Davidson draw a poker run, plus dinner and bands. It all takes place at the Royal Canadian Legion, Branch 87. A good cause and a good time in a northern Ontario destination worthy of a road trip any time. The Lake Temiskaming Tour should be on the agenda if travelling from southern Ontario. For an even more epic road trip experience, The Great Legends Tour might be the ticket. In the area, get your cheese fix at Thornloe Cheese ( they sell ice cream also) and discover local history at the Museum of Northern History. Accommodations in Kirkland Lake include the conveniently located Microtel Inn & Suites by Wyndham Kirkland Lake with an indoor pool and hot tub or the Prospector’s Inn for friendly service and suites with full kitchens. For a bite to eat, try Plum Blossom Bakery Café, which has sold an incredible 50,000 cupcakes to date or Gimme-Wun, where you will find a menu that includes wraps, fish and chips, burgers, salads and more. While any event on Ontario’s complete list of motorcycle events page is a good reason to get out and ride, some might offer more of the ride part than others. The above list shows that while the event is the destination, combined with Ontario’s pre-planned tours and incredible roads, the experience can be a road trip adventure. The post Top Motorcycle Rallies in Ontario appeared first on Motorcycle.com. Source

As a general rule, I tend to listen to museum curators once they start talking. Having someone at your disposal who is so deeply vested, and intimately knowledgeable, in the subject matter is a treasure worth hanging on to. Livio Loi is just such a person. As the curator of the Ducati museum in the company HQ in Borgo Panigale, Loi is more than just a Ducatista. Born and raised in Bologna, he’s lived and breathed Ducati for as long as he’s been alive. After joining the company in the 1980s, working in the factory on the production line for the Ducati Paso 750, he transitioned into a role as an accountant for the company. Away from work, his passion for history and his ability to speak fluently in multiple languages (English being the most relevant here) made him an obvious choice when then-CEO Fabrizio Minoli came looking for a museum curator. The rest, as they say, is history. Livio Loi “Many visitors I speak with only know Ducati starting from the 916,” says the sometimes gruff (and always towering) Loi. “Most people, especially the current generation, don’t know anything about Ducati before that, and they especially don’t know about the Cucciolo. Ducati has a rich history dating back to the 1920s.” With Loi at my disposal, he was gracious enough to show me around the museum, weaving stories of the company’s early beginnings and connecting them to important motorcycles (each with their own stories) throughout the years. What follows are some insider stories from the Ducati museum – most of which you’ve likely never heard before. Ducati Radio Ducati was founded in 1926 by three brothers: Marcello, Adriano, and Bruno Ducati. During that time, the electronics industry was booming in the Bologna region of Italy, and Adriano patented a short-wave radio transmitter he used to communicate with the United States. Ducati’s initial success and growth started here, with the company producing transmitters, capacitors, and even radios by the mid-1930s. Then came World War II and Italy’s commerce came crashing down. The Cucciolo Italy was in shambles after the war. Looking for a way to jumpstart the economy, the brothers Ducati (as well as others) noticed a need for transportation that could take them beyond the confines of their town. Hence, the Cucciolo was born in 1946. It wasn’t, in fact, a motorcycle. The Cucciolo was just an engine. The 48cc single-cylinder four-stroke had two gears, could travel up to 31 mph (50kph) and 62 miles (100 kilometers) on just one liter of fuel. A simple conversion kit allowed it to be retrofitted to a bicycle, creating a cheap, easy, and economical way to move around and rebuild the Italian economy. Ironically, today Ducati is back in the bicycle game. This time with motors of a different kind – electric. Its electric mountain bike is like the reincarnation of the Cucciolo for the 21st century. The First Ducati Motorcycle Ducati the motorcycle company can trace its roots back to this, the Ducati 60. First sold in 1949, the Ducati 60 is the first motorcycle Ducati ever made. Powered by an upgraded Cucciolo engine, it was bumped up to 60cc and had a three-speed transmission. Building on the Cucciolo’s success, it too was economical, affordable, and lightweight. So lightweight many people wheeled it into their homes when they were done so nobody could steal it. The Ducati 60 may not be much to look at now, but the Panigale V4s of today wouldn’t exist without it. The Legendary Gran Sport 125 “Marianna” “The true racing history of Ducati started in 1955. Everything that had come before was just a prelude.” In Ducati’s own words lies the significance of the Gran Sport 125 “Marianna.” It sits high in Ducati folklore for many reasons. It won many races, sure, but it also was the springboard for famous Ducati engineer Fabio Taglioni – the father of the desmodromic valve actuation system Ducatis are known for today. The Marianna won a lot of races, and in its last iteration, it bore a triple-camshaft desmodromic head, allowing that one cylinder to spin up to 12,500rpm. But that’s not what we’re focusing on this time. Instead, we’ll look at how this particular Gran Sport 125 embodies what it means to look for every advantage to beat the competition, in a style not too dissimilar to Ducati’s MotoGP machines today. In the 1950s long-distance races were the popular thing, and not only did the machine have to be fast, it had to be reliable. If something broke, it then had to be easily repairable by the rider – all while on the side of the road. This is how the Marianna achieved both speed and reliability. Starting at the engine, it’s plain to see that this is not a desmo cylinder head since, yes, those are exposed valve springs. The valve springs were exposed on purpose so they could be replaced easily, if needed, in the middle of a long, grueling 1000 km race. If you look carefully (you might need to click the picture to expand it) behind the cylinder you might notice two clutch cables. No, one cable isn’t used as a push and the other as a return, one cable operates the clutch while the other is a spare in case the primary breaks. Again, making it to the end by all means necessary was the key. Look throughout the frame for bracing (the upper right corner is the most noticeable) and you’ll also see holes drilled throughout. Why? For lightness, of course. Redundancy at its best. Look close and you’ll see two throttle cables and two brake lines. You guessed it; one is the primary and the other is a spare. If the second one breaks, then it’s probably best the bike is parked anyway. Dual fuel openings allowed for refueling from either side, while the four loops on the fuel tank were anchor points for maps. Also, check out the analog rev counter and the original steering damper (the black knob). Friction was how it operated: turn the knob to the right and friction goes up, making headshake harder to induce. Turn to the left for the opposite effect. Passenger pegs? Not quite. The rider would use the primary pegs and the heel/toe shifter like normal, but once in top gear and at speed for long stretches, the rider moved his feet back to the rearward pegs to get himself into a better tuck. Pretty clever. It’s not much, but the little red tail section is actually attached on a hinge and swings open to reveal a tiny compartment to hold small tools, spare valve springs, or any other little object the bike may need to finish the race. The First Street Bike Born From The Track The success of the Marianna left people clamoring for a version they could ride on the roads. Hence the 125 Sport was born in 1957. It incorporated much from the Marianna, like the bevel-drive cam timing. It was also one of the first Ducati street bikes designed by Fabio Taglioni. You could say the 125 Sport is one of the earliest examples of racing influencing road bike design and technology. It certainly set a tone for what was to come for Ducati. The Original Ducati Sport-Tourer At the same time the 125 Sport was introduced, the 175 T was also launched. But unlike the 125 Sport, the 175 T was meant to go long distances. To prove the point (and to drum up effective marketing materials) two Ducati employees – Leopoldo Tartarini and Giorgio Monetti – each rode a 175 T on an epic adventure spanning over 37,000 miles (60,000 km) and 36 countries. Ducati fully backed the effort, but the two men had to be prepared to completely rebuild the bike – including the engine – in the middle of nowhere if they had to. Tartarini and Monetti took the two bikes and loaded them down with all the possible supplies they could ever imagine to survive. They were also responsible for their own safety and survival, so they were issued pistols before their departure. They soon realized an important adventure-touring lesson: packing light would be more beneficial than packing everything they could need. So, they shed weight where they could by leaving engine parts behind, exchanging hard cases for leather luggage, and carrying only the essentials. Considering the punishments certain countries had for carrying firearms, they left the guns behind too. As you can imagine with a trip of this magnitude, especially in the 1950s, there were several mechanical problems, but nothing that couldn’t be fixed. The bigger threat was political turmoil in some of the developing countries they traveled through. They were briefly held captive in Indonesia – who were in the middle of kicking out the Dutch – before President Sukarno freed them, but not before having a meal with the adventurers. The complete story of Tartarini and Monetti’s journey is a post within itself, but suffice to say, a year after their departure, in September of 1958, both men returned to Bologna to a roaring crowd of fans and supporters. And the legend of the 175 T was born. If you’re wondering, no, the bike in the picture is not the bike Tartarini and Monetti rode. The illustration on the wall above the bike is a 1:1 schematic drawing of the model, before CAD was around. The Legend Of The Prancing Horse You think you know the story of the prancing horse, don’t you? Long associated with another Italian symbol of high-performance exotica, this logo is not exclusive to Ferrari. The prancing horse symbol itself can trace its roots back to Italian fighter pilot ace, Francesco Baracca, whose 34 victories in the sky during WWI made him a legend in Italy. He adorned his planes with a prancing horse. Fabio Taglioni was family friends with the Baracca family, as Fabio’s father fought alongside Baracca in the war. When the younger Taglioni grew to prominence at Ducati, Baracca’s mother granted Taglioni permission to use the prancing horse symbol, which wasn’t something she granted lightly. If the symbol was seen on a racing Ducati, Fabio Taglioni himself built the bike. Which brings us to the 125 GP Desmo (62) – the first Ducati racing bike with Desmodromic valves that has become a staple of the company. Designed by Fabio Taglioni, of course, you can spot the prancing horse logo on the side, adjacent to the red number plate. It rose to prominence quickly upon its debut in 1956, winning the Swedish Grand Prix. Fast forward three years, and in 1959 a young Mike Hailwood would pilot the bike to third place in the 125cc world championship. Racing fans, and especially Ducati fans, know the name Hailwood. After his success in 1959, he was becoming the next hot property. But, as Loi tells it, it was rare for Ducati – and Taglioni – to support a non-Italian rider. The story goes Mike Hailwood’s father was friends with Taglioni, and it was through his constant insistence that Taglioni finally agreed to put the younger Hailwood on a new bike – the 1960 250 GP Desmo. Like the 125 GP, the 250 version was also a Taglioni design, thus bearing the prancing horse on the side. This would also mark the beginning of the end for the famous logo on the side of a Ducati, as it stopped being used after 1960. Today, there are believed to be four or five Ducatis in the world with the prancing horse logo. Two of them reside at the Ducati museum. The L-Twin Arrives Ducati as a factory took the 1960s off from racing (though Taglioni still helped some private teams). The 1970s marked a resurgence for Ducati in racing as an official factory entry, and Taglioni’s debut for the decade would set a tone that would last 50 years – the 90º L-Twin engine. First used in the 500 GP machine on the left, the sand-cast casings were an experimental concept at the time (and is even rarely used today). So was the addition of a sixth gear. The 500 GP was fast, but it suffered from three things: gearbox problems, electrical issues, and Giacomo Agostini aboard his MV Agusta. As it goes with Ducati, the 500 GP L-Twin would later be the basis for 750 GT road bike, the first Ducati for the road with a 90º L-Twin and bevel-drive. This engine would be the basis for another legendary Ducati, the 1972 750 Imola Desmo (number 16 above), piloted by none other than Paul Smart during his wildly famous win against teammate Bruno Spaggiari at the 200 Miglia di Imola (on his birthday, no less). The engine inside was based on the 750 GT, with Taglioni fitting Desmodromic valves for a performance edge. And while the Desmo system was its biggest advantage, another clever feature of the 750 Imola Desmo is its upswept exhaust – but only on the left side, as the banks of the famous Imola track afforded Smart a little extra lean angle. The Hailwood TT Bike This one isn’t much of an insider story, but is still a cool piece of history all the same. In 1978, after being retired for a decade, Mike Hailwood decided to get the band back together for one last go, at none other than the Isle of Man TT. The year prior, Hailwood had been invited to take a bike out for a spin for a bit of fun. “A bit of fun” escalated to a shot at the Isle of Man. Not only that, but he was going for the big one – the Senior TT. So nervous was Hailwood that he thought about entering under a fake name in case he was an embarrassment. Steve Wynn of Sport Motorcycles, a dealership in England, bought three bikes, Ducati prepared them, and NCR assembled them. The rest, as they say, is history. Anyone even remotely aware of history knows what happened next; despite all the time off, Hailwood went on to win the Senior against some fast (and more powerful) Hondas, cementing his legendary status. TT2 – The Precursor Of The Superleggera This one’s a little more obscure in Ducati folklore, but still no less interesting. The TT2 was all about lightness long before the Superleggera came around. Based around a 597cc L-Twin per the racing regulations, the frame itself weighs only 15 lbs (7 kg), the Marzocchi fork used magnesium legs, and the 18-inch Campagnolo wheels were also made from a light alloy (the wheels were later switched to 16 inches). In addition to being light, with a dry weight of 308 lbs (140 kg), it was also very compact. In fact, the majority of the fuel tank is wedged between the frame rails, in the air gap between the two cylinders. Because of this, a tiny rider was needed to pilot it. The TT2 had various levels of success at the Isle of Man, the Ulster Grand Prix, and the Italian Championships, but the interesting thing about it is the reminder that searching for lightness is not a new concept. It’s just morphed over time to incorporate the latest technologies. The Three Pillars of Ducati Fabio Taglioni’s influence over his long career introduced, and then cemented, what’s known as the three pillars of Ducati. The first is the Desmodromic valve actuation system, second is the L-Twin engine, and the third is the steel trellis frame. All three proved their worth not only during their inception but for many years to come. With the exception of the Desmodromic valves, however, one has to wonder what Taglioni would think of the state of Ducati today. The steel trellis frame might be used in some Ducati models, but it’s no longer the main component of support for Ducati Superbikes and Grand Prix engines. The same goes for the L-Twin; it’s still around, but it’s no longer Ducati’s world beater. Enter The Supermono Today the Supermono has earned a similar amount of reverence (but a much different fan base) as the 916, mostly because of the folklore behind it. However, what many forget is that the Supermono was introduced one year before the 916, in 1993. Nonetheless, the 916, and its variants throughout the years, quickly rose to legendary status due to the beautiful silhouette drawn up by Massimo Tamburini. Of course, its racing success didn’t hurt either. The Supermono remained a relatively obscure motorcycle for years, if not decades. Only recently, thanks to various stories written about it, not unlike this one, has its light started to shine. Claudio Domenicali is best known as the CEO of Ducati these days, but back in the early 1990s, he was an up-and-coming engineer. One of his projects was working on a new racing model specifically centered on the single-cylinder classes that were gaining popularity in Europe. On paper the plan was simple: take Ducati’s L-Twin and lob off one of the cylinders. The reality was something far more special. Displacing “just” 550cc, the little liquid-cooled Thumper featured a 12.1:1 compression ratio, fuel injection with two fuel injectors (at a time when carburetors were still the dominant force), an 11,000 rpm redline, and a clever dummy connecting rod that served to counterbalance the buzzy piston going up and down. It’s said to make 78 horsepower and weigh 277 lbs. Whoa. Personally, I love the way it looks, too. Ironic, considering the person who penned it was Pierre Terblanche – the man also responsible for, among other things, the design of the 999. I didn’t mind the 999 looks either, and it’s gaining popularity again now, but its polarizing looks basically ran Pierre out of a job. Anyway, the Supermono is cool, and with only 67 of them floating around, its legendary status is only going to grow over time. Coming Full Circle We wrap our time at the Ducati Museum with a special motorcycle. The Ducati Paso 750. Actually, this Ducati Paso 750. Yes, the Paso is a significant model for several reasons, the Massimo Tamburini/Castiglioni connection being one of them, but what makes this Paso special is a personal story. As I followed museum curator Livio Loi to this section of the exhibit, I noticed him giving this bike a long look. Of all the memorable bikes you get to see every day, why this one? I thought to myself. Loi didn’t even bother telling me about the Paso’s history or significance. All he mentioned was that the Paso entered production around the same time that he started with the company – on the production line. Then, after checking the numbers on this bike, it was confirmed. “I put this bike together,” he said. If you looked close enough, you could see a sense of pride glimmering on his otherwise stoic face. It was a special moment, and a great way to close out our visit to the Ducati museum. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Insider Stories From The Ducati Museum appeared first on Motorcycle.com. Source

CFMOTO was founded in 1989 and has been a significant presence in China’s domestic market ever since – producing government vehicles for police, fire departments, etc. In that time, it’s also been developing a name for itself as a feature-rich and reliable manufacturer of engines, parts, ATVs, side-by-sides, scooters, and motorcycles worldwide. In 2002, CFMOTO brought its ATVs and side-by-sides to the US, and began offering select scooters and motorcycles here shortly after. 2007 marked the establishment of CFMOTO USA’s headquarters in Plymouth, MN, and since then CFMOTO USA has worked alongside the corporate headquarters in China to develop and improve its offroad line of SXSs, UTVs, and ATVs for the American market. Today, CFMOTO has established itself as a competitive force in the US offroad market, with over 550 offroad dealers. In April of 2022, CFMOTO USA launched a line of seven motorcycles to the US market. Though brand new to the US, these bikes have been sold, alongside other models, in Europe and Asia over the past decade (more info on the global line of CFMOTO motorcycles can be found at https://global.cfmoto.com/). Since the launch in April, CFMOTO is closing in on 200 dealerships. Currently all CFMOTO models are manufactured and assembled in China (alongside other major global motorcycle and motorsports names), though they all undergo final assembly and checks in the US. Currently CFMOTO and KTM have a joint venture in China, which includes manufacturing and development of the 800 ADVentura (known to the rest of the world as the 800MT). That bike is slated to be launched in the US later this summer/fall. Next week, we’re off for a first-hand eyeball and ride of a couple of these. For now, let’s have a look at the line-up why not? Especially if you read to the end, you’ll be nicely surprised at some of the features on these seven sub-$7,000 motorcycles. Beginning from smallest to largest… PAPIO Who day and night must scramble for a living? The Papio! If you’ve seen a Honda Grom or Kawasaki Z125, then you know what this one’s all about. Powered by an air-cooled 126cc fuel-injected Single rated at 9.3 horsepower and routed through a 6-speed gearbox, the Papio’s got some big-bike features in an economical little-bike package. It gets disc brakes front and rear, 4.3 inches of front wheel travel and a preload-adjustable rear shock. Bring a friend, since the rear footpegs are standard equipment as are the: LED headlight, taillight and signal lights, LCD screen with gear indicator, and 1.9-gallon fuel tank. How much would you expect to pay? $2,999. 300NK “NK” for naked bike, as in no plastic bodywork. Or not much, anyway, for a stripped-down look that’s usually associated with sit-up straight ergonomics and optimal around-town comfort. This one gets a 292cc liquid-cooled double-overhead cam Single-cylinder engine, rated at 29 hp and 18.7 pound-feet of torque at 7,250 rpm. Bosch provides the electronic fuel injection, and an internal counterbalancer is designed to quell vibration. A stiff, upside-down fork carries the front wheel, there’s a cantilevered monoshock out back – and antilock disc brakes are standard on both wheels. For a small bike, the list of standard features is impressive: LED lighting throughout, daytime running lights, and even a 5-inch full color TFT display. CFMOTO says the whole deal weighs 333 lbs with the 3.3-gallon gas tank full, and the $3,999 bottom line includes a two-year warranty. 300SS That’s SS for supersport, which means this one adds swoopy bodywork and racy ergonomics to the 292cc DOHC single-cylinder Evolution engine. Again with the Bosch electronic fuel injection, four-valve head, inverted fork, and ABS. Also, the LED lighting and 5-inch TFT display. But, that swoopy raciness comes at a price: CFMOTO says the SS weighs, at 364 lbs, 33 more than the NK. And at $4,299, it’s $300 more. 650NK If you’ve been paying any attention at all, you know lots of companies have been outsourcing manufacturing to China for decades. So, there’s not much uncanny about the 650NK’s resemblance to a certain other 649cc versatile system from a famous Japanese OEM. Just like that green bike, this one’s powered by a 649cc liquid-cooled DOHC parallel Twin that even has the same bore and stroke numbers: 83 x 60mm. CFMOTO claims it’s good for 60 horses at 8750 rpm, which should make this a sprightly little naked bike. Genuine KYB suspension holds up both ends of the 454-lb 650NK, and ABS-equipped triple disc brakes should bring it to a swift halt even in the rain – two 300mm discs up front and a 240mm rear. Other highlights: a slipper clutch (matter of fact, all the CFMOTO bikes have slippers), LED lights, 5-in. TFT display. Heck, the NK even comes with premium Pirelli Angel GT tires in 120/70R17 and 160/60R17 sizes. All for $6,499. 650 ADVentura For only an extra 300 bucks over the naked 650NK, the ADVentura throws on a bunch of adventurous accessories, including a big adjustable windshield and detachable hard panniers. On top of that, it also gets a beefier, inverted fork that’s adjustable for rebound damping; so is the rear shock (in addition to its stepless preload adjustment). Ergonomically, this one serves up a more relaxed, upright stance for the operator and passenger, says CFMOTO, for spacious two-up sport touring comfort. All the other modern conveniences as well, of course, and all for $6,799. 700CL-X This one had us at electronic cruise control. It also gets two ride modes – Sport and Economy – and even auto-canceling turn signals. We’re going for the rugged, scramblery niche here, with Pirelli MT-60 rubber in adventurous 110/80 R18 front and 180/55 R17 rear sizes. They’re attached to a KYB 41mm upside-down (USD) fork with full adjustability, while the linkage-mounted KYB shock out back is wrapped in a progressive spring, and offers rebound adjustment to control the lightweight aluminum swingarm. We’re guessing this is the same injected DOHC liquid-cooled Twin as CFMOTO’s 650, but stroked by 4mm to 83 x 64 dimensions: That takes it to 693 cubic centimeters, and a claimed output of 74 hp at 8500 rpm and 48 lb-ft at 6500 revs. Stopping power comes from a J.Juan 320mm single disc brake with radially mounted 4-piston caliper in the front and J.Juan 260mm single disc brake with 2-piston caliper in the rear. Other features include slipper clutch, LED lighting, stylized daytime running lights, center-mounted gauge, and 3.5-gallon fuel tank. The MSRP is $6,499. 700CL-X Sport Much like the 700CL-X above, obviously, but in a dedicated street package, complete with clip-on handlebars – and would you expect Brembo Stylema brake calipers? There the premium Italian components are, radially clamping dual 300mm discs up front, down there at the bottom of the fully adjustable 41mm inverted KYB fork legs, slowing the Maxxis SuperMaxxST 120/70R-17 front tire. Out back there’s a rebound-adjustable KYB shock and full-size 180/55R-17 rubber. Like the non-Sport, we get cruise control and two ride modes, thanks to Electronic Throttle Control (ETC), which we translate as ride-by-wire. And the 293cc 74-hp engine, propelling what CFMOTO tells us is a 451-lb package when it’s all topped up with fluids and 3.4 gallons of gas. The most expensive bike in the fleet, the 700CL-X Sport will run you $6,999. CFMOTO USA features full sales, marketing, vehicle development, design, parts and accessories, tech support, and domestic shipping and receiving departments. Since 2007 CFMOTO USA has more than doubled the footprint at its current facility, and says it has plans to build a brand-new US headquarters in Minnesota to support future ventures and demand. The post Have You Seen the 2022 CFMOTO Motorcycle Lineup? appeared first on Motorcycle.com. Source

After months of preparation, MO’s biggest Showdown of the year is taking place right now, and you can follow it. We have secured an Aprilia Tuareg 660 and a Yamaha Ténéré 700, had them transported to the Get On! ADV Fest, flew out to Sturgis, SD, and are riding the two bikes back on an epic 1,800-mile street and off-road route planned by master of the long-haul journey, Ryan Adams. Accompanying him will be EiC Evans Brasfield for riding and photo duty (bets are currently being taken over how many times he’ll crash in the dirt) and MO Video Producer, Sean Matic. Highlights of the trip include a day each spent on the Utah and Wyoming Backcountry Discovery Routes along with some moto-camping. Before, between, and after, we have a mix of backroads and interstate. All of which is a short, vague way of teasing you about the most complete comparison between the Ténéré and the Tuareg done anywhere. Here are some tidbits about what’s happened so far: Day 1 featured temperatures rocketing to a high of 111° F throughout the bulk of the day. If that’s not enough, the winds were constant, with gusts. Day 2 included WYBDR Section 2. You’ll first have access to this post while our trio is actively riding from Centennial, WY, to a city that has a strangely familiar name. You can track their progress for the remainder of the tour by clicking the link below. MO Showdown Spot GPS Track Since we need to give Sean time to work his video magic, the finished product is still a few weeks away. However, we have included this spec sheet below for you to debate. Have fun. 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 80 hp at 9250 rpm (claimed) 72.4 hp at 9,000 rpm (claimed) Torque 51.6 lb-ft at 6500 rpm (claimed) 50 lb-ft at 6,500 rpm (claimed) 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) Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Tracking The MO Showdown Adventure Tour appeared first on Motorcycle.com. Source

Maybe I’ve been hanging out with Managing Editor Ryan Adams too much. After more than 30 years of riding almost exclusively on the street, I’ve been bitten by the off-road bug. (Having a 14 year-old daughter who asked me to teach her to ride dirt bikes played a big part, too.) However, I don’t want to just drive to the desert, do daylong dirt rides, load the bikes in the truck, and drive home. I want to travel, too. Adventure touring has tickled my fancy. I started backpacking when I was a kid, spending time on the Appalachian Trail, the Sierra Crest, and even a trip horse packing in Montana. In my 20s, I took an Outward Bound course in North Carolina and, a few years later, packed my belongings on my first motorcycle for a three-month, 11,000 mile trip across the country. Except for the occasional car-camping weekend, most of that stuff stopped during the childrearing years. And now, I find myself up late at night looking at maps of Backcountry Discovery Routes, thinking that maybe I’m not too old to pursue solitude in the mountains even though my knees, after decades of running, are dropping hints that my dreams of hiking portions of the Pacific Crest Trail after I retire may be out of reach. With me riding in the dirt, gravity frequently wins. Adventure touring gear needs to be tough. All of which brings me to the fact that a couple of weeks ago I found myself in the local Kawasaki dealership signing the paperwork to buy MO’s long-term KLX300. You see, I’ve got this crazy idea that I want to build a lightweight adventure touring bike. As an adventure touring motorcycle, the little KLX has a lot going against it: small tank, low top speed, and no creature comforts. On the other hand, it’s light, easy to pick up (I fall down a lot in the dirt), and it’s dead simple to ride in the dirt (something I need given my relative lack of experience off-roading). Also, there’s something really charming about the bike’s pluckiness. It took the abuse meted out on it as a test bike and came back for more. Showdown: 2021 Honda CRF300L Vs 2021 Kawasaki KLX300 So, it seems like a good choice for me. This Emperor Racing Heavy Duty Skidplate should protect the KLX from hazards out on the trail. I’ve already had a rock step stop me dead in my tracks when it hit the skid plate with no apparent damage. Protection The first things I bought for the KLX were to protect it from the abuse associated with trail riding. Since I’d watched Sean Alexander hole a Super Ténéré’s case on rocks a few years back while we were many miles from the nearest paved road, I knew I wanted a skid plate. Unfortunately, there aren’t many options for the 2021+ KLX300. Of the basically two options I found, I went with the $178 Emperor Racing Heavy Duty Skid Plate KLX-1655, mainly because it looked beefy as hell, had countersunk bolts, and unlike the other option, had slots to allow a smidge of airflow. Yes, I know the KLX is liquid cooled, but that was my reasoning nonetheless. Mounting the skid plate took about a half hour, and I smile to myself every time I hear a rock ricochet off of it. These Acerbis handguards have already saved my bacon multiple times and are worth every penny. After experiencing a few broken levers on both the KLX300 and the CRF125F my daughter was riding, I knew the next item installed would be a set of handguards. Of the wide variety of options available, I chose Acerbis Rally Pro Handguards ($100) because I’d read on forums that they fit fairly easily to the KLX stock bar. However, it did require that I remove the internal bar weights to accommodate the mounting hardware. My rotary tool made quick work of the spot welds, and a bolt extractor pulled the weight from its lair. After about an hour’s work, the job was finished. I tip over a lot off road. These Doubletake Mirrors will make sure that I can see behind me on the way home from the dirt. The next piece of equipment was not quite an impulse buy, but it was prompted by Ryan’s review of Doubletake Mirrors in which he described them as “a simple solution to off-road and adventure riders looking for robust mirrors that can be easily tucked out of the way when the pavement falls into the rearview.” Since I use my mirrors quite a bit to check on my daughter when we are riding, I knew I wanted mirrors that could withstand hitting the ground (repeatedly). Get the same Doubletake setup that I bought here for $138 The IMS Super Stock footpegs are significantly wider than the OEM ones and give me a much more comfortable platform to stand on while riding. Travel Worthy Kawasaki’s engineers didn’t design the KLX300 with long-distance travel in mind. In fact, what I’m attempting with this project is kind of crazy, but nevertheless, a few simple modifications go a long way towards increasing the bike’s utility over time. From this angle, the 35% increase in tank volume the IMS 2.7 Gallon Fuel Tank provides is immediately apparent. First and foremost, I needed more range out of a tank of gasoline. Even at the low speeds I’ll be traveling when riding off road, a mere two gallons of gas isn’t going to cut it with the average mpg being about 58, resulting in a calculated range of 116 miles. At the current stage of the aftermarket’s development cycle for the little KLX, there is only one option for a larger tank that I could find. The $392 IMS 2.7 Gallon Fuel Tank is pretty spendy, but I had no choice. While 0.7 gallons doesn’t sound like much of a change, it translates into 35% more capacity, which feels like a much better use of funds. Although the black version of the tank matches the bike better, I chose the natural color to allow the fuel level to be seen. The black Sharpie marks at the front edge of the seat indicate the 1- and 2-gallon levels. The biggest chore of installing the tank was getting all the gas out of the OEM one. Really. Otherwise, the only real challenge was the fact that the stock bodywork strained to get the bolt holes to line up, a feeling similar to that of trying to button my jeans before I lost 40 pounds last year. Ultimately, everything fit – if snugly – in place. Holding an extra gallon of fuel, the Armadillo Bag mounts easily when full and compresses down to almost nothing when empty. So far, I’ve gotten 189 miles out of 3.1 gallons of gas, which is well below the 3.7 gallons the combination with the larger fuel tank affords me. Easy to mount and extremely functional, the Precision Motorcycle Rack is a must have. Since I’m fairly certain that, occasionally, even the increased tank capacity won’t deliver enough range, I purchased a 1 gallon Giant Loop Armadillo Bag to temporarily transport additional fuel for longer stretches of backcountry. As a result, I also needed a place to mount it. A Precision Motorcycle Racks KLX300 Enduro Series was the hot ticket at a reasonable $94. The installation was dead simple, and the only thing I would change is swapping the plastic spacers included with the kit for some sturdier aluminum tubing (if I can find it) since the plastic distorted a little when I accidentally over torqued one bolt. This little piece of steel provides a platform for mounting a USB socket and any other accessory switches you might need. The USB-C socket both powers my accessories and gives feedback on the state of my charging system. Finally, I needed to set up a way to power my phone for the long haul. Using a Tusk Accessory Dash Panel ($30) as the base, I mounted a $14 USB-C Charger Socket. While it’s directly plugged into the battery for now, I plan to install a relay to make it switchable when I have time. I followed up with an SP Connect Mirror Mount Pro ($50) (to mount on the handlebar’s crossbar) and stole the $30 SP Connect Anti Vibration Module and $60 SP Connect Wireless Charging Module from my 790 Duke. Ultimately, I plan on replacing the phone with a dedicated GPS, but the money’s not there at the moment. Motorcycle GPS: Why Your Phone Isn’t Good Enough This SP Connect mount allows me to power my iPhone for navigation until I get a dedicated GPS unit. Luggage The ideal luggage system for my project would be easy to install and remove – after all, I’ll want to strip down the bike for dirt riding with my daughter. The luggage also needs to be modular, allowing for different sized bags on different length trips. Of the brands I looked at, Wolfman Motorcycle Luggage appealed to me the most. Although I liked the previous generation of Wolfman Luggage (see my review of the Blackhawk Tank Bag), I’m impressed with the step up in quality with the 2020 revamp of the entire model line that incorporated radio frequency welding in all of the seams, making every bag 100% waterproof without the need for liners or covers. For those looking to convert their dual sport into an adventure bike, Wolfman offers a wide variety of bags. The E-Base and the Rollies fit well with my desire for minimalist travel. The Wolfman E-Base ($160) mounts to the bike via four webbing straps and provides multiple mounting points for just about everything I could imagine carrying. To that, a pair of 6-liter Small Rollie Bags ($80 ea.) were mounted. These easily held my tent (over the exhaust) and my sleeping bag and pad (on the left side) along with a few small items to fill up the space. In the center between the bags and covering the rack, a 12-liter Medium Rollie Bag ($95) held pretty much everything else (clothes, first aid kit, tools, stove, etc.). Wolfman also offers 20-liter Rollies for more carrying capacity. Rounding out my Wolfman gear is a Water Bottle Holster ($45) with an added 48 oz. Nalgene bottle mounted on top of the Medium Rollie. Holding only 6 liters, this Small Rollie Bag still manages to carry my lightweight sleeping bag and most of my clothing. Wolfman’s matching stuff sacks make loading and unloading gear from the bike much easier. I’m not going to go into too much detail here because I’m planning on a full review of this versatile luggage system in a couple of weeks, but I want to leave two important bits of information. First, I’ll reiterate, all Wolfman bags are 100% waterproof. This new material is extremely tough, withstanding several crashes my first weekend out and even protecting my KLX’s bodywork as I dragged it off of rocks to move it to a better location for picking up. Second, Wolfman Motorcycle Luggage is an enthusiast-run company that designs all of its gear in its Colorado headquarters. The level of versatility along with the quality of the construction shows that the gear is created by – and for – enthusiasts. Ready for travel. I’m considering grafting a windshield onto the KLX to make long-distance travel a little more comfortable. (Ignore the cluster of wires hanging from the handlebar, the plate arrived the night before I left on my test ride, and I chose expedience over looks.) A Test Run A couple weekends ago, I took the Lightweight ADV Project out for a 500-mile two-day shakedown run to Kennedy Meadows for some camping and off-road fun, and though not without some teething pains, it was an unqualified success. To simulate adventure travel, most of my dirt riding was done with the bike fully loaded with gear. Much fun was had and several lessons were learned. As a result, I have both trimmed and added to what I will carry with me on upcoming adventures. Additionally, I learned that in the future, I should try to cover long distances on as many two-lane highways as possible. While the little KLX can maintain 70-75mph on the freeway as long as there isn’t a significant headwind, having obese SUVs constantly blowing past at over 85mph gets to be a drag after a while. I think I’d rather go a little slower, ride a little further, and take the route with less traffic so that I don’t have to constantly watch my mirrors. On my Kennedy Meadows trial run. I have since replaced the bulky air mattress (hanging off the back under the Armadillo Bag and my Helinox chair). What’s next for my Kawasaki KLX300 ADV? I’m not sure, but I know it will be fun. Ryan and I are tossing around some ideas for places to go for a proper adventure tour. You can be sure that we’ll write about it – maybe even shoot a video – when we firm up the plans. 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 Touring: Building A Lightweight Adventure Bike appeared first on Motorcycle.com. Source

We were sailing along on Moonlight Bay, twenty years ago, betwixt the Twin Towers collapse, the Axis of Evil calling-out, and the going-after of Saddam Hussein. Before all that, you could traipse around the world on airplanes without the shoe removal and body cavity search. After, well, it’s a different world. In those days, my children, you could get a great new BMW R1150 RS naked bike for under $10k and not be too concerned about the polar ice caps. Now, you can still get an R1250R “roadster,” but it’s more like $15k, and your conscience wonders if you should go for the new CE O4 electric scooter instead? Think Outside the Boxer By John Burns Aug. 20, 2002 Photos by MO Staff Torrance, California, March 14, 2002 -“A foolish consistency,” said Ralph W. Emerson, “is the hobgoblin of little minds.” One example that springs to mind is the overlookage of this particular motorcycle by the mainstream moto-press. When it came time to do the “Naked Bike” story at Motorcyclist last year, the new 1150R got left out because, er, I don’t know why, really, but it was in good company as those guys didn’t want to include the Triumph Speed Triple either. (Yours truly lobbied that both bikes should be in the mix, which is probably, come to think of it, precisely why they were left out.) In any case, I’d been wanting to ride this 1150R ever since the big makeover for ’01, and only in the last couple of weeks finally got the chance to do so. It was worth the wait.Count on a “Hooligan Bike Shootout” from that same publication (God am I sorry I ever applied that word to a motorcycle…), and the BMW will probably be left out of it, too, as it’s hard for many people to wrap their mind around the concept of a BMW having anything to do with “Hooliganism.” Well, all I can say is that the guys who used to flog their old boxer BMW’s up and down Mt. Palomar when I was a lad, were–I hope still are–the dictionary definition of hooligan. Them were the days… Then there’s the big “Performance Cruiser” category that’s lately in vogue–your Yamaha Warriors, Harley-Davidson V-Rods, etc.–and if I ran the ship (whoa, I finally do run this one!), this BMW would’ve been a contestant in that category too–and it would’ve won it if I’d been doing the judging. That’s right. Why not? It’s a big air-cooled, pushrod twin, isn’t it? Yes it is, and with its own funky look. Should it be disqualified because its funky look isn’t exactly the same as the funky look shared by the others? Should it be left out because it’s also, unlike any of them, a highly functional motorcycle you could circle the globe upon? That’s the part they left out at the big magazines: performance cruisers are fine to take to lunch or down to the beach, but they sit in the garage when it’s time for the long commute or the weekend ride to Grandma’s. The reason why is perfectly simple: the footpegs on those bikes are in a stupid place. StoooPid. Ever wonder why, when gazing upon a statue of Alexander the Great astride his warhorse, or General Lee upon Traveller, why saddlemakers never thought to get a couple two-by-fours and stick the stirrups out around the horse’s chin? Because it would be stupid, that’s why. But that’s exactly the seating position enforced by all the performance cruisers. When you ride a horse, you use your legs to absorb shocks and to control the animal; the same applies to motorcycles. No point in arguing with me on this one. One of the saddest phenomena of modern times is that millions of asses are suffering needlessly because Dennis Hopper and Peter Fonda were morons 30 years ago. Stupid. (Rearsets are in the works for our V-Rod, which, apart from the stupid footpegs, I love dearly.) Where was I? Right, BMW’s R1150 GS has won tons of deserved praise, but the R generally gets bupkus. The GS has that rugged adventurous look, but as one who has personally suffered greatly as a result of falling for the GS’s Marlboro Man appearance, I can tell you it is way too big and heavy to take off-road unless you’re being followed by a large chase vehicle with winch and orthopedist. Don’t be fooled, the GS is a street motorcycle, and on the graded dirt roads it can tackle, I have no doubt the R will perform every bit as well. (Heck, I snapped a frame mount off one of the first GS’s years ago when I hit a not-so-big bump not so hard. Rider abuse, BMW said, and vowed to strengthen that mount. Then, Hackfu broke one in the same spot last year.) In any case, I’ve learned the hard way that I’m a pavement guy. On asphalt, the GS is an amazingly agile beast–but the R is even better. It weighs a bit less, and sits lower on its most excellent suspension (which is also nice if you’re on the short side like me; it’s much easier to swing your stubby little leg over the R). And if we’re still talking about performance cruisers, none of those things will see the BMW after about turn two on Racer Road; as a matter of fact the R will give all-out sport bikes fits under a capable pilot. As with the Speed Triple, Honda 919, et al, the magic ingredient is the “handlebar.” The wide tubular thing on the BMW gives you the dirt-bike leverage you need to shove the R into corners (actually, steering is light and quick), and nice, naturally positioned footpegs back up the feeling that nothing you can’t handle is going to happen. Is it just me, or do bikes with heavy, longitudinal crankshafts possess some sort of gyroscopic force that also reinforces that omnipotent feeling? (ST1100 Hondas feel that way, too.) Through corners, centerstand and foot pegs dragging, the R always wants you to get back on the throttle. Don’t worry. (We could’ve jacked up the rear with the hand-crank preload adjuster, but didn’t want to stop.) In faster sweepers, the R is precise, stable, and on time like a Mussolini train. Attached to the other end of the throttle cable is the same 1130cc flat twin used in the GS, producing a claimed 85 horsies. (Soon as we get our dyno up again, we’ll post the chart.) Torque is claimed to be 71 foot-pounds, with 66 of them available between 3000 and 6500 rpm, all of it controlled by the latest Motronic 2.4 engine management system. At no time do you feel like you’re motoring that hard, but you can’t help noticing Mini’s working the 118-horse, considerably lighter Speed Triple pretty hard–and not exactly drawing away quickly. The Achilles heel used to be the crunchy, five-speed gearbox. Now with the 6-speed close-ratio Getrag, the R shifts like a real-live sportbike, ye do nae need the clutch if you’re in a hurry. (And when aren’t you on a motorcycle?) One of the few criticisms you could lodge against this bike is that the boxer twin has none of the aural flair of say, an Italian twin, or a Triumph triple; its exhaust note is more the flat drone of an aircraft engine, and it doesn’t even change much when the power really comes on at about 5000 rpm. Adjust your attitude, though, and you can learn to love these motors. They remind me of Steffie Graff; big nose, not exactly the classic beauty queen–love her all the more because of her inner strength, y’ know? “How you like the suspension?” Mini asks when we stop. “Hard to say, that road’s so smooth,” I say. “Like hell,” he says, “the Triumph was skittering all over the place…” It’s true. Commuting up and down the superslab, the R is a stately pleasure dome with a luxurious, some would say Cleopatraesque ride. Get rough with it in the twistiness, though, and Paralever and Telelever conspire to give excellent control. (Rebound’s adjustable at each end, too, if that makes you feel better.) About them brakes. Our test bike has the new, optional Integral ABS–which is like power-assisted ABS, sort of–but you have to really give a squeeze to feel the assist, at which point you stop really, really hard. In everyday use, the system works well, and in an emergency sitch, ABS will save your bacon and we highly recommend it, wish more bikes had it. For backroad banzai attacks, however, the Integral system saps too much feel, and the slight delay getting to full boost makes for some hair-raising moments. So, if you ride where it rains a lot, or if you’re more casual tourist than backroad maniac, maybe go on and spring for the ABS. If you’re like us, save the money and the 9.6 pounds, and enjoy the standard EVO brakes–this year with bigger, 12.6-inch rotors and recalibrated hydraulics for reduced lever effort, BMW says. Back to the superslab. Yes, the ride is sweet and so’s the seat, and if you’re tall you can order a saddle that ensconces you 31.5 inches from the ground instead of the standard 30.3 inches (feels lower). A thicker-padded passenger seat is on the option sheet, too, for those whose passengers don’t carry plenty of their own. The old RS mounted its handlebars in rubber, to reduce vibration, but the R’s bar mounts up solid. It is vibey around 4000 rpm and 80 mph in top gear, but it’s more a “Hey-I’m-riding-a-motorcycle!” vibe than an annoying one that puts your hands to sleep. Never put mine to sleep, at least, but the mirrors are sometimes too blurry to tell if that car has a light bar or not. It smooths out nicely at 90, though, and then you’ll know for sure about the lightbar thing. Instruments are nicely legible and we like the analog clock Instruments are nicely legible and we like the analog clock, which belongs in an expensive car (BMW makes them, too). Whip off the tall windscreen pictured (takes five minutes),and the instrument cluster clears enough wind by itself to make 100mph cruising problem-free. BMW sells a shorter screen, too; this tall one’s blustery for 5’7″ persons. Any of those “power cruisers” or “nekkid bikes” or “hooligans” offer heated grips? First time I heard of them, I figured they were strictly for the Iron Butt Rally/Chicago ride-year-round crowd, but you grow to love toasty grips even in sunny Southern California. After dark, when it’s too warm for an electric vest but too cold to ride nude, those warm grips are just like standing with your hands in front of a nice campfire–a psychological lift as well as a physically comforting one. Have I yet given off the impression that we really, really like this BMW? Because I’m trying to. As they say on the late-night infomercials, HOW MUCH WOULD YOU EXPECT TO PAY? Without the Integral ABS, the R goes for an amazingly reasonable $9,999–and the hard bags, which allow you to travel in grand style, are $698.51 the pair. Pop the R up on the (standard) centerstand, and you can do your own valve adjustments in the Motel 6 parking lot. All your Beemers come with three-year, 36,000-mile warranties, natch. Throw off your preconceived notions about BMWs, would you? This bike is Unclassifiable.”Power cruise,” ride “naked,” be a “hooligan,” embarrass “sportbikes,” go “sport-touring”; this motorcycle does it all, and while it’s doing whatever it is, it’s aesthetically as well as functionally a beautifully lashed-together piece of tackle. Yo, is $9,999 a misprint or what? Has the mark collapsed? Bargain with a capital “B.” Sweet. Two thumbs up. And don’t forget about… twin oil coolers hide behind those scoops on the tankthree-way catalytic converter impresses women you encounter along the way who live in treeslighter five-spoke wheels are same ones used on the R1100SIntegral ABS is a $2,200 option; heck, we’d pay that much to have them leave if OFF our bike, personally…Second Opinions: MinimeJohn’s usually got some half-baked idea or another stuttering around in his head, but when he brought up a road test of the bare-bones R11, I was convinced he’d left more than just spare helmets, boots, “intellectual property” and a giant headache at his old office. Mounted on the R bike with him twisting the Speed Triple’s throttle behind me up a favorite canyon of ours, I kept wondering if he hadn’t left some riding skills up at Motorcyclist, too. The BMW felt so solid, so easy to ride fast, so comfortable, I couldn’t be going that fast. Or could I? John says I was, and when we swapped bikes, there he was on the BMW too, giving the Speed Triple fits.Now, I love the Speed Triple, but for a bit less cash you mean to tell me I can go nearly as fast and have enough comfort to travel the world? Maybe John actually knows what he’s doing. BMW sure does. HackfuI didn’t get a lot of seat time on our tester. I did ride it during the press intro in Texas last year, though. My initial impressions of the bike remain. However, now that I got a chance to ride it around freeways and local streets that I’m familiar with, it just brings out how nice the suspension on this bike is.The Integral ABS is neat, but I think it doesn’t belong on a bike like this. No matter as they offer the bike without (thank goodness). It doesn’t hurt that this is one of the few bikes that are actually worth its price. I like it. The post Church of MO: 2002 BMW R1150R Ride Report appeared first on Motorcycle.com. Source

Lightning Motorcycles has filed designs for an electric adventure bike. The designs, filed with China’s intellectual property office, reveal a motorcycle with the typical ADV accoutrements, and an electric motor and swingarm design that look similar to those of Lightning’s Strike sportbike. The design was filed Feb. 11, 2022, with the China National Intellectual Property Administration by Lightning, with its founder and Chief Executive Officer Richard Hatfield listed as the sole designer. Lightning has a factory in China, so it’s not entirely surprising the American company would register the design in that country’s IP office. The filing included text (translated from Chinese) saying the design as being for an “off-road motorcycle”, along with “Dakar” written in English. Whether that’s what Lightning intends to call it, or if it was just a descriptor, is unclear. It’s highly unlikely the motorcycle is a full-on Dakar Rally racer (even before accounting for its potential range), but in the past, Lightning hasn’t shied away from headline-grabbing efforts like racing at Pikes Peak or attempting to set land speed records at the Bonneville Salt Flats.  The design shows a motorcycle with the usual ADV design elements such as a beak-style fender, tall windscreen, wire-spoke wheels, and off-road tires. The image juxtaposition above has the Strike and the new design approximately lined up on the motor. While we don’t know any exact dimensions, it’s clear the adventure bike has much more ground clearance. The swingarms appear to be nearly identical, but the adventure bike has the pivot point lined up with the center of the motor whereas the Strike has it offset to a lower position. The seat is higher on the design, which is what you’d expect on an ADV. Unlike the Strike’s rearsets, the adventure bike has beefy-looking footpegs positioned below the motor, almost exactly lined up with the front of the seat. Longer fork tubes and tall risers put the handlebars much higher than on the Strike, while the “fuel tank” hump is also much higher. We can speculate whether this is to allow room for a larger battery. From the overhead view, the adventure bike design appears to be quite narrow from the seat to the tail. The absence of a clutch lever or shifter confirm the adventure bike is direct drive like most electric motorcycles. We can’t tell definitively due to the quality of the drawings, but for its intended use as an off-road motorcycle, we assume it is chain-driven like the Lightning LS-218 and not belt-driven like the Strike. Other features we spot from the drawings include twin front brakes, two slender headlights, a large bash plate running the length of the battery and motor, and a digital display. As this was a design filing, it focuses only on the bike’s appearance with no details about its performance, weight, or range. There’s also no indication about when Lightning may formally announce the adventure bike. It’s been a while since Lightning revealed the Strike in 2019, so it will be interesting to learn how its technology has developed since then. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Lightning Motorcycles Files Designs for an Electric Adventure Bike appeared first on Motorcycle.com. Source

This isn’t quite Part 2 of the Earl Roloff saga, which we haven’t quite got around to yet. But it is an important digression – the story of the Kawasaki Ninja 1000 that won the first Formula USA championship in 1986, and still glowers at intruders from its glass enclosure at the Willow Springs International Raceway office. As told by Earl, Jr., himself. – John Burns MO History: Early Roloff, Jr. Part 1 I promised a more in-depth story regarding Terminator and the 1986 F-USA Series, so here it is: In 1986, we were focused on trying to win the first ever Formula USA Series at Willow Springs. Bill Huth, owner of the track, was the inventor of this interesting “no rules” format. Pretty much run anything you want, as long as it had two wheels. The purse money was good and if you were fortunate enough to win the Series, there was a new Toyota truck, a solid gold belt buckle, and more cash waiting at the end. Late in 1985, my dad was trying to figure out what would be the best “weapon of choice” for the series. His decision (not mine) was the 1986 Ninja ZX1000R. His reasoning: It had about 106 rear wheel horsepower which at that time was pretty good. Agreed, but I mentioned the fact that the dry weight was about 525 pounds, and I thought the ground clearance might be an issue. He countered with, we’ll get weight off of it and put 18-inch wheels on it, should be fine. I kinda shook my head because I realized at that point, he’d made up his mind, and just said OK let’s do it. Here’s hoping future historians will find this post in order to understand what this is and how it came to be here. We stripped everything we could of off it, put the 18-inch wheels on it and took it to Willow for its maiden run in October of 1985, at an ARRA club race event. When we unloaded it, people were looking at it and asking what are you going to do with that thing? We informed them, we would be running it in the F-USA Series. Lots of interesting responses, from competitors shaking their heads, you’re kidding me right, wow, good luck, and even some laughing etc… Who could blame them? No one in their right mind would really use this for a roadrace bike except of course, my dad, and he didn’t have to ride it. Clearly, it was a one-of-a-kind race bike. We had a local guy in San Diego weld reverse-cone megaphones to the headers for a starting point on the exhaust. The shock was still stock, as were the motor, brakes, carbs etc.. (at that time there were no exhaust systems or shocks available due to the high demand, lol!). When we started it up, it sounded like a NASCAR. Spectators were plugging their ears, it was LOUD. Surprisingly, when I took it out for the first practice, it worked pretty good. Later that day, I won the Formula 1 class running mid minute-32’s which wasn’t bad. Most of my competitors were still shaking their heads and laughing in disbelief, but hey, it was a good start. We worked on it during the off season and by the time the opener arrive in February we had really upgraded it. The exhaust system was now a D&D four-into-one. Jim Lindemann at Fox Shocks had fabricated a one-off rear shock which worked great. We tore down the motor and my younger brother Craig did some head work, bumped the compression… Everything else was OEM, cams, pistons, rods etc. – with the exception of some 35mm Keihin flatslide carburetors. Viola, the Terminator had arrived! The bike worked very well and had good power. Handling, while a bit slow was super stable, but ground clearance was still a bit of an issue even with the 18-in inch wheels. I’d have to have my foot on the top of the already folded peg around turn two, which was interesting to say the least. While we never had it on a scale, I’d guess the dry weight was in the 450 to 460-lbs range, which later would become the biggest issue with this bike. During the ten-race series, it blistered the rear tire in three of the races. Jim Allen at Dunlop even flew in a special tire for the September race; it didn’t blister, but it didn’t have any grip either. In another round, the oil level window plug blew out for some unknown reason and oiled down the rear tire, which led to some wild moments. The season was a real rollercoaster ride for us. We won the opener, were always up front, but the aforementioned problems allowed Jim Vreeke [Ken’s big brother], always fast, smooth, and consistent on his well prepared FZ750, to get a bit of a points lead going into round nine. Basically, we had to beat him just to push the series into round ten to keep our championship hopes alive. Doug Toland [our old Cycle World pal] had been fast all year, but had some bad luck as well, with a couple of DNFs and one race where Doug Polen knocked him off the track in turn 3, with Polen going down and Toland saving it but losing a chance to win that race, which I won. I had a bird’s eye view as I was right there in third when it happened, a definite miscue by the future World Champ Polen there. (This 21-minute video is the ninth race of that 10-race 1986 series, and will definitely make you appreciate how far videography has come in 36 years.) Jimmy V, the famous North Carolina basketball coach who died of cancer had a saying: “Don’t give up, Don’t ever give up.” If you watch this video, you’ll see why truer words have never been spoken. After a crazy, exciting and fiercely competitive season, we were backed into a corner and a must win situation to stay alive. Lucky for us, our main competitor crashed out… Let us never speak of this again to any of the Vreekes. The final round of the 1986 FUSA race at Willow Springs was an interesting race. I’d wrapped up the title in round 9, but obviously would be running in the finale. Upon arriving at the track people were talking about Doug Polen using alcohol. Sounded strange to me, that a guy with his incredible talents would need a shot of courage to race competitively at any event. He’d already done an amazing job zipping back and forth across the US winning Suzuki Cup Races, Interceptor and Hurricane events. That commitment would ultimately lead him to a well-deserved Yoshimura Superbike ride, and later two World Championships with Ducati. Turns out the alcohol was not being consumed by Doug, but rather used in his 15+:1-compressioned GSX-R1100, which in F-USA was perfectly legal. The race was fun, Chris Steward put in his best ride of the season ultimately finishing second. I rode as hard as I could for about half the race, made a couple of charges, but realized that on this day third was the best I could hope for. Doug and Chris’s new GSX-Rs were more than Terminator could deal with. Besides, I had a new Toyota pickup in the pits that I wanted to be able to drive home at the end of the day. Doug, well, he was solid early, took control of the race and that alkie-burning GSX-R was fast and as usual, its rider was too. He pulled away the last few laps for a well-deserved win, his first in the series, a great end to a very exciting season. How the Terminator became enshrined… The 1987 F-USA was a six-round series, which I would be defending on Terminator. Unfortunately for us, Yoshimura built this Big Papa creation that was pretty incredible, and had Scott Gray ride it. Frankly, everybody was racing for second. At the opener, Scott won and I managed to get second, James Domay third. Round 2 was interesting: As we were on the grid for the start, I realized Gray was not there, something had happened to the Yosh bike. I took advantage of that and won Round 2, which gave me a reasonable lead. Basically, the rest of the series Scott would win and I’d get second, with the exception of one round where I was third, and he won the ’87 Series. Scott Gray was the OG wild man on the first Big Papa 1340cc Yoshimura Suzuki. Photo courtesy Larry Lawrence Riderfiles.com I was just hoping he’d make a mistake or have another mechanical, giving me a shot at the title. We had worked a deal with Bill Huth and Coors for a Yamaha FZR1000, but didn’t run it until the second half of the ’87 series. I never came to grips with it and wasn’t really any faster than Terminator. The Yamaha was gone at the end of the series, so we started ’88 with Terminator again. By then, it wasn’t really competitive and our two shops in San Diego were not doing well. I rode the first, I believe, three races in ’88 and was actually second in points. But without competitive equipment, a wife and two kids, it was time to walk away and I did. No regrets: I was in one piece, it was was a great run. We won about 200 production races from 1982 thru 1987. In 1991, Earl came back out to Willow for a lap of honor on Terminator, the first and last champ before F-USA became kind of a big national deal. Larry Lawrence photo. When we were done, Bill Huth was interested in buying Terminator because it was the winner of the inaugural series, so we sold it to him. In addition to the Toyota truck and gold belt buckle I got for that first championship, another little-known fact was they had a drawing for a – get ready for it – 1986 Ninja 1000 which Kawasaki had donated as a prize. The top 15 in the series were given a key, whichever one turned it on owned the bike. In an ironic turn of fate, Mr. Suzuki, Doug Polen, had the right key and won the bike. Frankly, we were a little disappointed that Kawasaki didn’t just give us the bike, having won the series on Terminator and all. But such is life… Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post MO History: The Terminator appeared first on Motorcycle.com. Source

Many undies were twisted, bunched, and/or soiled after last week’s exciting Review First Ride of the new CFMOTO 700CL-X and 700CL-X Sport, which gave us a chance to discuss not just new motorcycles but also international relations. Always a crowd favorite on MO. That’s because these are completely built in China, a country which is either our mortal enemy or best trading partner depending on who you ask. Here on MO, we provide. You decide. This time we’re going to have a look at the other five bikes CFMOTO’s importing via its Plymouth, Minnesota, US HQ – in addition to all the highly regarded ATVs, UTVs, and side-by-sides they’ve been dealing for decades. 2022 CFMOTO 700CL-X / 700CL-X Sport Review – First Ride Like we pointed out last time, though these motorcycles are new to the US, they’ve been for sale for a while in other parts of the world, and each one comes with a two-year warranty. 2022 CFMOTO Papio, 300NK, 300SS, 650NK, ADVentura 650 After building bits and pieces for other OEMs for years, CFMOTO decides if you want it done right, do it yourself. + Highs Japanese quality vibes The price is right, Bob Great for starting political arguments – Sighs Why can’t we all get along? The newer models – 700CL-X and Sport – make the 650s a bit obsolete My dad refused to drive Japanese cars until his first Camry Start small Smallest, Papio, next to biggest, 700CL-X. Cute, no? PAPIO If you’ve seen a Honda Grom or Kawasaki Z125, then you know what this one’s all about. Powered by an air-cooled 126cc fuel-injected Single rated at 9.3 horsepower and routed through a 6-speed gearbox (the Z’s only got 4 and the Grom 5), the Papio’s really just like them for 10% off. The Papio retails for $2,999, the Z125 for $3,395, and the Grom for $3,495. Ten percent isn’t much at this price level, but when you start shopping for something like CFMOTO’s top-line side-by-side, the $14,999 ZForce 950 H.O. EX, it adds up. Are you sure this is safe? To be honest, I’ve never spent that much time on the Grom or the Z125, since I don’t know why you wouldn’t rather have a way-more useful scooter? Neither the Z nor the Grom is known for its ride quality, power, comfort, handling, or any of that. Well then, neither is the Papio, so it slots right in. These little bikes are more for riding around and annoying adults, I think, and a couple influencers at the press launch were doing some impressive stunting around on the Papios, which seemed to be enjoying it as much as they were. I only rode one around CFMOTO’s St. Cloud test track a lap or two, where everything worked perfectly acceptably okay, and where we hit an indicated top speed of 66 mph. Good bike for a prison break. Easy to conceal. It actually does have lots of stuff for the price: disc brakes front and rear, 4.3 inches of front wheel travel and a preload-adjustable rear shock. Rear footpegs are standard equipment so you can bring an annoying little friend. Also, LED headlight, taillight and signal lights, LCD screen with gear indicator, and 1.9-gallon fuel tank. Ironically, CF first tried to import scooters in the early 2000s; nobody wanted one then. Now, I think the Grom is still Honda’s biggest seller. 300NK Post-Papio, I worked my way up to the 300NK, NK for naked bike, as in no bodywork. If you’re looking at something like, oh I dunno, a $4,949 Honda CBR300R ABS, CFMOTO would encourage you to have a look at the $3,999 NK. This one gets a 292cc liquid-cooled double-overhead cam Single-cylinder engine rated at 29 hp and 18.7 pound-feet of torque at 7,250 rpm. Bosch provides the electronic fuel injection, and an internal counterbalancer is designed to quell vibration, which it does pretty nicely even zinging all the way up toward 9000 rpm as indicated on the unexpectedly nice 5-inch TFT display. Power delivery is perfectly okay and even good – nice and smooth. One disc brake per wheel seems like plenty, and ABS is standard equipment. On our mostly smooth test track, the bike’s inverted fork and cantilevered monoshock out back did fine work corralling those 29 horses and 333 pounds of motorcycle (including 3.3 gallons of fuel) and at least 190 lbs of me. I rode it about three laps around the 1.2-mile test track, and uncovered zero problems, not even any annoyances. Seems like a perfectly good little thumper. Other things you might not expect include all-LED lighting, daytime running lights and looks that don’t frighten people away. The overall fit and finish of the thing, especially at this price level, is really good. 300SS This thing actually looks awesome in the flesh, which probably explains why it’s CF’s biggest seller. That and that the swoopy bodywork only drives the price up $300 over the naked version, to $4,299. The graceful plastic on this one gives it the appearance of a mini Yamaha R1, but you can see the same steel trellis used by the NK poking out below the hem. You’ll also find the same 292cc DOHC single-cylinder Evolution engine under there. Again with the Bosch electronic fuel injection, four-valve head, and slipper clutch. Also, the inverted fork and preload-adjustable single shock out back. Plus standard ABS, LED lighting, and 5-inch TFT display. Instead of a handlebar, the SS gets a pair of clip-on handlebars that pull you down a bit more behind its baby windscreen – but not so much to make it painful as an everyday bike. In fact, the SS is just as happy a puppy as its 300NK littermate, frolicking happily up to just about an indicated 80 mph at the end of the track’s ⅓-mile straight. Given room, it’ll probably do 100. There’s a slight resemblance to KTM’s RC390, which must have already blown the SS’ doors off, as it has none. But the KTM will set you back $5,799. Aesthetically, you wouldn’t be totally out of line for preferring the CFMOTO, whose plastics and other finishes and attention to detail are, dare I say, no worse than the Austrian machine. The only downside, according to the spec chart, is that the SS gained about 30 pounds over the naked version. Then again, 364 lbs wet (CF’s claim) is still pretty light, and a seat height of 30.7 inches makes the SS easy to live with too. If the SS pushes your buttons, I wouldn’t talk you out of it. 650NK Now we’re shopping in the adult section. Any resemblance between this motorcycle and a Kawasaki Z650 is purely coincidental, as far as you know, right down to the 649cc liquid-cooled DOHC parallel Twin that even has the same bore and stroke numbers: 83 x 60mm. That goes double for the steel frame and swingarm; then again, the side-mounted cantilever rear shock says Versys 650… Let’s just settle for “Kawasaki inspired.” Kawasaki wants $7,549 for a new Z650; CFMOTO will put you on an NK for $6,499. Around the ragged racetrack, the NK also feels like a Z650, rolling controllably along on its KYB suspension and full-size Pirelli Angel GT tires. Triple disc brakes with ABS are more than enough to deal with the bike’s claimed 60 hp and 40 lb-ft of torque. Controls work predictably and with first-world control and efficiency; ergonomics are nearly upright correct – and I could highly recommend the 650NK if I hadn’t been riding CFMOTO’s 700NC-X and NC700-X Sport most of the day. Compared to the 649cc engine, the only slightly bigger 693cc version in the 700 bikes (via 4mm longer stroke) feels much spunkier, particularly in the midrange that you ride in all the time. CF says the 700 makes 74 hp to the 650’s 60 and 50 lb-ft torque to the 650’s 45. Honestly, it feels like more. In its favor, the NK’s got a 4.5-gallon fuel tank! But beyond that, I dunno why you’d want the NK, for the same $6,499 as the 700NC-X, which has more power, less weight, groovy styling, and electronic cruise control. 650 ADVentura Strangely enough, the bike I most enjoyed flogging round CF’s little 1.2-mile test track was the adventure bike, nearly the least sporty looking of the bunch. The ADVentura 650 gets a beefier, inverted fork that’s adjustable for rebound damping; so is the rear shock, which hangs there on the side for easy preload adjustability (not that anybody adjusted it). Bolt upright ergonomics and the windshield boring a hole in the air may be responsible, but for some reason I bonded with this one. Nice seat, nice wide handlebar… probably it was the Pirelli Angel GT tires that made the difference; they seemed to largely ignore the tar strips and damp spots. For only an extra 300 bucks over the naked NK650, the ADVentura throws on a couple of key adventurous accessories – a big adjustable windshield and detachable hard panniers. Its gas tank is a bit bigger, at 4.75 gallons, and CFMOTO claims a wet weight of 481 lbs. Hmmmm, look at that. Kawasaki says its uncannily similar Versys 650 weighs 483 lbs., but it holds 5.5 gallons of precious petroleum distillate. The number CF would prefer you focus on would be the price: The poor Versys has crept up to $8,899 (no saddlebags), while the ADVentura is $6,799. What more do you need? All these bikes except the 700CL-X support the CFMOTO Ride App, which does all those connected things. Speaking of the 700s, though, they both have CFM’s latest fueling system, which means they also have electronic cruise control. I, for one, would miss that feature – even on a sub-$7,000 motorcycle. Then again, before I became decrepit I rode a bazillion miles with no CC; young, enthusiastic people trying to stretch a buck still could I suppose. Or they could wait til August 1, when I’ll be allowed to spill the beans about a new CFMOTO bike I destroyed my personal best lap record on, that they’ll be importing to the US for 2023 if all goes according to Plan. In Gear Helmet: Shoei Neotec 2 Jacket: Spidi 4Season Evo H2Out Jeans: RokkerTech Tapered Slim Gloves: Spidi Clubber Boots: Sidi Adventure 2 Mid 2022 CFMOTO Motorcycles Specifications Papio 300NK 300SS 650NK 650 Adventura MSRP $2,999 $3,999 $4,299 $6,499 $6,799 Engine Type Single cylinder, 4-stroke, air cooled, verticle Single-cylinder, 4-stroke, liquid-cooled, vertical Single-cylinder, liquid-cooled, DOHC, 4 valves 2-cylinder inline, 4-stroke, liquid-cooled, DOHC 2-cylinder inline, 4-stroke, liquid-cooled, DOHC Displacement 126 cc 292 cc 292 cc 649 cc 649 cc Bore x Stroke 57 × 49.4 mm 78 × 61.2 mm 78 × 61.2 mm 83 × 60 mm 83 × 60 mm Power 9.3 hp @ 8,500 rpm (claimed) 29 hp @ 8,750 rpm (claimed) 29 hp @ 8,750 rpm (claimed) 45.0 kW / 60 hp @ 8,750 rpm 45.0 kW / 60 hp @ 8,750 rpm Torque 6.1 ft-lb @ 6,500 rpm (claimed) 18.7 ft-lb. @ 7,250 rpm (claimed) 18.7 ft-lb @ 7,250 rpm (claimed) 57 Nm / 41.3 ft-lb @ 7,000 rpm 56 N-m / 41.3 ft-lb @ 7,000 rpm Transmission 6-speed 6-speed, CF-SC slipper clutch 6-speed, CF-SC slipper clutch 6-speed, CF-SC slipper clutch 6-speed, CF-SC slipper clutch Fuel System EFI Bosch® EFI Bosch® EFI Bosch® EFI Bosch® EFI Front Suspension Telescopic Telescopic USD, hydraulic damping Telescopic USD, hydraulic damping KYB telescopic, rebound adjustable Telescopic USD, rebound adjustable Rear Suspension Central monoshock Mono suspension, center alligned Mono suspension, center aligned KYB offset cantilever, rebound and preload adjustable Offset cantilever, rebound and preload adjustable Front Brake J.Juan 300 mm dual disc, 2-piston caliper 300 mm single disc, radially mounted 4-piston caliper 300 mm single disc, radially mounted 4-piston caliper J.Juan 300 mm dual disc, 2-piston caliper J.Juan 300 mm dual disc, 2-piston caliper Rear Brake 190 mm single disc, single-piston floating caliper 245 mm single disc, single-piston floating caliper 245 mm single disc, single-piston floating caliper J.Juan 240 mm dual disc, single-piston caliper J.Juan 240 mm dual disc, single-piston caliper Rims Alloy Aluminum alloy Aluminum alloy Aluminum alloy Aluminum alloy Front Tire 120/70-12 110/70 R17 110/70 R17 120/70 R17 120/70 R17 Rear Tire 130/70-12 140/60 R17 140/60 R17 160/60 R17 160/60 R17 ABS N/A Continental ABS, dual-channel Continental ABS, dual-channel Continental ABS, dual-channel Continental ABS, dual-channel Additional Features LED headlights, taillights, and signal lights; LCD display LED headlights, taillights, and signal lights; 5″ TFT Display LED headlights, taillights, and signal lights; 5″ TFT Display LED headlights, taillights, and signal lights; 5″ TFT Display “LED headlights, taillights, and signal lights; 5″” TFT Display, hard-sided panniers” Length 67.8 inches 78.3 inches 79.1 inches 83.2 inches 85.8 inches Width 29.5 inches 30.7 inches 29.5 inches 29.5 inches 32.9 inches Height 39.2 inches 42.1 inches 42.5 inches 43.3 inches 52.4 inches Wheelbase 47.8 inches 53.5 inches 53.5 inches 55.7 inches 53.1 inches Seat Height 30.5 inches 31.3 inches 30.7 inches 30.7 inches 32.3 inches Fuel Capacity 1.9 gallons 3.3 gallons 3.1 gallons 4.5 gallons 4.75 gallons Curb Weight 251 pounds (claimed) 333 pounds (claimed) 363.8 pounds (claimed) 454 pounds (claimed) 480 pounds (claimed) Model Colors Yellow, Grey/Red Dragon Athens Blue, Nebula Black Nebula Black, Nebula White Nebula White, Athens Blue Athens Blue/Matte Titanium Gray, Nebula White/Matte Titanium Gray 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 CFMOTO’s other motos: Papio, 300NK, 300SS, 650NK and ADVentura 650 appeared first on Motorcycle.com. Source

[Friend-of-MO, Neale Bayly sends us this dispatch from the beginning of his journey through Ukraine. As he does with most of his humanitarian travels, Bayly seeks to raise awareness about – and money to help address – the plight of the people he encounters along the way. – EB] It started with a phone call from award-winning photographer Kiran Ridley who was working in Lviv at the start of the war. Covering the refugee crisis from the saddle of an old Chinese motorcycle, he just needed to talk. It was cold, dangerous, and the whole city was on a knife-edge of uncertainty as they prepared for the possibility of a Russian attack. Thousands of miles away in my soft, comfortable life, images of destroyed buildings, dead and injured civilians and outnumbered soldiers fighting for their country filled Internet news feeds and TV screens. It didn’t seem possible that in plain view of the world, Russia was targeting women and children with their bombs and missiles, seemingly intent on destroying every facet of Ukrainian life with this unprovoked attack. BMW Motorrad provided two F850GS Adventures with full luggage and Navigation for Bayly and Ridley to use during their journey through Ukraine. I called Kiran back a couple of days later and asked how I could help. How could I come to Ukraine to tell stories and raise money, when he asked if it was possible to find a couple of motorcycles? Well, thanks to more than twenty years of working with BMW Motorrad, it only took a phone call and we had two BMW F850GS Adventures with full luggage and Navigation in Munich when we were ready. Next, Arai Helmets jumped in and Revit offered to provide us with adventure riding outfits before everything started to grind to a crawl. My paperwork went in for my international press credentials, and the wait was on. Kiran, who is based in France, had to renew his motorcycle license in the UK, and my press jacket and armor plates were ordered with no delivery date due to excess demand. We held our collective breath, as each day seemed to bring some new challenge. I decided to get a shot in my dodgy knee before the trip, to find the Doctor and his PA both motorcyclists, and both military combat veterans who knew me from my motorcycle work. Two weeks later, I became the first civilian to go through a week of Combat Life Saver training in Macon, Georgia, with Charlie Company 148th Brigade Support Battalion. The idea being, if the shit hits the fan, I hopefully have the skills, and the equipment thanks to Sergeant Garcia, to deal with the types of injuries we could be dealing with. It began to feel real. Once back home, the shit storm continued for me with a nasty respiratory infection, Kiran caught Covid back in Ukraine, and a host of other personal issues he had traveling between Paris and England for work threatened to overwhelm him. He recovered, I recovered, and he had to return to Ukraine suddenly on a new assignment. Our departure got pushed back again. It was a mad period of sketchy phone calls as he did the mad dash across Ukraine and Poland to get home to Paris, file paperwork with the Ukrainian military to allow me access, and apologize to BMW for delaying our pickup date. Kiran also still had to make a trip to England to pick up my vest and helmet. So, our stress meter was still on high. Finally, I booked a one-way ticket, Kiran got his schedule cleared, and I caught Covid. It really did seem as if we were not destined to ride to Ukraine. A long, slow week of sickness passed, I changed my ticket, got my negative test, and finally landed in Paris. I will save the details of our trip through Germany, Czech Republic, Poland, and into Ukraine for a later date, but thankfully, it was as smooth as any motorcycle journey could be. We made it to Lviv in western Ukraine without any issues after some high stress on the border. We have been in Ukraine for five days and been on a number of assignments working with the most brilliant fixers. From 1500 feet below the surface of the earth in an old ‘70s Soviet era coal mine, to spending the day with young amputees who just weeks ago were on the front line, it’s been intense. We have visited a famous Speedway stadium to spend time with some racers, been to a 16th Century Monastery that is housing fifty refugees from Kharkiv, and been hammering away on social media soliciting donations that we will give to the project that most needs our support. Most days people are messaging to say stay safe, some are donating, and for the most part here in the western part of Ukraine, we are ok. There are moments though, like when world famous photographer Brent Stirton, ex South African Special forces, messages from Sri Lanka to say “it’s no joke, I’ve lost two friends and two others wounded,” that the gnawing in my gut begins. It’s the same feeling that happens when the air raid sirens wail, or we approach a military checkpoint out in the country. It’s interesting, as there is another stronger feeling that sweeps over me, when I’m at the rehab center seeing so many young men with missing limbs or spending time with refugees listening to their horrific stories, that threatens to overwhelm my emotions. Then we get busy, it passes, and I find myself riding a silky smooth BMW motorcycle on a piece of twisting asphalt, carving through a beautiful country landscape, marveling at the stunning architecture in the villages, the onion domed churches, and the quiet rural life we are passing through. It would be an idyllic country to make a motorcycle trip, an adventure ride or holiday. As peaceful and beautiful as it appears though, reality comes rushing back in the knowledge that these beautiful people, this stunning architecture and this peaceful lifestyle can be gone in an instant from Russian bombs or missiles and the gnawing in my gut returns. Next, we go east. The stories are going to get harder and the fight in my head will return, as the search for the words and images to communicate the need for us all to help continues. Click here to donate via Wellspring Outreach [This is the first of a series of Neale Bayly’s experiences in Ukraine. To date, Neale has raised over $3,000 for the people of Ukraine through Wellspring, the charitable organization of which Neale is President and Founder. – EB] The post Neale Bayly Rides: Ukraine appeared first on Motorcycle.com. Source

Kawasaki surprised us all a year ago when it brought back the KLR650, resurrecting the venerable adventure bike with fuel injection, updated styling, and a new one-piece frame. For the U.S., the third-generation KLR650 was available in a few different flavors, the base model, the Traveler model with a top case and the Adventure model with side cases, auxiliary lighting and engine guards, not to mention ABS versions of the base and Adventure models. Kawasaki Australia offered two versions for 2022, the KLR650 (model code KL650F) and the KLR650 Adventure (model code KL650H). In Australia, Kawasaki offered just two versions for 2022, the base model and the KLR650 Adventure, both with ABS. For 2023, however, Kawasaki appears to be preparing a new, third option. The proof comes to us from a new update to Australian vehicle certifications for the KLR650. A June 16 update added a third marketing designation for KLR650S. The document still only outlined details for the KLR650 and KLR650 Adventure, with no clue of how the KLR650S will differ from its siblings. The section detailing the vehicle identification number does confirm a third variant. The big clue is the character in the VIN’s seventh position. The first VIN code with the “F” stands for the base model KLR650 while the second code with the “H” represents the KLR650 Adventure. The Australian VIN details suggest the KLR650S will go by the model code KL650K. The “K” model is new, and we can rule out the possibility of it being for one of the variants offered in the U.S. As outlined in Kawasaki’s U.S.-market model year 2023 VIN decoder below, the existing KLR650 variants use the letters “F”, “G”, “H”, “J” and “L” in the seventh position. That leaves us with the conclusion that the KLR650S will adopt the model code KL650K and be an all-new variant. We are still left with two lingering questions: a) how will the KLR650S differ from the others? and b) will it be offered outside Australia? Unfortunately, we don’t have any clues that can shed light on either mystery. We could infer that the “S” represents either an entry-level, or even a “street” model, but Australia already recognizes the existing KLR650 as a beginner bike under its “Learner Approved Motorcycles Scheme” (LAMS), while a street-biased version seems antithesis to the whole point of the KLR650. The S does bring to mind the Vulcan S, which Kawasaki positions as a “sport cruiser”. A sportier KLR variant might be a possibility, but at that point, we’re venturing more into the Versys 650‘s territory. The Australian VIN details have the letter “P” in the tenth position. This typically indicates the model year, with P indicating a 2023 model. We suspect Kawasaki will announce the KLR650S in the months ahead, at least, for Australia. We’ll have to wait and see if Kawasaki will offer the KLR650S anywhere else. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Kawasaki to Release New KLR650S Variant for 2023 appeared first on Motorcycle.com. Source

Reviewing a crash-tested piece of gear is up there on our least favorite things to do on this job, and when said piece of gear is a helmet, we’re especially annoyed – and that’s putting it mildly. However, the fact I’m here and able to write a review about a crashed helmet at all is a good sign, especially when the helmet comes from an up-and-coming company in the smart helmet space. The Forcite MK1, pre-crash. Yes, you read that right. I crashed a smart helmet. A Forcite MK1, to be exact. You may not have heard of Forcite helmets before unless of course you’ve seen our Mega Helmet Shootout, which briefly featured the MK1. Based in Australia, Forcite’s big selling point is its integrated camera, speakers, and microphone that pair harmoniously with the proprietary Forcite app. This allows for turn-by-turn navigation without the need for a separate communicator. The app and map are optimized for Forcite’s home country of Australia, but we’re told it still works in the US, including in my Los Angeles locale. Similar to the Waze app, not only does it audibly give turn-by-turn directions, but it also will glow thin, colored LEDs at the top rim of the chin bar to also tell you which way to turn by way of your periphery. In addition, it’ll also alert you to cops or speed cameras up ahead. Forcite MK1 Smart Helmet A new player in the smart helmet game, Forcite brings functional, useful features to the smart lid game – all while still meeting ECE 22.05 safety standards. Aesthetics 8/10 Protection 9/10 Comfort 8/10 Value 8/10 Weight 9/10 Innovation 9/10 Quality 8/10 Options 9/10 Weather 10/10 Desirability 9/10 Editor Score: 87% + Highs Really innovative, without being gimmicky The integrated camera/microphone/speaker produce nice (but not groundbreaking) results It meets ECE 22.05 standards! – Sighs Couldn’t view, edit, or share videos from app (that has since been resolved with MK1S) Sun visor frustratingly rarely slides down (supposedly fixed with MK1S) Currently doesn’t support voice commands While handy and convenient, my main draw to the Forcite MK1 was the built-in camera in the chin bar. In case you weren’t aware, making review videos on Youtube has become as big a job around here as these written words you’re reading, and the built-in camera and microphone makes this process infinitely easier. The built-in video camera is the most visible of the MK1’s selling points, and it’s integrated right inside the chin bar. I’ve played around with so many devices to try and capture good riding videos from the rider’s POV, and while some worked better than others, the integration of the camera in the Forcite MK1 made this my go-to for onboard video. Having the ability to narrate at the same time was icing on the cake. Before I crashed it, of course. You may not have realized it, but the onboard riding footage from this Ducati Streetfighter test and my time riding the Harley-Davidson Bagger race bike were taken with the Forcite. If a pure riding video is what you want to see, then check this out. I get it. For many of you, the terms “start-up” and “helmet company” are enough to dismiss Forcite entirely. Adding in an integrated camera, speakers, microphone, and a phone app could be considered nails on the coffin. However, the MK1 is both DOT and ECE 22.05 approved. Meaning it meets European safety standards while being innovative at the same time (and while I have my opinions, this is not the space for the SNELL vs. ECE vs. DOT debate). What’s Inside Before getting to my crash and the aftermath, let’s first discuss how the MK1 is constructed. To get it out of the way right off the bat, it’s made in Vietnam. And guess what – so are many other helmets. That’s just the way the global economy works. However, final assembly, inspection, firmware flash, and QC check is done in its Alexandria, Australia facilities. Now, with that out in the air, in many ways the MK1 is just like many other helmets. The outer shell is completely carbon fiber to help keep weight down, and it comes in either a gloss finish or the matte version seen in these photos. Inside, the sweat-wicking liner features 3D-formed cheek pads and crown for a more contoured fit. The neck roll design is thick to create a firmer seal around the neck to block out the wind. In combination with the extended chin curtain, wind noise coming up and into the helmet is reduced. This is not only a benefit for those trying to hear anything coming out of the speakers, but also for those who value clearer sound when talking into the microphone (which was the case for me). Many helmets have dedicated speaker pockets, but Forcite goes a step further and integrates the speakers and microphone into the helmet. Note: the Harman/Kardon speakers come with the new MK1S, not the MK1 reviewed here. Ventilation is rather standard, with eight vents in the typical areas: two above the head, two above the visor, and four on the chinbar, including two that flank the integrated camera. In my experience, the vents are most effective if your head is already wet from sweat and/or you’re riding in cool/cold air. Airflow is decent, but it’s not going to be giving the folks at Arai (one of the best when it comes to airflow, IMO) anything to worry about. Other standard features include the quick-release faceshield that’s also PinLock ready. Like other helmets, you can get dark shields and even iridescent shields. The twist to this equation is, at least with the MK1, taking the shield off doesn’t involve pushing buttons or releasing levers. To take off the MK1 shield, you align tabs on the visor with slots on the helmet’s sidepod before lifting it off. It’s easy enough on clear shields to see the tabs, but virtually impossible on dark or iridescent shields. You learn to figure it out by feeling and eyeballing where the tab should be. The good news is the updated MK1S has a different shield change mechanism with spring-loaded release levers, like many other helmets. The good news is the sun shield drops down far enough so that it doesn’t interfere with your line of sight, but getting it to retract in the first place can be a giant pain. Another, more annoying, gripe goes to the internal sun shield. Operated by a sliding lever adjacent to the left face shield pod, often I couldn’t get it to work because either it or the sun visor itself would get stuck on its railing and not come down. Opening the main visor and using my ungloved hands to physically pull the sun shield down solved that problem. Then I’d have to remember not to completely retract the sun shield when I was done to have it work the next time. As you can imagine, I never remembered. Right about now, it’s important to note that since my tumble, Forcite has released an updated version of the MK1, called the MK1S. The overall shape and construction is the same, except the interior liner is updated and nicer, the sun shield issue has been fixed (so I’m told), the shield changing mechanism is changed, and the electronics and app have been updated with new software. As far as fit goes, my 57cm intermediate-oval head fits into the Medium MK1 with a tiny hot spot on my forehead. I swapped the standard cheek pads for thicker 30mm ones and then the fit became super snug (but not painful) – just how I like my track helmets to fit. The MK1’s Main Selling Point The camera. It’s mounted – or rather, integrated – directly into the chin bar (play the graphic below to see an exploded view). According to the famous Hurt Report, up to 35% of initial impacts in motorcycle accidents happen right on the chin. So, it’s important not to skimp on safety here. Then again, the chin has also become a hugely popular spot to mount action cameras for onboard footage. https://www.motorcycle.com/blog/wp-content/uploads/2022/07/Forcite_MKS1_UPDATE_00509_Xplode_Loop_20220329.mp4 Forcite’s solution kills two birds with one stone. The camera, and all of the electronics required to operate it, are mounted within a patented module that fits inside the chin bar without compromising the integrity of the EPS liner. The secret weapon in this module is what Forcite calls the reflex mechanism. It’s essentially a pliable plastic layer between the module (itself a robust sandwich of circuit boards) and the EPS layer that allows the module to sit independent of the shell. In fact, Forcite says, in an impact, this reflex mechanism allows the shell to flex instead of crack. It’s a major reason why the MK1, and now MK1S, is able to meet ECE 22.05 standards. As for the camera itself, it records in 1080P with 30-60 FPS frame rate on a ¼-inch Sony IMX sensor. The wide-angle lens captures the rider’s POV except at the extremes of the periphery, and impressively, the camera can record for up to four hours before the battery runs out or the memory card fills up. It supports memory cards up to 1TB, too, so there’s plenty of space. Surprisingly, the microphone is omnidirectional but is tuned to prioritize voices and reduce wind noise. Removable speakers fit nicely within dedicated pockets, making them practically impossible to notice when you’re wearing them – another problem I’ve had with a lot of aftermarket comm systems. And of course, being a smart helmet the MK1 supports Bluetooth 5.0. The three white boxes you see on the nose curtain are actually LED status indicators for the helmet’s various functions. They are easy enough to see, but aren’t distracting. When using the GPS, the right or left lights will illuminate to tell you which way to turn. The center is a warning light for police, speed cameras, or if there’s an error with the app or software. This photo was taken post-crash, hence the dirt on the visor’s seal. When all is said and done, I was shocked to learn the medium Forcite MK1 I’d been wearing weighed in at 3 lbs 7.6 oz (1576.2 g). That’s lighter than a few well-known helmets out there without cameras, speakers, and microphones! However, it’s worth noting that the MK1’s weight distribution is, unsurprisingly, heavily biased towards the front. Wearing it, however, you’d be hard-pressed to actually feel it. I’d started to get used to the MK1’s fit, and especially came around to it after fitting the thicker cheekpads. The hot spot on my forehead wasn’t a big deal for quick bursts on track, but my deliberate adjustments to make it tight meant it was never supposed to be my street helmet. The Crash and the Aftermath Now the part you’ve been waiting for. After using the helmet for various videos for bike reviews, I decided to use the helmet for my own personal racing endeavors, too. For better or for worse, you have become the benefactor. Here’s why: Obviously not the way I wanted things to go, but a good excuse to write a gear review about a crashed helmet. The data shows that the bike and I split ways at 90-something miles per hour. The footage may not clearly show what happened, but this was a case of red mist, cool tires, and an experimental bike setup that clearly didn’t work in my favor. After telling myself to keep it cool and use the race as a practice session to get more feedback on the bike setup, all that flew out the window after slotting into second place at the start. With the leader in sight, I decided to give chase. I’ve gone through that left-hander so many times before, but this time, the massive torque available at the twist of my right hand spun the tire sideways instead of driving me forward. This was the main damage to the helmet. I smacked the back of my head pretty good, but never lost consciousness. See the photo gallery below for close-up shots of the rest of the damage. As you can see, I tumbled quite a bit. The first impact the helmet took was to the back of the head before tumbling every which way. After all was said and done, my shoulders and neck were sore from tensing up, I had a nice bruise on my thigh, but other than a small headache my head was alright. I never lost consciousness, I knew exactly where I was, the day’s date, and the event I was attending (the crash truck driver asked). In fact, the camera was still recording! I know no two accidents are ever alike, but considering what happened here, and how I felt after, I’m more than pleased with the Forcite MK1. My Main Gripe Other than the wonky sun shield mechanism, my other main gripe with the MK1 was the inability to view, edit, or share the video files from the app. I had to remove the memory card and stick it in my computer to see the footage. However, there’s no need to gripe about that now, because part of the updated software and app functions for the MK1S includes the ability to do all of these things from the app. Forcite also has a physical data cable that connects from the USB-C port on the helmet to the port on your phone to also serve the same purpose. Underneath the chin bar is a covered opening that reveals the memory card slot and the USB-C port to charge the helmet’s battery. With an accessory media cable (sold separately), you can plug into the port and your phone to view your media. As for video quality itself, it’s worth noting that the video isn’t going up to the levels of, say, GoPro or Insta360. Those players have moved on to 4K (and even 5K) technology. However, 1080p is just fine for making riding videos for the Motorcycle.com Youtube channel. Plus, this gives Forcite something to strive for with future iterations of the helmet. Consider Me Satisfied In case you didn’t notice, I’m a fan of what Forcite is doing. The helmet, first and foremost, saved my melon. But it’s also fairly lightweight, comfortable enough for my track purposes, and captures high-quality video and audio. If I’m lucky enough to get a hold of the MK1S, I’ll do a more thorough evaluation of its GPS navigation capabilities on the street. As of this post, Forcite hasn’t launched yet in the US. It was supposed to, but like all things involving the supply chain lately, its production facilities have been extremely delayed. This obviously poses a problem on this side of the Pacific, but even at home Forcite has been extremely busy – the first batch of MK1S models were sold out within hours of its announcement. Currently, Forcite says it has over 1,300 existing customers, with more to come as production is able to meet demand. Pricing is hard to nail down since the helmet isn’t available here yet, but for a ballpark figure, in Australia it starts at $1,299 AUS. The sticker shock might be a lot to swallow, but if you stop to consider what it would take to purchase a helmet, camera, and comm system separately to do all the things the MK1 (and now MK1S) can do, you’d easily blow past that amount. Thanks for saving my dome, Forcite. Learn more about the Forcite MK1 here Forcite MK1 FAQ Where are Forcite helmets made? Forcite helmets are made in Vietnam, but final assembly and quality control checks are done in Forcite’s HQ in Australia. Where does Forcite get its funding? To date, Forcite has raised over $10 million, from its four investors. How does the Forcite MK1 (and now MK1S) helmet fit? The MK1 and MK1S helmets tend to fit intermediate-oval head shapes, but in our opinion, the shell could be slightly elongated for a true intermediate-oval shape. Additional Resources First Look: PLY Smart Helmet 2021 Motorcycle.Com Mega Helmet Shootout Jarvish Launches X And X-AR Smart Helmets MO Tested: AGV Sportmodular Helmet The Best Of Both Worlds: Best Modular Motorcycle Helmets MO Tested: AGV K6 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 Crash Tested (With Video!): Forcite MK1 Smart Helmet Review appeared first on Motorcycle.com. Source

Inflation, inshmation: A new Kawasaki ZX-14R is only $600 more than it was ten years ago, and a new Hayabusa, well, it’s $18,799 – which is $4500 more than in 2012. But if you wanted the fastest Kawasaki today, you’d need a supercharged one like the Ninja H2, which is more like $30k (and worth every penny). Which makes the new-for-’22 Hayabusa a comparative bargain. You deserve one. Ask your doctor if your heart is healthy enough for either one. A heavyweight battle among hypersportbike giants By Troy Siahaan Sep. 28, 2012 Photography by Mike Maez Video by Mike Maez In the world of hypersport bikes – the fastest production motorcycles in the world – there’s a clear heavyweight battle raging between the Suzuki Hayabusa and Kawasaki ZX-14R. When the Hayabusa was first introduced in 1999, its 1299cc engine quickly established itself as the king of speed. A lack of competition helped the ‘Busa retain its title until 2006 when Kawasaki retaliated with the 1352cc ZX-14.The slugfest continued in 2008 when both models received updates; Suzuki bumped the Hayabusa’s displacement to 1340cc by increasing its stroke, while the Kawasaki kept its 1352cc mill but refined it and added more low-end grunt. http://www.motorcycle.com/favicon.ico http://www.motorcycle.com/gallery/gallery.php/d/351114-2/2012-Kawasaki-ZX-14R-vs-Suzuki-Hayabusa-LE-IMG_0467.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTSince 2006, the Suzuki Hayabusa (left) and Kawasaki ZX-14 have been fighting for Hypersport bike honors. The Kawi gets bumped to ZX-14R status for 2012 to create the ’Busa’s most fearsome foe ever. But that wasn’t enough for Team Green. For 2012, Kawasaki aimed to erase any doubts regarding the king of speed, introducing the all-new ZX-14R, aimed solely at clinching the king of the hyperbikes title. EiC Duke came back from the launch convinced it had achieved what it set out to do, and if you’ve seen our picks for Best Motorcycles of 2012, you’ll see the 14R achieved our Motorcycle of the Year honors. So you might be wondering the point of this comparison. The new 14R earned its MotY status, but that alone doesn’t tell the whole story of the hyperbike comparison. If you read our 2012 Suzuki Hayabusa LE review you’ll note the margin of victory on the dragstrip was closer than we expected. By The Numbers When looking at spec sheets, the ZX-14R boasts more impressive figures. Starting at the engine, the ZX’s 1441cc trumps the aging Hayabusa’s 1340cc mill on the dyno. Obviously, with bigger displacement comes more power, and the Kawi’s 188.1 horses and 109.3 ft.-lbs. of torque bests the ‘Busa by a considerable 17.1 ponies and 7.6 ft-lb. http://www.motorcycle.com/gallery/gallery.php/d/351389-2/2012-Kawasaki-ZX-14R-vs-Suzuki-Hayabusa-LE-IMG_0993.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTWith the Hayabusa able to run the quarter-mile only marginally slower than the ZX, a superior rider can make up the difference with a better start, as Duke demonstrates here. Despite the Suzuki tipping the scales 11.3 pounds lighter than the Kawi (573.0 lbs. vs. 584.3 lbs.), the 14R’s power advantage gives it a better quarter-mile time. At Auto Club Famoso Raceway, near Bakersfield, California, our resident drag-race expert Duke rocketed the Kawi to a best, uncorrected, time of 9.69 seconds at 147.7 mph. His best on the Suzuki: 9.81 seconds @ 145.6 mph. Corrected for temperatures and pressures, those times whittle down to 9.36 and 9.48 seconds, respectively. Yes the Suzuki lost, but it definitely held its own. http://www.motorcycle.com/gallery/gallery.php/d/351479-2/2012-suzuki-hayabusa-vs-kawasak-zx-14r-hp-torque-dyno1.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTClearly, the Kawasaki’s larger displacement gives it the power advantage over the Suzuki, but the Hayabusa keeps the ZX-14R in its sights in the lower rev ranges. “The ZX is the easiest 9-second bike to ever launch at the strip,” Duke raves. “Dial up 3500 rpm on the tach, engage the precise clutch into its wide bite zone, and screw on the throttle,” he says. “The thing explodes off the line quicker than any production vehicle in history.” http://www.motorcycle.com/gallery/gallery.php/d/351310-2/2012-Kawasaki-ZX-14R-vs-Suzuki-Hayabusa-LE-IMG_0783.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTA strong launch is the only way to a quick ET, and the ZX-14R proved to be the easiest mega-horsepower motorcycle to launch. If you’ve ever wanted to break into the 9s at the strip, the 14R is the best way to do it. For aspiring drag racers, Duke found the Kawasaki’s KTRC traction-control system beneficial. “Use TC2 and you’ll never have to worry about flipping over while doing a wheelie. Leave it in TC1 and you can do 9-second passes all day long.” However, he went on to add his quickest time was set with the electronic nannies turned off. With TC1, the least intrusive setting, his best was still a mighty impressive 9.71 seconds. Meanwhile, the Hayabusa, with its lack of traction control, proved slightly more difficult. “It requires more revs to take off quickly and was more prone to wheelies,” Duke notes. The Busa’s narrow clutch engagement zone near the end of the lever travel added another element to contend with as well. Getting Into the 8s! The accelerative forces from Kawasaki’s ZX-14R are nothing short of incredible. Its ETs can’t be matched by any other production vehicle, not even a multi-million-dollar Bugatti Veyron, as evidenced by our 9.36-second pass, after being corrected for weather conditions. http://www.motorcycle.com/gallery/gallery.php/d/351469-2/2012-Kawasaki-ZX-14R-vs-Suzuki-Hayabusa-LE-IMG_1119.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTA suspension lowering kit can transform a ZX-14R into an 8-second quarter-mile blitzing machine! But what if you wanted to get into the 8-second zone? Well, it’s possible with only the addition of a suspension lowering kit from Brock’s Performance. A front strap kit retails for $189.95, while a CNC aluminum shock linkage costs $184.95. Those simple additions lower the bike’s center of gravity and reduce wheelie-inducing weight transfer to allow for much more aggressive launches at higher revs. The 14R’s best 60-foot time in stock conditions was 1.70 seconds. The lowered 14R required just 1.54 seconds, a seemingly small but actually quite large performance improvement. The harder launch translated to an incredible 9.21-second ET at 151.0 mph. When corrected for temperature and air pressure from our 100-plus-degree day, the ET works out to a sensational 8.90-second pass! On The Street Dyno numbers and quarter-mile times are impressive, but they don’t give a true indicator of what a motorcycle is like to live with. For this, we turned to the street, where both machines are likely to spend most their time, to see what each is like on the road. http://www.motorcycle.com/gallery/gallery.php/d/351054-2/2012-Kawasaki-ZX-14R-vs-Suzuki-Hayabusa-LE-IMG_0169.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTIn the real world, each bike proved to be gentle giants. Simply sitting on each bike, the difference in ergonomics is noticeable. Both bikes have virtually the same seat heights, with the Suzuki 0.2-inch higher at 31.7 inches. Despite the Busa’s slightly taller height, its seat tapers nicely, allowing even those with 30-inch inseams to reach the ground confidently. The Suzuki requires a longer reach to the bars and has a tighter seat-to-peg distance, and this can make even average-size riders feel cramped. The Kawasaki feels like a sport-tourer in comparison. “Very spacious ergonomics,” says resident tall guy, Tom Roderick. “Big guys will like the rider triangle of the ZX-14 as it’s more forgiving. It’s nice two-up also, with great passenger accommodations and a wide, thickly padded pillion seat.” http://www.motorcycle.com/gallery/gallery.php/d/351090-2/2012-Kawasaki-ZX-14R-vs-Suzuki-Hayabusa-LE-IMG_0237.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTWe’re not big fans of the Suzuki’s tighter rider triangle. Tall riders will especially dislike the close peg-to-seat ratio. But it’s no surprise to discover the real difference comes at the twist of the wrist. You don’t need a dyno to feel the difference between each engine. Make no mistake, both bikes are brutally fast in a straight line, but “the Busa’s engine isn’t as refined as the new Ninja’s,” Tom notes. On the Busa “A significant amount of vibration filters through to a rider’s hands, especially when super-cruising at 85 mph (4600 rpm),” notes Duke. He goes on to say that the Kawi’s dual counterbalancers keep the 1441cc mill mostly creamy smooth, but a rough zone around 5500 rpm remains. “Thankfully, that’s way above any sane cruising speed,” says Duke Danger. Curiously, Duke found the Hayabusa’s power “soft” below 3500 rpm, as if the engine were running lean. “The lag is annoying around town,” he notes, “especially for an engine with this much power and displacement.” http://www.motorcycle.com/gallery/gallery.php/d/351159-2/2012-Kawasaki-ZX-14R-vs-Suzuki-Hayabusa-LE-IMG_0507.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTAnalog gauges dominate the Hayabusa’s dated-looking instrument cluster. We liked its gear-position indicator positioned like a bull’s-eye at the center of the instruments, but we doubted the veracity of its fuel gauge when it remained above the full mark after 80 miles of freeway running. Though each bike is equipped with separate riding modes, we barely bothered using them as, to us, they take away from the thrill of having so much power at our demand. More useful is the KTRC traction control system on the Kawasaki (an option Suzuki doesn’t offer), as its three levels of intervention suits riders of all skill levels. http://www.motorcycle.com/gallery/gallery.php/d/351175-2/2012-Kawasaki-ZX-14R-vs-Suzuki-Hayabusa-LE-IMG_0532.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTThe ZX-14R is equipped with electronic rider aids, such as traction control and adjustable power modes, both of which are conveniently manipulated via a simple thumb toggle on the left switchgear. Level 3 stops any kind of spin, and it’s too intrusive for anything other than riding in wet or dirty conditions. KTRC levels 1 and 2 allow a significant amount of slip before intruding yet offer a nice safety net for experienced riders. The Hayabusa’s only rider aid is adjustable power modes. For 2013, Kawasaki is offering antilock brakes as an option. Ride qualities are rather similar, as both saddles are fairly plush and their suspensions are firm yet compliant. The Suzuki is fitted with a 43mm Kayaba fork (with anti-stiction DLC coating) in front and a single shock in the rear, while the Kawasaki utilizes Showa units at each end. Suspensions on both motorcycles are fully adjustable. “The 14R’s compliant suspension works with a fairly long wheelbase to deliver a supple freeway ride that feels like a Cadillac compared to something like a ZX-10R,” Duke notes. http://www.motorcycle.com/gallery/gallery.php/d/351169-2/2012-Kawasaki-ZX-14R-vs-Suzuki-Hayabusa-LE-IMG_0522.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTWhile the Kawasaki’s instrument panel also features analog speedo and tach, the LCD screen relays numerous bits of information to the rider and gives it a more modern look. For average-size riders, wind protection is quite decent on both bikes. The smaller rider could even tuck well enough to be completely enveloped by the wide fairings and windscreen on either machine. We noticed the ZX-14R would direct wind to the shoulder area for Duke and yours truly, who both stand at 5-foot, 8-inches. Six-footer Tom felt the wind in the chest area, but nobody seemed negatively concerned with wind flow on either machine. As in the engine department, the Kawasaki boasts an advantage in terms of brakes. Both use radial-mount four-pot calipers and 310mm discs, but the power and feedback from the Kawi’s binders and wave-type rotors are superior to the Suzuki’s. Similar yet different. Kawasaki employs Showa suspension and Nissin brakes, while Suzuki uses Kayaba and Tokico. Both perform admirably, but we preferred the ZX’s components. Taking these bikes to the twisties reveals either one can handle a winding road. However, because of their weight, they can become taxing after a long stint. With its lighter wheels for 2012, the ZX feels agile compared to the Suzuki, turning from side to side with relative ease. “Despite feeling shorter than the ZX, the Busa seems a bit more cumbersome in the corners,” Kevin notes. What we found amazing is how both bikes are easy to live with. While the drag strip and canyon roads were fun, considerable time was also spent simply commuting and performing mundane, everyday tasks. This is where the Kawi stood out. Its comfortable ergos, smooth engine and compliant suspension made it the bike we’d gravitate towards when simply running around town. http://www.motorcycle.com/gallery/gallery.php/d/351059-2/2012-Kawasaki-ZX-14R-vs-Suzuki-Hayabusa-LE-IMG_0177.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTBoth the 14R and Hayabusa can hustle up a mountain road, but they do require more muscle than smaller sportbikes. Where the ZX falls short is in sport-touring accommodations. The lack of attachment points or fold-out hooks for bungee cords “really damages the ZX as a legitimate sport-touring machine,” according to Tom. Here, the Suzuki scores points. Strategically placed attachment points come in handy when trying to strap things down and “it has a considerable amount of storage room under its solo-seat hump, which comes as standard equipment,” says Duke. The Suzuki wins the battle at the pump as well with an average of 37.1 mpg compared to 31.0 mpg on the ZX. Then again, we imagine nobody buys the fastest motorcycles in the world for their fuel efficiency. http://www.motorcycle.com/gallery/gallery.php/d/351194-2/2012-Kawasaki-ZX-14R-vs-Suzuki-Hayabusa-LE-IMG_0558.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTWith their large, sculpted fairings, both motorcycles will do a decent job of protecting riders from the wind. The Suzuki offers is a convenient storage compartment underneath the rear seat hump. Beauty is always in the eye of the beholder, but to our eyes, the ZX-14R looks fresher and more attractive than the ’Busa’s familiar blob-like shape. “I think the Kawi looks pretty sharp and purposeful in its blue and black color scheme, with a distinct intimidation factor,” Duke observes. Bigger is Better From the start, it was no secret the all-new ZX-14R would win this test. When you combine its silky smooth engine, spacious ergos, capable suspension and monstrous power, the aging Suzuki Hayabusa was outgunned. However, the Busa puts up a firm challenge, and should its styling be more to your liking, you’ll appreciate its $1000 cheaper price tag: $13,999 (or $14,299 for our LE) vs. $14,999. And don’t forget about the booming aftermarket for the Hayabusa, either. With enough cash and imagination, it will do everything you want and more. http://www.motorcycle.com/gallery/gallery.php/d/351224-2/2012-Kawasaki-ZX-14R-vs-Suzuki-Hayabusa-LE-IMG_0589.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTFor 2012, the Kawasaki ZX-14R triumphed over all challengers. It’s not only our choice for best hypersportbike, but also our choice for motorcycle of the year. But when comparing stock motorcycles, it’s hard to overlook Kawi’s latest ZX-14R revamp. “If you feel like sacrificing your clean driving record, the ZX-14 is the perfect motorcycle,” says Tom. The post Church of MO: 2012 Kawasaki ZX-14R Vs. 2012 Suzuki Hayabusa LE – Video appeared first on Motorcycle.com. Source

Welcome to the weekend, that magical collection of time where so much is possible, particularly if your favorite time indulging activity is exploring Ontario from your motorcycle seat. That said, Ontario is a big place and narrowing down all the weekend-worthy moto adventures is easier said than done. Well, you’re in luck; here are five routes worthy of your weekend, and all you have to do is get on your bike and ride. The Lake Temiskaming Tour Northeastern Ontario’s Lake Temiskaming Circle Tour is a two-for-one tour as it splits its length almost equally between Ontario and Quebec. Two provinces, languages, and cultures offer an abundance of natural, historical and cultural treasures to uncover along its length. At 450 km, this is an easy two-day ride starting from North Bay. Coming from further afield, it is still possible to squeeze it into two longer days in the saddle or a more relaxing 3-day weekend. Heading north, Highway 11 being one of the main passages through Ontario’s north, you will be sharing the road with other users, but the ride is no less enjoyable as it twists and turns between lakes, rocks and forest. Be sure to stop at Gramp’s Place General Store for some ice cream, take in the grand view from the Fire Tower in Temagami, learn about Cobalt’s mining history and grab a selfie with Ms. Claybelt the giant cow in New Liskeard. New Liskeard is an ideal location to spend the night, and the lakeside Waterfront Inn offers a chance for some beach R&R. For your dining enjoyment, 28 on the Lake is located in the same building. Day two, head south via Quebec. Highway 101, what a gem of a road, from charming villages, grand lake and river views and its remote vibe as you make your way south to Temiscaming. Back into Ontario, follow the sweepers along the Ottawa River; then it’s back into the forest and the tight twisties of highway 533 bound for Mattawa before turning west and the home stretch to North Bay. The BIG LOOP – in The Great Canadian Wilderness Within easy reach of most of southern Ontario, the Muskoka region needs no introduction as a weekend favourite for all things good time, including adventures by motorcycle. With a collection of roads from tight and twisty to big, open and remote; from the shores of the Georgian Bay to the lakes and forest of Algonquin Park and the Almaguin Highlands, there are moto touring opportunities aplenty. There are a couple of ways to approach a motorcycle weekend in the Great Canadian Wilderness. With a list of the area’s top ten motorcycling roads in hand, the assignment is simple: check off as many roads as time allows. Option number two follows the preplanned 1000km Big Loop. No matter the approach, the roads will be the highlight of the weekend, but of course, there is more to a good ride than just the ride, and luckily in Muskoka, there is no shortage of bike attractions. Stop by the falls in Bracebridge or the Visitor Centre in Algonquin Park. Stroll amongst the sculptures at Screaming Heads near Burk’s Falls or along the harbour in Parry Sound. Enjoy lunch at the Crossroads restaurant in the village of Rosseau or a coffee in Bala. Tour one or all of the half-dozen breweries along the way. Ride the Highlands – Riding and Relaxation Route With six weekend-worthy routes to choose from in Ride the Highlands, making a choice is not easy, but whatever the option, a good time is a sure thing. Located at the doorsteps for those lucky enough to reside in the Kingston or Ottawa area and with a bit of extra saddle time, still weekend worthy from the GTA and Montreal, the 703km Riding and Relaxation route sounds like weekend perfection. Ride through rolling hills and twisty roads from the forest, rock and lakes of Haliburton Highlands to the farmlands of Ottawa Valley. Along the way, pamper yourself at Sir Sam’s Inn or hit the town in Perth. Walk underground at the Bonnechere Caves. In Barry’s Bay, grab a coffee and pastry at the Madawaska Coffee Co, enjoy lunch at the Redneck Bistro in Calabogie. Stop by one of the many breweries along the way (at the end of the day’s ride, of course) or at Scheuermann Winery, one of Ontario’s most northern vineyards. Algoma Country – The Grand Algoma Containing perhaps the most spectacular stretch of road in Ontario along the north shore of Lake Superior, The Grand Algoma is a memorable ride. Unfortunately, to us in southern Ontario, just getting there puts it out of weekend ride contentions. This one is for northern Ontario locals and our friends in Michigan’s northern reaches, accessible via Sault Saint Marie and the International Bridge. The visual delights are aplenty as the route splits its distance between the shores of the Great Lakes and the rugged landscape of Algoma’s core. What’s not in abundance is traffic; once away from the busier Trans Canada Highway, the traffic count often matches the fingers on one hand. Enjoy the twists and turns along Highway 129 as it snakes its way between river and rock through the Mississagi Valley. Take in the remote vistas along Highway 101 and, of course, the visual spectacle along the shore of Lake Superior. The Wawa Goose provides the selfie fodder, and a stop at the Voyageurs’ Lodge & Cookhouse to sample their famous apple fritters is pretty well mandatory. Wawa and Chapleau offer many accommodation options, as does Sault Saint Marie. Bruce Peninsula – The Lion’s Tail The Bruce Peninsula has always been a popular weekend destination for southern Ontario riders. A quick look at a map might suggest that a straight shot up Highway 6 to Tobermory is the only option. Not so fast; thanks to the newly developed The Lion’s Tail route, a Bruce Peninsula weekend ride plan just got a lot more interesting. Touching the coastlines of Georgian Bay and Lake Huron, from sandy beaches to ancient rock cliffs and an abundance of roadside attractions, a two-day weekend will do, but three days might be better. Park your bike by your beach towel in Sauble Beach, catch the sunset in Tobermory or hit the town in Owen Sound. There are many accommodation options, be it camping, cottage or hotel, but the Bruce Peninsula is popular with more than just us riders and reservations are strongly recommended. Get that motor running; weekends are for motorcycle adventures. Luckily for us, Ontario has abundant opportunities. The riding season is short, and planning takes valuable time. Hopefully, the above five weekend-worthy routes will save you time and get you out there exploring. The post Five Ontario Motorcycle Routes Perfect for a Weekend appeared first on Motorcycle.com. 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UPDATED July 12, 2022: Amazon Prime Day is here! The sales started at midnight this morning and run through to midnight Pacific Time (3:01 am Eastern) on July 13. We’ll have the best motorcycle-related deals we can find right here as they become available. Prime Day is finally here! We look forward to finding the best motorcycle deals out there in this consumer shopping spree. First launched in 2015, this sales event has become a huge bonanza for shoppers who don’t want to wait until Black Friday to buy things for themselves or others. While, honestly, the number of motorcycle-specific deals pale in comparison to that of the general consumer products. We’ll be searching out the deals that might appeal to motorcyclists, like ourselves. Tools are one area that we expect to find some smoking deals – or Lightning Deals in Amazon parlance. These short-term price drops are usually a significant percentage. So, check back here often throughout the event. We’ll always have the newest deals at the top of the page. Here’s what you need to know about Amazon Prime Day. What is Amazon Prime Day? Amazon Prime Day is an online shopping event offering exclusive deals and significant discounts for Amazon Prime members. According to Amazon, customers purchased more than 100 million products on Prime Day, setting a new sales record for online retailer (since surpassed by Cyber Monday last fall). When is Amazon Prime Day 2022? For the U.S., Amazon Prime Day 2022 runs from midnight (PST) on Tuesday, July 12 to 11:59 pm on Wednesday, July 13. Amazon Prime Day will also take place at the exact same time in Austria, Australia, Belgium, Brazil, Canada, China, France, Germany, Italy, Japan, Luxembourg, Mexico, the Netherlands, Portugal, Singapore, Spain, and the U.K., plus, for the first time ever, in Poland and Sweden. How much does Amazon Prime cost? For most people, an Amazon Prime membership cost $14.99/month, or if $139 if you opt in for a whole year. When you sign up, you get a free 30-day trial before you start getting charged membership fees, so if you only want to take advantage of Prime Day sales, you can always cancel before the trial period ends. If you’re a student, the fees are $7.49/month or $69/year. If you have a medicaid card or an electronic benefit transfer (EBT) card, the membership fee is $6.99/month, and you get the standard 30-day free trial. Beside Prime Day sales, what are the benefits of Amazon Prime? With a Prime membership, Amazon promises free two-day delivery, with some cities getting free same day or one-day delivery. Prime members can also take advantage of exclusive deals the rest of the year, and get 30 minutes of early access to special lightning deals. Amazon Prime members also get access to Amazon’s entertainment services, including movies and television shows and Amazon’s music streaming platform. How do I sign up for Amazon Prime? You can sign up for Amazon Prime here. What if I don’t like Amazon? Amazon isn’t the only place you can find deals during Prime Day. Other retailers are offering their own sales, hoping to steal some sales from the online behemoth with big discounts of their own. It’s always smart to compare prices, especially when it comes to motorcycle gear, as retailers like Revzilla, CycleGear and Rocky Mountain ATV/MC may offer a wider, more specialized range of products for motorcyclists. Table of Contents Orion Motor Tech Motorcycle Lift - Save 21% Borleni Street Riding Shoes - Save 20% Ouwald 45L Aluminum Top Case - Save 20% Kemimoto Motorcycle Tank Bag - Save 20% Sena SMH10-11 Motorcycle Bluetooth Headset - Save 36% Sena Outrush Bluetooth Modular Motorcycle Helmet with Intercom System - Save 15-31% Viccux Motorcycle Phone Mount - Save 20% Orion Motor Tech Motorcycle Lift - Save 21% Maintaining your motorcycle is a lot easier if you have a sturdy jack to lift it up off the ground. This scissor jack from Orion Motor Tech has a claimed lift capacity of 1,100 pounds and can raise motorcycles up to 13 2/5 inches off the ground. The jack has a wide 9.8″ x 15.8″ rubber-padded lift deck, making it easier to find a motorcycle’s center of gravity for better balance and support. Check Price Borleni Street Riding Shoes - Save 20% These street-riding shoes from Borleni are for riders who want casual-looking footwear that keep their feet protected. The shoes offer PP protection on the ankle and heel, and a thick rubber sole with an anti-skid tread. The high-top design provides added ankle coverage, while the side zipper makes it easy to slip on or off without having to retie shoelaces frequently. Check Price Ouwald 45L Aluminum Top Case - Save 20% Ouwald’s 45L top case is made of aluminum with injection-molded nylon to keep out water and dust. The case can mount to any existing Monokey plate, but you may need to reroute turn signals or make other modifications depending on your motorcycle. Features include reflective tape on the corners, a stainless steel lock, and a shockproof interior lining. Check Price Kemimoto Motorcycle Tank Bag - Save 20% This waterproof universal-mount motorcycle tank bag from Kemimoto offers good storage capacity with adjustable dividers for carrying items like a change of clothes, gloves or a water bottle, while smaller items can fit in the mesh pocket under the lid. After you get off your bike, the bag converts easily into a backpack. Check Price Sena SMH10-11 Motorcycle Bluetooth Headset - Save 36% Sena products are on sale, including a number of motorcycle communicators like this SMH10-11 Bluetooth headset that comes bundled with a universal microphone kit. The SMH10-11 offers Bluetooth 3.0 connectivity and advance noise control, and the headset can fit onto most types of motorcycle helmets. Sena claims the SMH10-11 can provide music sharing and intercom with other riders in a 980 yard range. Sena also claims the battery provides up to 12 hours of talk time and up to 10 days of stand-by time on a single charge. Check Price Sena Outrush Bluetooth Modular Motorcycle Helmet with Intercom System - Save 15-31% If you don’t want to worry about installing a separate headset communicator, Sena’s Prime Day sale includes its Outrush modular helmet with built-in Bluetooth 3.0 connectivity. Sena claims the communicator has a two-way intercom range of a half mile and up to 15 hours of talk time on a single charge. The helmet itself has a flip-up chin bar, retractable sun visor and a quick-release ratchet strap system. The Outrush uses a DOT-approved shell and a multi-density EPS liner. Check Price Viccux Motorcycle Phone Mount - Save 20% The Viccux mount offers a secure grip on smartphones, with four silicone corner cushions and a silicone pad on the back. The mount is adjustable to fit phones between 4.7 inches and 6.8 inches, which makes it compatible with the iPhone 13 Pro Max, Samsung Galaxy S20, and other phones. The clamp has two silicone gaskets and should fit handlebars 20-35 mm in diameter. Check Price 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 Amazon Prime Day Motorcycle Deals appeared first on Motorcycle.com. Source

With just about every Chinese motorcycle I can remember riding, there’s nearly always A Problem. Sometimes they look great on paper, and sometimes they even look pretty good in the flesh. But then you hop on and start riding, and are met with a powerband that’s more a powerhole. Or an ADV bike with two inches of rear suspension travel, or cast iron components that weigh 60 pounds more than the competition. If it’s not one glaring thing, there’s usually a combination platter of weirdnesses that make you question whether the monetary savings are worth the sacrifice for any but the cheapest of contrarian skates – even if reliability isn’t much of a concern any more. 2022 CFMOTO 700CL-X / 700CL-X Sport These are new to the US, but they’ve been selling them overseas for years. The quality is there, and the bang-for-buck is unassailable. Editor Score: 93.5% Engine 18/20 Suspension 13.75/15 Transmission 8/10 Brakes 8.75/10 Instruments 8/5 Ergonomics 9/10 Appearance 9/10 Desirability 9.25/10 Value 9.75/10 + Highs Spunky twin with a honking power hit on top No excuses necessary in all performance areas Excellent comfort, especially the non-Sport – and cruise control – Sighs The Sport’s front Brembo brake is overkill Not available in the golden state yet How can it be so inexpensive, what’s the catch? From where I sit, on an Airbus 319 on the way back from Minneapolis, CFMOTO seems to have changed that all up. Fresh off two days of riding six of their seven models, I experienced almost zero wonkiness – and the only glaring thing I uncovered was a case of too much performance rather than too little on one bike. For today, let’s look at the bikes I spent most of my time on, CF’s top of the line 700CL-X and 700CL-X Sport. 700CL-X Say, who’s the fat old guy? Oh that’s me. What’s going on here is kind of a combination of a Ducati Scrambler and a Kawasaki Versys 650. CF has been supplying major manufacturers with major components for decades, and if the DOHC parallel Twin in this bike isn’t the Versys one, I’ll eat my bamboo ballot. Except that this one’s been stroked by 4mm, to 83 x 64mm dimensions – a thing Kawasaki’s never had the decency to do. That takes it to 693 cubic centimeters, and a claimed output of 74 hp at 8,500 rpm and 48 lb-ft at 6,500 revs. It feels almost as fast as a Yamaha MT-07 blasting down the front straight at the race track CF took us to on day one of our little press junket. I’m getting kind of a half-off FTR1200 vibe from the right rear… CF had said something about a presentation of their bikes and lunch at their small test facility; I was picturing a parking lot with lots of cones and a few MSF instructors in safety vests dragged out of retirement. In fact, after only a few laps we were seeing 100 mph on the 700CL’s speedometers at the end of the not-so-short straight, and questioning the wisdom of going that fast in my new Rokker jeans and Spidi textile jacket. Luckily, there were plenty of fresh tar snakes to keep us honest whenever the pace started to pick up. But it picked up anyway. Say, this could be fun after all. Chris Johnson is one of about 60 employees up there in Plymouth, MN, and they’re expanding. The company, not the employees. Chris wields a wicked carbon-fiber driver at Topgolf. Seventy-four crankshaft horsepower feels like kind of a conservative estimate, really, and though you don’t have a quickshifter, you do have a perfectly adequate, slightly long-throw six-speed trans just like the one in the 650 Versys and Z650 Kawis, that gets the job done. CF’s not-so little test track is a flowing job it shares with the local gendarmerie and a truck-driving school, and it’s all about blending acceleration with lean angle and trail braking. Whacking open the throttle at exits, the 700CL-X serves up linear, smooth power from right off the stop – which is a good thing as you strive to combine the best line with the least tar snake exposure. It feels, well, downright Japanese. You could be riding a Z650 if maybe not quite an MT-07. Behave yourself or you’ll wind up in the St. Cloud state pen, built in 1889. I feel even worse for those prisoners if any of the Moe Cason bbq smoke from our lunch wafted over that way. Unlike the Japanese version, the Chinese one gets Bosch electronic fuel injection and two ride modes, Sport and Eco. Maybe the Chinese economize a bit when it comes to safety, but not in an unsafe way: On most motorcycles you change modes with a button, then shut the throttle for it to take effect. What? Cruise control on a $6500 motorcycle? They said it couldn’t be done. Also ABS, slipper clutch, LED lighting, daytime running lights… Weirdly, the 700CL-X is the only model that does not currently support the CFMOTO Ride App, but the 700CL-X Sport does. On the CF, you just hit the button. Swapping from Eco to Sport on the track is almost like hitting a nitrous button; the engine comes alive and puts out a burst of speed. Not uncontrollably with only 74 hp, but definitely noticeable. Also unlike the Versys, the CF’s fuel map gives it another burst of speed at about 7,000 rpm and all the way into its 9,000-rpm redline. It’s a spunky, fun little engine. Linkage-mounted rebound-adjustable KYB shock controls the rear wheel. Suspension is completely up to the task also, as it comes from KYB: a fully adjustable inverted fork with 41mm sliders in front, and a link-mounted adjustable shock at the rear, both tied together by a pretty steel frame. CFMOTO says the whole deal weighs 432 pounds when its 3.4-gallon tank is full, which is 20 pounds more than the Z650 Kawasaki weighed in our Middleweight Naked Bike Shootout last June, and 5 more than the Triumph Trident 660 that won it (on our scales). Those suspenders do fine work keeping the bike on an even keel around the mostly smooth track, faster and faster, right up to the point where group dynamics and hot sun on tar patches have you beginning to feel the limits of the scramblery Pirelli MT60 tires the 700CL-X rides on. Did I mention it rained, and there were still a few wet spots? 700CL-X Sport The Sport, on the other hand, rides on 17-inch Pirelli Angel GT rubber, has clip-on handlebars (high-ish ones) instead of the X’s aluminum handlebar, and slightly rearset footpegs. It gets not one but two 300mm discs up front, clamped by real live Brembo Stylema calipers. What the? As such, it tears around CF’s test track even better than the regular X, right up until you grab a handful of Stylemas. I’m pretty sure the settings in the 41mm inverted fork the X and X Sport are the same, and the bite the dual-disc setup provides has the Sport diving like das Boot. It’s not really a problem when you’re riding casually, but when the pace picks up (and it always does), and especially when you’re trying to brake leaned over, it’s really hard to modulate pressure and therefore your trajectory, with the front end rising and falling, even using just one finger on the lever. Cranking up the damping to max helped a little; we could’ve increased spring preload, too, but did not. Our CFMOTO reps think the 19 pounds more than the X that the X Sport weighs on the spec chart (451 lbs wet) is almost all in that extra front disc, caliper, and wheel – which would also explain its more flighty path around the test track. I’m guessing part of the weight difference is also in the Sport’s different subframe. The Sport’s subframe and seat are different, too, and not really in a comfortable way. Meanwhile, the single J.Juan caliper and 320mm disc on the regular X seemed to have plenty of power, and worked better with the rest of the package, given that 74 horses isn’t going to rocket you up to 150 mph unless you go off a cliff maybe. I’m thinking there’s an easy solution if you like the rest of the X Sport package. Just take off one of the front discs/calipers and sell it on the eBay. Both bikes were a blast around CFMOTO’s sweet little track, way better than expected, with all systems working well together except for, again, the Sport’s too-strong front brake. Which is a way better problem than not enough brakes. Not too many buyers of these will be doing many track days, I’m guessing, but it’s nice to know you can. On the street Day two saw an intrepid band of us taking a spin around Lake Minnetonka via Wayzata, and I can’t remember when I had a more pleasant motorcycle ride. We didn’t really hit any twisty high-speed roads like we usually do on press junkets, but we did hit plenty of nice, sweeping two-lanes winding in and out of some beautiful places packed with big trees and beautiful lakes under scattered clouds. Strangely a California level of bug strikes, as in none. The 700CL-X Sport, with its clip-on bars, is a bit more committed than the plain X, but not enough to complain about at all. The Sport also has a different tail section and seat, and I’m going to have to give the comfort nod to the non-Sport. In fact, its seat is excellent, along with the rest of its perfect, standard style ergonomics. The KYB suspenders are on the firm side for street use, a thing you only notice through the bumps, but most of us prefer that to spongy (it’s why they worked so well on the track). Taking some time to dial back the adjusters would probably soften things up. X on the left, X-Sport right. We dropped into Paisley Park to pay our respects to Prince. We knew the museum was closed that day, but the gate to the parking lot was open so we cruised in to shoot a quick picture. Just as I was observing to my compadres how disgustingly happy everybody up here seemed, while we were reading the plaque about peace and love, a very large angry man rushed out of the building and told us to GTFO right now! What a world. So what, I got my iPhone pic. This is a great place to sit, 31.5 inches above the pavement. The other kids had to catch a plane out, but I did not, and was happy to take off on my own for the rest of the day. Naturally, that was when my Cardo communicator decided not to, so I got good and lost but really didn’t mind. The 700-X is a big friendly puppy, happy to just get out of the house and go anywhere. Eventually I bumped into the Mississippi River and followed the river road to St. Paul and through it on Grand Avenue. Tree ruins shot of my bike on Cretin Ave. in St. Paul. Places with cold winters enjoy their green, leafy summers more. Everybody and literally their kids and dogs were out riding bicycles along the river path, and the ones without kids were soaking up the rays and suds all throughout the city. The 700CL-X is perfect for this kind of exploratory work, happy to putter quietly along; its twin will chug down to 2500 rpm in top gear no problem, and the clutch is nice and light too. With those blocky Pirellis, it might even get you through a St. Paul winter. At any point in the proceedings when the road is clear ahead, feel free to switch on the cruise control with your left thumb to give your right paw a rest. Details If our fit and finish isn’t quite top shelf, it’s damn close if not equal to the middleweight Japanese competition; NVH – noise, vibration, and harshness (lack of) – is right there too. Aside from that, these motorcycles brandish some equipment you just wouldn’t expect to see on sub-$7k machines – including cruise control, adjustable KYB suspenders, great brakes, nice wheels, premium tires. And to my orbs, they don’t even look cheap. The X sports some very nice brushed aluminum side panels; the Sport gets some faux carbon fiber covers, but it’s nice faux fiber, with no gaping gaps or exposed wires. The chrome-moly frame is tasty and nicely welded. As for myself, I’ve passed the age where I care much about my public image, but I can vaguely remember the time when that wasn’t the case. And in those days I wouldn’t be embarrassed to be seen on either of these motorcycles. In fact I was feeling quite swank as I rolled through downtown St. Paul, right up until I’d catch sight of myself in a storefront window. Hey, hi-viz is safe! Business is good That’s the word from CFMOTO’s 60-ish employees in the US HQ up there in Plymouth, outside Minneapolis. Chris Peterman, motorcycle director, worked for Yamaha for 20 years from the dealer level up before joining CF not long ago, and thinks the company gets it. They’ve been at it since 1988 in Plymouth importing ATVs and side-by-sides, and did something like $400 million in sales last year. Currently there are 550 dealers of those offroad vehicles in the US, and 190 motorcycle ones. And these aren’t new motorcycles; they’ve been selling them overseas for quite some time now. In the UK, they offer a four-year warranty; in the US, it’s two years. And now for the bad news: You can’t get CFMOTO motorcycles in California. Not yet, anyway. But Peterman says the paperwork is in the works right now, and he’s confident for 2023. That might not be a bad thing; I’m not allowed to say anything about the all-new bike I also rode around on til August 1. Ooooo… Next week: a little about the other five bikes CFMOTO is importing for 2022. In Gear Helmet: Shoei Neotec 2 Jacket: Spidi 4Season Evo H2Out Jeans: RokkerTech Tapered Slim Gloves: Spidi Clubber Boots: Sidi Adventure 2 Mid 2022 CFMOTO 700CL-X / 700CL-X Sport Specifications MSRP $6,499 / $6,999 Engine Type 693 cc liquid-cooled parallel twin, DOHC, four valves per cylinder Bore and Stroke 83 x 64mm Compression Ratio 11.6:1 Horsepower 74 @ 8500 rpm (claimed) Torque 47.9 lb-ft @ 6500 rpm (claimed) Transmission 6-speed, slipper clutch Final Drive Chain Front Suspension Inverted 41mm KYB fork; adjustable for spring preload, rebound and compression damping Rear Suspension Linkage-mounted KYB shock; adjustable for spring preload, rebound damping Front Brake 320mm disc, radial-mount 4-piston J Juan caliper, ABS / Dual 300mm discs, Brembo Stylema calipers, ABS Rear Brake 260mm disc, 2-piston caliper, ABS / 260mm disc, Stylema 2-piston caliper, ABS Front Tire 110/80 R18 Pirelli MT60 / 120/70-ZR17 Pirelli Angel GT Rear Tire 180/55 R17 Pirelli MT60 / 180/55-ZR-17 Pirelli Angel GT Wheelbase 56.5 in. Seat Height 31.5 in. Curb Weight 432 / 451 lbs (claimed) Fuel Capacity 3.4 gal. Fuel mileage NA Colors Coal Grey, Twilight Blue / Nebula White, Velocity Grey Warranty 2 years limited warranty We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2022 CFMOTO 700CL-X / 700CL-X Sport Review – First Ride appeared first on Motorcycle.com. Source

We here at Motorcycle.com are huge fans of our hearing. We wear earplugs any time we ride, and Boss-man Evans has gone to the extreme of testing multiple different kinds of earplugs. He swears it’s for science. The rest of us think he likes taking pictures of his ears (fortunately for you, dear reader, we’ve blocked him from actually posting those pictures all but one time). MO Tested: EarPeace Moto Pro Earplugs Review Our earplugs of choice? The Moto Pro earplugs by EarPeace. And now we’ve partnered up with EarPeace to offer 10 lucky winners the opportunity to wear our favorite earplugs in their own ears! All that we ask in return is a little bit of information and that you not share pics of your ears in the comments section. Also, after you win EarPeace requests that you (not Evans) post pictures of your ears with their earplugs on social media, tagging them with @earpeaceearplugs. That’s fair, right? Oval is better by conforming more to the natural shape of the ear canal. What makes the Moto Pro earplugs so cool, in our opinion, is their oval shape, unlike the round shape used by so many others. This lets the Moto Pro fill your ear canal more comfortably as it is a better representation of the shape of your ear. Also, the Moto Pro has 24db filters so you can still hear the stuff you want to hear and tune out the things you don’t. MO Tested: EarPeace Earplug Review If you want in on the action, click on the link below to enter. We’ll only ask you four things. Not really much at all. Entries will be accepted beginning 10am (EDT) July 1, 2022 and end July 31, 2022 at 11:59pm (EDT). http://www.motorcycle.com/blog/wp-content/uploads/2016/10/click-to-enter-btn.png Please read the rules and regulations for the EarPeace Moto Pro Earplug Giveaway. Contest Rules SWEEPSTAKES – OFFICIAL RULES, TERMS AND CONDITIONS Motorcyle.com’s EarPeace Giveaway – By entering the following link on surveymonkey.com: https://www.surveymonkey.com/r/MOEarPeace Entrants are eligible to win one (1) of ten (10) sets of EarPeace Moto Pro Earplugs (valued of $39.95 USD each). One (10) winners will be chosen at random and contacted by VerticalScope Inc.’s staff. 1. NO PURCHASE OR PAYMENT OF ANY KIND IS NECESSARY TO ENTER OR WIN THIS SWEEPSTAKES. AGE/RESIDENCY RESTRICTIONS, VOID WHERE PROHIBITED. 2. PRIZE: One (10) Winners will be randomly selected to each receive: one (1) of ten (10) sets of EarPeace Moto Pro Earplugs. Total approximate retail value of all prizes is approximately $39.95 USD each. Prizes are not transferable and no cash or prize substitution is allowed. Prize package is awarded “as is” with no warranty or guarantee, either express or implied. 3. ELIGIBILITY: From the time of entry through the final date of prize fulfillment, each contest entrant and selected entrant must be a permanent lawful citizen and resident residing in the 50 United States, and or the District of Columbia, and be twenty-one (21) years of age or older. VOID IN PUERTO RICO, THE U.S. VIRGIN ISLANDS, IN ALL FOREIGN COUNTRIES OUTSIDE OF THE UNITED STATES, AND ALL OTHER U.S. TERRITORIES AND POSSESSIONS AND WHERE PROHIBITED OR RESTRICTED BY LAW. Employees, officers, directors, agents, and representatives, of the Sponsor and the Prize Supplier and each of their respective parent companies, affiliates, subsidiaries, advertising, and promotion agencies, promotion partners, and any entity involved in the development, production, implementation, administration or fulfillment of this Sweepstakes, and the immediate family members (e.g., spouse, mother, father, sister, brother, uncle, aunt, nephew, niece, grandparent, in-law, daughter, and son, regardless of where they live) and persons living in the same household (whether or not related) of such individuals are not eligible to participate or win. Only one selected entrant per household. All decisions of the Sponsor with respect to this sweepstakes are final. The Sponsor shall have the right at any time to require proof of identity and failure to provide such proof may result in disqualification from the Sweepstakes. 4. ENTER BY INTERNET: Beginning at 10:00 a.m. (EDT) on July 1, 2022 you may enter this sweepstake via the Internet by following the link: https://www.surveymonkey.com/r/MOEarPeace on motorcycle.com. 5. SELECTION OF WINNER: One (10) entrants will be selected on or about August 1, 2022 by random selection of entrants who have entered the survey found on: https://www.surveymonkey.com/r/MOEarPeace . The winner will be announced publicly on Motorcycle.com and will be contacted directly by a representative of Sponsor via private message on Motorcycle.com. The winner will be required to provide a mailing address (that is not a P.O. box) to receive the prize which will be shipped free of charge. 6. ODDS OF WINNING: Odds of winning a prize are determined by the total number of eligible entries received. 7. RESTRICTIONS: The prize package consists of one (1) of ten (10) sets of EarPeace Moto Pro Earplugs approximately valued at $39.95 USD each. If prize cannot be awarded due to circumstances beyond the control of the Sponsor or Prize Supplier, no substitute prize will be awarded due to the unique nature of the prize. Sponsor and Prize Supplier shall not be liable to the winner or any person claiming through winner for failure to supply the prize or any part thereof, by reason of any acts of God, any action(s), regulation(s), order(s) or request(s) by any governmental or quasi-governmental entity (whether or not the action(s), regulations(s), order(s) or request(s) prove(s) to be invalid), equipment failure, utility failure, internet failure, terrorist acts, threatened terrorist acts, air raid, blackout, act of public enemy, earthquake, war (declared or undeclared), fire, flood, epidemic, explosion, unusually severe weather, hurricane, embargo, labor dispute or strike (whether legal or illegal) labor or material shortage, transportation interruption of any kind, work slow-down, civil disturbance, insurrection, riot, or any other cause beyond Sponsor’s or Prize Supplier’s control (collectively, “Force Majeure Event”). Sponsor shall not be responsible for any cancellations, delays, diversions or substitutions or any act or omissions whatsoever by the performers/events, other transportation companies, or any other persons providing any of these services and accommodations to passengers including any results thereof such as changes in services or accommodations necessitated by same. 8. CONDITIONS: By entering the Sweepstakes, entrants agree to be bound by the Official Rules, Terms, and Conditions and that Sponsor has the irrevocable right to use in perpetuity entrants’ names, user names, likenesses, photographs, voices, home mailing address, biographical and prize information, and entry materials, without notice to entrants and without compensation or obligation, in any and all media now or hereafter known throughout the world, in any manner whatsoever, to advertise and promote Sponsor, its products and services, the Sweepstakes, and for any other purpose except where prohibited by law. 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If the Sweepstakes is not capable of running as planned by reason of damage by computer viruses, worms or bugs, tampering, unauthorized intervention, fraud, technical limitations or failures, any Force Majeure Event or any other cause which, in the sole opinion of Sponsor, could corrupt, compromise, undermine or otherwise affect the administration, security, fairness, integrity, viability or proper conduct of the Sweepstakes, Sponsor reserves the right, in its sole and absolute discretion, to cancel, terminate, modify or suspend all or any part of the Sweepstakes, and to select a winner from among all eligible entries received by Sponsor up until the time of such cancellation, termination, modification or suspension, as applicable. Sponsor reserves the right in its sole discretion to disqualify any individual that (i) tampers or attempts to tamper with the entry process or the operations of this Sweepstakes in any manner, (ii) violates the Official Rules, Terms, and Conditions, or (iii) acts in an unsportsmanlike or disruptive manner, or with intent to annoy, abuse, threaten or harass any other person. CAUTION: ANY ATTEMPT BY AN ENTRANT OR ANY OTHER INDIVIDUAL TO DELIBERATELY DAMAGE OR UNDERMINE THE LEGITIMATE OPERATION OF THIS SWEEPSTAKES IS A VIOLATION OF CRIMINAL AND CIVIL LAWS. SHOULD SUCH AN ATTEMPT BE MADE, SPONSOR RESERVES THE RIGHT TO SEEK CIVIL AND/OR CRIMINAL PROSECUTION AND/OR DAMAGES FROM ANY SUCH PERSON TO THE FULLEST EXTENT PERMITTED BY LAW. Any expenses and receipt and use of the prize and federal, state, and local taxes and fees applicable in connection with the prize awarded are the sole responsibility of the winner. An IRS Form 1099 will be issued in the name of the winner for the actual value of the prize received. This Sweepstakes is subject to all federal, state, and local laws of the United States. VOID WHERE PROHIBITED. Sponsor, Prize Supplier, and their respective officers, directors, parent companies, affiliates, subsidiaries, and advertising and promotion agencies, employees, representatives, and agents are not responsible for and shall not be liable for (i) any injuries, losses, or damages of any kind caused by a prize resulting from acceptance, possession or usage of the prize, or (ii) printing, distribution or production errors. Sponsor or its affiliates may rescind any promotion found to contain such errors without liability at its or their sole discretion. 9. SPONSOR: The Sponsor of this contest is VerticalScope Inc. (the owner and operator of Motorcycle.com), 111 Peter Street, Suite 700, Toronto, Ontario, M5V 2H1. 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Triumph announced updated color options for its Bonneville “Modern Classics” range, as well as new names for the Street Scrambler and Street Twin. The 2023 paint schemes are generally more vibrant than the 2022 colors, a change brought about in part from the popularity of last year’s Gold Line edition models. Confirming the news we first reported in May, the Street Scrambler has been renamed the Scrambler 900, while the Street Twin will now be called the Speed Twin. Apart from the two new names and the colors, the entire range is otherwise unchanged from 2022. Begin Press Release: EXCITING NEW COLOURS AND NEW NAMES FOR TRIUMPH’S MODERN CLASSICS RANGE Introducing for model year 2023, a new and exciting range of colour options for the entire Bonneville range, building on the great success of last year’s Gold Line Editions, which responded to customer requests for brighter, more distinctive, and more elegant colour options across the legendary Modern Classics line-up. These new colours come hand-in-hand with new names for two of the class-defining 900cc models, chosen to better represent the family connections across Triumph’s iconic Bonneville line-up, and their specific engine capacities. From model year 2023, the Street Twin is re-named Speed Twin 900, and the Street Scrambler is re-named the Scrambler 900. Speed Twin 900 (previously Street Twin) Matt Silver Ice NEW Matt Ironstone Jet Black Speed Twin 1200 Matt Baja Orange NEW Red Hopper Jet Black Scrambler 900 (previously Street Scrambler) Carnival Red & Jet Black NEW Matt Khaki NEW Jet Black Scrambler 1200 XE and Scrambler 1200 XC Carnival Red & Jet Black NEW Matt Khaki Green & Matt Jet Black Sapphire Black Bonneville T100 Meriden Blue & Tangerine NEW Carnival Red & Fusion White Jet Black Bonneville Bobber Red Hopper NEW Matt Storm Grey & Matt Ironstone Jet Black Bonneville T120 Aegean Blue & Fusion White NEW Cordovan Red & Silver Ice Jet Black Bonneville Speedmaster Cordovan Red NEW Sapphire Black & Fusion White Jet Black Bonneville T120 Black Sapphire Black & Matt Sapphire Black NEW Jet Black Thruxton RS Competition Green & Silver Ice NEW Jet Black Speed Twin 900 (previously Street Twin) For model year 2023, the newly re-named Speed Twin 900 comes in three colours, including classic Triumph Jet Black, a Matt Ironstone and a sophisticated new Matt Silver Ice option, with silver and yellow accents. This new paint scheme includes a Matt Silver Ice fuel tank with silver and yellow graphics, Jet Black side panels with new Speed Twin 900 logo and Jet Black front and rear mudguards. Scrambler 900 (previously Street Scrambler) For model year 2023, the newly re-named Scrambler 900 comes in three colours, with a classic Triumph Jet Black, a new Carnival Red and Jet Black scheme with striking and contemporary new graphics, plus a new Matt Khaki scheme that celebrates the Scrambler’s iconic off-road heritage. The new Carnival Red and Jet Black paint scheme includes a Carnival Red fuel tank with contemporary Jet Black stripe detailing and Jet Black side panel, frame cowl and mudguards. The iconic new Matt Khaki colour scheme features a Matt Khaki fuel tank with Matt Jet Black side panel, frame cowl and mudguards. Bonneville T100 The iconic Bonneville T100 for model year 2023 comes in three colours, with a timeless Triumph Jet Black, and a classic Carnival Red and Fusion White scheme, plus a stylish interpretation of the original 1959 design, with a stunning new Meriden Blue and Tangerine option, with hand-painted silver coach line detailing on the tank. This striking new colour scheme also features Meriden Blue side panels and mudguards. Bonneville T120 For model year 2023, the legendary Bonneville T120 comes in three colours, with a stylish Triumph Jet Black, and a sophisticated Cordovan Red and Silver Ice scheme, plus a stunning new Aegean Blue and Fusion White option, with hand-painted gold line detailing on the tank. The new heritage-inspired colour scheme also features Aegean Blue mudguards, and Jet Black side panels and headlight bowl. Bonneville T120 Black The classic Bonneville T120 Black comes in two colours for model year 2023, with a timeless Triumph Jet Black, and a sophisticated new Sapphire Black and Matt Sapphire Black split scheme across the tank, accentuated with carefully hand-painted silver coach line detailing. The new scheme also features Sapphire Black mudguards, side panels and headlight bowl. Speed Twin 1200 For model year 2023, Triumph’s performance classic Speed Twin 1200 comes in three colours – the classic Jet Black, a striking Red Hopper, and now an exciting new Matt Baja Orange scheme, with stylish Storm Grey and Aluminium Silver tank graphics. The new scheme also features Matt Storm Grey side panels and headlight bowl, matched with Matt Silver Ice fork protectors. Scrambler 1200 XE and Scrambler 1200 XC Triumph’s class-defining Scrambler 1200 line-up, for model year 2023, comes in three colours – the sophisticated Sapphire Black, a classic Matt Khaki Green and Matt Jet Black scheme, and a stunning new Carnival Red and Jet Black scheme that features a Carnival Red fuel tank with Jet Black tank stripe design, plus Jet Black side panel and headlight bowl. Bonneville Bobber Triumph’s original custom icon, the Bonneville Bobber, comes in three colours for model year 2023, with a classic Jet Black, a sophisticated Matt Storm Grey and Matt Ironstone scheme, and a striking new Red Hopper option. This new paint scheme includes a Red Hopper fuel tank and Jet Black side panels and mudguards. Bonneville Speedmaster The British custom classic icon, Triumph’s Bonneville Speedmaster, comes in three colours for model year 2023, with a classic Jet Black, a stylish Sapphire Black and Fusion White scheme, and a sophisticated new Cordovan Red option which features a rich Cordovan Red fuel tank, with Jet Black side panels, mudguards and headlight bowl. Thruxton RS For model year 2023 the iconic Thruxton RS café racer comes in two colours, with a timeless Jet Black, and a stunning new Competition Green and Silver Ice scheme. This sophisticated new scheme features a Competition Green and Silver Ice fuel tank and seat cowl, with gold graphic detailing on both. This is matched with Jet Black mudguards, headlight bowl and side panels and Matt Silver Ice fork protectors. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2023 Triumph Modern Classics Range Get New Colors, New Names appeared first on Motorcycle.com. Source

Recently, Klim invited eight European journalists to the company’s Idaho-based HQ for a bit of local touring to showcase the usefulness and practicality of its products. “Welcome to one of the most scenic test and development laboratories on earth, right here in our own backyard,” said Klim representatives. Thankfully, someone must’ve felt adding a few real-life Americans to the pot would really kick up the Americana experience a notch for our visitors, and yours truly got the invite. After being told I needed to bring nothing more than my favorite pair of boots, I grabbed my favorite trucker hat, an old dirty denim jacket, slugged a PBR, and headed for the airport! I had some Europeans to help welcome to the ‘Merican High West. Rigby Located just north of Idaho Falls in Rigby, ID, sits Klim’s HQ. We were fortunate enough to get a brief tour through the company’s warehouse and offices before the start of our journey. It was interesting to get a glimpse behind the scenes to see what a fairly large American motorcycle (and snowmobile) gear manufacturer was working with. Perhaps most interesting was just how new everything was and how much the company is expanding within its current facility. Larger offices and areas are being added, and warehousing has been expanded complete with new shelving and processing areas – all this making it obvious that Klim is showing no signs of slowing down any time soon. The company’s founder and president, Justin Summers, grew up in the area and established the brand in 1998 – then known as Teton Outfitters – which now encompasses the Klim and 509 brands. Klim got its start with snowmobile apparel and didn’t delve into the motorcycle landscape until 2005 when it saw a hole in the market for off-road specific dirt bike gear. At the time, all of the dirt gear on the market was motocross focused. Klim aimed to add items to the market that were a better fit for off-road riders outside of racing. A few years later, Klim got into the ADV market. New offices and studios were under construction during our tour. World renowned for its robust technical apparel, Klim now offers a little bit of everything in terms of motorcycling apparel from riding jeans, to carbon fiber modular helmets, and of course a litany of items suited for adventure and off-road. Since we were just getting into opening season for the Yellowstone area and many of its surrounding mountain passes, Klim chose to let us loose in the top-o-the-line touring jacket and pants, the Kodiak. Klim Kodiak The Kodiak jacket and pants represent the pinnacle of Kilm’s touring gear. Focused more toward pavement strafing than the majority of Klim’s products, the Kodiak is still packed to the gills with features to help ensure your comfort, no matter the elements you’re faced with. Klim describes the jacket’s features on its website over the course of 70 bullet points, which hints at just how technical the jacket is. In practice, it’s all of those features that make the Kodiak extremely versatile, a key component of touring gear. Adjustability in terms of fit, layers that ensure warmth well into low temperatures, and venting that can be open and closed as the need arises, all help to deliver a comfortable ride no matter the weather. Armor from D3O, the 3-layer Gore-Tex Pro shell fabric, and leather panels aid on the protection front. The functional layers for cool temperatures such as the down filled storm collar and quilted down jacket really show just how down the Kodiak is – the jacket also functions as a separate piece for time spent off the bike, further extending the Kodiak’s usefulness. The pants are much the same story in their construction without the extra layers. Klim set us up with merino base and mid-layers as well. During our ride, temps dipped into the high 30s in the early morning and well into the 80s at lower elevations. I was never close to needing to use all of the included layers at any one time. I was able to pair my Kodiak suit with the In&Motion Klim airbag vest and carbon fiber TK1200 modular helmet. While perusing Klim’s HQ, we noticed a wind tunnel testing helmet drag coefficients. Klim reps tell us some big things are in the works for its helmet line and that nothing currently being sold has been through their in-house wind tunnel. Day 1 Rigby – Bozeman We left a warm and sunny Klim HQ and headed for the hills, the hills of course being some of the craggiest mountains this side of the Sawtooth range – the Tetons. The tips of the Tetons were socked in reminding us of the omnipresent precipitation that we could become shrouded in at any moment. And we did. Again, with Gore-Tex/Klim having my back, and the rest really, weather wasn’t a concern. It was great to get back out into this part of the country for some spectacular riding. I’ve been through some of the area twice, once on my own quite a few years ago, and again about a year ago on the Harley-Davidson Pan America. If you’re looking to spend some quality time on the bike though, I might not recommend going through Yellowstone unless it’s a destination on your trip. The major roads through the park can be brutal in terms of slow traffic. Thankfully, since we were getting in at the beginning of the season, it wasn’t bad. It’s interesting being with a group of folks visiting from all over Europe. Some on the ride had never been to the U.S., and none of them had been out in the area where we were riding. You end up becoming a bit of an ambassador for our way of life here in the States, fielding questions about the constant onslaught of diesel-belching gargantuan trucks used as daily drivers, taking Swedish journalists to Wal-Mart on the back of your motorcycle just so they can marvel at the size – you know, all things we consider pretty standard fare, particularly when you grow up in the middle of the country. I found myself genuinely hoping that our crew was enjoying the trip as much as possible, and was happy to laugh at the absurdity of things when considered relatively. The scenery through this part of the U.S. is unrelenting in its beauty. We were treated to impossibly green fields, towering canyon walls, and plenty of big sky country. Day one was fantastic, and it just kept getting better. Day 2 Bozeman – Cody For the coolest morning temps, I opted for using the down jacket included with the Kodiak, but left my mid-layer stowed. The In&Motion airbag vest also adds a layer, so again, I never felt the need to wear everything. The nice thing about using the down jacket is that it creates a breathable pocket of warm air which worked really well with the merino base layers and jacket to keep me perfectly comfortable. It really is amazing how well layering correctly works. We headed south into Yellowstone via Paradise Valley nestled between the Gallatin and Absaroka-Beartooth mountain ranges along highway 89. After a stop to walk around Mammoth Springs terrace-like travertine pools and springs, we saddled back up and headed west on Grand Loop Road toward Highway 212. I slotted myself in behind our lead rider and Klim prez, Mr. Summers, who was riding at a good clip. After an epic detour blast at high speed south toward Yellowstone Lake to retrieve some lost items, we made our way back north to Cooke City for lunch. We continued along hwy 212 before diverting south due to Beartooth Pass being closed. Nearing Cody, WY, we passed over the Sunlight Bridge, the tallest bridge in the state, I hear. The construction itself is fairly simple, but the chasm it spans is impressive. Cooke City, MT Our last bit of twists and turns was a good ‘un. We blasted up hairpin after hairpin toward Dead Indian Hill. I was sure the bags on the back of Justin’s BMW R1250 GSA were going to kiss the pavement at any moment. The views from the overlook up top were incredible and we spent some time up there appreciating them and the fantastic day’s riding we had just nearly wrapped. Of course, our night wouldn’t be complete without a visit to the nightly Cody Rodeo. We watched kids, adults, clowns, and horses manage to not get gored by some feisty bulls – bulls trucked all the way up from Florida, no less. Day 3 Cody – Rigby Another day of gearing up for a cool morning. I opted for the mid layer instead of the down jacket as temps weren’t quite as cool as the previous morning. Our friend from Sweden had been “stuck” on the Indian Chieftain for the duration of the trip so far. We had our pick of all sorts of bikes, and since I had enjoyed the Norden 901 on our first day and the Tiger 1200 on day 2, I offered to swap with him for the final day. The Indian is nice for the full American experience, but not as nice when blitzing through hairpins up mountainsides. This was really the first downfall I felt in the Kodiak jacket and pants. For me, getting a proper fit in Klim gear is somewhat difficult. Everything is always a bit long which leads to bunching up and when you have jackets and pants as robust as the Kodiak, or Badlands Pro for that matter, at 5’8” you have to be fairly thin to fit into something that won’t end up with excess fabric. I ended up using a size 52 jacket and pants. The Kodiak does, however, offer a better sizing range than some of the other Klim products thanks to the “Euro” sizing. This meant the jacket and pants already felt a bit bulky, but in the cruiser riding position, it really emphasized the extra length in material. The jacket’s double zipper’s ability to unzip the bottom helped greatly for the Indian’s riding position, but the gear is clearly more at home on anything but a cruiser. The view east from atop the Buffalo Bill Dam. Just west out of Cody, we made a stop at the Buffalo Bill Reservoir for a peak at what is said to be one of the oldest high concrete dams built in the U.S. Part of the Shoshone project, the dam was constructed between 1905 -1910 and has a structural height of 350 feet. Hwy 14 continues into the Absaroka mountain range and follows the Shoshone River west back into Yellowstone National Park. We skirted around the north end of Yellowstone Lake before heading south on hwy 191. This section heading south is one of my favorites in the area. It’s so incredibly scenic you almost don’t mind going with the flow of slow tourist traffic. The view of the eastern side of the Tetons is also particularly spectacular. It was about this time that it started warming up. Layers were shed, and vents were opened as we made our way back down to lower altitudes. The Kodiak gear had performed quite well during our trip. Klim also offers the Kodiak in short and tall sizing for the pants and just short sizing for the jacket so, maybe with a bit more time I could’ve gotten fitted better into that kit. That said, the rest of Klim’s lineup follows the more standard Small through 2XL sizing structure. For a brand as premium as Klim is, it would be great to be able to get the sizing more dialed in. We’re told they have a position at the company specifically dedicated to this, so that’s promising. Back home from the weeklong trip – that somehow still felt like a whirlwind thanks to projects pre and post, I found myself thumbing through Instagram to find that many of the roads we had just enjoyed with near perfect weather had been completely destroyed by biblical flooding. Yellowstone’s social media videos and pictures reported indefinite park closures just days after we were there. News reports from the surrounding areas showed damage in nearby communities such as Gardiner and Red Lodge that were devastated by the combination of three to four inches of rain at a time on top of the rapid snow melt that had set in just after our trip. Just some of the flood damage in the area. Image courtesy of NPS / Doug Kraus. It was said that the Yellowstone river was at a higher level than it had been in 100 years. This year marks the 150the anniversary of the world’s first National Park. I’m thankful to have been able to enjoy it when we did and my thoughts go out to the people in the area affected by the storm. Thankfully, the flooding receded fairly quickly, but plenty of damage had been done in a short time span. Among other roads, the north entrance to the park remains closed and others are forcing massive detours around the area. If there’s anything we’ve learned over the past couple of years it’s that adaptability is crucial and sometimes you’re forced into it. It’s better to bend like the reed than to break like the oak, they say. Thank you to all of the folks at Klim who made this possible. These guys are the real deal. Born and bred in the mountains and the robustness of the gear shows it. We were told Justin’s 80-year-old father still gets out snowmobiling with him. I guess that unforgiving yet beautiful terrain makes you a bit tougher, or at the very least, will make you want to enjoy it as long as possible. Become a Motorcycle.com insider. 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With the calendar flipping over to July, we are now officially in the second half of 2022. That also means motorcycle manufacturers are starting to make their model announcements for 2023. Around this time of year, we typically hear about updated models returning with the always-popular “Bold New Graphics,” such as last week’s news of 2023 BMW paint options. Of course, what we’re more interested in are models that are brand new, and existing models that are being updated. As always, Motorcycle.com‘s got our feelers out for clues about what to expect. To that end, MO has uncovered evidence that Kawasaki will be updating the Ninja 650 and Z650 for 2023. We first figured something was up when we noticed the Ninja 650 and Z650 were not included on an initial list of 2023 model year Vehicle Identification Number information Kawasaki submitted to the U.S. National Highway Traffic Safety Administration. As with the first round of model announcements, the first versions of these lists are usually made up of models that are returning unchanged, as the information would be the same as the previous model year and it’s a simple matter of resubmitting the data for the new year. The absence of these two models was telling, especially when the Z650RS was included on the 2023 model year list. The real smoking gun is certification data from the U.S. Environmental Protection Agency, as well as the California Air Resources Board, which show the Z650 and Ninja 650 will now share the same engine and exhaust systems as the recently-updated Versys 650. This is the CARB executive order for the 2022 Kawasaki Ninja 650, Z650, and the Z650RS (which is mentioned here by its model code, ER650MN). The Versys 650 was updated for 2022, and it has its own executive order. You can tell this is for 2022 because it was filed before the Kawasaki officially spun off its motorcycle business, which is why it still says “Kawasaki Heavy Industries” at the top and not “Kawasaki Motors”. All three models share a similar engine, a 649cc liquid-cooled, four-stroke DOHC eight-valve Parallel-Twin with an identical 83.0 mm cylinder bore and 60.0 mm stroke. Despite these similarities, the Versys 650 has actually been using a slightly different engine for a decade. For 2010 and 2011, all three 650 models were certified together, with the same emissions data. That changed in 2012, when Kawasaki updated the Ninja 650 and the Z650’s predecessor, the ER-6n. The Versys did not get the same updates and continued to be certified at its previous emissions levels. Over the years, Kawasaki continued to produce multiple versions of the engine, with the Vulcan S also getting its own tuned-for-torque iteration, plus its own certifications. For 2023, Kawasaki has certified the Ninja 650, Z650 and the Versys 650 together, meaning they now share the exact same engine tuning. Curiously, the 2023 Z650RS will retain its previous engine tuning, while the Vulcan S will continue with its own take on the 649cc Twin. For 2023, Kawasaki filed the Z650 (model codes ER650NP and ER650PP) and the Ninja 650 (EX650PP and EX650RP) using the Versys 650’s executive order. The Z650RS was certified on its own executive order. The new certification documents tell us a few things. For one, the Z650 and Ninja 650 will see a slight dip in their claimed horsepower output, dropping from their previous EPA-certified 50 kW to 49 kW (67.1 hp at 8000 rpm to 65.7 hp at 8500 rpm). We can also expect the Ninja and Z650 to get the same two-mode traction control system Kawasaki gave the Versys 650. Both the CARB executive order and the EPA certifications have new model codes for the Ninja 650 and Z650. For 2023, the Ninja 650 goes by the codes EX650PP and EX650RP, (with separate codes for ABS and non-ABS versions). Likewise, the 2023 Z650 goes by the codes ER650NP and ER650PP. The last letter represents the model year, with “P”, as per industry convention, representing 2023. Meanwhile, the 2022 Ninja 650 goes by the model codes EX650MN for ABS, and EX650NN for no ABS, while the 2022 Z650 uses the model codes ER650KN for ABS and ER650LN without ABS. Again, the last letter stands for the model year, and as per convention, 2022 is represented by the letter “N”. Setting aside the model year codes, the Ninja 650 has been using the model codes EX650M and EX650N since 2020, the year it was last updated. Before that, it went by EX650J and EX650K. Likewise, the Z650 has also used the ER650K/ER650L codes since 2020, when it was also last updated. Prior to that, it went by the codes ER650G and ER650H. This tells us that we can expect more changes than just swapping in the Versys 650’s engine tuning. We can probably expect updated styling as well, perhaps with the Ninja getting the same exaggerated chin spike below the headlights that Kawasaki gave the Versys. Selectable ride modes would be a nice addition, but they weren’t part of the Versys’ update, so we don’t expect they will be offered on the Z650 or Ninja 650 either. Chassis updates are also possible, though the emissions documents obviously don’t shed much light on that. Kawasaki typically reveals updates to its Ninja and Z models in the fall, during the major motorcycle shows, and we suspect that will be the case again this year, when it reveals the updated 2023 Ninja 650 and Z650. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Evidence Suggests New Kawasaki Ninja 650 and Z650 for 2023 appeared first on Motorcycle.com. Source

Hmmmmm, I remember really liking the 848 Streetfighter for an everyday Ducati ten years ago, but Tommy “Guns” Roderick was less than complimentary when he rode the thing around Italy at its introduction. High strung, nervous, and “a testicle-harrowing experience” thanks to a forward-sloping seat, TR concluded the 848 was a motorcycle he wouldn’t want to spend more than an afternoon on. Ouch. They seem to be holding up well in the used market anyway, most with low-enough miles to make it appear they only did get ridden an afternoon at a time. E la vita… Less displacement, lower price, same amount of sexy nakedness By Tom Roderick Sep. 30, 2011 With the world launch of the 1199 Panigale superbike at the EICMA show in Milan still a month away, Ducati filled the interim with an international press launch of the 2012 848 Streetfighter. The combined street and track ride in and around Modena, Italy, exposed the newest naked performer to Sunday morning twisties and trackday duties.Nearly identical in appearance to the larger 1098 Streetfighter, the new 848 is meant to provide motorcyclists a more affordable and less extreme option to the superbike-powered S model, which is the only other Streetfighter available for 2012 as the standard Streetfighter is being discontinued.The most obvious difference between the two 2012 Streetfighter models is engine displacement. Whereas the Streetfighter S utilizes Ducati’s 1099cc L-Twin cylinder engine producing a claimed 155 hp and 89 ft.-lb. of torque at 9500 rpm, the new Fighter is powered by an 848cc Twin outputing a claimed 132 hp and 69 ft.-lb. of torque at 10,000 and 9500 rpm, respectively. Producing its peak horsepower 500 rpm higher in the rev range and with a compression ratio of 13.2:1, compared to the S’s 12.5:1, the new SF is a little more high-strung than the larger-displacement model. http://www.motorcycle.com/gallery/gallery.php/d/310448-1/Action1.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTThe new 2012 848 Streetfighter doesn’t breathe as much fire as the original 1098 model, but it’ll still burn anyone who foolishly disrespects the smaller Fighter. Ducati’s crankshaft-derived power figures will decrease when run on a rear-wheel dyno. The 848 Superbike is factory-rated at 140 hp, 8 up from the new Streetfighter due to slightly less valve lift and duration, and it produced 119 hp on the Superflow dyno at Mickey Cohen Motorsports during our middleweight sportbike shootout. Thus, we expect the 848 SF to generate a little over 110 ponies at the rear wheel. This amount of power is plenty fun and exciting on a bike weighing approximately 410 pounds full of fluids. On the street there’s enough oomph for any situation, whether it be wheelieing or passing, while on the track the 848 Fighter will make easy work of better bikes with lesser riders. Set to retail at $13,000, the 848 Streetfighter is substantially more affordable than the $19,000 Streetfighter S but only $2000 less than the soon to be nonexistent $15,000 standard Streetfighter (hurry and get yours now if you perceive the standard 2011 1098 Streetfighter a better value). The 848 does retain Ducati Traction Control, which is a commendable technology to be included at such a low MSRP. The bigger Streetfighter S model, in addition to the increased power of the larger engine, boasts an Ohlins fork whereas the 848’s front legs are of the Marzocchi variety. Both suspension components are fully adjustable and measure 43mm in diameter. The 848’s front end, however, is steeper than the S with 24.5 degrees of rake compared to 25.6 degrees on the S model. The 848 also has less trail than the S, 103mm vs 114mm, respectively, but the wheelbase of both bikes remains identical at 58.1 inches. http://www.motorcycle.com/gallery/gallery.php/d/310460-1/Action3.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTNew rake and trail figures do little to cure the Streetfighter’s front-end nervousness. Whether on the street or the track the Streetfighter takes some time for the bike to feel comfortable and/or familiar. The front end on the 848 version as well as the 1099cc original can feel a bit twitchy, especially when leaned into a corner, and trail braking doesn’t come naturally when riding the Streetfighter. With the 848 spanning the same distance between contact patches as the S model but with a steeper rake and less trail suggests that Ducati may still be searching for a better base setup — which if achieved would go a long way in making the bike more inviting — but neither measurement lends itself to improved confidence. Usually less rake and more trail would help calm down a nervous front end, so Ducati’s unconventional approach of more rake and less trail to apply calm is interesting. Without a 1098 Streetfighter to ride for comparative purposes at the event, it’s hard to say if the change in front end measurements are better or worse, with the issue still persisting, though, it’s definitely not solved. It wasn’t until the second session on the track that I was riding comfortably fast, pushing the Streetfighter closer to the edge of its performance envelope. The front end’s nervousness and higher handlebars dictate a light touch — ham-fistedness results in a wandering front wheel. http://www.motorcycle.com/gallery/gallery.php/d/310475-1/Handlebars.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTTwenty millimeter higher handlebars provide a less aggressive but more civil riding position. Other significant differences of the 848 SF include a wet rather than dry clutch and new 10-spoke wheels instead of the five-spokers on the S. The tapered aluminum handlebars of the 848 are also 20mm higher than those of the S model. The high seat height of the S, 33 inches, carries over to the new 848, as do the slippery footpegs. The majority of these changes comprise to make the new 848 Streetfighter a better companion to the motorcyclist who is more concerned with the competency of the Streetfighter as a usable streetbike and less about the upgraded performance of the S model. The higher handlebars, for instance, relieve some of the pressure on a rider’s wrists allowing for more time spent in the saddle. Because Ducati didn’t go as far as to change the seating position itself, this extra leverage is oftentimes put to use maintaining a comfortable distance between fuel tank and crotch. The combination of a very narrow tank/seat junction and downward sloping seat can make bumpy road riding a testicle-harrowing experience. http://www.motorcycle.com/gallery/gallery.php/d/310454-2/Action2.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTLight weight, wide bars and a narrow mid-section make the 848 Streetfighter easy to transition from side to side. On a smooth, closed course racetrack such as the brand new Autodromo Modena (the 848 Streetfighter press intro was the track’s first official function) the narrow seat/tank juncture allows for quick, side-to-side transitioning. Complaints were made of the original Streetfighter that a rider’s right ankle was forced uncomfortably away from the bike due to an exhaust heat guard. Ducati addressed this on the 2012 848 SF by adding a 10mm spacer to the right footpeg. Yes, the ankle no longer feels at an odd angle, but the modification did take away a degree of lean angle on a bike that has riders touching toe sliders to tarmac in concert with placing a knee on the ground. The twin front, radially-mounted Brembo brakes and 320mm discs provide good braking power and didn’t fade during our two track sessions, but feel at the adjustable lever is a little vague. http://www.motorcycle.com/gallery/gallery.php/d/310470-1/Action5.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTTop components such as Brembo brakes and Ducati Tracton Control increase the value of the $13,000 848 Fighter. At the rear of the bike a fully adjustable Sachs shock attaches to a cast aluminum single-sided swingarm. The 5.5-inch rim holds a new 180/60 ZR17 Pirelli Diablo Corsa tire. The new size tire provides a wider contact area over its radius, and Pirelli claims improved damping capabilities to provide a smoother ride. Boasting a World Superbike compound on the right and left sides, the tire’s traction was never in question. The 848 Streetfighter will be available in Fighter Yellow, Ducati Red and Dark Stealth but in any color the bike remains a stunner. The aggressive sex appeal of this motorcycle is undeniable, and if you can manage its few foibles, the 848 Streetfighter should make for a wonderful companion. With the exception of the uncomfortable tank/seat juncture, the seating position provides plenty of leg room and a respectable distance from seat to footpegs. The higher handlebars will help keep the weight of a passenger off the rider’s back and the increased distance of the footpeg alleviates discomfort of the rider’s right foot. http://www.motorcycle.com/gallery/gallery.php/d/310464-1/Action4.jpg?g2_GALLERYSID=TMP_SESSION_ID_DI_NOISSES_PMTUnskilled riders on faster bikes will see a lot of this angle of the 848 Streetfighter. I personally wouldn’t want to spend more than an afternoon on the Streetfighter, but for a motorcyclist looking for competent weekend carver and occasional track day tool the Streetfighter is all that in an attention-getting package. Related Reading 2012 Ducati 1199 Panigale Preview 2009 Ducati Streetfighter Review 2009 Streetfighter Comparison: 2010 Ducati Streetfighter vs. 2008 Benelli TnT 1130 2011 Ducati Monster 1100 EVO Review 2011 Middleweight Sportbike Shootout: Street 2011 Middleweight Sportbike Shootout: Track [Video] 2010 Triumph Street Triple R vs. 2011 Ducati Monster 796 Shootout 2011 Ducati Diavel Carbon World Launch First Impressions Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post Church of MO: 2012 Ducati 848 Streetfighter appeared first on Motorcycle.com. Source

BMW released initial details on its 2023 model lineup, including new colors and minor updates. BMW also announced the base MSRP for most of its models, though that information is rather moot, as it also announced additional packages which will automatically be added on to all models in the U.S. Not all models are included in this announcement, however. The S 1000 RR is conspicuously absent, as is the M 1000 RR. Both models are expected to return and be part of a later announcement. The R 18 family were also not mentioned, though we suspect they will be announced later with some new additions to the lineup. We’re less certain the same is true for the R 1250 RS and R 1250 R, which were also not mentioned. The C 400 X scooter was also not mentioned for the U.S. market, though it was announced for other markets. It should also be noted that some of the models listed here may still receive more substantial updates for the 2023 model year. BMW has historically been pretty cagey about its initial model announcements, seemingly confirming just updated colors but launching heavily revised models a few months later. 2023 BMW Motorrad USA Model Year Update Guide New colors and styles. New standard equipment and packages. MY23 motorcycle production begins – August 2022. BMW Motorrad USA announces updates and changes to model year 2023 motorcycles and scooters. Packages and ordering have been simplified with one comprehensive equipment package available for most models. This document will be updated with additional 2023 model information as it becomes available. C 400 GT Base MSRP: $8,245 Colors Style Exclusive Callisto Grey Metallic with gold front brake calipers added. Alpine White remains unchanged. Triple Black Package with Blackstorm Metallic 2 remains unchanged. Equipment Comfort turn indicator can be switched off in the menu for the instrument cluster. All US C 400 GT models automatically add Premium Package. ZPP Premium Package – Heated seat and heated grips. CE 04 Base MSRP: $11,795 Colors Light White remains unchanged. Avantgarde Package with Magellan Grey Metallic remains unchanged. Equipment Comfort turn indicator can be switched off in the menu for the instrument cluster. All US CE 04 models automatically add Premium Package. ZPP Premium Package – Adaptive Headlight, Ride Modes Pro, ABS Pro, Quick Charge Capability, Heated Seat, TPM tire pressure monitor and Center Stand. Individual Options – Seats, Heated Grips and High Windshield. G 310 R Base MSRP: $4,995 Colors Style Passion Racing Red replaces Style Passion Kyanite Blue Metallic. Style Sport Polar White/Racing Red replaces Style Sport Limestone Metallic. Cosmic Black 2 remains unchanged. Equipment No equipment changes. G 310 GS Base MSRP: $5,695 Colors Cosmic Black 3 replaces Polar White. Style Sport Polar White/Racing Red replaces Triple Black. Style Rallye Kalamata Dark Gold Metallic replaces Style Rallye Kyanite Blue Metallic. Equipment No equipment changes. F 750 GS Base MSRP: $9,995 Colors Style Sport Light White/Racing Blue Metallic/Racing Red replaces San Marino Blue Metallic. Style Triple Black with Black Storm 2 remains unchanged. Light White remains unchanged. Equipment RDC real-time gradient tire pressure monitoring added. Comfort turn indicator can be switched off in the menu for the instrument cluster. All US F 750 GS models automatically add Premium Package. ZPP Premium Package – GPS Prep, Cruise Control, LED Headlight, Gear Shift Assist Pro, Ride Mode Pro, Heated Grips, Luggage Rack with Case Holders, TPM tire pressure monitor, MSR Dynamic Engine Brake Control and Dynamic ESA(not available with low suspension). Individual options – Low Suspension, Center Stand, M Endurance Chain, Comfort Seat, Extra Low Seat. F 850 GS Base MSRP: $12,595 Colors GS Trophy Gravity Blue Metallic replaces Racing Blue Metallic. Includes: Tour windshield, Enduro footrests and Navigation prep. Style Triple Black with Black Storm Metallic 2 remains unchanged. Racing Red remains unchanged. Equipment RDC real-time gradient tire pressure monitoring added. Comfort turn indicator can be switched off in the menu for the instrument cluster. All US F 850 GS models automatically add Premium Package. ZPP Premium Package – LED Headlight, Gear Shift Assist Pro, Ride Modes Pro, Heated Grips, Luggage Rack with Case Holders, Keyless Ride, TPM tire pressure monitor, MSR Dynamic Engine Brake Control, Dynamic ESA(not available with low suspension). Individual Options – Low Suspension, Center Stand, M Endurance Chain, Off-Road Tires, Cruise Control, Comfort Seat, Extra Low Seat, Touring Package(GPS Prep, Cruise Control). F 850 GS Adventure Base MSRP: $13,595 Colors Style Rallye Kalamata Matte Metallic 2 replaces Mineral Grey Matte Metallic. Style Triple Black with Black Storm Metallic 2 remains unchanged. Light White remains unchanged. Equipment RDC real-time gradient tire pressure monitoring added. Comfort turn indicator can be switched off in the menu for the instrument cluster. All US F 850 GS Adventure models automatically add Premium Package. ZPP Premium Package – GPS Prep, Cruise Control, LE Aux. Lights, LED Headlight, Gear Shift Assist Pro, Ride Modes Pro, Heated Grips, Aluminum Side Case Holders, Keyless Ride, TPM tire pressure monitor, MSR Dynamic Engine Brake Control and Dynamic ESA. Individual Options – M Endurance Chain, Low Suspension, Off-Road Tires, Center Stand(not available with low suspension), Double Seat, Rallye Seat and Low Seat. F 900 R Base MSRP: $8,995 Colors Black Storm Metallic remains unchanged. Style Sport Light White/Racing Blue/Racing Red remains unchanged. Style exclusive Bluestone Metallic remains unchanged. Equipment RDC real-time gradient tire pressure monitoring added. Comfort turn indicator can be switched off in the menu for the instrument cluster. M Endurance chain added to Comfort and Premium Packages. All US F 900 R models automatically add either Comfort Package or Premium Package. ZSL Comfort Package – M Endurance Chain, Keyless Ride, Heated Grips ZPP Premium Package – M Endurance Chain, Keyless Ride, Heated Grips, GPS Prep, Cruise Control, Saddlebag Mounts, Center Stand(not available with low suspension), Gear Shift Assist Pro, Ride Modes Pro, MSR Dynamic Engine Brake Control, Adaptive Headlight, Headlight Pro, Dynamic Traction Control and TPM tire pressure monitor. Individual Options – High Seat, Low Seat and Low Suspension. F 900 XR Base MSRP: $11,695 Colors Style Sport Racing Blue Metallic replaces Racing Red. Engine spoiler added to Style Sport. Triple Black with Black Storm Metallic 2 remains unchanged. Light White remains unchanged. Equipment RDC real-time gradient tire pressure monitoring added. Comfort turn indicator can be switched off in the menu for the instrument cluster. M Endurance chain added to Premium Package. All US F 900 XR models automatically add Premium Package. ZPP Premium Package – M Endurance Chain, Keyless Ride, GPS Prep, Cruise Control, Headlight Pro, Gear Shift Assist Pro, Dynamic Traction Control, Ride Modes Pro, Heated Grips, ABS Pro, Saddlebag Mounts, Adaptive Headlight, MSR Dynamic Engine Brake Control, and TPM tire pressure monitor. Individual Options – Low Suspension(not with Dynamic ESA or Center stand), Hand Protection, Center Stand and Low seat. R nine T Pure Base MSRP: $10,995 Colors Teal Blue Metallic Matte removed. Option 719 Underground / Light White replaces Blackstorm Metallic / Racing Red. Option 719 Pollux Metallic / Light white replaces Cosmic Blue / Light White. Mineral Gray remains unchanged. Equipment No equipment changes. Individual Options – Spoked Wheels, Design Option Silencer, Low Suspension and Heated Grips. R nine T Base MSRP: $15,945 Colors Option 719 Mineral White Metallic / Aurum removed. Option 719 Aluminum Matte remains unchanged. Option 719 Night Black/Aluminum Matte remains unchanged. Black Storm Metallic remains unchanged. Equipment No equipment changes. All US R nineT models automatically add Select Package. ZSL Select Package – Ride Modes Pro, Heated Grips, Cruise Control, Adaptive Headlight, MSR Dynamic engine Brake Control, Dynamic Traction Control. Individual Options – Aluminum Fuel Tank (with or without sanded welds), Option 719 Wheels (Classic and Sport) and Billet Packs. R nineT Scrambler Base MSRP: $12,995 Colors Manhattan Metallic Matte replaces Kalamata Metallic Matte. Option 719 Underground / Light White replaces Blackstorm Metallic / Racing Red. Option 719 Pollux Metallic / Light White replaces Cosmic Blue Metallic / Light White. Granite Gray Metallic remains unchanged. Equipment No equipment changes. All US R nineT Scrambler models automatically add Select Package. ZSL Select Package – Ride Modes Pro, Heated Grips, Cruise Control, Adaptive Headlight, MSR Dynamic Engine Brake Control, Dynamic Traction Control. Individual Options – Spoked Wheels (only with Low Suspension), Design Option Gold Wheels (not with Low Suspension), Black Cross Spoked Wheels (not with Low Suspension), Low Suspension, Off Road Tires, High Brown Seat and Billet Packs. R NineT Urban G/S Base MSRP: $12,995 Colors Light White is added. Imperial Blue Metallic is added. Equipment No equipment changes. All US R nineT Urban G/S automatically add Select Package. ZSL Select Package – Ride Modes Pro, heated Grips, Cruise Control, Adaptive Headlight, MSR Dynamic Engine Control and Dynamic Traction Control. Individual Options – Design Option Silencer, Design Option Gold Spoke Wheels, Black Cross Spoke Wheels, Chrome Header Pipe, Off-Road Tires, Low Seat and Billet Packs. R 1250 GS Base MSRP: $17,995 Colors Style GS Trophy Gravity Blue Metallic Matte replaces Edition 40 Years GS Blackstorm Metallic. Includes cross-spoke wheels, Rally seat, Sport windshield, radiator protectors, frame protectors, Enduro footrests. Style Rallye Light White/Racing Blue/Racing Red remains unchanged. Triple Black with Black Storm Metallic/Black/Achat Gray remains unchanged. Light White remains unchanged. Equipment RDC real-time gradient tire pressure monitoring added to Premium Package. Comfort turn indicator can be switched off in the menu for the instrument cluster. All US R 1250 GS models automatically add Premium Package. ZPP Premium Package – Keyless Ride, Silencer, Chrome Header, Heated Grips, TPM tire pressure monitor, GPS Prep, Cruise Control, Hand Protection, case Holders, Dynamic ESA, Gear Shift Assists Pro, Ride Modes pro, MSR Dynamic Engine Brake Control. Individual Options – Enduro Package, Passenger Kit (standard and low), Low Suspension, Heated Seat, M Lightweight Battery, Sports Suspension, LED Aux. Lights, Handlebar Risers, Off Road Tires, Aluminum Case Mounts, Black or Gold Cross Spoke Wheels, Low Rallye Bench Seat and Billet Packs. R 1250 GS Adventure Base MSRP: $20,345 Colors Style GS Trophy Gravity Blue Metallic replaces Edition 40 Years GS Blackstorm Metallic. Includes cross-spoke wheels, Rally seat, Sport windshield, radiator protectors, frame protectors, Enduro footrests. Style Rallye Light White/Racing Blue/Racing Red remains unchanged. Triple Black with Black Storm Metallic/Black/Achat Gray remains unchanged. Ice Gray remains unchanged. Equipment RDC real-time gradient tire pressure monitoring added to Comfort Package. Comfort turn indicator can be switched off in the menu for the instrument cluster. All US R 1250 GS Adventure models automatically add Premium Package. ZPP Premium Package – Keyless Ride, Silencer, Chrome Header, Heated Grips. TPM tire pressure monitor, GPS Prep, Cruise Control, case Mounts, Dynamic ESA, Gear Shift Assist Pro, Ride Modes Pro and MSR Dynamic Engine Brake Control. Individual Options – Passenger Kits (standard and low), Heated Seat, LED Aux. Lights, Handlebar Risers, Off Road Tires, Black or Gold Cross Spoke Wheels, Rallye Bench Seat and Billet Packs. R 1250 RT Base MSRP: $19,695 Colors Option 719 Meteoric Dust 2 Metallic replaces Mineral White Metallic. Style Sport Racing Blue Metallic remains unchanged. Triple Storm Metallic 2 remains unchanged. Alpine White remains unchanged. Equipment RDC real-time gradient tire pressure monitoring added to Comfort Package. Comfort turn indicator can be switched off in the menu for the instrument cluster. All US R 1250 RT models automatically add Premium Package. ZPP Premium Package – Keyless Ride, Silencer, Chrome Header, Central Locking, Heated Seat, Alarm, Enhanced Connectivity, 12V socket, Dynamic ESA, Gear Shift Assist Pro, Ride Modes Pro, Active Cruise Control, Adaptive Headlight, Aux. Lights, MSR Dynamic Engine Brake Control, Headlight Pro, Audio System and TPM tire pressure monitor. Individual Options – Option 719 Bench Seat, High or Low Seat, Option 719 Classic or Sport wheels, High Windshield, Sport Windshield, Tubular Handlebars and Billet Packs. S 1000 R Base MSRP: $13,945 Colors Black Storm Metallic replaces Racing Red. Style Sport Bluestone Metallic/Black Storm replaces Hockenheim Silver Metallic. M Package Light White/M Motorsport remains unchanged. Equipment RDC real-time gradient tire pressure monitoring added to Premium Package. Comfort turn indicator can be switched off in the menu for the instrument cluster. All US 1000 R models automatically add Premium Package. ZPP Premium Package – Keyless Ride, USB Port, Heated Grips, TPM tire pressure monitor, Cruise Control, Shift Assist Pro, Dynamic Damping Control, Ride Modes Pro, Engine Spoiler, Adaptive headlight, MSR Dynamic Engine Brake Control and Headlight Pro. Individual Options – Passenger Kit, m Forged wheels, Seats, Carbon Pack and Billet Packs. S 1000 XR Base MSRP: $16,945 Colors Racing Red remains unchanged. Triple Black with Black Storm Metallic 2 remains unchanged. M Package with Light White/m Motorsport remains unchanged. Equipment RDC real-time gradient tire pressure monitoring added to Touring Package. Comfort turn indicator can be switched off in the menu for the instrument cluster. All US S 1000 XR models automatically add Premium Package. ZPP Premium Package – Keyless Ride, GPS Prep, USB Port, TPM tire pressure monitor, Hand Protection, Center Stand, Luggage Rack, Dynamic ESA pro, Gear Shift Assists Pro, Heated Grips, Cruise Control, Adaptive Headlight and LED Aux. Lights. Individual Options – M Endurance Chain, Design Option Wheels, M Forged Wheels, Low Suspension, High Windshield and High or Low Seat. K 1600 GT Base MSRP: $23,895 Colors Option 719 Meteoric Dust II Metallic replaces Mineral White Metallic. Style Sport Light White/Racing Blue Metallic/Racing Red remains unchanged. Black Storm Metallic remains unchanged. Equipment Keyless Ride now standard. RDC real-time gradient tire pressure monitoring added to Premium Package. Comfort turn indicator can be switched off in the menu for the instrument cluster. All US K 1600 GT models automatically add Premium Package. ZPP Premium Package – Gear Shift Assist Pro, Central Locking, Anti-Theft Alarm, Audio System, Aux. Lights and Engine Protection Bar. Individual Options – Option 719 Bench Seat, Low Seat, Floor Lighting and Option 719 Forged Wheels. K 1600 GT L Base MSRP: $26,895 Colors Option 719 Meteoric Dust 2 Metallic replaces Mineral White Metallic. Style Exclusive Gravity Blue Metallic replaces Style Elegance Manhattan Metallic. Black Storm Metallic remains unchanged. Equipment Keyless Ride now standard. RDC real-time gradient tire pressure monitoring added to Premium Package. Comfort turn indicator can be switched off in the menu for the instrument cluster. All US K 1600 GTL models automatically add Premium Package. ZPP Premium Package – Gear Shift Assist Pro, Central Locking, LED Aux. Lights, Anti-Theft Alarm and Engine Protection Bars. Individual Options – Option 719 Bench Seat, High Seat, Floor Lighting, Tubular Handlebars and Option 719 Forged wheels. K 1600 B / Grand America Base MSRP: $22,545 Colors Black Storm Metallic remains unchanged. Style Exclusive Manhattan Metallic Matte remains unchanged. Option 719 Meteoric Dust 2 Metallic remains unchanged. Equipment Keyless Ride now standard. RDC real-time gradient tire pressure monitoring added to Bagger and Grand America Packages. Comfort turn indicator can be switched off in the menu for the instrument cluster. All US K 1600 B and Grand America models automatically add either Bagger Package or Grand America Package. ZBP Bagger Package (for K 1600 B) – Gear Shift Assist Pro, Central Locking, Anti-Theft Alarm, Audio System, Floorboards (or alternate Compartment), LED Aux. Lights, Engine Protection Bars and Center Stand. ZGA Grand America Package (for K 1600 Grand America) – Gear Shift Assist Pro, Central Locking, Anti-Theft Alarm, Audio System, Floorboards, High Windshield, LED Aux. Lights, Additional Speakers, Engine Protection Bars, Top case and Center Stand. Individual Options – Storage Compartment, Option 719 bench Seat, Floor Lighting, Forged Handlebars, Option 719 Forged Wheels and High Seat (only for Grand America). Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. 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Have I at long last, no sense of decency? Road test after road test, I shamelessly fawn and toady over all these $30,000 motorcycles loaned to me by the masters of the universe who produce them… I do feel some guilt, but this is really the only job skill I’ve got. Thankfully, sometimes the motorcycle makes it really easy to gush, which is the case with BMW’s freshly overhauled K1600 line. When they asked which one I’d like to ride home from a very nice lunch at the historic Mission Inn in Riverside, California, a couple weeks ago, I had to go for the K1600 B. That’s B for bagger, and it’s the bike that won our Seven-Bagger Shootout, dang, more than four years ago. There was quite a bit of static at the time of that win, as lots of people who aren’t even old and crusty yet were already convinced a bagger has to have a chuffy old V-Twin and weigh over 800 pounds. But in the end, the BM’s salacious inline-Six and lithe, 768-pound weight carried the day. What I said then and stick by now, is that it’s precisely the B’s duality that makes it such a great motorcycle. On the one hand it’s got the hulking heavy cruiser profile, and you can ride it around all day without ever revving it above 5000 rpm if you want to. On the other, there’s 135 snarling, luxe touring-car smooth horsepower waiting to waft out of the barn whenever you leave the gate open – all of it corralled by the latest electronic anti-crash measures, and housed in a chassis that’s up for whatever you can dish out; certainly for whatever I can. 2022 BMW K1600 B The K platform’s first big overhaul since 2017 sees it Euro-5 compliant and with a 6-axis IMU to control its 2nd-gen Dynamic Electronic Suspension – along with fresh bells and whistles we’re still discovering. Editor Score: 93.75% Engine 19/20 Suspension 14.5/15 Transmission 9.25/10 Brakes 9.25/10 Instruments 4.5/5 Ergonomics 9.25/10 Appearance 9.5/10 Desirability 9.5/10 Value 9/10 + Highs 135-horsepower six-cylinder is way torquier too Electronic ESA, just get on and ride 768-pound ballerina – Sighs Motorrad Connected isn’t the sharpest nav tool in the shed They won’t let you in HOG They will let you in the BMW club Why shouldn’t you have it all? BMW’s snooty enough not to care whether you like it or not, frankly. All the K1600s, they say, are for people who are all done compromising. They want all the performance, all the technology, and all the safety all the time. They don’t really want to haggle, and they don’t care whether you like their bike or not. Conveniently, that’s also a great rationale for packing nearly every bike BMW imports with various pricey options packages, as it’s always done. They say it just makes it easier for the dealer and everyone concerned. I could’ve had a K1600GT, the sportiest touring K. Or the GTL, which gets the top box and less aggressive ergonomics for long-distance touring. Since I was more interested in a bike to ride around on every day, I chose the B. The one BMW hooked me up with has a base price of $22,545, but as a Guest Prince of the Universe, I also received the $3400 Bagger Package: Radio Software, Audio System with Radio, Center Stand, Keyless Ride, Gear Shift Assist Pro, Central Locking System, Anti-Theft alarm system, LED auxiliary lights, Engine protection bars, and Floorboards. No two are alike. Then I needed the $2750 Option 719 Special Edition Midnight color scheme, with Meteoric Dust 2 Metallic paint including special water transfer prints, and the Option 719 seat with black quilting. They also threw in the Floor Lighting option, $100, tacked on a $795 destination fee, and when I came to, we were looking at $29,590. Had I been paying more attention last October when Dennis wrote all about these bikes, I could’ve asked for the Grand America, which is in fact an options package for the B that adds a top case, upgraded audio system 2.0, floorboards, and a taller windscreen – all for $27,745. The check is in the mail. Floor lighting, why not? Big Updates for the ten-year anniversary It’s been ten years since those first K1600GT and GTLs blew our socks off in 2012. Dynamic Electronic Suspension Adjustment was big news in 2017, and now for 2022 we get a semi-major overhaul along with the jump to Euro 5 compliance. In addition to our clean new engine, all the new Ks receive “Next Generation” Dynamic electronic suspension adjustment, with fully automatic load compensation, a new full LED adaptive headlight, a new 10.25-inch TFT color display, and the new Audio system 2.0. I don’t know what “Welcome”, “Good-bye” and “Follow me home” light functions are, but I will get to the bottom of it. Electronics engineering must be a booming field. Big Dam Tour Part Due: BMW K 1600 B Vs Honda Gold Wing DCT Underway Right off the bat, it’s easier to get underway on the B, as it and the GTL share a seat height of just 29.5 inches from the deck. Settled in to my cush and broad Option 719 quilted seat and looking up at the new 10.25-inch control panel feels like sitting at a drive-in movie. Seven-hundred and 58 pounds sounds like a lot, but it’s all relative. After the 930-lb Indian Pursuit and Harley Road Glides we tested a couple months ago, the B feels like a really big scooter, and somehow feels really easy to balance at parking lot speeds, too. Does that long, transverse crankshaft act as a Flying Wallenda balance pole? Not that it’s that long. The 1649cc Six is 21.9-inches wide and weighs 226 lbs, says BMW. Nobody goes anywhere til Gina nails the selfie. (Photo: G. De Pasquale) One writer for a BMW publication had loaded a map of mostly two-lane roads back to South Carolina into his phone, plugged it into the BMW’s nav system, and was on his way. I was only going 37 miles back home on the 91 and required no assistance. Sad. Later, with a little help from the interwebs (and a friendly salesperson at Irv Seaver BMW in my hometown), I was able to get all the BMW’s electronics up and working. There’s a lot going on in the new 10.25-inch TFT, all of it controlled via left thumb. All you have to do is make yourself an account at BMW Motorrad Connected (Dr. John Burns) and have quite a bit of patience. Instead of loading destinations into the bike, for one thing, you load them into your phone. BMW says that makes it easier to change things up and share with your fellow riders at lunch stops, etc. BMW says: With the smartphone app, the rider also continuously receives the latest software for navigation. In addition, the app enables maximum flexibility during planning. This means planning can be carried out in the app itself and you can apply planned routes, e.g. from Basecamp, or download route suggestions from an internet portal… It contains further attractive additional functions, such as recording driven routes or displaying riding statistics and information. Recorded routes can be shared directly with other bikers via the Rever Community. I wasn’t planning any trips, and the Connected app works okay for me around town, since I mostly already know where I’m going. But it’s the same system E. Brasfield sampled on the R18 B on a tour from Colorado last year, about which he had some strong opinions, not all of them positive. In other words, bring some maps too. Everybody got a short little official BMW cord to plug their phone into the purpose-built phone receptacle up top, which doesn’t lock but is impossible to open once the windscreen comes all the way down, which it does when you turn off the bike. Then, you remember your phone is in there, and turn the bike back on again so you can get it out. In typical BMW fashion, there’s a cooling fan in there that switches on at 86 degrees (and off at 77). Audio 2.0 What I really do like in all this is the new audio system. We’ve got speakers up front, but BMW says they’re not for people who like to ride around blasting their Skynyrd at top volume, which suits me fine. Where the previous audio system was connected to the motorcycle as a primarily independent system, says BMW, the new 2.0 is integrated into the electrical system, which means you control it with your left grip controls. Highlights of the system include: Studio profile optimized for listening experience without helmet audio. Bass-boost, treble-boost, voice and balanced profiles optimized for maximum listening experience with in-helmet audio. Highly flexible sound architecture (treble/bass) with a wide range, even at high speeds. And, Standard SiriusXM satellite radio with 1-year subscription. There are also two internal antennae now instead of one external, for better reception. I could never get enough volume out of my Cardo Packtalk Bold JBL helmet speakers before: Bluetoothed into the BMW’s system, though, they’re much louder and clearer. It’s almost worth the $30k if you enjoy your music. Bombing Bombing along at 85-ish on the SoCal freeway on the B is as swell as it ever was. In contrast to your booming V-Twin baggers, the B needs a few revs to get rolling, and the more you rev the silken Inline-Six, the more you want to keep doing it. You can barely hear the big dual exhausts at 80, but they definitely send up that classic howl shifting through the perfectly adequate, quickshifter-equipped 6-speed around town. Even the one-two upshift is nice and clean provided you just hold steady throttle or roll it open. The adjustable clutch lever’s really light too. Naturally, there’s an electric up-and-down windshield which I couldn’t quite find a peaceful setting behind, but there are many options to cure that. Ergonomics favor the short of leg and long of arm, but still perfectly acceptable for a wide range of body types. The optional 719 seat on my bike positively caresses my rear end deep-dishedly, and deploying the optional floorboards for the classic American feet-in-the-wind posture feels like a good alternative on long, straight rides. Cara mia… You can reach the flaps on either side of the fairing, too, which directs more air into the cockpit when it’s warm. Try to avoid getting into high-speed chases: While all the new K1600s are limited to 124 mph, BMW says the K1600B with floorboards is governed to 111 mph, and the B Grand America to just 100. Having your size 14s hung out there at top whack must not be so aerodynamic? It’s probably for your own good. BMW says “The power output of 160 hp is now achieved at 6,750 rpm – 1,000 rpm sooner than before. Maximum torque increases from 129 lb-ft to 133 lb-ft at 5,250 rpm.” They’re being modest; they succeeded spectacularly in this Euro 5 engine. Our 2018 K1600 B didn’t make its 131.8 hp until 8000 rpm, and produced a measly 106 lb-ft of torque at the same 5200 rpm. The Six is more a grand tourer engine than a real screamer, with a deeply delectable midrange they claim is even more potent than before. I can’t disagree. A new ECU is joined by two knock sensors and two additional lambda probes, which BMW says “represent the centerpiece of the updates. The two knock sensors are on the rear side of the cylinder bank at cylinders 2 and 5, which enables optimized ignition timing. They also allow the use of fuel of varied quality which is particularly beneficial when traveling in remote corners of our planet,” like Riverside, CA. Keep the big bar graph tachometer between 3 and 6000 rpm, and you’re moving right out in the time-honored way served up by a classic BMW or Jaguar automobile, but on two wheels, and with the ability to snarl all the way up to nearly 9000 rpm; 8000 is plenty. In fact, max power now occurs at just 6500 rpm, so there’s usually no point in going much past there. Who knows what this engine would be capable of unleashed? Yes, we’ve got an IMU And it works with the new auto-leveling Dynamic ESA suspension system, whilst damping is automatically adapted to the riding conditions and riding style. The signals from the new 6-axis sensor box and the two sensors at the front and rear enable comprehensive data collection and thus sensitive adjustment of the K 1600 to the riding conditions. Riding conditions such as spring compression, acceleration and deceleration are also recorded and are used to adjust the damping forces on the rear suspension strut and the Duolever front suspension. This adjustment is made by electrically operated control valves within milliseconds. On my K1600B, there are “Cruise” and “Road” modes, while the GT and GTL get “Rain” and “Road.” On all of them, Dynamic ESA “Next Generation” is preset to Road. Pressing a button on the right handlebar lets you switch to “Dynamic,” which firms everything up when the going gets sporty. Everywhere else on the B, Cruise serves up a Cadillac ride, though Road is just as comfortable for me, and I like the firmer ride all the time, really. The long and winding road The one called Angeles Crest, specifically, that climbs from the LA basin 7903 feet into the mountains, is perfectly fine on this bagger. The same uprightish ergonomics that have your feet up under you to make the B comfortable around town, also make it great for attacking fast, flowing curves. Altitude doesn’t seem to affect the 1649cc engine much at all, which pulls nice and hard and smoothly right from 2000 rpm. The quickshifter and new MSR system (which basically functions as a slipper clutch), means you can bang rapid downshifts into corners or right in the middle of them without upsetting anything. Your brakes have the proverbial massive stopping power without needing much pressure, but with really good feel too. And grabbing big handfuls of sonic six-zylinder delight at the exits makes you feel like the $30 g’s you spent on this motorcycle were a bargain. Or in my case, class envy. Though we were sailing through the Crest’s fast curves at a surprisingly rapid clip, not so much as a footpeg ever dragged. And the bike’s chassis maintains strict control regardless of what you ask of it: your Gen 2 Dynamic ESA must be doing its thing. Stability is what it’s all about. You can hustle things along, but again, the B feels like half a luxury touring car as much as it does a motorcycle, a snarling, high-performance convertible that leans. Yesterday, in the tighter curves of Highway 39, we learned the B has no trouble hanging with a Suzuki GSX-1000GT camera bike. For being as large as it is, it steers swiftly over the top and side-to-side. I skimmed a boot edge but never a footpeg in the sharpest curves. And again, something about the B makes it much easier to swing through repeated tight U-turns for the Brasfield Canon than most other motorcycles its size. It’s also the world’s biggest scooter I hate to admit that when I have American V-Twin baggers in my garage, lots of time they sit there while I handle most of my around-town business in the automobile or scooter, if I have one around. That’s not the case with the BMW. You wouldn’t think there’s that much difference between its 758-lb claimed curb weight and the 835 we measured for our last Road Glide (847 for the 2019 Indian Challenger), but for some reason it feels like a bigger gap. The BMW just feels lighter and easier to roll out of the garage. Part of it’s the ergonomics, having footpegs where they belong instead of floorboards, maybe part of it’s the super-smooth running cross-the-frame engine… but whatever it is, we happily hop onto the Beemer for downtown runs that used to be reserved for the old XJ8 Jaguar. A size L Shoei Neotec 2 modular will just fit, too, if you pop off the communicator. Yesterday, I rode it to the big-box hardware store for some small stuff but wound up bringing a tomato plant home in the left saddlebag, too. I never had even tried to put a helmet in those other guys’ saddlebags, but lo and behold, a size L Arai will squeeze in either side (though not by much) on the B – and an open-face round-town helmet stashes easily. Together, those bags will carry more than a few groceries. The fob is pretty handy when you get used to it; you never have to lock or unlock anything, you just walk away. It’s the imperfections that make it perfect I don’t really care much about Apple Carplay, but plenty of people do, and we don’t have that. BMW says you should keep your hands on the bars! Speaking of, the K’s black steel handlebar is not a thing of beauty. The electronics take a long time to sync up every time you plug in your phone, and some other things seem more complicated than they need to be. But once you learn the drill (we’re told some people eventually learn all of them), all the BMWisms seem like small blemishes. Beauty marks. Given the way this thing magic-carpets you, a friend, and quite a bit of stuff around town in quiet comfort, or projects you over the mountain in hair-on-fire blitzkrieg mode – or anything in between… for me, it’s no use trying to not fawn or toady. I never thought I’d become a bagger guy, but I think I love this thing more than ever. In Gear Helmet: Shoei Neotec 2 Communicator: Cardo Packtalk Bold Jacket: Spidi 4Season EVO H2Out Pants: Saint Unbreakable Gloves: Spidi Clubber Boots: TCX Fuel WP 2022 BMW K1600 B Specifications MSRP $22,545 base; $29,590 as tested Engine Type 1649 cc liquid-cooled inline-Six cylinder, DOHC, four valves per cylinder Bore and Stroke 72 x 67.5mm Compression Ratio 12.2:1 Rear Wheel Horsepower 135.8 @ 6500 rpm Torque 117.4 lb-ft @ 5200 rpm Transmission 6-speed with quickshifter Final Drive Shaft Front Suspension Duolever, double trailing arm, central spring strut; 4.5 inches wheel travel Rear Suspension Paralever cast aluminum single-sided swing arm, central spring strut; 5.3 in. wheel travel Front Brake Dual 320mm discs, BMW Motorrad Partial Integral ABS Rear Brake 320mm disc, BMW Motorrad Partial Integral ABS Front Tire 120/70-ZR17 Rear Tire 190/55-R17 Rake/Trail 27.8 deg/4.2 in Wheelbase 63.7 in. Seat Height 29.5 in. Curb Weight 787 pounds (measured) Fuel Capacity 7.0 gal. Fuel mileage 35 mpg (observed) Colors Manhattan Metallic Matte, Black Storm Metallic, Option 719 Midnight Meteoric Dust II Metallic Warranty 36 months limited warranty; extended coverage available We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2022 BMW K1600 B Review First Ride appeared first on Motorcycle.com. Source

A few years ago, I took a break from my lovely MO family and decided to get a real job, complete with an actual commute. Without the pick of the litter to choose from anymore, I had to actually buy a bike to get to work on. The pick? A Kawasaki Versys – anecdotally, the number one motorcycle actually owned by motorcycle journalists (or former ones, in this case). When asked, Brad Puetz (pronounced like the Fight Club actor but not nearly as famous), Kawi’s PR guy, spouted off a series of names of folks in this job who own the VERsatile SYStem. So pragmatic was my first-gen 2009 Versys that this is the only picture I have of it. And I only took this picture so I could use it for my classified listing. I was too busy riding it to take pictures of it. In fact, the Versys I owned was a former Kawasaki press bike before former MOron Sean Alexander bought it. I then bought it from him and later sold it to fellow MO alum Tom Roderick who only just sold it to a “commoner” outside the industry. 2022 Kawasaki Versys 650 LT A mild facelift to an old favorite brings with it modest changes. It’s still an excellent tool, but it could still use some key features. Editor Score: 84.5% Engine 18/20 Suspension 12/15 Transmission 7.5/10 Brakes 7/10 Instruments 4.5/5 Ergonomics 9/10 Appearance 8.5/10 Desirability 9/10 Value 9/10 + Highs So comfy The TFT display is way better than the analog gauges I used to have Seems comfortable at highway speeds now, unlike my old one that required a gearing change – Sighs No cruise control No quickshifter You need two hands to adjust the windscreen The point of this story is that even though we in the motojourno biz love to drool over (and ride) sexy exotic bikes just like the rest of you, when it comes time to actually own a “daily,” a lot of us gravitate towards pragmatic motorcycles. With the exception of possibly the Honda NC750X, it doesn’t get much more pragmatic than the Kawasaki Versys. And between the two, the Kawi is definitely more fun to ride. Though I’m sure Burnsie begs to differ. Thirteen years later and the Versys is still around, now with a few updates, but largely the same bike as before. Standard version on the right, LT version (with saddlebags and hand guards) on the left. As anyone faced with this first-world problem will tell you, it’s hard to improve upon a winning formula. However, the Versys has been around for some time without much of an update to its name. To be honest, does it really need one? Not really, but that hasn’t stopped Kawasaki from doing it anyway. Introducing the 2022 Versys 650 and Versys 650 LT, which comes in at $9,999, a slight uptick from the standard $8,899 Versys in black. If you want some Kawi green, you’re looking at $9,099. The LT we rode also benefits from luggage and hand guards. What It Is The most obvious visual difference is the new bodywork, putting it in line with the other Versys models. So, what did Kawasaki improve? In essence, all Kawi did was go after the low-hanging fruit. The biggest being the addition of traction control, adjustable for two levels. It can also be turned off entirely. It’s also not an IMU-based traction control system either, which helps keep costs down. And really, does a Versys really need an IMU? On the safety front, however, Kawasaki has broken with recent tradition and ABS is no longer an option for the Versys – it comes standard. Speaking of electronics, the new Versys ditches its old analog and LCD gauge display and gets a 4.3-inch TFT piece, putting it in line with other, newer, models in Kawasaki’s lineup. It shows all the usual and relevant information like road speed, engine speed, gear position, fuel level, etc., and you can change the brightness and background color to black or white depending on conditions. If you’re familiar with other Kawis, then the system will feel instantly familiar. Even if you’re not, it’s fairly easy to navigate via buttons on the left bar. The 4.3-inch TFT display is new on the Versys for ’22 and gives a clearer view of all the vitals. Note also the triangular tab just to the bottom right, beneath the actual unit. Pushing that tab releases the windscreen to move up or down. Inside the TFT panel is a Bluetooth chip to let you pair the Versys with the Kawasaki Rideology app to see vehicle information, maintenance logs, and ride logs. You can also share information with other app users and rank your stats against your friends. Which has me wondering, do people actually do that? Anyway, from a visual perspective, the last piece of the Versys to update is the looks. Now it gets some new clothes and a little facelift to bring it in line with the rest of the Versys, and greater Kawasaki, family. The (LED) headlights and nose section look a little sharper, with just a tiny beak below it that Kawi says helps deflect air around the rider. Air heading directly towards the rider gets moved around differently courtesy of an adjustable windscreen. Technically, being able to move the position of the windscreen on a Versys isn’t new, but the new bike has the screen placed on a rail system that can slide up and down with one hand as long as you press a button to release the lock mechanism. Wheel speed sensors aren’t just for ABS anymore. The traction control system uses them, too. What It Isn’t With the new features laid out, it’s time to revisit what hasn’t changed with the Versys 650 – namely, all the important bits that made the Versys a Versys. The 649cc parallel-Twin is back and unchanged, and it sits inside the steel frame it’s been mated with for years now. The beauty of this engine is its real-world power, so we’re thankful Kawasaki didn’t try to reinvent the wheel here. The supporting cast, literally, should be familiar to Versys fans, too. A 41mm inverted fork separates suspension duties between both fork legs, while the semi-horizontal shock is mounted directly from swingarm to frame for direct feedback. You can adjust rebound and preload both front and rear. Luckily, the latter can be adjusted with an easy-access knob. If the 649cc parallel-Twin ain’t broke, why fix it? Also, can you spot the remote preload adjuster? Brakes stay the same as before (apart from ABS), with dual 300mm petal-shape discs and two-piston Nissin calipers up front paired with a 250mm petal disc in the back. Rubber lines and a traditional master cylinder also return. Still The Same Friendly Bike Let’s face it. Not much is different with the new Versys, so what can you really expect as far as riding dynamics go? The answer, of course, is not much – and that’s just the way it should be. Granted, it’s been a long while since I last rode my first-generation Versys, but I immediately felt at home on the new one. Actually, I actually felt better on the new one, mostly because the seat felt plusher, more comfortable than before. This isn’t just perception, either. The seat really does have different densities of foam to keep your butt comfortable for the long haul. So comfy. Otherwise, the Versys is the same loveable do-it-all bike it’s always been. Kawasaki’s test route from its HQ in Foothill Ranch, California to the hillsides in and around Fallbrook, via more twisty roads straddling the north San Diego border, incorporated a nice mix of freeway riding and twisties because, as Kawi surveys have shown, most Versys (Versi?) spend their time going in straight lines on the freeway with an occasional fun ride thrown in on weekends. What was immediate with the straight-line freeway stint was how cohesive the Versys is as a sum of its parts. Despite the freeway slog, that cushy seat never had me squirming about or standing up looking for a more comfortable position. Power-wise, the 650 Twin lands in the Goldilocks zone of having just the right amount of power to satisfy without going overboard. The cable throttle gives you a direct connection to the throttle bodies and in a way, it’s reassuring to know what I’m doing with my hand is going, unfiltered, to the engine. Cruising down the freeway at 80 mph, the engine is settled at a comfortable rhythm at about 6,000 rpm. If memory serves correctly, my own Versys was 500 revs higher. It may not sound like much, but my old bike seemed frantic at freeway speeds. I actually bought a smaller rear sprocket, which calmed down the engine and brought the revs down to about 6,000. Then the bike was much smoother on the highway. The net result is basically the same as what the new bike gives you right off the bat. At its highest setting, you can see the windscreen’s railing underneath and get an idea how much lower it will go. Right, so all is good on the engine and gearing front. Except the freeway jaunt reveals a pretty big oversight on the new Versys: Cruise Control. Or, more to the point, the lack of it. Yes, cable throttles make it more of a challenge to incorporate cruise control, but for what the Versys is made to do, it’s a glaring omission. The people in Team Green shirts might argue cruise control would make the price go up. Even so, a modest price bump would be a worthy price to pay. With that gripe out of the way, have I mentioned how comfortable the bike is? You already know about the seat, but even the overall ride is nice and plush without seeming overly so. The seating position is nice and neutral, with the bars not too high or too low, and the pegs directly underneath me. Straddling the 5.5-gallon fuel tank doesn’t feel awkward at all, as the tank narrows to a comfortable shape where it meets the rider. The suspenders veer towards the soft side to absorb the bumps and jolts the average highway throws your way, but even the pocket the rider sits in feels comfy and stress-free. Credit for that has to go to the new bodywork and windscreen diverting much of the air around the rider. Because it was a warm day, I had the windscreen at its lowest setting. As such, a significant amount of air flew straight to the vents in my Arai and cooled my head. Lovely. What’s slightly annoying, though, is having to use two hands to adjust the screen – one hand to press the lever, the other to move the screen up or down. It’s not a deal-breaker, but if the bike had cruise control you could complete the task without losing any speed. If you know the Versys at all, by now you really shouldn’t be surprised that it’s an overall competent motorcycle for daily riding. But as we veered off the freeway and ran into the hills, the Versys’ other side came out to play. ZX-10 levels of braking are not going to be found here, but the setup, though a bit pedestrian, slows the bike just fine (I’ve found changing pads goes a long way). You do need to get used to the suspension going through its seemingly long travel, but those who ride at a more gingerly pace may not even notice or care. Those handlebars give you lots of leverage to move the bike from side to side, and if you really push it, you again start to feel the long suspension going through its motions. The Dunlop Sportmax D222 tires come up to temp quickly, giving impressive stability on the side of the tire. You’re not going to mistake these for slicks, but they are fine for what they are. Playing in the twisties reveals the other Versys oversight – the lack of a quickshifter. An autoblipper would be better, but even having the ability to pop upshifts without the clutch or breathing off the throttle would go a long way towards upping the bike’s profile. It’s not as crucial a feature as cruise control, but it’s a close second in my opinion. And what about the traction control and TFT screen, you ask? Well, with the perfect riding conditions we had, a loss of traction was never a concern. So, unfortunately, an adequate review of that system will have to wait. Though, we have to imagine it will do an excellent job at preventing unwanted wheelspin. As for the TFT, well, it’s great. Clear and easy to read, even in direct sunlight. It’s hard going back to analog after this. I’d Buy Another It might sound like I’m beating the Versys up with my criticisms. I’m not. Quite the contrary. The Versys has been such a competent, fun, and pragmatic bike for so long, the time has come for some constructive criticism. It’s just a shame it had to happen to Kawasaki’s revised version of the bike. All of the loveable traits the bike has always had haven’t gone anywhere, and in fact, if I were on the market for another daily rider to be my do-it-all street bike, I’d still have the Versys near the top of my list. I don’t miss my old bike, but riding the new one reminded me that I made the right choice when I was looking for a daily commuter. Actually, I’d have the Versys 650 LT near the top, mainly for the 28-liter saddlebags. Those are really convenient and use the same key as the ignition on the LT. If saddlebags aren’t your thing, a top case can also be found in Kawi’s accessories catalog, along with heated grips, GPS mount, frame sliders, USB socket, DC power outlet, a large touring windscreen, and more. Regardless of which Versys suits your preferences, rest assured it hasn’t lost any of its charm. We just wish it came with a little bit more. In Gear Helmet: Arai Defiant-X Dragon Jacket: Alpinestars T SP-5 Rideknit Airbag: Alpinestars Tech-Air 5 Gloves: Alpinestars SP-2 v2 Pants: Alpinestars Diesel Shiro Riding Jeans Boots: Alpinestars Faster 3 Rideknit Shoes 2022 Kawasaki Versys 650 Specifications Engine Type 4-Stroke, Liquid-Cooled, 4 Valve Cylinder Head, Parallel Twin Displacement 649cc Bore and Stroke 83.0 x 60.0 mm Compression ratio 10.8:1 Valve system DOHC Fuel system DFI with 38mm Keihin throttle bodies Horsepower NA Maximum torque 44.8 lb-ft. at 7,000 rpm (claimed) Transmission 6-speed Final drive Chain Clutch Wet multi-disc Frame Steel Front suspension 41mm Hydraulic Telescopic Fork with Stepless Adjustable Rebound Damping (right side)and Adjustable Preload Front wheel travel 5.9 inches Rear suspension Offset Laydown Single Shock with Adjustable Rebound Damping and remote Adjustable Preload Rear wheel travel 5.7 inches Front tire 120/70 ZR17 Dunlop D222 Rear tire 160/60 ZR17 Dunlop D222 Front brakes Dual 300mm Petal Disc with 2-Piston Caliper, ABS Rear brakes Single 220mm Petal Disc, ABS Caster (rake) 25.0° Trail 4.3 inches Steering angle (left/right) NA Overall length 85.2 inches Overall width 33.1 inches Overall height 53.5/55.9 inches (windshield down/up) Wheelbase 55.7 inches Ground clearance 6.7 inches Seat height 33.3 inches Curb weight 482.9 pounds (+20 w/LT saddlebags and hand guards) Fuel capacity 5.5 gallons We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here. The post 2022 Kawasaki Versys 650 LT Review – First Ride appeared first on Motorcycle.com. Source

Kawasaki’s November 2019 acquisition of a 49.9% shareholding in Bimota has brought the Italian boutique manufacturer back from oblivion, to the point that despite a slowdown caused by component supply issues, it’s now constructed all 250 examples of the its limited edition kickoff model unveiled at the 2020 EICMA Milan Show, the supercharged hub-centre Tesi H2 now being shipped to its dealers around the world – but mainly in Japan. As Bimota’s strapline for the bike succinctly puts it – “The Revolution Continues!” The Tesi H2 has now been joined by the KB4, a less obviously radical but nonetheless innovative follow-up model, which having previously been shown as a concept bike at EICMA 2020, was displayed in production-ready guise at last November’s show, with a retail price in Japan of 4,378,000 yen including 10% tax (3,980,000 + 10% tax 398,000) which is currently 31,200 euro, or 28,400 euro tax free. But there’s still no word of a European price, nor of availability despite production being in full flow in Bimota’s new 2,500m² factory in the born again company’s Rimini birthplace housing its 13 employees. With 105 examples already manufactured at the time of my recent visit there, and 30 of the bikes already shipped to Japan, I was honored to be the first journalist anywhere in the world to be able to ride the result. Despite having tested almost all the different motorcycles Bimota has produced in its half-century of existence – it’ll be celebrating its 50th birthday next year – and even raced some of them, after a full 215km/135mi day of riding the KB4 on the challenging roads of the hilly hinterland behind Bimota’s Rimini factory, I was surprised to discover this wasn’t at all the bike I thought it was going to be, after seeing it make its debut at last year’s Milan Show. That’s because the KB4’s slinky styling by Bimota’s in-house progettista Enrico Borghesan makes it appear to be the latest of the many Bimota Superbikes-for-the street concocted down the years by Bimota’s COO & CTO Pierluigi Marconi, 62, and his predecessors. But it’s not. “If we’d wanted to make a new generation Bimota Superbike, we couldn’t have avoided using Kawasaki’s ZX-10RR engine to do so,” says Marconi. “But quite apart from the difficulty of improving on a motorcycle that’s won seven World Superbike titles in the past ten years, that wasn’t what I or Kawasaki wanted to do. Instead, we’ve used the 1043cc motor from the Z1000SX Ninja, because our objective is to provide our customers with the ultimate real-world motorcycle, a sports tourer – no, SuperTourer! – which is the best handling bike on the market in everyday use, while also rational and user-friendly to ride. Please tell me if we succeeded!” Before heading off for the hills to try to determine that, a close look at one of the unclothed bikes being assembled by Bimota’s four-man production team showed the nowadays radical format Marconi has opted for. This sees the Z1000SX’s liquid-cooled 77 x 56 mm 16-valve four-cylinder in-line motor with offset chain drive to the twin overhead cams positioned way forward in the wheelbase compared to the Ninja it’s borrowed from, to deliver a pretty extreme 54/46% forward weight bias that’ll help glue the front tire to the ground in turns, only partially further aided by the rider’s own personal kilos thanks to a more upright riding position. “The concept for the KB4 is for it to be like a 600 with a 1000cc engine,” says Marconi. “We’ve made a really short bike with a 1390mm wheelbase, and we have a lot of weight in front thanks to mounting the engine further forward, which was made possible by putting the radiator at the back, under the seat.” That’s a format Marconi is already familiar from his time at Benelli 20 years ago, where the Adrian Morton-designed Tornado and TnT 900 Triples he was in charge of developing both featured a rear-mounted radiator with twin extraction fans beneath the rear part of the seat. It was a format already pioneered on the Britten V-1000 Twin, as well as the Saxon Triumph 900 triple which I used to race in the BEARS World Series – indeed, I can recall Marconi’s men taking lots of photos of it during the 1995 Italian round at Monza, when I ahem, beat the Britten for the win on the British triple. The benefit was the same as on the KB4 – a more forward weight bias that proved beneficial in keeping up turn speed, albeit without a radiator fan on the racebikes which meant that I and the Britten riders had to be sure to be last back to the grid after the warmup lap, to avoid overheating while stationary waiting for the start! On the Bimota KB4 that’s been addressed via the installation of a pretty loud extraction fan which kicks in when the coolant temp reaches 100°C, to run it down to 95°C when it cuts out. Borghesan’s styling incorporates two large cooling ducts running the length of the bike from either side of the fork legs to the radiator, with two more ducts under the single round headlight feeding the Kawasaki airbox. Indeed, the entire stock Z1000SX mechanical and electronics package has been transplanted to the Bimota, thus not only cutting back on time and cost which would otherwise have been spent concocting a dedicated KB4 one, but also delivering the same well-proven array of riding aids and engine performance that the 1000SX Ninja offers. So, the KB4’s 1043cc Euro 5-compliant motor featuring an 11.8:1 compression ratio delivers 142bhp/105kW at 10,000 rpm, same as the Ninja SX – albeit some way short of the 200bhp/150kW at 13,200 rpm of the more potent 998cc ZX-10R – with peak torque of 111Nm/81.87 ft-lb on tap at 8,000 revs. But this already more user-friendly horsepower is delivered via two power modes: Full, which is as per the label, and Low, which has a softer delivery with output limited to 105bhp/78kW, just 75% of Full. These are paired to four different riding modes – Sport, Road, Rain, and a customisable Rider setting – with three different settings for TC/traction control. The Ninja’s colour TFT dash has also been transplanted to the Bimota, as well as its two-way quickshifter and cruise control. Mmm – factory-supplied Japanese mechanical and electronic quality on a hand-built Italian motorcycle, is a pretty appealing combo. One that’s made even better by the exquisite build quality and high end componentry of the KB4, with its composite chassis consisting of an upper main trellis frame in chrome-moly steel tubing, mated to twin billet-machined aluminum engine plates, with the engine itself as a fully-stressed chassis component. A fully adjustable 43mm Öhlins FG R&T NIX30 upside down fork offering 130mm (5.1 in.) of travel for the OZ forged aluminum 3.50-in. wheel is carried at a 24° rake with 100.8mm of trail – super-rational steering geometry compared to Bimota’s often more extreme numbers on its racers-with-lights. And yet thanks to having the wide radiator relocated to beneath the seat, the 30° steering lock of the KB4 is exceptionally tight by sportbike standards, making feet-up U-turns in narrow roads perfectly feasible. Amazing! At the rear, there’s a three-piece aluminum swingarm machined from separate billets of Anticorodal aircraft alloy operating a fully-adjustable Öhlins TTX36 shock via a progressive-rate link. This delivers just 122mm (4.8 in.) of travel for the 6.00in forged OZ wheel, which carries a 190/50ZR17 Pirelli Diablo Supercorsa Evo, with a 120/70ZR17 front. Wheelbase is indeed the ultra-short (for a one-litre four) 1390mm Marconi spoke of. The bodywork is all carbon fiber, resulting in a low dry weight of 189kg with all street equipment. That’s stopped via a Brembo brake package consisting of twin 320mm floating front discs – downsized from the 330mm items on the Tesi H2 – gripped by radially-mounted Monoblock four-pot calipers, with a single 220mm rear disc and twin-piston caliper. Kawasaki’s own dual-channel ABS has been adapted to the Bimota, just as on the Tesi. Eccentric adjusters on the rear suspension allow ride height to be easily changed. Just sitting aboard the new Bimota’s rather incongruous-looking tan leather seat pad tells you at once this bike isn’t what it seemed it would be. Thanks to the quite low 810mm (31.9 in.) seat height by sportbike standards (adjustable over a 16mm (0.6 in.) range) you sit within the KB4 rather than on it, with a relatively upright riding stance, thanks partly to the quite wide-spread clipon ‘bars, which aren’t as steeply dropped as on some other Bimota models. So, being higher-set are less stressful on your wrists. Coupled with surprisingly low-set footrests adjustable via eccentrics over a 30mm (1.2 in.) range – I used the middle setting, which didn’t, however, drag them even with the grippy Pirelli rubber – this delivers a riding position which, while not exactly relaxing, is certainly more rational (that word again) and accommodating than on almost any other Bimota I’ve ever ridden. Let’s not forget that this is the company which invented the modern-day sportbike back in 1987 with the YB4 EI, the world’s first ever aluminum deltabox beam-framed motorcycle with electronic fuel injection. Successive Bimota fours have all followed in the tire tracks of that design – until now. While not exactly a BMW R1250GS go-anywhere workhorse, the KB4 is definitely a less extreme, better-rounded Bimota, that’s more easy-going and less demanding to ride than its ancestors. Which is not to say it’s devoid of Bimota’s traditional qualities of handling and performance, and didn’t like to carve corners in the junior Appenines that my ride with Pierluigi Marconi – he on the prototype KB4 RC Naked version – took me to, especially once we found some smooth stretches of twisting tarmac that hadn’t been attacked by frosts anytime over the past decade, and remained unrepaired like so many Italian roads. That’s where the extra front end grip from the KB4’s forward weight bias made itself felt, allowing greater turn speed even if I wasn’t able to physically help out too much in achieving this. That’s because the shape of the 19.5-liter (5.2-gallon) fuel tank sitting behind the airbox doesn’t allow you to crouch forward under the screen, because your chest hits its upper rear section before you’ve leant forward very far. “It’s true, we’ve not been able to package the fuel as well as I’d have liked,” admits Marconi, “but we’ve achieved a satisfactory front end weight bias mechanically, without the rider needing to add to this. So, this is a bike that you don’t need to move about on very much when you ride it – just relax, and go with the flow!” Indeed, that semi-upright stance was quite comfortable for a 180cm/5’10” rider like myself even at high speed, thanks to the way the original Kawasaki SX screen that’s been retained on Borghesan’s bodywork is subtly shaped to deflect most of the wind blast up onto the upper part of my helmet, when leaning as far forward as the fuel tank would let me. Still, I’d like to have seen some of that touring-level fuel capacity sacrificed to deliver a slightly lower and better-rounded shape to the rear of the KB4’s fuel tank. Another element in the KB4’s relaxing ride was the nature of the power delivery of the Z1000SX Ninja motor, which while more than adequately potent was also reassuringly flexible, with heaps of midrange power, and an ultra-flat torque curve. There’s a slight surge in acceleration after 6,500 rpm, but the power delivery doesn’t feel at all peaky or layered. This meant I didn’t need to use the perfectly set up two-way quickshifter unduly often, because the engine came on strong from as low as 3,000 rpm upwards, building power in otherwise linear fashion all the way to the 11,800 rpm rev limiter, if I really wanted it to. Which I didn’t – well, except just the once to say hello to the soft-action cutout: instead, I usually short-shifted at 7,500 rpm in every gear after surfing the meaty torque curve that peaked 500 revs higher, and always found the Bimota ready to pull hard and strong in the next higher ratio. On some twisty sections I’d hold third gear for ages on end, running as low as 40 kmh/25 mph in hairpins before rocketing down the following straight to the next tight turn with the engine eager to run into the five-figure zone to save a couple of gearshifts, if I wanted. Thanks to the KB4’s light weight, acceleration was downright impressive. While on faster deserted stretches once the road opened up, the Bimota would cruise perfectly happily at 100 mph/160kmh with the engine pulling a mere 7,500 revs, and despite the upright stance, I wasn’t blown about unduly, thanks to the surprisingly effective deflector screen. But it’s by its handling that any Bimota will ultimately be judged, and on the KB4, this was immediately as confidence inspiring as I believe all Marconi’s conventional (i.e. non-Tesi) Bimota designs always have been – this is a designer who knows how to find the sweet spot in making a motorcycle steer and handle, no matter what engine he’s wrapped the frame around. Besides the KB4’s light weight and the flickability, this delivers, that’s thanks in no small part to Bimota test rider Gianluca Galasso, who’s worked with Marconi in optimising his chassis settings and dynamic set-ups for most of the past 35 years, and here GG has performed his usual task to best effect. The ride quality and compliance of the KB4’s Öhlins suspension was outstanding, in my opinion better than any previous Bimota I can remember riding. It holds a line extremely well once cranked over at speed, yet changes direction easily – it’s light-steering without being nervous. I could trail brake deep into the apex of a turn with the fork soaking up any road rash I’d encounter, despite the inevitable weight transfer from using those fabulous brakes to something approaching their full potential and trailing them into the turn. Hooking up the rear Pirelli on the exit was almost always effective, even if there were ripples and some lumps and bumps to be traversed – it’d be rare that the road surface was so bad that the Bimota jumped or skipped about when running over it, rather than have the suspension soak it up, despite the surprisingly small 122mm (4.8 in.) of rear wheel travel. Later on, following Gianluca on his suspension test track aka the back roads of the Republic of San Marino overlooking Rimini had the KB4’s front end juddering over downhill corrugated surfaces – but without ever being overcome by such extreme poor road quality. So what? This is a sportbike, isn’t it – so horses for courses means a Bimota isn’t expected to have to cope this this kind of extreme road surface. But this one is – and does – because it’s been designed to go places and do things that nothing else to have emanated from the Rimini manufacturer ever did before – well, barring the short-lived DBX Street Enduro. This is a very happy marriage of the Kawasaki Z1000SX motor and the Bimota composite frame, whose bodywork combines recalling the classic shapes of the iconic Bimota models of the ’70s and ’80s, with the function and utility of a modern motorcycle. “The KB4 looks sleek and fast – just like the process that created it!” says designer Enrico Borghesan. “It went from first sketch to full-size model in a very few months using computer-aided design – and without missing any of the passion that has made so many Bimota products such fun to ride, and to be honest, show off. You ride some bikes because you have to, but you ride a Bimota like this because you want to!” Can’t argue with that – so, start saving! Ukrainian Encounter: Are You British? My ride on the Bimota KB4 into the hills inland from Rimini led me past Valentino Rossi’s legendary test track at Tavullia, so I stopped to take a picture of the KB4 with my phone, with the track in the background. Well, it would have been rude not to, wouldn’t it? “Excuse me, are you British?” said this angelic looking young girl with long, mostly blonde hair and glasses who appeared from nowhere as I was cuing up the shot. Could it be because of the helmet I was wearing? Anyway, no point denying it – but even so, I wasn’t prepared for what came next. “Britain is our best friend, and your leader Boris Johnson is a great man. Thank you for all your support – my husband in Ukraine has British anti-tank weapons, and he says you are helping us defeat Russia. So thank you!” That’s when I noticed the white Hyundai with Ukrainian license plates that had stopped ten meters away while I was busy with the photos – and the three other people standing by it. It turned out that young Mark and his sister Tatiana were the children of 20-something Anastasia Lubov, the young woman I was speaking to – and that was her Mum Taranenko with them. Evidently prosperous, when the war began they’d escaped from their home town of Krivoy Rog, 400km southeast of Kyiv on the edge of the Russian-occupied zone, by simply driving due west to Moldova and thence through Romania and the Balkan States to Italy, where they had friends to stay with. They’d told them about Valentino’s bike track – so here they were looking at it, while her husband Rogan remained home in Ukraine, having joined the Army to fight Putin’s invaders. It was a grim reminder of realpolitik on a sunny day’s ride in the Italian countryside… 2022 Bimota KB4 Specifications Engine Type 4 stroke, 4 cyl, DOHC, W/C, 4 valve Displacement 1043 cc Bore X Stroke 77.0 mm × 56.0 mm Compression Ratio 11.8 : 1 Horsepower 142 hp at 10,000 rpm (claimed) Torque 81.9 lb-ft. at 8,000 rpm (claimed) Fuel System 38 mm throttle bodies(4), Euro 5 Transmission 6 speed Gear Ratio 1° 3.188(51/16); 2° 2.526(48/19); 3° 2.045(45/22); 4° 1.727(38/22); 5° 1.524(32/21); 6° 1.348(31/23) Primary Reduction Ratio 1.627 (83/51) Final Reduction Ratio 2.444（41/15) Clutch Wet, multi-disc Lubrication System Forced Lubrication (wet sump) Frame Type Front frame trellis made by Hi-resistance steel with Aluminum alloy plates billet machined Front Suspension Öhlins front fork FG R&T 43 NIX30 Wheel Travel 5.1 inches Rear Suspension Aluminum alloy Swingarm billet with Öhlins ttX 36 Rear Wheel Travel 4.8 inches Front Tire Size 120 / 70Z R17 Front Wheel Size Forged J17M/C×MT3.50 Rear Tire Size 190/50ZR17 Rear Wheel Size Forged J17M/C×MT6.00 Front Dual Disc 320 mm Rear Single Disc 220 mm Rake Angle / Trail 24.0°/4.0 inches Wheelbase 54.7 inches Length 79.6 inches Width 30.1 inches Height 45.9 inches Ground Clearance 5.5 inches Seat Height 31.9 inches (+/- 0.3 inches) Fuel Capacity 5.0 gallons Dry Weight 412 pounds (claimed) Become a Motorcycle.com insider. 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