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Hugh Janus

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  1. On the track and street, the Triumph Speed Triple 1200 RR brings sportbike performance with comfort and style. (Kingdom Creative/)The Speed Triple 1200 RR may not be the full-on superbike we’re all still secretly hoping Triumph will make, but there’s absolutely nothing wrong with the performance of this new RR. That’s my resounding impression of the new, sportier Speed Triple as I chased old racing mates on track, popped wheelies out of the slower turns, and slid into the chicanes. If you’re watching lap times, then sure, it’s never going to lap as fast as a 1,000cc sportbike. But for the sheer pleasure of flowing around a track, it’s a belter. Put it on the road where it belongs, and it’s one of the most enjoyable sportbikes money can buy. It’s not a full-on superbike, but rather a sportbike you can live with longer than a trackday session at a time. (Kingdom Creative/)When Triumph launched the Speed Triple 1200 RS earlier this year, it was more than just a gentle model update. It was a serious jump in power and technology. The 177 hp RS might have stopped short of the headline-grabbing power of the 205 bhp Ducati Streetfighter V4, and KTM’s Super Duke may make more torque, but the smooth, tractable three-cylinder motor in the Triumph makes it an easier ride than pretty much anything else in the class. And its wide spread of power means you can use more of it more of the time, without the need to constantly rattle up and down the gearbox. But with all this newfound power and speed, the Speed Triple RS leans itself more than ever to being ridden hard and fast, at which point you find yourself wanting a little more of a sports riding position to work with. Enter the 1200 RR. Speed Triple RR Details and Differences The new Speed Triple 1200 RR takes the basis of the RS and builds it into what Triumph calls the ultimate road sportbike: a neat, contemporary cockpit fairing, clip-on handlebars, repositioned footpegs, semi-active Öhlins suspension, and a set of Pirelli Supercorsa SP tires—sportbike makeover complete. This shift harkens back to the very first Speed Triple back in 1994, with its clip-on handlebars, aggressive riding position and single round headlight. The cockpit fairing gives the bike a new look with a hint of cafe racer, a subtle ‘70s vibe that looks stunning in the metal, especially as its deep candy red paint catches the sunlight. In terms of wind protection, the low screen and bikini fairing don’t turn the thing into a touring bike, but they do offer more shelter from the cold morning air than the unfaired RS. On track the screen offers something useful to tuck behind along the straights to avoid your helmet smushing into your nose once speeds get up into triple digits. Clip-on handlebars tucked behind a bikini fairing add sporting character to the Speed Triple 1200 RR over the RS. (Kingdom Creative/)The most significant change to the riding position comes from the clip-on handlebars, which are just over 5 inches lower and 2 inches further forward than the bars on the naked model. Combined with the footpegs, which have been moved up half an inch and back 1 inch, this allows a far more forward stance on the bike. It’s not full-on sportbike extreme, but more a halfway measure, somewhere between the regular Speed Triple and a Daytona 675. On the road this definitely feels more natural once you’re acclimated; it’s easier to hang off through the turns and easier to brace through the pegs with the throttle cranked wide open. When speed limits or traffic impose a period of calm cruising, the position is nicely balanced enough to let you spread weight between your feet, hands, and backside and not feel as if all your weight is bearing down through your wrists. At 5-foot-8 and riding in Kevlar jeans, the leg position felt absolutely fine for a few hours out on the road, though some of the taller riders in leathers found it a little cramped during the last few miles. But again, it hits a sweet spot somewhere between the tuck of a full-on sportbike and the sit-up stance of the naked model. On Track and Road On track the riding position makes just as much sense; you can concentrate on exploiting the never-ending drive from the 1,160cc motor without the feeling that you’re constantly hanging onto the bars. While pulling the bike into an apex, you can move your upper body around freely and shift off the inside of the bike without a great big set of wide handlebars getting in the way. During pure track use, I did find my boots touching down early, but not to the degree that it spoiled the fun. Just be ready for a slight increase in the toe slider budget. Aside from the obvious styling and ergonomic differences, the biggest technological change over the RS is the inclusion of Öhlins’ Smart EC 2.0 electronically adjustable semi-active suspension package. The semi-active aspect of this system refers to electronic control of compression and rebound damping adjustment in the fork and shock while riding. This works within a number of preset modes offering more comfort or more dynamic performance, continuously adjusting and optimizing damper settings as the bike is ridden. The system also offers a degree of customization which lets you select changes to aspects of the bike’s handling, e.g., corner entry, braking, corner exit, and then modifies the damper settings and programming to suit. Switching between the riding modes gives a noticeable difference in both comfort and how much the bike pitches under braking or acceleration. The Speed Triple 1200 gets Öhlins’ Smart EC 2.0 electronically adjustable semi-active suspension, front and rear. (Kingdom Creative/)Between the perfectly smooth roads of Ronda and the newly resurfaced race track, we didn’t get an opportunity to see just how far the range of this suspension extends. I’d like to get it on some more bumpy, technical roads and see just how much scope the semi-active damping has. Carving along the legendary Ronda road in Spain, the claims of “ultimate sportbike for the road” doesn’t seem too far-fetched. Almost every element of the Speed Triple feels finely balanced; the chassis is nimble enough to hustle the tight sections of the road without feeling twitchy or overaggressive. The engine has a huge spread of available power, letting you ride the wave in third gear through corners that would have you up and down the box on other bikes. There’s enough horsepower for serious progress, but never so much that the chassis (or your brain) feels overwhelmed. On the smooth roads surrounding Ronda, Spain, the RR feels balanced and composed. (Kingdom Creative/)The riding position is sporty without being uncomfortable and the electronics package offers enough support to keep you safe without stepping too hard on the toes of fun. Except, that is, when it resets from track mode every time you park; that bit has a touch of the fun police about it. The only other tech complaint is the feel from the front brake; there’s tons of power, there was never a problem getting the bike stopped, but lever feel is a little too soft and a little too heavy, even after a fiddle with the adjustable rate lever. It’s more than capable of tearing up a trackday—before riding it home. (Kingdom Creative/)A confession: In the last track session of the day my self-control started to fail me. I was out riding laps with an old racing buddy, dicing, sliding the bike about, and generally being childish. With each lap things got dumber and looser, each of us giggling into our helmets and taking liberties into the turns. As we rolled down pit lane at the end, laughing like idiots, it dawned on me that neither of us had felt like we needed more bike. In the face of a proper, full-fat superbike, the Triumph is a little slower steering, a little lazier to fire out of corners, generally not quite as sharp. But the RR is more than capable of partying hard on track and putting a massive smile on your face. A More Usable Sportbike In some ways, it’s a Goldilocks bike, striking a great balance between performance and comfort, excitement and usability. In making that balance, there are undoubtedly compromises. Hardcore sportbike fans won’t find it sporty enough, while those on the road-going side of the fence may find the riding position compromises all-day comfort. But then, there are riders who think nothing of a 250-mile ride on a 600cc super sportbike, so there’s no overall right or wrong answer. Using the Speed Triple RS as a benchmark, the RR makes more sense on track, and I personally preferred the riding position for a day out chasing apexes in the mountains. The electronic suspension improves the quality of the ride and the styling always had me parking it somewhere I could see it. The RS is certainly a more relaxed, more comfortable riding position when you’re not riding hard. A comfortable riding position and electronic suspension make sense for all-day enjoyment on mountain roads. (Kingdom Creative/)My final thought with the Speed Triple 1200 RR involves a comparison to the original 1994 bike. That was a hard, aggressive bike in its time, designed so that hooligans could tear up the streets. The motorcycle world has changed a fair bit since then; likewise, Triumph is a pretty different company now, and the new Speed Triple RR reflects that. It’s a stunningly finished, exquisite-looking bike that makes everything smooth, enjoyable, and easy. But that poses a question: Is it too refined? It lacks the road-shrinking Starship Enterprise feeling of outright speed found in Ducati’s Streetfighter V4. Next to the wheelie-hungry bar-shaking lunatic that is the KTM 1290 SuperDuke R, the Triumph feels almost sensible. I suspect this means that either version of the Speed Triple is the thinking rider’s choice, a bike that’s more relevant and more usable 90 percent of the time. The RR gives you everything that is great about the Speed Triple RS with a smart, contemporary new look and a riding position that asks for fewer straights and more corners. I enjoyed looking at the Speed Triple 1200 RR as much as I did riding it. (Kingdom Creative/)2022 Triumph Speed Triple 1200 RR Specifications MSRP: $20,950 Engine: DOHC, liquid-cooled, inline 3-cylinder; 12 valves Displacement: 1,160cc Bore x Stroke: 90.0 x 60.8mm Compression Ratio: 13.2:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 177 hp @ 10,750 rpm Claimed Torque: 92 lb.-ft. @ 9,000 rpm Fuel System: Multipoint sequential electronic fuel injection w/ electronic throttle control Clutch: Engine Management/Ignition: Wet, multiplate, slipper/assist function Frame: Aluminum twin spar; bolt-on aluminum rear subframe Front Suspension: Öhlins 43mm fully adjustable USD fork; S-EC 2.0 OBTi system electronic compression and rebound damping; 4.7 in. travel Rear Suspension: Öhlins monoshock RSU w/ linkage; S-EC 2.0 OBTi system electronic compression and rebound damping; 4.7 in. travel Front Brake: Brembo Stylema Monoblock 4-piston calipers, dual 320mm floating discs w/ OC-ABS Rear Brake: Brembo 2-piston caliper, 220mm disc w/ OC-ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.5 in / 17 x 6.0 in Tires, Front/Rear: 120/70ZR-17 / 190/55ZR-17 Rake/Trail: 23.9º/4.1 in. Wheelbase: 56.7 in. (1,439mm) Seat Height: 32.7 in. (830mm) Fuel Capacity: 4.0 gal. Claimed Wet Weight: 439 lb. Availability: January 2022 Contact: triumphmotorcycles.com Source
  2. Royal Enfield’s new 120th Anniversary Edition Continental GT 650 will wear a black chrome tank developed in-house by the company. (Royal Enfield/)The number of motorcycle manufacturers still in continuous production after more than 100 years can be counted on one hand, so it’s understandable if any major anniversary past that rarified century mark would be celebrated to the fullest. That’s just what Royal Enfield is doing via two new 120th anniversary models just unveiled at the EICMA 2021 show. The brand rolled out exclusive versions of the INT650 and Continental GT 650, both of which will be available in very limited numbers of only 480 units. The bikes feature black chrome tanks enhanced with classic hand-painted pinstripes, and are decked out with handcrafted, specially numbered badges and exclusive graphics, but they are mechanically unchanged from the base models. Related: 2021 Royal Enfield Meteor 350 First Ride Review Both the Continental GT 650 and Interceptor 650 will also feature blacked-out components, a first for Royal Enfield. (Royal Enfield/)For Enfield, the celebration started back in 1901, when the company launched its first motorcycle at the Stanley Cycle Show in London. One hundred twenty years of continuous production is a towering achievement for any company, and the legendary Royal Enfield Interceptor and Continental GT—whether the 1960s versions or the recent, hugely popular 650 variants—were obvious references for the limited-edition livery. The 120th Year Anniversary Editions are based on the current INT650 and Continental GT 650 machines, but got a lot of creative input from the company’s teams across the UK and India. The bikes’ striking black-chrome tank scheme, for example, was developed in-house using Enfield’s chroming technology at the firm’s original factory in Chennai, India, and both bikes also feature completely blacked-out components, the first time that sort of look has been seen on a Royal Enfield. It’s a savvy choice that imbues the unassuming classic stance of the stockers with a more custom, streetwise attitude. The tank is made with an alternate, sustainable trivalent eco-friendly process, and is accented by blacked-out components—a first for Royal Enfield. (Royal Enfield/)Unique chrome finishes are certainly impressive details, but to take it up another notch, the tanks are also embellished with hand-painted pinstripes and, as a crowning touch, topped with die-cast brass tank badges crafted by artisans specializing in brass detailing for revered temples in India. The tanks also feature classic Royal Enfield hand-painted pinstripes. (Royal Enfield/)To make each machine even more exclusive, the tank badge will feature the unique serial number of each motorcycle, and each bike will also get a side-panel decal indicating Royal Enfield’s 120 years. The bikes also get tricked out with a range of accessories from the Enfield catalog, such as fly screens, engine guards, heel guards, touring and bar-end mirrors, and all in black, to keep with the overall theme. Brass tank badges are a collaboration with the Sirpi Senthil family, multigenerational artisans from a temple town in India. (Royal Enfield/)As mentioned earlier, these bikes will have a limited run of just 480 units worldwide—which means 120 bikes for each of the four regions Enfield has designated. For North America, just 60 Continental GT 650s and 60 INT650 units will be allocated; Enfield says pricing and availability will be announced shortly. The bikes are equipped with Enfield accessories like fly screens and bar-end mirrors, and get special 120th anniversary graphics. (Royal enfield/)Source
  3. Honda is looking to attract new riders with the Honda Navi; a price well below $2,000 makes it attractive to more than newbies. (Honda/)In today’s rapidly changing business vocabulary, the term “mobility” is used to embrace anything that deals with human transportation. The rapid rise of alternative means of mobility, such as ride-share and bicycle/ebike/electric scooter rental apps, coupled with a pandemic that has encouraged making those trips solo, has challenged the traditional urban/suburban transportation model. It would be easy to assume that this scenario would also propel ICE (internal combustion engine) scooter sales. And for the most part, it has helped boost sales in the category to their first double-digit growth in decades. But the American public is a long way from wholesale acceptance of scooterdom, which most still consider a minor niche by the US motorcycle industry despite the outsized role it plays in other world markets. Honda is hoping to change that perception with its 2022 Navi. A motorcycle-like layout, including footpegs and a rear brake pedal, set the Navi apart from its scooter competition. (Honda/)There’s really not much differentiating the Navi from other scooters/minibikes on the market where features are concerned. Sure, it’s got a keyed storage compartment that’s big enough to hold a small bag of groceries, but so do many other scooters. It has a 109cc engine, larger than most in this category (usually 50cc), but there are plenty of scooters with larger engines. And it uses a CVT (automatic) transmission with belt drive, just like most other ICE scooters on the market. What really sets the Navi apart from all the others is the price: At $1,807 MSRP, the Navi significantly undercuts the $2K barrier, something very few scooters can boast these days. Sure, there may be other scooters priced a few hundred dollars more, but the perception of price, basically the reason a product will retail at $49.95 instead of $50.00, is everything. And those scooters that do come under the $2K mark certainly can’t match the build quality or established dealer/parts network of a Honda. The Basics Ergonomically, the Navi is like most scooters, with an upright riding position and comfortably padded seat made for comfort and ease of use. What’s different is how those ergonomics are achieved; the Navi blurs the distinctions between scooter and motorcycle. For example, instead of the usual scooter-style integrated handlebars and step-through floorboard, the Navi has a standard tubular handlebar and footpegs with no step-through space like a scooter. The rear brake on most scooters is usually actuated by the left-side lever on the bars; on the Navi, the rear brake is actuated by a pedal on the right side, just like a motorcycle. Like a scooter, the Navi has a centerstand; like a motorcycle, it also has a sidestand. The Navi’s saddle is comfy enough for two, and the single shock does an adequate job of absorbing minor pavement irregularities. The keyed panel behind the steering head accesses the 0.9-gallon fuel tank; note the fuel petcock (remember those?) just above the storage bin. (Honda/)You need to remember that the Navi is aimed at approachability for the non-riding general public, unlike the other miniMOTOs in Honda’s lineup like the Grom and Monkey, which have some overlap to motorcycle enthusiasts. Honda reps are hoping the Navi’s motorcycle-style controls may ease the transition to a full-size bike should the owner want to move up to one. We’re sure some motorcyclists will scoff at that notion, but Honda should be commended for its efforts to bring more nonenthusiast people into the motorcycling fold. The 15-liter storage compartment is big enough to fit a rolled-up jacket and gloves or a small bag of groceries. Plus it’s water-resistant, keyed to the ignition key, and removable. (Honda/)Because the 109cc OHC air-cooled single-cylinder engine (sourced from the highly successful Activa scooter sold in India and Mexico; in fact, US-bound Navis are assembled in Mexico) is mounted in the rear, there’s a nice key-locked water-resistant 15-liter storage bin where an engine would normally be found. It’s not big enough to fit a helmet, but it’ll carry a rolled-up jacket and gloves or small bag of groceries. And it’s removable. Speaking of helmets, although the seat pops off via a keyed latch, there are no helmet hooks underneath. Access to the 0.9-gallon fuel tank is through a keyed door just behind the steering head; Honda is claiming 110 mpg from the Navi, so it should be able to travel a good distance before needing a five-spot to fill up. There’s a fuel gauge next to the speedometer, but since the Navi uses a 16mm carburetor, it also has a reserve setting on the fuel tank petcock (remember those?). Honda also says that the engine only needs an oil change every 2,500 miles, and the air filter every 10,000 miles. Only the bare-bones basics for the Navi’s instrument panel, but you don’t need anything more than that, and it’s easy to read at a glance. The left handlebar lever is for the parking brake. (Honda/)The Navi’s styling is obviously more on the motorcycle side with integrated bodywork and big fork-mounted headlight. American Honda is hoping that the Navi will generate the same cult/customization following as the Grom and Ruckus, with several customized examples shown at the press launch. The Ride Approachability means ease of use; the Navi easily fits that bill. The 30.1-inch seat height feels much lower than that, probably because of the Navi’s overall small size, and yet I didn’t feel pretzeled by the ergos at 5-foot-8. Release the parking brake, which is a little more difficult to release than a parking brake should be, via the left bar lever; pull in the front brake lever; and hit the starter button (there’s also a kickstarter as backup). Acceleration from the 109cc Navi, is enough not to feel totally outgunned in town. (Honda/)The 109cc engine gives a lot more acceleration than any 50cc scooter, allowing easy holeshots and effortlessly keeping up with city traffic. And the CVT automatic transmission means no gearshifting to think about. The Navi accelerates up to 45 mph pretty quickly, and 55 mph is possible if you wait long enough, but that’s about the limit for speed as the transmission runs out of gearing at that point. The 10-inch rear and 12-inch front wheels obviously translate to quick and agile handling, permitting you to easily dart and navigate through tight traffic situations without any flightiness or instability. The telescopic fork and single rear shock provide a decently smooth ride over most imperfect urban pavement, although big or sharp bumps and potholes expectedly overwhelm the suspension and are definitely felt through the chassis. Bigger wheels and better suspension would be helpful, but that under-$2K price point had to be achieved somehow, and it’s an acceptable compromise. A 109cc OHC air-cooled single-cylinder engine sits at the rear, leaving room for a handy storage area in the middle of the frame. (Honda/)That price point obviously came into play with the brakes as well. The Navi uses drum brakes on both ends, surely disappointing the motorcycle enthusiasts who only remember how most drum brakes worked on full-size bikes. In the Navi’s case, the brakes are more than adequate, providing quick and drama-free stops with moderate pressure. Jam on them very hard in a panic braking situation and there’s only a hint of wheel lockup (on dry pavement, of course). You could stop the 236-pound Navi quicker using the higher-end braking hardware, but then you’d also be asking for more skill from the rider as well. The Navi’s 26.8mm inverted fork provides 3.5 inches of decent suspension action, although you’ll still feel the big hits through the chassis. The drum brakes may look price-point, but they work adequately for the Honda’s intended purpose, plus the rear brake pedal is linked to the front brake as well. (honda/)Interestingly, the front and rear brakes on the Navi are mechanically linked. As with the C-ABS units on Honda’s full-size bikes, pressing on the rear brake pedal also actuates the front brake to a certain degree to help with slowing the machine. For the novice riders who will surely make up the majority of the Navi’s market, that’s probably a plus. The Verdict The Navi has actually been available in India and Mexico for several years; Honda obviously feels the time is right to bring its form of mobility to these shores. Will the Navi be the icebreaker that finally brings small-displacement machines into the American urban transportation mainstream? Looking at it from a financial standpoint compared to using public transportation or rideshare apps for a month, owning a Navi compares favorably even when factoring in registration and insurance. Of course, there’s the added responsibility of requiring an M (motorcycle) driver’s license endorsement; on the flip side, acing the DMV motorcycle riding test on the Navi is basically assured. Beyond the Navi’s new-rider intended audience, Honda is hoping that it will also inspire a cult following similar to the Grom and Ruckus. This customized version from Tennessee’s MNNTHBX features the usual trick aftermarket components, plus the storage bin has been converted to a music speaker system. (Honda/)In any case, the Navi represents a major step forward in making the enjoyment of motorcycling more accessible than ever. That’s a very good thing, no matter how you look at it. 2022 Honda Navi Claimed Specifications MSRP: $1,807 Engine: OHC, air-cooled, four-stroke single; 2 valves Displacement: 109cc Bore x Stroke: 55.0 x 55.6mm Compression Ratio: 9.5:1 Transmission/Final Drive: CVT/belt Fuel System: Carburetor, 16mm bore Clutch: Dry, automatic centrifugal operation Engine Management/Ignition: TCI Frame: Steel chassis Front Suspension: 26.8mm inverted fork, nonadjustable; 3.5 in. travel Rear Suspension: Single shock, nonadjustable; 2.8 in. travel Front Brake: Single 130mm drum, mechanical actuation, w/ parking brake Rear Brake: Single 130mm drum, mechanical actuation Wheels, Front/Rear: Pressed steel; 12 in. / 10 in. Tires, Front/Rear: 90/90-12 / 90/100-10 Rake/Trail: 27.5°/3.2 in. Wheelbase: 50.6 in. Ground Clearance: 6.1 in. Seat Height: 30.1 in. Fuel Capacity: 0.9 gal. Wet Weight: 236 lb. Availability: January 2022 (February 2022 for California) Contact: powersports.honda.com Source
  4. Italy and China come together with the new 750 ADV—the new Benelli TRK 800 made its initial appearance at EICMA 2021. (Benelli/)Benelli just celebrated the 110th anniversary of its founding in 1911 by the Benelli brothers, whose vision and technical ability allowed them to create models that remain iconic classics. They are not as well known today; Benelli’s last notable success came in 1969, when they won the last 250cc GP World Championship before the two-stroke revolution with a bike ridden by Kel Carruthers. After that, Benelli entered a flat spiral where motorcycling was concerned. The brothers’ heirs focused their attention on Benelli’s celebrated shotguns, and the bikes languished. That changed in 2005 when Chinese motorcycle group Qianjiang acquired the Pesaro-based marque. Today, Benelli once again enjoys a positive position with massive financial support from the parent company. Benelli’s R&D department is still based in Pesaro, as is a marginal amount of production, just enough to justify calling the brand Italian despite the growing number of Chinese staff. But the real technical development is still done by Italian specialists, some hired on as consultants. The TRK 800 makes perfect sense for Benelli: the ADV design ensures a wide market potential, and the Chinese production facilities breathe new life into a brand that was all but gone. (Benelli/)The combined work of Benelli technicians, and of course those highly specialized consultants, has finally paid off. Benelli has had a 750cc parallel twin sitting in the lineup for quite some time. The liquid-cooled unit displaces a real 754cc (88mm by 62mm) and generates a moderate 76.2 peak horsepower at 8,500 rpm, along with 49.4 pound-feet of torque at 6,500 rpm. The specific output numbers are not outstanding by today’s standards, but they seem to be in line with the Chinese “low-cost individual transportation” approach to motorcycling, though by that measure, peak power at 8,500 rpm is a little on the hot side. The engine features chain-driven double overhead cams, four-valve induction, an 11.5:1 compression ratio, and twin 43mm throttle bodies, each featuring a single Delphi injector. The unit looks rather massive, mainly because the head is so tall in relation to the rest of the engine. One Engine, Four Bikes This is a general-purpose powerplant, and has in fact been installed on four Benelli models. According to today’s market preferences, the most attractive is the TRK 800, big brother to the TRK 502, the most successful model of the present Benelli range. The TRK 800′s styling and overall place in the market is patterned on the TRK 502, with the bigger bike offering some extra power and torque, along with a good amount of extra weight at 472 pounds dry. The TRK 800 is a well-designed maxi-enduro intended for long hauls on and off-road with solid capabilities on both. The chassis is a substantial steel-tube trellis frame with additional steel plates bracing the critical areas. The bike’s suspension is generously dimensioned as well: a 50mm Marzocchi male-slider fork and a gas-charged rear shock absorber that cooperates with an aluminum swingarm. The Leoncino is the streetbike version of the TRK 800: low-set exhaust, street tires, and a smaller fuel tank. (Benelli/)The TRK 800 rolls on multipurpose Pirelli Scorpion radials (110/80-19 front and 150/70-17 rear); wheel travel is a generous 170mm (6.7 inches) at both ends. With a 60.1-inch wheelbase, the TRK 800 is a big bike, certainly big enough for a passenger along with saddlebags or hard panniers. Seat height is set at a rational 32.8 inches, on the low to moderate side for an adventure bike, which helps in low-speed maneuvering. With its massive 5.8-gallon fuel tank, the TRK 800 is clearly intended as a long-haul touring enduro. The electronic suite is limited to a 7-inch TFT instrument display and the mandatory ABS. Brembo supplies the braking components, with twin wave-style 320mm rotors and Monoblock four-piston calipers up front and a single rotor with two-piston caliper for the rear. The Leoncino Trail is a scrambler version of the TRK 800, with high pipes and more aggressive tires. Check out the ornament on the front fender! (Benelli/)The Leoncino and Leoncino Trail The same engine expresses itself in two variations on the theme: The Leoncino scrambler model comes in both a road version, the Leoncino 800, and an off-road-capable bike, the Leoncino 800 Trail. The Trail is the more attractive model, with its high exhaust, 19-inch front wheel and increased ground clearance. As such, it occupies a space as an intermediate model between the TRK 800 and the standard Leoncino 800. The engine comes in the same state of tune as the TRK 800, while the chassis describes a slightly shorter wheelbase at 58.2 inches. The Leoncino 800 Trail wears Pirelli Dragon semi-knobbies (120/70-19 front and 170/60-17 rear), while suspension is similar to the TRK 800, as is the Brembo braking system. The fuel tank has a slimmer design, and capacity is down to “just” 4 gallons. The fourth Benelli model is a sort of leftover from 2019, when it appeared at EICMA as a prototype. Dubbed 750S, it’s an entry version of the 800 Leoncino, and as such promises to be priced attractively. TRK 800: The Leoncino trail looks like a sound choice for gravel fire roads. The Delphi fuel injection system is simple, but proven. (Benelli/)Source
  5. 2021 BMW S 1000 RR. (BMW Motorrad/)Ups More and improved power following 2020 updatedLess weight in engine and chassisMost agile superbike in the classDowns Major midrange power dead zoneTraction control still too overbearing near limitNavigating settings is laborious and nonintuitiveVerdict Not many manufacturers are putting much effort into their sportbikes these days, but BMW is one of those bucking the trend with its S 1000 RR flagship. Numerous updates over the years have kept the Beemer at or near the top of a very competitive sportbike heap, and for serious trackday or club racers, it’s a very solid choice. Overview The S 1000 RR was BMW’s first foray into the supersport sportbike category, and it bucked the company’s reputation for unorthodox designs with its conventional transverse inline-four engine nestled in a twin-spar aluminum frame, plus a conventional fork. The BMW also was equipped with a host of electronic rider aids that on paper were a step above the competition. Its resulting performance was certainly unconventional; the engine’s power was far superior to rival units, and other key factors resulted in the S 1000 RR garnering Best Superbike in Cycle World’s coveted Ten Best Bikes for 2010. BMW has continually updated the S 1000 RR since then, with the latest upgrade for the 2020 model introducing a host of changes, including an entirely new engine with ShiftCam variable cam technology, revised chassis, and upgraded electronics. Updates for 2021 There are no updates for 2021 to the S 1000 RR. Available colorways are Light White/Racing Blue Metallic/Racing Red (available with optional M Package only), Mineral Gray Metallic, and Black Storm Metallic. Pricing and Variants The base-model S 1000 RR retails for $16,995, but a number of packages and add-ons from BMW will drive the cost up significantly. The Mineral Gray Metallic colorway will set you back another $375 (the Black Storm Metallic motif is no charge). The $4,250 M Package includes the BMW Racing-inspired Light White/Racing Blue Metallic/Racing Red livery, the Sport seat, electronics updates that include three individually configurable Race Pro Ride Mode settings, M carbon wheels with 5mm-thick brake discs, M lightweight battery, and GPS lap trigger. The $2,095 Carbon Package includes a CFRP front and rear fender, chain guard, countershaft cover, and both upper fairing side panels. The $2,825 Premium Package includes cruise control, an Akrapovič titanium slip-on muffler with carbon end cap, USB charging socket, Ride Modes Pro with Race Pro settings, Dynamic Damping Control (for suspension), M Endurance maintenance-free drive chain, heated grips, and tire pressure monitoring system. Competition Competitors for the BMW include the Aprilia RSV4 1100, Ducati Panigale V4/V4 S, Honda CBR1000RR-R Fireblade SP, Kawasaki Ninja ZX-10R, Suzuki GSX-R1000/R, and Yamaha YZF-R1/R1M. Check out this comparison test between the Aprilia RSV4 1100, Ducati Panigale V4 S, and the BMW S 1000 RR. Powertrain: Engine, Transmission, and Performance The 999cc inline-four engine has seen numerous updates since its 2009 debut, with the latest 2020 updates the most extensive, resulting in a peak of 182.65 hp at 13,580 rpm and a torque reading of 77.06 pound-feet at 11,040 rpm on the CW dyno. Although top-end power is excellent, unfortunately BMW was forced to limit midrange power in order to pass US EPA sound regulations, resulting in a major midrange flat spot between 6,000–8,000 rpm. “It’s a frustrating dead zone that requires the BMW to be ridden a bit like a 600cc supersport, utilizing sweeping lines and precise shifts to keep the engine spinning above the power abyss,” Michael Gilbert stated in the CW comparison test with the Ducati Panigale V4 S and the Aprilia RSV4 1100. The Gear Shift Assist Pro now comes standard on the S 1000 RR, which allows clutchless downshifting as well as full throttle upshifts. 2021 BMW S 1000 RR. (BMW Motorrad/)Handling The 2020-model engine updates that resulted in a near-9-pound weight loss (including a 3.5-pound-lighter crankshaft for less gyroscopic mass), wider clip-on bars, and a slimmer and lighter chassis with revised geometry have transformed the S 1000 RR into the most agile superbike on the market. “The BMW excels in difficult ­side-to-side transitions, requiring the least effort, and also tackles them more quickly than the rest,” Gilbert said in the aforementioned CW Aprilia/BMW/Ducati superbike comparison test. “Put the Beemer on a track of successive chicanes, and it will take the crown every time. Period.” Motorcyclist’s Adam Waheed agreed, stating in his MC Commute video, “[The S 1000 RR] is easily the most agile liter-class superbike at this time. I love being able to put this motorcycle exactly where I want with very little effort.” Brakes A pair of BMW-branded Hayes Monoblock calipers biting on 320mm discs up front provide excellent stopping power, with the overly aggressive initial bite of the previous model solved in favor of a much more progressive feel at the lever. ABS parameters are tailored for each specific ride mode, and even in Race mode riding at serious pace, “Only a handful of times did ABS intervene, effectively keeping the chassis composed and the rear wheel from lifting off the ground under serious braking,” Gilbert said in his First Ride Review of the 2020 S 1000 RR. Fuel Economy and Real-World MPG The S 1000 RR achieved 31.2 mpg during CW’s European Superbike Comparison test. Ergonomics: Comfort and Utility Ergonomics were changed in the 2020 update, with the seat slightly taller to improve leg/feet input (with the side benefit of increased legroom), the aforementioned wider bars, and a slimmer seat/fuel tank junction. “By the end of pit lane, I felt at home with the revised rider triangle,” Gilbert reported in his First Ride Review story. As you’d expect with a narrow-focus sportbike, passenger accommodations on the S 1000 RR are an option, with a seat and passenger footpeg assemblies available at no cost. Electronics The S 1000 RR comes with an extensive list of rider aids, beginning with four standard ride modes: Rain, Road, Dynamic, and Race. All of the standard ride modes have preset performance parameters. Purchasing the M or Premium packages accesses the Race Pro modes (1, 2, or 3), which are all individually configurable for parameters such as throttle response, Traction Control, Slide Control, Wheelie Control, Dynamic Brake Control (engine-braking), and ABS/ABS Pro (cornering ABS). The M Package also includes access to Launch Control, Pitlane Limiter, and Hill Start Control Pro, plus three Core Ride screens on the TFT dash display. The Dynamic Damping Control (DDC) semi-active suspension is included in the Premium package or as a separate option. Gear Shift Assist Pro is now standard equipment, which allows clutchless downshifting as well as full-throttle upshifts. Warranty and Maintenance Coverage The S 1000 RR comes with BMW’s three-year/36,000-mile standard warranty. Quality A three-year/36,000-mile standard warranty in a world of one-year limited warranties should tell you something about a bike’s build quality. BMW has definitely been stepping it up, with many high-end components not normally offered by the OEMs. 2021 BMW S 1000 RR. (BMW Motorrad/)2022 BMW S 1000 RR Claimed Specifications MSRP: $16,995–$27,650 Engine: 999cc, DOHC, liquid-cooled inline-four; 16 valves Bore x Stroke: 80.0 x 49.7mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/ 48mm throttle bodies Clutch: Wet, multi-disc back-torque-limiting; cable operation Engine Management/Ignition: Ride-by-wire/TCI Frame: Twin-spar aluminum chassis Front Suspension: 45mm Marzocchi inverted fork, fully adjustable (semi-active damping w/ optional DDC); 4.7 in. travel Rear Suspension: Marzocchi shock, fully adjustable (semi-active damping w/ optional DDC); 4.6 in. travel Front Brake: 4-piston Monoblock calipers, dual 320mm discs w/ ABS Rear Brake: 1-piston slide-pin caliper, 220mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.50 in. / 17 x 6.00 in. Tires, Front/Rear: 120/70ZR-17 / 190/55ZR-17 Rake/Trail: 23.5°/3.7 in. Wheelbase: 56.7 in. Ground Clearance: 4.7 in. Seat Height: 32.4 in. Fuel Capacity: 4.4 gal. Wet Weight: 434 lb. Contact: bmwmotorcycles.com Cycle World Tested Specifications Seat Height: 33.2 in. Wet Weight: N/A Rear-Wheel Horsepower: 182.7 hp @ 13,600 rpm Rear-Wheel Torque: 77.1 lb.-ft. @ 11,000 rpm 0–60 mph: 3.15 sec. 1/4-mile: 10.35 sec. @ 149.66 mph Braking 30–0 mph: 30.87 ft. Braking 60–0 mph: 124.88 ft. Source
  6. 2021 Honda CB500X. (Honda/)Ups Passable off-road chopsLow priceEconomical, versatile engineDowns Bit on the heavy sideKickstand a little too shortAdjustable windshield needs toolsVerdict If hulking, 1,200cc-plus, techno-blinding, $18K-plus starship ADVs aren’t your thing, and you want a little bit of adventure in your diet for less than $7,000, the Honda CB500X is worth a serious look. 2021 Honda CB500X. (Honda/)Overview Debuting in 2013, the CB500X originally was intended as an economical midsize commuter bike with adventure styling. But as the adventure-bike market continued to expand in popularity, motorcycle manufacturers saw demand for bikes in this category that weren’t so intimidatingly huge in size, engine displacement, and most of all, cost. So in 2019, Honda upped the off-road ante in the CB500X, adding a 19-inch front wheel, tires with a bit more off-road intent, longer-travel suspension, a taller windscreen, and other bits to make it more appealing to this segment. Updates for 2021 For 2021, the non-ABS version of the CB500X has been dropped, with only the ABS version available. The only available colorway is Matte Black Metallic. Pricing and Variants The 2021 Honda CB500X retails for $6,999. Numerous accessories are available from Honda, including heated grips, 12V accessory socket, light bar, and keyed/removable hard bags. Competition Competitors for the Honda CB500X include the KTM 390 Adventure, Kawasaki Versys-X 300, BMW G 310 GS, and Suzuki V-Strom 650/650 XT. Powertrain: Engine, Transmission, and Performance The 471cc DOHC parallel-twin engine is a willing partner, both on and off-road. “It’s the engine’s loping character that’s most appreciated,” remarked CW’s testers in this CB500X and Kawasaki Versys-X 300 comparison test, adding, “It’s happy to lug along in the dirt with plenty of low-end torque or trot along the highway at a few thousand rpm, all the while netting at least 50 mpg.” The transmission action is smooth, with CW’s Serena Bleeker noting, “Clutch pull is light and modulation is easy thanks to the slipper/assist function,” in her First Ride Review of the 2020 model. On the CW in-house dyno, the 2020 CB500X cranked out 42.45 hp at 8,130 rpm and 29.25 pound-feet at 6,500 rpm. 2021 Honda CB500X. (Honda/)Handling The CB500X’s 41mm conventional nonadjustable front fork and single rear shock (only adjustable for spring preload) have damping and spring rates that are fairly firm for the off-road spectrum, and they handle that area adequately, absorbing bigger hits without bottoming harshly. The 19-inch front wheel rolls over bumps better, but also makes on-road handling just a tad slower. The ADV-style tires also compromise on-road handling and grip a bit. Brakes A single 310mm disc and two-piston slide-pin caliper up front works with a 240mm disc/single-piston slide-pin caliper out back to provide good stopping power that lacks aggressive initial bite, which is probably a good thing for less-experienced riders in the dirt. Fuel Economy and Real-World MPG In CW’s test of a 2020 model CB500X, it recorded an impressive 54.6 mpg, equating to roughly 250 miles per 4.6-gallon tankful. Ergonomics: Comfort and Utility The CB500X’s ergos are fairly comfortable for even taller riders, in both sitting and standing positions, and the adjustable windscreen (requires tools to adjust, however) does a good job of redirecting windblast away from the rider. The single-piece seat provides adequate passenger accommodations as well. Electronics Other than ABS, the CB500X is devoid of electronic rider aids. A plus is that the lighting is all LED. Warranty and Maintenance Coverage The CB500X comes with Honda’s standard one-year/unlimited mileage warranty. Extended coverage is available through HondaCare Protection Plan. Quality Build quality on the CB500X is basically like any Honda: excellent. The overall fit and finish of the bike has a quality feel, and everything works as intended. 2021 Honda CB500X Claimed Specifications MSRP: $6,999 Engine: 471cc, DOHC, liquid-cooled parallel twin; 8 valves Bore x Stroke: 67.0 x 66.8mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/ 34mm throttle bodies Clutch: Wet, multiple disc; cable operation Engine Management/Ignition: TCI Frame: Steel twin-spar chassis Front Suspension: 41mm conventional fork, nonadjustable; 5.9 in. travel Rear Suspension: Single shock, spring preload adjustable; 5.3 in. travel Front Brake: 2-piston slide-pin caliper, single 310mm disc w/ ABS Rear Brake: 1-piston slide-pin caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 x 2.50 in. / 17 x 4.50 in. Tires, Front/Rear: 110/80-19 / 160/60-17 Rake/Trail: 27.5°/4.3 in. Wheelbase: 56.8 in. Ground Clearance: 7.1 in. Seat Height: 32.8 in. Fuel Capacity: 4.7 gal. Wet Weight: 434 lb. Contact: powersports.honda.com Cycle World Tested Specifications Seat Height: 32.7 in. Wet Weight: 431 lb. Rear-Wheel Horsepower: 42.45 hp @ 8,130 rpm Rear-Wheel Torque: 29.25 lb.-ft. @ 6,500 rpm 0–60 mph: N/A 1/4-mile: N/A Braking 30–0 mph: N/A Braking 60–0 mph: N/A Source
  7. The second-generation Kawasaki Versys 650 gets sharper styling up front to match its Versys 1000 brethren, along with a few tech upgrades. (Kawasaki/)The vague teaser ads and technical document leaks are over, and as we suspected, Kawasaki has included next-generation Versys 650 and 650 LT models in its remaining releases for the 2022 model year. Both models get significant upgrades, most of which focus on tech and comfort enhancements along with a styling refresh, but they remain essentially unchanged in terms of basic specs like chassis and engine architecture. Front cowl styling and LED headlight is new, as is traction control (standard) and a new TFT display. (Kawasaki/)We already knew the 2022 Versys wasn’t going to be a ground-up redesign, and the official unveiling at EICMA confirms that core elements like the tractable 649cc parallel-twin engine and steel frame with long-travel Showa suspension are indeed carried over to the 2022 models. Of course that’s not a surprise, given that the powerplant was recently refined to meet Euro 5 emissions standards, so the current performance numbers of 65.7 hp at 8,500 rpm and 45 pound-feet of torque at 7,000 rpm (our own dyno testing has shown 59.60 hp and 41.55 pound-feet, respectively, for the older model) are likely to stand as well. The same goes for the chassis which retains its 55.7-inch wheelbase and 17-inch cast aluminum wheels at either end, the latter shod with Dunlop Sportmax D222 rubber. Related: Kawasaki Versys 650 Updates Coming for 2022 The 4.3-inch TFT display adjusts brightness automatically and shows a variety of functions including traction control modes. (Kawasaki/)Welcome upgrades for the new 2022 Versys 650 include traction control, which makes its very first appearance on this model. The system, known as KTRC (Kawasaki Traction Control), uses several data inputs to dial in optimal traction, with riders having a choice of two modes to adjust the system’s settings to suit them. Mode 1 is the least intrusive, while Mode 2 kicks in earlier to reduce engine output when excessive wheelspin is detected. The traction control can also be disabled via a handlebar-located switch; ABS is also standard on the new model. Of course you need a way to access that traction control, which is where a more modern instrument panel with new 4.3-inch full-color digital TFT display comes in. You can choose the background color (black or white) and the screen brightness automatically adjusts based on the ambient light to highlight features like a digital speedometer, tachometer, gear position indicator, fuel gauge, odometer, dual tripmeters, fuel consumption, range, service reminders, and more. The display can also be paired to a compatible smartphone device and the Kawasaki Rideology app, which then allows you to access instrument functions as well, like the fuel gauge, odometer, and maintenance schedule. You can also set your ride mode in advance via the app. That new shield is adjustable for four positions and in 1-inch increments, for a total of 3 inches of adjustability. (Kawasaki/)More readily noticeable is the updated styling of the 2022 bikes, which brings a sharper upper cowling and surrounding bodywork that flows to an edgy and compact tailsection with an LED light. The undercowl is redesigned as well, and new graphics adorn the tank and side covers for an overall look that brings the 650 more in line with its larger Versys 1000 cousin. Capping the revisions up front are new, more aggressively positioned LED headlights along with a new four-way-adjustable windshield. According to Kawasaki, that shield offers riders a way to adjust airflow, with four position settings available to choose from. The settings vary the height of the shield in 1-inch increments with 3 inches of total adjustability, and can be selected using a release button below the TFT screen. The Versys 650 LT, meanwhile, takes the base model and adds Kawasaki quick-release 28-liter saddlebags and hand guards as standard equipment, so it’s touring ready right off the dealer’s floor. The 2022 Versys 650 in Metallic Spark Black/Metallic Flat Spark Black will retail for $8,899; the Candy Lime Green/Metallic Flat Spark Black/Metallic Spark Black option carries an MSRP of $9,099 and a 12-month limited warranty The 2022 Versys 650 LT comes in Metallic Spark Black/Metallic Flat Spark Black only; MSRP is $9,999, while the warranty is 24 months. 2022 Kawasaki Versys 650 Specifications MSRP: $8,899 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl. Displacement: 649cc Bore x Stroke: 83.0 x 60.0mm Compression Ratio: 10.8:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 65.7 hp @ 8,500 rpm Claimed Torque: 44.8 lb.-ft. @ 7,000 rpm Fuel System: DFI w/ 38mm throttle bodies Clutch: Wet, multiplate Frame: Tubular steel Front Suspension: 41mm telescopic fork; rebound damping, preload adjustable; 5.9 in travel Rear Suspension: Monoshock, rebound and remote preload adjustable; 5.7 in. travel Front Brake: 2-piston caliper, dual 300mm petal discs w/ ABS Rear Brake: 1-piston caliper, 250mm petal disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in. Tires, Front/Rear: 120/70-17 / 160/60-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 55.7 in. Seat Height: 33.3 in. Fuel Capacity: 5.5 gal. Wet weight: 483 lb. Source
  8. The new V100 Mandello broke cover at EICMA 2021. More than just a new model, it unveils the engine platform which will carry Guzzi into the future. (Moto Guzzi/)Moto Guzzi is celebrating its second century by unveiling the long-awaited heir to the legendary V7: the new V100 Mandello. This promises to be a superb machine, one that makes Moto Guzzi a real player in the European motorcycling scene. The bike retains the classic Guzzi 90-degree transverse V-twin layout, but is new in every other aspect and promises to be a thoroughly modern, well-engineered, well-thought-out, and inspired machine right down to the minor details. Overall, the new V100 Mandello is compact and svelte. It looks great just parked, with the promise of both lively performance and long-haul comfort in the best Moto Guzzi tradition. Its 58.5-inch wheelbase is short enough to deliver agile steering response alongside adequate two-up comfort. The rear suspension uses a rather long single-sided aluminum swingarm with a single cantilevered shock absorber. Naturally, the design incorporates Guzzi’s classic shaft final drive. Two details to note here: First, see how the new engine’s exhausts exit from the bottom of the head as opposed to the front. Second, check out the single-sided swingarm, also housing Guzzi’s signature shaft final drive. (Moto Guzzi/)This new-generation Guzzi engine is extremely advanced, starting with its extremely compact packaging; the engine’s overall length is 4 inches less than Guzzi’s “small block” V85. This also explains why the V100 can feature such a long swingarm in combination with the short wheelbase. Weight distribution, as you’d expect, is duly biased to the front axle, a design element that was difficult to achieve with the V7, and which is generally a challenge for any bike with a longitudinal powertrain. The liquid-cooled V100 unit displaces 1,048cc from a 96mm bore and 72mm stroke. Chain-driven double overhead cams act on four valves per cylinder. Guzzi claims 115 peak horsepower with 77.5 pound-feet of peak torque; that torque curve must be extremely flat, since 90 percent of it already shows up at just 3,500 rpm, and redline is at 9,500. Chassis-wise, the new V100 uses a steel-tube frame with the engine as a stressed member; note that this is not a full-cradle perimeter design. Suspension consists of electronically managed Öhlins Smart EC 2.0 components. The electronics suite is the most advanced ever fit to a Moto Guzzi, clearly taking advantage of the great progress Aprilia has made in this domain. In the V100 Mandello this translates to a six-axis inertial platform managing a number of functions, including cornering ABS, traction control, cruise control, and four riding modes (Travel, Sport, Rain, and Road) with three engine mappings apiece. The electronics also include both up and down quick shifting, heated grips, full LED lighting equipment with adaptive headlight, and a 5-inch TFT instrument panel. Bluetooth connectivity allows access via personal smartphone to the bike’s MIA multimedia platform. The V100’s blended bodywork dances a delicate line between classic Guzzi and a modern sportbike. Unchanged is the timeless Guzzi logo. (Moto Guzzi/)In a nod toward the V100 Mandello’s long-haul capability, the bike offers active aerodynamics that engage the compact windscreen and spoilers to divert the windblast away from rider and passenger. The bike’s styling is contemporary; not particularly strong in terms of personality, but smooth overall. The center and rear sections have a fluid design that takes advantage of the classic Guzzi cylinder layout, and the elegant fuel tank offers an additional touch of Moto Guzzi personality. Other New Guzzi Models In addition to the V100 Mandello, Moto Guzzi unveiled a handful of variations on the V85 TT theme. Here, both the V85 TT and V85 TT Travel are of interest; the latter is complete with windshield and travel bags. And while not for civilian use, the new V85 TT is also the base from which Moto Guzzi developed a special version for the Cuirassiers of Italy’s Presidential Honor Guard, which presents quite elegantly in black graphics with white accents. Finally, the classic V7 is now offered with the V85 powerplant while retaining its V7 Sport-inspired design. Indeed, Moto Guzzi seems to be entering its second hundred years with a bright future. The company continues to be based, as always, in Mandello del Lario, where the traditional factory is being totally updated, both the buildings and, more important, the tooling. With its short wheelbase and long swingarm, the V100 Mandello promises up-to-date handling and a balance between nimbleness and long-distance comfort. (Moto Guzzi/)Source
  9. The 2022 V85 TT Guardia D’onore edition will be released in a numbered series of 1,946 models. (Moto Guzzi/)In 1946, Italy’s Cuirassiers Regiment, the honor guard to the Italian president, chose Moto Guzzi as its first official motorcycle. Since then, whenever the Italian head of state travels, his security regiment accompanies him on a fleet of Moto Guzzis. For 2022, Moto Guzzi is releasing a new limited edition V85 TT to the public as a way of honoring this 75-year partnership. Various models have been used and adapted for the regiment’s purposes, which changed bikes every few years until the V-1000 I-Convert model was adopted in 1975. These lasted a decade before being replaced by 948cc California models in 1985, which in turn held on until 2007, when they were supplanted by the larger California 1400 Touring models which remain in use to this day. As a way to celebrate Moto Guzzi’s centennial in 2021, the company gifted two new V85 TTs, bearing the same Guardia D’Onore livery we see here, to the President of the Republic Sergio Mattarella. They are now ridden alongside the Californias in the fleet. Along with its limited livery, the V85 TT will come with a taller windshield, crashbars, centerstand, and each bike’s unique serial number engraved on its handlebar riser. (Moto Guzzi/)In their black and white uniforms, the Cuirassiers Regiment matches Moto Guzzi’s most iconic color scheme, though this early partnership is likely responsible for part of that livery’s popularity. The new V85 TT Guardia D’Onore edition will be limited to only 1,946 models, painted to match the iconic guard bikes of the past with a black base and white graphics. The special editions will come with a suite of accessories, such as a taller windshield, paint-matched side covers, centerstand, and LED auxiliary lights. A matching pannier set is also available as an added accessory. Each bike will be serialized, numbered 1 through 1,946, with that number engraved on the handlebar risers. The base-model 2022 Moto Guzzi V85 TT comes equipped with a shorter windshield and no crashbars or centerstand. (Moto Guzzi /)As an added bonus, each customer who purchases this version of the V85 TT will receive a commemorative case with a brochure on the history of past Moto Guzzi motorcycles used by the Cuirassiers and a stamp collector’s folder with the postmarked stamp issued on Moto Guzzi’s 100th anniversary. Moto Guzzi has not released any information on the pricing or availability of these models, but check its website for more details and information at motoguzzi.com. Source
  10. Lucky Explorer 9.5 is the bigger of the new MV Agusta adventure bikes—with a 930cc version of the firm’s three-cylinder engine. (MV Agusta/)MV Agusta is finally getting into the adventure-bike scene by reviving the Lucky Explorer name that graced rally-replica versions of the old Cagiva Elefant and showing near-production prototypes for not one but two new models that will use the title. Although MV isn’t currently committing to production dates or complete, final specifications for the new Lucky Explorer models, the firm is opening up the project so it can develop the bikes without the veil of secrecy that normally surrounds new machines. Official word is that the Lucky Explorers will be 2022 models. While the brand’s decision to enter the adventure market comes as no surprise—MV Agusta has been open about its intentions for some time—the Lucky Explorer project is actually more significant than that. It includes not one but two models, both representing significant moves for MV. The larger machine, dubbed Lucky Explorer 9.5, is the first to appear with a new 931cc derivative of the 800cc triple that currently powers the majority of MV’s range, including the F3, Brutale 800, Dragster 800, Turismo Veloce, and Superveloce. The second bike, the Lucky Explorer 5.5, is the first fruit of MV Agusta’s partnership with Chinese firm Qianjiang, owner of the Benelli and QJMotor brands, and features a 550cc parallel twin that’s likely to be the basis of a whole range of entry-level MVs in the future. An MV Agusta without a single-sided swingarm? The Lucky Explorer 9.5 takes its off-road role seriously. (MV Agusta/)Let’s start with the Lucky Explorer 9.5. Although still in prototype stages, the bike’s styling and most of its technical details are now set in stone. Visually, the link to the old Dakar racers of the ‘80s and early ‘90s is clear to see, with a shape that—like Ducati’s upcoming DesertX, which is certain to be the Lucky Explorer 9.5′s closest rival—eschews the cliched beak used by so many adventure models in favor of a more conventional profile. The DesertX similarities run as far as the engine capacity too, with both bikes falling into the 950 category. Ducati will use its 937cc Testastretta V-twin, MV has developed a 930cc version of its existing triple. Although we’ve yet to see the final DesertX, even the paintwork on the two models is expected to be similar. Ducati’s 2019 Scrambler DesertX concept also adopted Lucky Strike-inspired colors, because both the Ducati and the MV Agusta see the old Cagiva Elefant Dakar racers as those models’ ancestors. Back in the ‘80s and early ‘90s, Ducati, Cagiva, and the then-dormant MV Agusta brand were owned by the Castiglioni family. The Cagiva Elefant was Ducati-engined. Now MV and Ducati are deadly rivals, but both have a claim to the Cagiva’s Dakar Rally heritage. High-end materials including forged carbon fiber are visible on the 9.5, as well as practical touches like the quick-release luggage brackets. (MV Agusta/)To uprate the 800 triple to 930cc, MV has increased both the bore and stroke, requiring a new crankshaft and a new cylinder head. As with the smaller displacement engine, the crank is a 120-degree design that rotates backward to reduce the bike’s overall gyroscopic effect and sharpen handling—a trick most modern GP bikes have long since adopted. With a 12.5:1 compression ratio, down from, 13.3:1 on the 800, the engine is tuned for torque rather than absolute power, although its peak—a claimed 123 hp at 10,000 rpm, along with 75 pound-feet of torque at 7,000 rpm—is still more than most similarly sized rivals can muster. The bike’s tech includes a 7-inch TFT screen with the usual Bluetooth connections for smartphones, and less usually there will be the option of a Rekluse automatic clutch and a semi-automatic, electronically actuated transmission. Given the high proportion of Honda Africa Twins sold with the firm’s DCT semi-auto, that’s a smart move. The engine sits in a steel frame made of a combination of forged and extruded sections, with an aluminum dual-sided swingarm and proper, off-road-suited wheels, 21 inches at the front and 18 at the rear, with a fairly long 1,580mm (62.2 inches) wheelbase between them. Lucky Explorer 5.5 marks a new segment entirely for MV Agusta, with a Chinese-made 550cc parallel-twin engine. (MV Agusta/)Stepping down to the Lucky Explorer 5.5—a bike that MV says has been developed “in close collaboration” with Qianjiang in China—there are fewer specs to go on at the moment but it’s clear that the prototype borrows a large number of its parts from the QJMotor SRT 500. That bike, in turn, uses the engine and frame from the Benelli TRK 502, since both companies are subsidiaries of Qianjiang, and while the Benelli isn’t well known on this side of the Atlantic it’s been one of Italy’s bestselling bikes for the last couple of years. MV’s version gets a larger-capacity, 550cc derivative of that parallel-twin engine, with a 70.5mm bore and 71mm stroke compared to the 69mm x 66.8mm of the Benelli and QJMotor 500s, mounted in what appears to be the same steel frame used by both QJMotor and Benelli. The alloy swingarm, meanwhile, looks to be the same as the Chinese-market QJMotor SRT 500. As befits an MV Agusta, other components look to be high spec, with Brembo brakes clearly on display, although final details of the bike have yet to be announced. The styling, too, is a quantum leap forward from the gawky-looking Benelli TRK 502 or the sleeker but somewhat derivative QJMotor SRT 500. With the Lucky Explorer project now out in the open, MV Agusta has launched a dedicated website—luckyexplorerproject.com—and an @luckyexplorer.official Instagram channel to chart the bikes’ development toward production in the not-too-distant future. Source
  11. Husqvarna’s Norden 901 is a comfortable and capable adventure motorcycle. (Husqvarna/)It’s difficult to review Husqvarna’s motorcycles without talking about the KTM models from which they are derived—for this motorcycle, evolved is a better descriptor—and even more difficult to not make comparisons. This is because Husqvarna, as the second adopted child of KTM CEO Stefan Pierer, is a play to maximize profitability; Husky has less overhead and fewer operating costs because it has been absorbed by the machine that is KTM. And until now, most of Husqvarna’s street offerings have been heavily styled riffs on tried-and-true orange platforms, riffs that have missed the mark in one way or the other. Don’t get it wrong; they’re still excellent machines, but not better than what you could have if you chose orange over white. After two days in the Azores on the 2022 Norden 901, we can say that has changed. Let’s usher the orange elephant out of the room in quick order. The Norden 901 is built on the same chassis and engine platform as KTM’s 890 Adventure and 890 Adventure R. Engine capacity, tuning, and performance are identical, as are the frame and subframe. Yet it’s the differences that make the Norden 901 the most compelling ADV to roll out of Mattighofen. The production Norden 901 looks nearly identical to the concept that was released November 2019. (Husqvarna/)When the Concept 901 was released at EICMA 2019, the buzz was immediate and palpable. The insectoid fascia and knife-edge angles of the KTMs were replaced with smooth modern lines that still evoked rally in a neo-retro sort of way. Two years later, the production model hasn’t been diluted by regulations or cost-cutting measures and looks nearly identical to the concept. The design is entirely Husqvarna; a round LED headlight sits high above the front wheel, flanked by integrated fog lights and a steeply angled windscreen. The black, white, and yellow bodywork has broader shoulders and hindquarters. The overall look is refined and subtle in many aspects, yet substantial at the same time. Also substantial is the Norden 901′s LC8c engine. Displacing 899cc, the liquid-cooled parallel twin puts out a claimed 105 hp at 8,000 rpm and 73 pound-feet of torque at 6,500 rpm. On the CW dyno, the same engine in the 890 Adventure R produced 86.5 hp at 8,350 rpm and 58.1 pound-feet at 6,850 rpm, measured at the rear wheel. It’s an excellent powerplant for adventure riding, rowdy and powerful when called for but usable and controllable when the need arises. Torque comes on strong at around 3,000 rpm and jumps the Norden forward with authority when asked; the rush of power sweeps you through to the 9,000-rpm redline. Throttle response is immediate but not jerky, and it’s easy to feel how much you are feeding the rear through the ride-by-wire throttle. Controlling the power to the rear tire on the Norden 901 is as easy as thumbing a button to choose your slip level and then cracking your right wrist. (Husqvarna/)Ride modes tailor that power delivery even further to suit your ride or conditions. Three settings, Street, Rain, and Offroad, are equipped standard; an optional mode called Explorer is available at a price. Rain mode cuts the horsepower to 80, mutes throttle response, and sets the lean-sensitive traction control to maximum. Street throttle response is sharper, and gives the Norden full horsepower with just a touch of slip from the lean-sensitive traction control under full throttle. Offroad provides the most aggressive throttle response and allows for rear wheelspin in the dirt. It also removes the lean-sensitive ABS function and turns off the ABS to the rear wheel. Lean-sensitive traction control and ABS keep the Norden moving forward in inclement weather. (Husqvarna/)Each standard mode does its job well, but the optional Explorer mode gets the most out of the Norden’s rider aids. This mode allows riders to select between nine levels of rear tire spin or slip via the up/down button on the thumb pad on the left side of the handlebar. Throttle response can also be selected based on the Street, Rain, and Offroad settings. The ABS settings also get locked to this mode, a great help for those who habitually forget to change ABS modes after turning the ignition key. After the first few hours on the bike I used the Explorer mode exclusively, as it’s flexible and adjustable on the fly. And with the highly changeable weather on the island of São Miguel in the Azores archipelago, the ability to change rear-wheel slip levels quickly and easily is extremely useful. Our ride consisted of winding mountain roads, often wet, with green moss growing in the center and on the edges of the lane, slick as icy cobblestones; and dirt roads soaked with the remnants of Tropical Storm Wanda. Traction varied along a range from tacky dirt to grippy asphalt. It was much easier to add or subtract TC with a single tap while riding rather than navigating menus for mode selection. The graphic interface on the Norden’s 5-inch TFT screen is bright and easy to understand and navigate. Images of the bike are highlighted with red and green areas to make it clear what changes are being made. Key info, such as the speedometer, tachometer, fuel level, TC level, and ABS settings, are clearly visible. There’s also Bluetooth connectivity for turn-by-turn directions via Husqvarna’s own app, although it is an additional charge. Finally, a Husky dash that isn’t a failed styling exercise. The Norden 901’s 5-inch TFT dash is bright, clear, and easy to understand. (Husqvarna/)And it’s not just design that differentiates the Norden 901 from its KTM cousins. The bike’s suspension travel and damping really set it apart. Travel from the 43mm WP Apex fork is 8.7 inches (220mm), and rear shock is 8.5 inches (215mm); that’s smack in the middle of the street-focused 890 Adventure and 890 Adventure R, which have 7.9 inches (200mm) and 9.5 inches (240mm) respectively. Matched with softer springs and damping than the 890 R, the suspension setup on the 901 is perfectly suited for rough and broken asphalt or moderate imperfections on dirt surfaces. Choppy off-road sections are gobbled up by the Norden’s fork and shock without upsetting the chassis or rider. You can get rodeo on the Norden 901, but you will find the limits of the shock quickly when pushing hard. (Husqvarna/)Bigger hits will require moderation. In the course of testing we got a little too spirited and found the end of the shock stroke quickly and often. More compression damping would be advised, but the rear shock lacks that adjustment; a shame. More preload via the handy knob under the left side of the seat and more rebound damping helped keep things under control when the shock did bottom, but the omission of compression adjustment at the rear is significant. Still, when ridden within Husqvarna’s intended usage parameters as a travel mount capable of going most places in the dirt, the Norden is wonderfully comfortable and sure-footed. A wide and flat rear profile of the Norden’s seat makes for all-day comfort. (Husqvarna/)So styling is cool, the engine is excellent, the rider aids are well sorted, and the chassis is capable. But what’s really impressive is how comfortable the Norden is, especially the seat, which is wide and flat at the rear and narrows to the front. This gives excellent support while occupying the aftmost part of the saddle. When aggressive riding calls for the rider to move their weight forward, the seat has room to move or to get feet down. Seat height is adjustable, with a low setting of 33.6 inches and a high setting of 34.4 inches; at 5-foot-10 I personally preferred the high setting, which allowed for additional legroom to the motocross-sized footpegs. Wind protection from the windscreen is great, with just a minor amount of buffeting against my motocross helmet. Additionally, the wider tank and shoulders of the Norden keep the elements off of legs in light rain. Wide handlebars provide plenty of leverage for moving the 901 around with authority on and off-road, and reach is adjustable forward and back in three positions covering 1.2 inches. Comfort for the launch haul sets the 2022 Husqvarna Norden 901 apart from its KTM counterparts. (Husqvarna/)Husqvarna claims the Norden 901 weighs 449 pounds without fuel. Add 30 pounds or so for 5 gallons of gas, and the 901 comes in around 479 pounds, about 15 more than the 890. Most of that weight is found in the large LED headlight, fog lights, and a 901-specific tank shape that moves its capacity higher on the chassis, as the bottom of the tank is narrower. The tank also carries a quarter-gallon less than the 890′s. Transitioning from side to side in the dirt, you can feel that weight as the bike’s reactions are a bit sluggish. On the street, there is no hint of sluggishness; the Norden has quick reflexes while being rock solid in the corners. On the street the Norden 901 is quick to react and is stable once in a corner. (Husqvarna/)After two full days on the Norden in rain and sunshine, on muddy roads and dry asphalt, riding it both fast and slow, it’s clear the Norden 901 has allowed Husqvarna to step out of KTM’s orange shadow. This is a cohesive motorcycle offering a less racy take on adventure-touring while delivering on comfort and style. Husky got this one right. The Norden 901 has an MSRP of $13,999. (Husqvarna/)2022 Husqvarna Norden 901 Specifications MSRP: $13,999 Engine: DOHC, liquid-cooled parallel twin Displacement: 889cc Bore x Stroke: 90.7 x 68.8mm Compression Ratio: 13.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 105 hp @ 8,000 rpm Claimed Torque: 73 lb.-ft. @ 6,500 rpm Fuel System: EFI w/ 46mm DKK Dell’Orto throttle body Clutch: Wet, multiplate, PASC slipper clutch; cable actuation Engine Management/Ignition: Bosch EMS w/ ride-by-wire Frame: Chromium-molybdenum steel Front Suspension: 43mm WP Apex USD fork, fully adjustable; 8.7 in. (220mm) travel Rear Suspension: WP Apex monoshock, rebound and preload adjustable; 8.5 in. (215mm) travel Front Brake: 4-piston radially mounted caliper, dual 320mm discs w/ cornering ABS, Offroad mode disengageable Rear Brake: 2-piston floating caliper, 260mm disc w/ cornering ABS, Offroad mode disengageable Wheels, Front/Rear: Tubeless aluminum spoked wheels; 21 x 2.50 in. / 18 x 4.50 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 90/90-R21 / 150/70R-18 Rake/Trail: 25.8°/4.2 in. Wheelbase: 59.5 in. Ground Clearance: 9.9 in. Seat Height: 33.6 in. (adjustable to 34.4 in.) Fuel Capacity: 5.0 gal. Claimed Dry Weight: 449 lb. Availability: November 2021 Contact: husqvarna-motorcycles.com For most off-road travel the Norden 901 is suspended well, soaking up chop and rough roads with ease. (Husqvarna/)Gearbox: Helmet: Arai VX-Pro4 Combat Goggles: 100% Armega Jacket: Rev’It Sand 4 H2O Pants: Rev’It Peninsula Gloves: Rev’It Massif Boots: Alpinestars Tech 10 Source
  12. He may be best known as The Doctor, but he’s long since evolved into a whole different animal: the GOAT. Greatest Of All Time. It’s hard to argue against Valentino Rossi’s impact on Grand Prix motorcycle racing. Even 15-time world champion and original GOAT Giacomo Agostini would likely nod in agreement. In 26 seasons of GP racing, Rossi earned 115 wins, 235 podium finishes, and nine championships, seven of those in the MotoGP class. But Rossi’s character, passion, and charisma shine brighter than any of his trophies. His fans are forever faithful, his presence is noticed everywhere he goes, and he has taken MotoGP to parts of the world that may not have even seen motorcycle racing before he brought it there. Photography group Milagro and Gigi Soldano have been there and seen it all through the viewfinder. From Rossi’s first 125cc race, Milagro has chronicled the achievements of the bright yellow sun that is Rossi. But more importantly he has communicated Rossi’s lust for life, capturing Rossi’s speed and tenacity in an instant of action. His photos are a glimpse inside Rossi’s head and heart. Without these images, Rossi would still be the GOAT. But Milagro’s photos have contributed to Rossi’s immortality. Rossi will retire from Grand Prix racing at the end of the 2021 MotoGP season. Ciao, Valentino. And grazie mille, Gigi. —Justin Dawes The bikes, the competition, and the face have changed over 26 seasons. Rossi’s amiable nature never has. (MILAGRO-Gigi Soldano/) Rossi secured his first championship at the 1997 Czech Republic Grand Prix in Brno with three races remaining in the season. (MILAGRO-Gigi Soldano/) Rossi’s first premier class win on a 500cc GP bike came on a Honda at the Cinzano British Grand Prix in 2000, his first year in the class. (MILAGRO-Gigi Soldano/) Celebrating his first 125cc victory, Brno 1996. (MILAGRO-Gigi Soldano/) Rossi stormed through the 2001 season winning 11 races and finishing off the podium only three times on his way to his first 500cc championship. (MILAGRO-Gigi Soldano/) Rossi’s post-win antics often included skits with his fans; here he is stopped for speeding by Mugello <i>polizia</i>. (MILAGRO-Gigi Soldano/) Bowling ’em down after a win at the 2007 Spanish Grand Prix. (MILAGRO-Gigi Soldano/) A podium celebration after a second-place finish at the 2008 Catalan Grand Prix. (MILAGRO-Gigi Soldano/) <i>Che spettacolo</i>—what a show! Rossi wrapped up his sixth world cham- pionship at the 2004 Australian Grand Prix. (MILAGRO-Gigi Soldano/) What if Rossi had not locked up his seventh championship at Sepang in 2005? These guys would look pretty silly. (MILAGRO-Gigi Soldano/) Rossi took his first win of 2008 in China, starting his march to an eighth world championship. (MILAGRO-Gigi Soldano/) Rossi battling with his first archenemy, Max Biaggi, at the 2004 Africa’s Grand Prix. (MILAGRO-Gigi Soldano/) Leading Loris Capirossi and Nicky Hayden in 2008 enroute to his second win of the 2006 season. (MILAGRO-Gigi Soldano/) Rossi’s fan club often takes over entire sections of the grandstands. This example is from Holland 2013 after another win. (MILAGRO-Gigi Soldano/) What’s with the chicken? Rossi made up a sponsorship from a nonexistent poultry shop called Pollería Osvaldo. Some of his most famous helmet designs featured the mascot Osvaldo, and he even took a victory lap with a friend in a chicken suit after a 125cc win in Sepang. Here Osvaldo helps with a celebration of a ninth world title. (MILAGRO-Gigi Soldano/) Rossi’s famous (or infamous) go-for-broke pass on Casey Stoner at Laguna Seca in 2008. (MILAGRO-Gigi Soldano/) Another title celebration, this time with a notary making Rossi’s eighth world title official. (MILAGRO-Gigi Soldano/) Assen 2009 marked 100 victories for The Doctor. (MILAGRO-Gigi Soldano/) Honda’s Marc Márquez became Rossi’s last and most spectacular archrival; the two more than once tried to occupy the same spot on the track at the same time. (MILAGRO-Gigi Soldano/) Surveying the Dainese Museum’s collection of his custom leather racing suits. (MILAGRO-Gigi Soldano/) Focus of a champion. (MILAGRO-Gigi Soldano/) Bright designs on Rossi’s helmets and leathers made it easy to spot the Italian even when he wasn’t at the front of the pack. (MILAGRO-Gigi Soldano/) Rossi's impact on motorcycle racing will last long after his retirement. (MILAGRO-Gigi Soldano/)Source
  13. After two days in Italy, it’s become clear the Multistrada is an exceptional value in the Italian brand’s lineup. (Ducati/)The autumn buzz around Ducati’s Multistrada line has quite understandably been dominated by the upcoming Pikes Peak V4. With its sport-focused 17-inch wheels, dedicated Race riding mode, and thunderous 170 hp (claimed) 1,260cc Stradale motor, it promises to be a Multistrada like no other. But the Multi that deserves even more of our attention, the one that will deliver an immaculate experience when loaded up and pointed at the scenery next summer, and do it for $17,895, is the relatively humble but thoughtfully uprated V2 S. Ducati introduced the Multistrada 950 back in 2017 as an entry point into the Multistrada family. Its versatility, price, and keen but proportionate performance made it a hit with those who don’t believe biggest is always best. Yet the 950 has largely remained in the shadow of the V4 Multis, particularly the best-selling V4 S. For 2022 the Bologna, Italy, factory has emphasized the V2′s strengths by making it lighter, more comfortable, and even easier to ride and maneuver, especially where shorter riders are concerned. The 2022 Ducati Multistrada V2 S has an MSRP of $17,895. (Ducati/)Ducati hasn’t tried to reinvent its middleweight adventure bike. Instead, the existing model has been refined and enlivened with small but significant changes, many of which have been requested by existing Multistrada owners. A lighter clutch makes sense. So, too, does a roomier riding position with 0.4 inch (10mm) more between pegs and seat, and cutting back unsprung weight by using 3.7-pound-lighter (1.7kg) wheels from the premium Multistrada V4. Ducati set up a two-day road test to get a flavor for its refreshed Multi V2 S, including a tour around Tuscany. The factory wanted us to “discover the beauties of this territory, its culture, food, and wine while introducing the true spirit of the new Multistrada V2.” Which, yes, is flagrant stage-setting, but we must go where the job takes us. With the bike’s (optional) panniers packed with enough kit for a few days, we dutifully headed out into the stunning scenery. Multistrada V2 Pre-ride Details It’s surprising how much gear you can fit into the Multi’s new panniers. At 26 liters, the right pannier is slightly smaller than the 30-liter left due to exhaust routing. But the bags ooze quality and incorporate a simple lock and release system. There is extra storage under the seat, as well as a conventional charger and a USB port. There’s even an additional charging point next to the full-color TFT dash. A 937cc Testastretta twin powers the Multistrada V2 and V2 S. (Ducati/)As before, there are four riding modes to choose from: Urban, Touring, Sport, and Enduro. With a 19-inch front wheel and off-road-capable Pirelli Scorpion Trail II rubber, the new Multi V2 is on point for light dirt duties. Unlike the base V2, this more expensive S edition comes equipped with Ducati’s Skyhook EVO semi-active suspension, meaning each riding mode changes the suspension setup as well as the lean-sensitive traction control and ABS rider aids. As my fully loaded panniers added extra weight to the rear end, I electronically adjusted the suspension accordingly by selecting “rider plus luggage” from the menu, which added a little spring preload. A typical new-model press launch is basically 24 crazy hours of photo taking, video making, and social media, with interviews and technical briefings squeezed in between as much fast riding as possible. However, this launch had a few days touring ahead, and it was rewarding to take the time to get properly acquainted with the Multi V2. Multistrada V2 Ergonomics Throwing a leg over the bike for the first time, I was struck by the 0.4-inch-lower seat height and narrower seat shape, which shortens the length of the inner-seam arch—the stand-over, if you like. At 5-foot-7, I was able to stand almost flat-footed, which is rare on bikes of this sort. This standard seat now sits at 32.7 inches and can’t be lowered on a stepped system like some; instead, Ducati offers a lower seat option of 31.9 inches, as well as a suspension lowering kit that drops seat height to 31.1 inches. A 33.5.-inch seat option has been added to the catalog for taller riders. A 32.7-inch seat height and narrow seat make for an easy reach to the pavement. (Ducati/)Dirt Capability Our first test section was mild off-road, and it was suggested we try the Enduro riding mode. It’s slightly surreal to feel the electronic Sachs suspension rise slightly in readiness of the tough terrain. Ducati has fitted lighter, Multi V4-style mirrors to the V2, and my first off-road observation is how the curvature of their stems means your forearms aren’t impeded when you stand up. The manually adjustable screen is, on its lowest setting, just about low enough to peer over in the standing position. It all works nicely. The Multi V2 lacks the 21-inch front wheel of true off-road-focused adventure bikes, but it can certainly take on some challenging terrain. And now it’s easier for feet to reach and get traction on the uneven surface when coming to a stop, which inspires confidence, especially for short and inexperienced riders. There is a limit, of course, as the road-biased bars are set too low for prolonged or technical dirt adventures. I’d also want more room around the pegs for my heels, especially on the right side which is slightly restricted due to the exhaust routing. On the Road Leaving the dusty trails behind, I quickly switched into Urban mode, which behaves like a wet mode in that there’s relatively early intervention from the TC and ABS, which was most welcome, given my bike’s dirty tires. Tuscan roads are smooth and flowing in the country, but very tight, twisty, and usually cobblestoned in the picturesque villages that cling to the hillside. This V2 is in its element in both. The fueling in Urban mode is softer than a hug from Santa, and gentle use of the throttle results in a seamless and proportionate response from the 937cc Testastretta 11°. Forget those horror stories of snatchy V-twins of old; this one is smoother than the Fonz. Urban mode is well suited for duty on wet or damp roads. (Ducati/)The clever semi-active suspension is now on a noticeably soft setting, allowing it to control speed bumps and iron out those cobbled surfaces nicely. New riders will adore the V2′s balance and calm at slow speed. The roads opened up as we left the historic villages behind and headed into the Tuscan hills. Once flicked into Touring mode, easily done on the move with a closed throttle, the changes in the Ducati’s performance and suspension are instantly noticeable. The setup is still on the soft side, but fueling is more aggressive and there appears to be more power to play with. The open road is, naturally, the best place to get the flavor of the claimed 113 hp twin. Despite being Euro 5 compliant, there’s a pleasant bark to the engine and exhaust that makes the ride even more rewarding. Ducati has made clutch actuation easier, and the eight-plate unit is lighter in weight, while the up-and-down quickshifter that’s standard on the S model adds to the acoustic experience by selectively cutting the ignition. All of it is noticeably smooth and effortless. On the snaking asphalt of Tuscany, the V2′s chassis was free to display its considerable ability. Ducati has reduced the new bike’s weight, most significantly the unsprung weight by adopting those wheels from the V4 Multi. This, in theory, should allow it to steer more quickly, but the added bulk of my fully loaded panniers pretty much canceled out any obvious new sportiness. Moving through the countryside is smooth and effortless on the Multistrada V2 S. (Ducati/)Despite all that baggage, the Multi V2 was more than happy to carve up the endless twists and turns of the stunning landscape. Steering is precise and engaging, and the Skyhook EVO suspension can be felt controlling fork dive, reducing rear squat, and generally making the ride as smooth and effortless as possible. It all feels as high-quality and plush as you’d expect from a Multi, no matter the price point. In mixed weather conditions I was thankful for the Ducati’s advanced rider aids, both the lean-sensitive traction control and ABS. Most corners were wet, with a scattering of dry sections here and there, a real mixed bag of grip and surfaces. It was comforting to have such effective electronic backup, which like the rider modes can be tailored to match the rider and conditions via the dash. Once the sun was higher and the road dried out, I opted for Sport mode; after all, this Ducati came from the same factory as the MotoGP missile which just claimed the constructors’ title. Again. And once again there is detectable adjustment to the chassis and the reaction from the semi-active Skyhook EVO suspension. There is less travel, the chassis feels tauter, and the body of the bike moves less, particularly when I start to push hard. While 113 hp may not appear to be a lot of power, especially when pushing 496 pounds of bike plus rider and loaded bags, I never felt short-changed by this supposedly entry-level Multi. There are gratifying servings of torque and drive at the bottom, followed by a clean and satisfying spread of power. I never really had the opportunity to explore the engine performance, as this session is about enjoying the roads, not doubling the national speed limit. But the power delivery is not intimidating, just easy. You’d only want more for high-speed touring on German autobahns, two-up and fully loaded with luggage. In fact, with the TC deactivated to better chase crazy Italians down their local roads, the Testastretta motor is more than enough, even allowing the front wheel to lift on occasion. The Multi V2 S is just as happy exploring cobblestone streets as it is tearing up well-maintained blacktop. (Ducati/)these get a separate button on the right bar, not a setting hidden within a menu. The grips, centerstand, and panniers are all optional extras, part of the Travel pack. Reinstating the TC I had deactivated the previous night to Sports mode was all simple and intuitive. I also took time to play with the standard-equipment cruise control, which is operated via the left bar, and the manually adjustable windscreen. Cruise control is simple to set; the windscreen offers sufficient wind protection and low buffeting for most rider sizes. My only quibble is the wind noise, which at speed is noisier than expected. But after two days of riding, none of my body parts were complaining, and comfort simply wasn’t an issue. The engine proved frugal, returning a 45 mpg average over two days, which equates to a best estimated range of 238 miles. Three to four uninterrupted hours in the saddle shouldn’t be a problem for the V2 rider. V2 or V4? After two days of riding some of the best roads in Italy, it’s unclear why anyone would want more. If I took this trip again, I’d choose this bike again; the new Multistrada V2 S is that good. For sheer fast touring you might reasonably pick the Ducati Multistrada V4, but for most the twin will be more than sufficient. In terms of performance, spec, and quality, it feels nothing like a base or budget model. Ducati’s current evolution of the 937cc V-twin-powered Multistrada is capable, comfortable, and has plenty of power for an entirely enjoyable road trip. (Ducati/)This 2022 refresh isn’t a massive leap. Instead, it’s a significant evolution for those who, whether by seat height, weight, or price, are put off by big adventure bikes. It’s far more accessible than the existing bike, and deserves to attract a new and younger audience. Owners will get Ducati styling, quality, and character, as well as a high level of performance and handling delivered through excellent rider aids. It’s a competitive market, but the new V2 S should carry on the success of the 950. It’s now more appealing to a larger audience than ever. 2022 Ducati Multistrada V2 S Specifications MSRP: $17,895 Engine: Liquid-cooled Testastretta DVT L-twin; 4 valves/cyl. Displacement: 937cc Bore x Stroke: 94 x 67.5mm Compression Ratio: 12.6:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 113 hp @ 9,000 rpm Claimed Torque: 71 lb.-ft. @ 7,750 rpm Fuel System: Fuel injection w/ ride-by-wire 53mm throttle bodies Clutch: Wet, multiplate, slipper function; hydraulic actuation Frame: Steel trellis Front Suspension: 48mm USD fork, fully adjustable; semi-active, 6.7 in. travel Rear Suspension: Monoshock, fully adjustable; semi-active; 6.7 in. travel Front Brake: 4-piston Brembo radial caliper, dual 320mm discs w/ ABS Rear Brake: 2-piston Brembo caliper, 265mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 x 3.0 in. / 17 x 4.5 in. Tires, Front/Rear: 120/70-19 / 170/60-17 Rake/Trail: 25.0°/4.2 in. Wheelbase: 62.8 in. Seat Height: 32.7 in. Fuel Capacity: 5.3 gal Claimed Wet Weight: 489 lb. Availability: January 2022 Contact: ducati.com Source
  14. The Himalayan is a great option for a wide range of riders thanks to its friendly engine and comfortable ergonomics. (Royal Enfield/)India’s Royal Enfield can reasonably lay claim to being the oldest global motorcycle brand in continuous production, having produced its first model in 1901. Twelve decades ago RE was a British manufacturer; the firm is now owned by vehicle manufacturer Eicher Motors Limited and makes its motorcycles in the Indian city of Chennai. Royal Enfield currently has only a few cafe-style streetbikes to its name, but its Bullet is indeed currently the longest-running motorcycle in production. The company dipped a toe in the adventure market with the midsize Himalayan in 2018; that bike has since carved out its own niche in the adventure-touring category. 2022 Royal Enfield Himalayan Updates The Himalayan doesn’t get a full overhaul for 2022, but enjoys several updates with an emphasis on rider comfort and delivering a better overall ride. Both front and rear cargo racks have been modified, the front rack with a slimmer design to give taller riders more legroom and the rear rack with a lower, stronger profile for better luggage mounting and an easier time getting on and off the motorcycle. The seat cushion has been updated, and a new windscreen is designed to increase comfort on longer rides. Related: A 3,500-Mile Royal Enfield Himalayan Summer Updated front racks provide riders more than 6 inches of additional legroom. (Royal Enfield/)Perhaps the most notable update is the addition of a Royal Enfield Tripper Navigation pod on the right side of the dash. Riders simply connect to the bike via the Royal Enfield North America navigation smartphone app, type in a destination, press go, pocket their phone, and follow the simple directions on the Tripper. The Himalayan also gets three new paint jobs, Granite Black, Mirage Silver, and Pine Green, added to returning colors Gravel Grey, Rock Red, and Lake Blue. The 2022 Himalayan is set to arrive in North America this month (November) with a $5,299 price tag, very reasonable when compared to other middleweight adventure bikes. Riding the 2022 Royal Enfield Himalayan We had the opportunity to throw a leg over the updated 2022 Royal Enfield Himalayan in the hills of Southern California’s Temecula wine country. Royal Enfield put together a solid event to showcase the updated Himalayan at Doffo Winery—if you’re a motorcycle enthusiast, Doffo should be on your list of places to visit. The winery has a beautiful collection of motorcycles, memorabilia, and wine. It would also be the perfect place to take your significant other for a date—thank us later. Doffo Winery hosted the 2022 Royal Enfield Himalayan press intro in Temecula, California. (Royal Enfield/)The Himalayan had a certain something that caught our eye when it was first released in 2018, and it’s still got it today. Small-bore manageability, a simple good-looking design, and a low price tag hit the sweet spot: The Himalayan would be a great bike for more riders than not. Large ADVs are great, but their horsepower, weight, and tall seats can be tiring, if not intimidating; the mid- and small-ADV market seems more inviting for more riders as they push farther off the road. Sit on the Himalayan’s low 31.5-inch seat for the first time and the riding position gets your attention. Just in front of the seat there’s a boxy, retro-styled 4.0-gallon fuel tank between you and the bars, making for a comfortable rider cockpit. The grips are an easy reach from the center of the seat, though they’re thin and could use some extra material for a less hard feel. The controls are simple and straightforward, and it’s easy to read the speedometer and tachometer, the digital compass, and new Tripper Navigation pod on the dash. The footpegs are well placed for an off-road-capable machine, so your legs aren’t cramped. It may have your attention at first, but there’s no reason to give it too much thought once underway; it fit our 5-foot-11 tester perfectly. The Himalayan looks the part of adventure with a rally styled front end, contoured seat, high pipe, and front and rear racks. (Royal Enfield/)Once things get rolling, the chassis and suspension package delivers a smooth, controlled ride that handles a variety of terrain better than one might expect from a relatively new, relatively inexpensive ADV bike. Combine that with a low center of gravity and the Himalayan feels quite a bit lighter than its claimed 439 pounds (with a 90 percent fuel load). With its 58-inch wheelbase this bike carves through the canyons effortlessly, enjoys good road grip thanks to Pirelli MT 60s, and has impressive straight-line stability due to its half-duplex split-cradle frame and monoshock linkage rear end. The Himalayan is the only Royal Enfield with a linkage setup, which was designed specifically for adventure riding in mind. The overall suspension action was predictable; the compression damping felt soft through on-road high-speed bumps, but the initial stroke and low-speed damping on both the fork and shock are on the money when conditions are less than desirable. Broken pavement, dirt roads, rocks, or potholes don’t matter; the Himalayan and its 8.6 inches of ground clearance and inches of suspension travel eat it up. The Himalaya’s slogan is “Built for all roads. Built for no roads,” and it certainly seemed accurate. Even when things get a little wild you’ll be hard-pressed to bottom out and make the suspension go metal to metal. There may be only 7.9 inches of travel from the 41mm nonadjustable fork and 7.1 inches of travel in the basic monoshock, but what Royal Enfield is able to accomplish with such a simple and cost-effective platform is certainly impressive. The Himalayan is not a performance ADV, but it punches further above its weight class than you’d expect. The Himalayan suspension is right at home while riding off-road—rougher the road the better. (Royal Enfield/)The Himalayan also satisfies with its engine character and overall engine performance. It’s no high-horsepower fire breather; in fact it’s the complete opposite, an easy-to-control single with good, useful torque. That fuel-injected SOHC 411cc engine is a joy to work with, easily tractoring through the terrain with little to no vibration thanks to the Himalayan’s counterbalancer. The five-speed constant-mesh transmission has a spread wide enough to cover any type of terrain without putting too much stress on the long-stroke engine. The pull on the wet, multiplate clutch is light, and shifting is smooth as long as shifts aren’t too aggressive. There’s a wide gap between first and second that is noticeable while riding off-road; second gear can be run from quite low in the rpm range without stalling, especially while climbing hills. On-road comfort and a claimed 75 mpg entices you to find the long way. (Royal Enfield/)At speed on the road, power is smooth and predictable; during our local ride five gears were all that was needed. This bike wasn’t intended to travel 90 mph down the interstate, but when riding at a relaxed pace on the local highway or taking the road less traveled it couldn’t be happier. Pine Green is one of the three new color choices for the Himalayan. (Royal Enfield/)That said, the Himalayan’s brakes are interesting, and likely a work in progress, as they have a rather wooden feel and lack bite. The single 300mm disc and two-piston floating caliper do a respectable job up front, though a harder squeeze than normal was necessary to get the desired stopping performance. That’s most likely because this is a 400-pound-plus motorcycle with a single front disc and ABS. Speaking of which, the dual-channel ABS system now gives the option to shut off the rear channel (via dash) on a single-piston caliper for increased control off-road, and taking full advantage of this feature makes the bike feel more at home in the dirt. Himalayan Tripper Navigation Royal Enfield’s dash-mounted Tripper Navigation unit is useful and a joy to use. Once you install the North American app, it’s easy to connect and use. The pod uses the Google Maps platform to tell you your distance to and direction of your next turn via both mileage and large arrows; total mileage to destination appears on the bottom. Tripper Navigation can connect to headsets as well. That said, the compass on the dash shows the wrong direction the majority of the time, so pay it no attention. Frankly, an old-school floating ball compass would be a better choice, because it would mesh with the vibe of the bike. Also, it would actually work. Royal Enfield’s new Tripper Navigation works seamlessly once connected to your phone through the North America Royal Enfield app and is a great addition to this funky adventure motorcycle. (Royal Enfield/)At the end of the day, Himalayan riders will walk away with smiles on their faces. Not because they’ve just finished a gnarly ride and feel the satisfaction of testing the limits of man and machine, but because they had a relaxing day on a fun and capable motorcycle. This is a bike with the ability to make adventure riding accessible to a wider range of people, including those that might be intimidated by more powerful multicylinder ADVs. You’d be hard-pressed to find a machine that has such a wide range of ability in this price range. And you won’t find one with this much character. 2022 Royal Enfield Himalayan Specifications MSRP: $5,299 Engine: SOHC, air-cooled single Displacement: 411cc Bore x Stroke: 78.0 x 86.0mm Compression Ratio: 9.5:1 Transmission/Final Drive: 5-speed/chain Claimed Horsepower: 24.3 hp @ 6,500 rpm Claimed Torque: 23.6 lb.-ft. @ 4,500 rpm Fuel System: Electronic fuel injection w/ 33mm throttle body Clutch: Wet, multiplate Frame: Half-duplex, split-cradle steel frame Front Suspension: 41mm telescopic fork, nonadjustable; 7.9 in. travel Rear Suspension: Monoshock w/ linkage, preload adjustable; 7.1 in. travel Front Brake: 2-piston floating caliper, 300mm disc w/ ABS Rear Brake: 1-piston floating caliper, 240mm disc w/ disengageable ABS Tires, Front/Rear: 90/90-21 / 120/90-17 Rake/Trail: 36.0°/4.4 in. Wheelbase: 57.7 in. Ground Clearance: 8.6 in. Seat Height: 31.5 in. Fuel Capacity: 4.0 gal. Claimed Wet Weight: 439 lb. Availability: Now Contact: royalenfield.com Source
  15. Yamaha gives the 2022 XSR900 a long overdue update, with a bigger engine, more power, and fresher styling. | Photo: (Yamaha Motor Europe/)Yamaha’s XSR900 has been in line for an update ever since the launch of the all-new MT-09 a year ago. Now the firm has taken the wraps off the new model and it’s a huge step forward from the old one both in terms of technology and appearance. The XSR900′s formula has always been to take the structure of the MT-09, including its CP3 triple engine and aluminum frame, and wrap it in bodywork that’s vaguely retro without being a tribute to a specific model. For 2022 that recipe isn’t changed but the ingredients have all been renewed. Related: 2021 Yamaha MT-09 First Ride The MT-09’s 889cc CP3 engine and cast alloy frame is swapped into the new bike, but there’s also a new, longer swingarm bolted on. (Yamaha Motor Europe/)The engine is now the latest, 889cc version of the CP3 instead of the previous 846cc unit, and with the extra capacity comes another 4 hp, taking it to 117.3 bhp at 10,000 rpm. Torque is up too, from 64.2 pound-feet to 68.6 pound-feet, peaking at 7,000 rpm instead of the previous 8,500 rpm. As well as the new engine, the latest XSR900 gets the cast alloy Deltabox frame from the MT-09, with varying wall thickness to help get the best mix of weight, flex, and rigidity, as well as the same spin-forged wheels that first arrived on the MT-09, reducing both rotating and unsprung mass for a boost in performance and handling. However, the chassis isn’t a direct carryover. For the XSR900 Yamaha has added a much longer swingarm to the mix, increasing the wheelbase from 56.7 inches to 58.9 inches, while the overall length is up from 81.7 inches to 84.4 inches. Above the new swingarm sits a subframe that’s designed specifically for the XSR900, carrying a cafe-racer-style seat with an exaggerated hump behind the rider’s perch, along with extended, foldaway passenger footpegs for anyone brave enough to clamber onto the pillion pad. The MT-09’s KYB fork and Brembo brakes carry over on to the XSR, as do much of the electronic rider aids and a TFT color display. (Yamaha Motor Europe/)While the longer wheelbase might not suggest sharper handling, Yamaha expects the new XSR900 to be quicker turning than its predecessor thanks to the lightweight wheels and a head pipe that’s mounted more than an inch lower than the old bike’s, dropping the top yoke and bars in the process and reducing steering inertia by 14 percent. The bike is 4.4 pounds lighter than its predecessor too, with a curb mass of 426 pounds. The vaguely retro feel continues up front, though the bike’s overall profile is much cleaner, with a low-slung exhaust and a model-specific subframe. (Yamaha Motor Europe/)When it comes to styling, Yamaha has taken the switch to a Deltabox frame as a cue to bring the bike’s appearance forward by a decade. Where the previous XSR900 was arguably loosely inspired by 1970s designs, the 2022 model is intended to be a 1980s throwback. It’s not a slavish replica of any particular model, but the tank shape is reminiscent of older Yamahas while hiding the same acoustically tuned airbox as used on the MT-09. Underneath, the exhaust is unaltered too, and while the belly-mounted pipe is unlike anything from the 1980s, at least it means there’s no bulky side-mounted muffler to mar the bike’s appearance. Overall, the bike’s profile is a big step forward from the previous XSR900. The old model’s headlight always looked a little too high, but the lower-slung chassis of the new one solves that problem. Visually, the rider’s seat is mounted much further back too—a change that gives a more genuine representation of older bikes and also probably accounts for the need for a longer swingarm to make sure the center of gravity isn’t biased too far rearward. Four ride modes, a quickshifter, and an assist and slipper clutch come standard, as does cruise control and a six-axis IMU. (Yamaha Motor Europe/)Swingarm aside, the suspension and brakes come straight from the MT-09, with a KYB fork and matching shock, allied to radial calipers operated via a Brembo radial master cylinder. The technology, too, is like the MT-09′s, with a high overall specification including a six-axis IMU that allows the use of cornering traction control, cornering ABS, and Yamaha’s slide control system, with a variety of user-selectable settings. The power delivery can also be tailored, with four modes to choose from, and there’s a bidirectional quickshifter as standard along with an assist-and-slipper clutch. Cruise control and anti-wheelie are both standard, along with a small, 3.5-inch color TFT display. In Europe, the bike is set to reach dealers in February next year, along with a range of accessories including an optional fly screen and Akrapovič exhaust. The 3.5-inch TFT color display provides info on chosen ride modes, traction control levels, and the usual basics. (Yamaha Motor Europe/)Source
  16. The new Multistrada V4 Pikes Peak takes a Ducati favorite and refocuses it for the pavement with 17-inch wheels and a single-sided swingarm. (Ducati/)Last year Ducati announced its new Multistrada V4, positioning it as the king of the crossover class. Some strong numbers supported that statement, starting with the engine’s claimed 170 hp output. The 1,158cc 90-degree V-4 (83mm by 53.5mm bore and stroke) generates 92.2 pound-feet of torque at 8,750 rpm. On Cycle World’s dyno the rear-wheel power was measured at 143.8 hp and 77.8 lb-ft. The compression ratio is an impressive 14:1, and each cylinder breathes through a 46mm throttle body. If there was one issue, it was that the Multistrada is a non-desmo engine. At first the Ducati purists were outraged, claiming that without the desmodromic valve train it couldn’t be a real Duck. But for the most part they’ve cooled off, especially since they’ve realized the design provides an extremely light and compact engine (147 pounds). The fact that the valve clearances don’t need inspection until 60,000 kilometers (more than 37,000 miles) doesn’t hurt either. For Ducati, that’s an unheard-of figure. Related: Ducati Multistrada V4 Pikes Peak Early Ride Now Ducati is doing the Multistrada one better for 2022 by introducing the new Multistrada V4 Pikes Peak. Cycle World had the opportunity to score an early ride on one. Now, we have the formal announcement, though we still lack some detailed technical information. New 17-inch Wheels, New Chassis This new version is an evolution of the Multistrada V4 Sport with revised suspension settings; the engine remains unchanged. The new Pikes Peak rolls on 17-inch wheels front and rear rather than the standard model’s 19-inch front and 17-inch rear combo. The wheels are Marchesini forged aluminum pieces, 6 pounds lighter than the cast aluminum wheels on the Multistrada V4 S and S Sport. In total, the Multistrada V4 Pikes Peak is 9 pounds lighter thanks to the wheels and extensive carbon fiber body components, in particular the front section of the partly redesigned upper fairing, the side panels, and the front mudguard. Further underscoring the new bike’s sporting intent, the wheels are shod with Pirelli Diablo Rosso IV tires, a 120/70-17 front and 190/55-17 rear. The Pikes Peak model gets Öhlins Smart EC 2.0 suspension front and rear, which should significantly improve handling. (Ducati/)The Pikes Peak also gets some major suspension upgrades aimed at enhancing its sporting performance on pavement. An electronically managed Öhlins Smart EC 2.0 fork and shock adapt their damping action in relation to the riding style and the road conditions. In addition, the Pikes Peak dispenses with the Multistrada’s conventional swingarm, replacing it with a single-sided piece from the Panigale V4. This is a big change, enhancing the bike’s sporting image more than the new bodywork. The new wheel sizes required revised chassis geometry. To compensate for the loss of trail, steering rake increased from 24.5 degrees to 25.75 degrees. This means that the front wheel has moved forward and the wheelbase has consequently grown by about an inch. Trail should be back to the original measurement of 105.5mm. Seat height is 33 inches, and the riding posture has been refined by moving the pegs a little higher and farther back, while the lower, narrower handlebar and a new smoked windshield offer protection from windblast. Carbon fiber bodywork and new wheels shave more than 9 pounds from the Multistrada, in addition to changing the bike’s look. (Ducati/)The bike’s braking equipment is impressive, borrowed directly from the Panigale V4. Twin 330mm rotors up front with Stylema Monoblock calipers team with a 265mm rear disc and a floating caliper. Bosch cornering ABS manages the whole system. Both the Multistrada V4 S and the new Pikes Peak include the millimeter-wave radar system, front and rear, allowing adaptive cruise control and blind-spot alert. The electronics suite also includes traction control and wheelie control, along with a novelty: the addition of Race riding mode to the existing list of rider-selectable power and torque modes. Other details include an electronically controlled quick-shift gearbox and a 6.5-inch TFT instrumentation display that interfaces with the rider’s smartphone and includes Ducati Connect and a navigation function. The new Multistrada V4 Pikes Peak is announced to weigh 472 pounds dry. Ducati’s US website lists the price at $28,995. Anyone who’s ever ridden Pikes Peak will immediately understand what this bike is about. The graphics are inspired by the Desmosedici GP ’21. (Ducati/)Source
  17. The 2021 Yamaha Tracer 9 GT is the next step in the bLU cRU’s evolution of its successful sport-touring model, supplanting the outgoing Tracer 900 GT and the original FJ-09. Yamaha decked out the new model with a number of functional updates aimed at improving the performance and feel of the motorcycle while remaining an in-class value. Horsepower and torque figures on the 2021 Yamaha Tracer 9 GT. (Robert Martin Jr./)There’s no question that the most notable change is Yamaha’s all-new liquid-cooled DOHC inline-triple CP3 engine, which grows in displacement from 847cc to 890cc for the 2021 model year, identical to the updated MT-09. Yamaha’s aim here was to maintain, if not improve, the already impressive performance of the powerplant despite tightening emissions regulations. To do so, stroke was increased by 3mm to achieve the larger displacement with several additional changes as covered in our first ride review of the 2021 Yamaha MT-09. Following our first experience aboard the Tracer 9 GT, we placed it on our in-house Dynojet 250i dynamometer, recording horsepower and torque figures. The Tracer produced a peak of 104.23 hp at 9,890 rpm and 62.24 pound-feet of torque at 6,990 rpm. The numbers are very similar to the 104.90 hp of the last Tracer 900 GT we tested, but gets a slight bump in torque from its 59.80 pound-feet. It’s also worthy to note that the 2021-model Tracer’s horsepower curve drops off sooner and more aggressively as it approaches its slightly lower 10,500-rpm redline (from 11,200). Source
  18. 2022 Triumph Gold Line models. (Triumph/)There’s a term in the motorcycle industry for when manufacturers spin up the new model year’s bikes despite that product seeing little or no functional changes. We call it “bold new graphics.” Well Triumph has found a way to take the underwhelming term and turn it on its head, making this year’s bold new graphics something to actually get excited about. Announced today, eight of Triumph’s modern classic Bonneville line will be released in a one-year-only special-edition Gold Line design. Gold and green badging with hand-painted pinstripes come on the 2022 Bonneville T120. (Triumph/)Each edition of the new Gold Line will feature hand-painted pinstriping from Triumph’s expert paint shop. Many of them will come with unique accessory options to complement the overall design of the special-edition bikes. This gold striping has been a staple of Triumph design for decades. I had a beautiful old 1974 Bonneville T140 and the gold line between the deep maroon paint and the white was an exceptional detail that always caught my eye. Each of the special-edition 2022 models will be marked with this Gold Line insignia. (Triumph/)Details on dealer availability are scarce at the moment, but check out triumphmotorcycles.com or call your local dealership for more information. 2022 Triumph Bonneville T120 Gold Line has a starting MSRP of $13,100. (Triumph/) 2022 Triumph Scrambler XC Gold Line starts at $15,100. (Triumph/) The new Triumph Bobber Gold Line, available only for 2022, starts at $14,200. (Triumph/) The 2022 Triumph Bonneville T120 Black Gold Line starts at $13,100. (Triumph/) 2022 Triumph Speedmaster Gold Line has a starting MSRP of $14,200. (Triumph/) The 2022 Triumph Bonneville T100 Gold Line will hit dealerships with the lowest starting price of the Gold Line, at $11,450. (Triumph/) As the most expensive of the special-edition Gold Line bikes, the 2022 Triumph Scrambler XE starts at $16,500. (Triumph/) The Street Scrambler Gold Line starts at $11,950. (Triumph/)Source
  19. 2021 Royal Enfield Himalayan. (Royal Enfield/)Ups Enticing MSRPVersatile and beginner-friendly performanceDowns Dismal braking performanceAdded roll-on power would be welcomedVerdict The Royal Enfield Himalayan is a lightweight dual sport/adventure machine that pairs approachable performance with an enticing $4,999 price tag. 2021 Royal Enfield Himalayan. (Royal Enfield/)Overview Since its introduction to the United States market in 2019, the India-built Royal Enfield Himalayan has been a hugely popular lightweight dual sport/adventure machine worthy of competing with Japanese rivals. Unintimidating, yet delightful performance makes it attractive for all levels of riding enthusiasts. Updates for 2021 Royal Enfield updated the Himalayan for 2021 with a switchable ABS system, meaning the rear-wheel ABS can now be deactivated for off-road use. A variety of colorways have also been added. Pricing and Variants The 2021 Royal Enfield Himalayan is offered at a relatively low $4,999 MSRP. It is available in six colorways: Snow White, Granite Black, Rock Red, Lake Blue, Gravel Grey, and Sleet Grey. Competition Being a lightweight dual sport machine, the Himlayan could compete with a number of models. The most direct competition would likely include the also-budget-friendly Kawasaki Versys-X 300 and BMW G 310 GS. Other competitors include the Honda CRF300L and Kawasaki KLX300. Powertrain: Engine, Transmission, and Performance The 2021 Royal Enfield is powered by a 411cc air-cooled SOHC single-cylinder engine, which was worthy of a modest 21.8 hp and 21 pound-feet of torque on the Cycle World dyno in 2020. With modest power comes modest performance, as Road Test Editor Michael Gilbert noted in his MC Commute Review of the 2020 Himalayan. “The Enfield isn’t the most performance-minded motorcycle on the block. Nor is it meant to be,” Gilbert wrote. “It’s built to get from point A to B, regardless of the terrain in between. In fact, the little Himalayan-that-could recorded a 17.7-second quarter-mile time at 72 mph and only reaches about 85 mph with a downhill tailwind, if you’re lucky. It’s not in a hurry.” That said, it’s an approachable package for any level of rider, offering tractable power delivery and comfortable cruising pace. Added roll-on power and a sixth gear would be welcomed for high-speed riding. 2021 Royal Enfield Himalayan. (Robert Martin Jr./)Handling The Himalayan’s handling is highlighted by a positively neutral ride, with easy tip-in effort and a confidence-inspiring midcorner feel despite a relatively heavy Cycle World-measured 441-pound wet weight. Although nonadjustable, the 41mm conventional fork and monoshock find a good balance of big-hit support and small-bump compliance to soak up the road’s imperfections. Even CW contributor Peter Egan bought his own Himalayan, noting the motorcycle’s comfort following a summer of experience aboard it. Brakes The Himalayan is stopped via a single two-piston caliper clamping to a 300mm disc up front and a single-piston caliper and 240mm disc at the rear. The 2021 model incorporates a switchable ABS system for the first time, with the ability to deactivate the rear-wheel ABS for off-road riding. Outright braking performance of the Himalayan is lackluster, to say the least. When we ran the 2020 model at our proving grounds, the Himlayan recorded a 60 to 0 stopping distance in a dismal 176 feet. For reference, similar models stop around the 130-foot mark. To add to it, a numb feeling at the lever robs the understanding of brake pressure being applied. 2021 Royal Enfield Himalayan. (Royal Enfield/)Fuel Economy and Real-World MPG Cycle World Road Test Editor Michael Gilbert recorded a 58-mpg average during California testing. Paired with a 4.0-gallon fuel tank, the expectation of 200-mile trips isn’t out of the question. Ergonomics: Comfort and Utility The rider triangle of the Himalayan is relatively relaxed and super comfortable, according to both Road Test Editor Michael Gilbert’s MC Commute Review and Peter Egan’s summerlong experience. The wide, one-piece handlebar only requires a short reach, yet is positioned somewhat high while in a seated position, but offers a good amount of leverage. The claimed 31.5-inch seat height is aided by a narrow shape, making for an easy reach to the ground and confidence when navigating slow-speed scenarios. It also comes with a fixed windscreen for added wind protection. 2021 Royal Enfield Himalayan. (Royal Enfield/)Electronics Aside from the ABS system, the Royal Enfield Himalayan is bare-bones in terms of electronic features. It does come with an analog compass, but at least in the case of the 2020 model, we’ve reported being miscalibrated on both our test units. Likewise, an ambient temperature gauge has also proved inaccurate. Warranty and Maintenance Coverage The Himlayan is covered by Royal Enfield’s two-year, unlimited-mileage warranty. Quality Although a rad concept, the Himalayan’s $4,999 MSRP reflects its quality. The kickstand’s functionality is iffy, instrumentation could be improved, and the handlebars could be stronger (don’t ask us how). Still, considering its price tag, the Himalayan is a relative bargain. 2021 Royal Enfield Himalayan. (Royal Enfield/)2021 Royal Enfield Himalayan Claimed Specifications MSRP: $4,999 Engine: 411cc, SOHC, air-cooled single, 4 valves Bore x Stroke: 78.0 x 86.0mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Electronic fuel injection w/ 33mm throttle body Clutch: Wet, multiple disc Frame: Half-duplex split cradle Front Suspension: 41mm telescopic fork, nonadjustable; 7.9 in. travel Rear Suspension: Monoshock, nonadjustable; 7.1 in. travel Front Brake: 2-piston caliper, 300mm disc w/ ABS Rear Brake: 1-piston floating caliper, 240mm disc w/ ABS Wheels, Front/Rear: Spoked wheels w/ aluminum rims; 21 in. / 17 in. Tires, Front/Rear: 90/90-21 / 120/90-17 Rake/Trail: 36.0°/4.4 in. Wheelbase: 58.0 in. Ground Clearance: 8.6 in. Seat Height: 31.5 in. Fuel Capacity: 4.0 gal. Wet Weight: 439 lb. Contact: royalenfield.com Cycle World Tested Specifications Seat Height: 29.0 in. Wet Weight: 441 lb. (2020 model) Rear-Wheel Horsepower: 21.81 hp @ 6,260 rpm Rear-Wheel Torque: 20.95 lb.-ft. @ 4,400 rpm 0–60 mph: 9.8 sec. 1/4-mile: 17.67 sec. @ 73.41 mph Braking 30–0 mph: 47.7 ft. Braking 60–0 mph: 175.8 ft. Source
  20. Hot weather riding is an unfortunate reality of our sport. It can be unavoidable. You can strip off layers, but the sun will still beat down on you, sapping your body’s moisture and leaving you dehydrated. Opening up a couple of vents on an insulated jacket can actually cause convection, transferring heat more quickly than direct airflow. Evaporative cooling layers usually only last a short while. Mesh jackets are an excellent option as long as the material is strong enough to be protective, but they tend to be one-trick ponies, either wide open with complete venting or totally suffocating with a rain layer on. However, Aether has found a smart and stylish solution with its Draft mesh jacket. Made primarily of leather and a polyester mesh, the Draft jacket is, classically, available in any color you want so long as it’s black. (Aether Apparel/)The Draft jacket consists of two pieces, a waterproof outer shell and the leather and mesh jacket beneath it. The shell is made of a three-way-stretch nylon, has sealed seams to keep water out, and packs up small enough to fit into the back compartment of the mesh jacket. Zippered openings in the shell let the wearer reach through to access the pockets underneath or get partial venting if desired, but it is clearly not designed for independent use. It connects to the inner jacket with one snap at the end of each sleeve and one at the collar. Reflective sections at the back and on each sleeve help increase visibility, an important feature as you’ll probably only be busting out the shell in poor weather. The mesh jacket is the real star of the show here. Most of the jacket is a mesh polyester that breathes like it’s barely there at all; Aether claims this fabric is “highly abrasion resistant,” though luckily we avoided testing that claim. Thick but soft leather panels on the forearms, collar, and pocket openings add to the jacket’s weight, which is substantial in the best way. Mesh jackets often feel light and flimsy, but the Draft, with D3O armor in the elbows, shoulders, and back, feels ready to do its job should things go sideways. The Draft jacket is available on <a href="https://www.aetherapparel.com/" target="_blank"><strong>aetherapparel.com</strong></a> for $695. (BMW Motorrad/)Most riders want their jackets’ impact padding to be removable. But since this padding is needed on the joints, which are also friction zones, Velcro closures and zippers can be uncomfortable. Aether has figured out a clever solution here, with a second Velcro access point beyond the D3O back pad that reaches the elbow and shoulder pockets. Voila! No more itchy Velcro or zipper pressure point. Branding detail on the collar of the Aether Draft jacket. (Aether Apparel/)As mentioned earlier, there is a large back pocket on the mesh jacket similar to map pockets on adventure jackets. This one, however, is designed to fit the folded wind/rain layer when you’re not using it. This can limit exhaust venting a little bit, but it was hardly noticeable when used to stash the shell except for a little bit of added bulk. I personally preferred to just keep the shell in the saddlebag when I wasn’t using it. The Draft jacket features a zipper-adjustable cuff. (Aether Apparel/)I tend to fit between a L and an XL in most motorcycle jackets, as I have a tall, thin build and tend to need length more than width. In the case of the Draft I went with the XL, which fits my shoulders and sleeves perfectly. The lower hem of the jacket is a little bit low for me, causing a potbelly effect when I’m sitting on a cruiser. On standard or adventure motorcycles requiring a more upright posture, this isn’t really an issue. Many companies use zippers with a second pull to allow unzipping from the bottom, which alleviates this issue and would have been appreciated here. The fasteners are, however, high-quality components; the zippers are chunky and large, and the snaps big and easy to find with your gloves on. In fact, every part of this jacket feels like it was developed, tested, and refined by motorcyclists. True, your kid may have to attend their second choice of college, but you’ll be cool and comfortable. In all seriousness, handsome gear that fits and functions properly and effortlessly is gear you’re more likely to use, which makes it an investment in your well-being.Therefore, Aether’s Draft jacket has the potential to return years of protection and comfort on your warm-weather rides. Front and back of the Draft jacket with its outer shell equipped. (Aether Apparel/)Source
  21. 2021 Yamaha XSR700. (Yamaha/)Ups Same chassis and engine as previous-generation MT-07Wicked retro stylingFairly comfy ergonomicsDowns Seat foam too softNumb front brake feel$800 more expensive than MT-07Verdict The XSR700 brings retro style along with near-identical performance to the previous generation MT-07 it’s based upon, plus more relaxed ergos. You’ll be paying an $800 premium for it, though. 2021 Yamaha XSR700. (Yamaha/)Overview Like its big brother XSR900, the XSR700 combines retro classic/heritage styling with the excellent performance of its naked bike cousin (in the XSR700′s case, the best-selling MT-07). Unlike the XSR900, however, American enthusiasts had to wait two years before the smaller XSR finally hit US dealerships in 2018. Utilizing the same parallel-twin engine as the previous-generation MT-07 (the 2021 MT-07 has some engine updates) and diamond-type tubular steel frame, the XSR700 has the same twisty-road abilities but with more relaxed ergos courtesy of its taller handlebar and large one-piece seat. Updates for 2021 There are no updates for 2021 to the XSR700. Available colorway is Radical White/Rapid Red. Pricing and Variants The 2021 XSR700 retails for $8,499. Competition The XSR700′s main competitors are the Honda CB650R, Royal Enfield INT650 and Continental GT, Kawasaki W800 and Z650 (plus the new 2022 Z650RS), Suzuki SV650X, and Triumph Trident 660. Powertrain: Engine, Transmission, and Performance The XSR uses the exact same 689cc DOHC parallel twin as last year’s last year’s MT-07. When we put a 2018 model XSR700 on the Cycle World dyno (the engine has remained the same since then), we saw 67.91 hp at 8,790 rpm and 47.47 pound-feet of torque at 6,490 rpm. This engine uses a unique 270-degree crankshaft firing order that provides a torquey yet revvy character very unlike most parallel-twin engines. CW’s Michael Gilbert said in his 2018 XSR700 First Ride story: “Pointing the front wheel skyward under hard acceleration is no problem. The XSR really takes off around 5,500 rpm, and the strong delivery only tapers off near redline.” There is no slipper clutch, as noted by Zack Courts in his MC Commute video of the XSR700, so you’ll need to pay attention to your downshifts. 2021 Yamaha XSR700. (Yamaha/)Handling The spring and damping rates in the 41mm conventional KYB fork and single rear shock have been stiffened up slightly over the previous-generation FZ-07 (which became the MT-07 in 2018 with the same stiffer suspension rates), and sport grippy Pirelli Phantom SportComp tires on both ends. The XSR700′s handling has a planted and confidence-inspiring feel, while still remaining light and agile without being nervous. Brakes Four-piston Advics Monoblock calipers biting on 282mm discs up front provide excellent stopping power, although feel at the lever is lacking when braking hard. ABS is standard on the XSR700, and intervention can be felt only when aggressively braking at slow speeds. Fuel Economy and Real-World MPG Yamaha is claiming 53 mpg for the XSR700. Ergonomics: Comfort and Utility The one-piece saddle is much taller than the FZ/MT-07′s separate seat (32.9 inches versus 31.7 inches), along with a taller and wider (3 inches) handlebar, so the riding position is much more relaxed. Unfortunately most of our testers found the seat cushion foam to be too mushy, resulting in discomfort after 30 minutes in the saddle. Passengers will definitely be happier on the XSR700 than the FZ/MT, as there’s much more padding and the seat is far wider. That tall seat height might be a deal breaker for some riders (especially new ones). 2021 Yamaha XSR700. (Yamaha/)Electronics Other than the standard ABS, the XSR700 has no electronic rider aids. The round instrument unit made to look like a classic speedometer is actually a circular LCD panel that provides all pertinent info. Warranty and Maintenance Coverage The Yamaha XSR700 comes with Yamaha’s one-year limited warranty, with extended warranty and benefits available through Yamaha Extended Service. Quality The XSR700′s fit and finish is excellent, and the build quality garners similar praise, especially for a bike in this price range. 2021 Yamaha XSR700. (Yamaha/)2021 Yamaha XSR700 Claimed Specifications MSRP: $8,499 Engine: 689cc, DOHC, liquid-cooled parallel twin; 8 valves Bore x Stroke: 80.0 x 68.6mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/ 38mm throttle bodies Clutch: Wet, multiple disc; cable operation Engine Management/Ignition: Transistorized ignition w/ electronic advance Frame: Diamond-type steel-tube chassis Front Suspension: 41mm KYB conventional fork, nonadjustable; 5.1 in. travel Rear Suspension: KYB shock, spring preload adjustable; 5.1 in. travel Front Brake: 4-piston Advics Monoblock caliper, dual 282mm discs w/ ABS Rear Brake: 1-piston slide-pin caliper, 245mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.50 in. / 17 x 5.50 in. Tires, Front/Rear: 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 25.0°/3.5 in. Wheelbase: 55.3 in. Ground Clearance: 5.5 in. Seat Height: 32.9 in. Fuel Capacity: 3.7 gal. Wet Weight 410 lb. Contact: yamaha-motor.com Cycle World Tested Specifications Seat Height: N/A Wet Weight: N/A Rear-Wheel Horsepower: 67.91 hp @ 8,790 rpm Rear-Wheel Torque: 47.47 lb.-ft. @ 6,490 rpm 0–60 mph: N/A 1/4-mile: N/A Braking 30–0 mph: N/A Braking 60–0 mph: N/A Source
  22. Jedi Motor’s Vision K750 middleweight may have been presented as a concept, but it looks very close to production ready. (Jinan Jedi/)There’s an understandable reluctance among a substantial segment of the Western motorcycling market to embrace Chinese-made bikes, but the industry over there appears to be undergoing a revolution in terms of technology, styling, and quality. It’s enough to lend credence to the long-running prophecies that Chinese bikes will follow in the footsteps of Japanese machines on the international stage. The recent CIMA show in China underscored that point, as it provided a platform for a series of new launches from brands unfamiliar in this part of the globe, all of them bucking preconceptions that Chinese firms can only make cheap, low-capacity, low-quality models. Among the stars of the show was a concept bike from Jinan Jedi, a company whose previous focus was supplying motorcycles to Chinese police and security services, but which is making moves into the consumer market. Related: China’s Big-Bike Revolution Although it carries a 730cc engine used in the brand’s new production machines, the Vision also piles on wildly stylized details in the bodywork and lighting. (Jinan Jedi/)The brand’s Vision K750 concept wouldn’t look out of place at a Japanese or European brand presentation, and while it’s a concept bike rather than a production model it’s clearly very close to rolling off an assembly line. Under that impressive-looking skin, it’s understood to use the same 730cc parallel-twin engine from the company’s two new production models, the GTR750 sport-tourer, and the JFR750 naked roadster. That means despite its radical, superbike-style looks, the K750 is actually a midsize machine. In its production form, that in-house-made JD283MV DOHC parallel twin designates two cylinders and an 83mm bore—and since known capacity is 730.4cc, we can deduce the stroke is 67.5mm. Its known performance is roughly in line with expectations from a low-cost engine with those specs, with peak power of 68 bhp at 7,500 rpm and max torque of 49.4 pound-feet at 6,500 rpm. Jedi’s GTR750 sport-tourer utilizes a cast aluminum chassis, USD fork, and Brembo brakes, and has been shown as a prototype in the past but is expected to be in production soon. (Jinan Jedi/)In the previously mentioned production models, that engine sits in a cast aluminum chassis that’s reputed to be designed by Suter in Switzerland, which bodes well for its potential. The K750 concept also appears to have a similar design and uses the same upside-down fork and Brembo brakes that the GTR750 and JFR750 feature, so it’s clearly not a completely imaginary machine. Where the concept does start to stretch into show bike territory is with details like the headlight, made up of 76 triangular shards, lit by LEDs, and flanked by boomerang-shaped running lights. The taillamps use the same design, with multiple triangular elements tucked into cowls in the seat unit. The brand’s JFR750 roadster is a new production model that was shown in two forms; this one is the scrambler-styled version. (Jinan Jedi/)Circling back to the production machines, the GTR750 has been shown several times in the past as a prototype, but the JFR750 is a new design, which Jedi revealed in two forms. One version is a scrambler-inspired model, with semi-knobby tires on wire wheels, topped by a circular headlight and relatively high, wide bars. The second version features lower bars, alloy wheels, street tires, and a small nose fairing including a low screen. Both models are expected to be part of Jedi’s production range in the near future, although the company hasn’t announced prices or revealed whether its ambitions extend to offering the bikes on international markets as well as in China. The sportier JFR750 version features lower bars, alloy wheels, and a nose fairing. (Jinan Jedi/)Source
  23. The Kawasaki Z650RS ABS is Team Green’s latest addition to its retro sport family, pairing modern middleweight performance with timeless styling. (Kawasaki/)Kawasaki’s retro sport lineup, including the Z900RS and Z900RS Café, has been a favorite of the industry’s classic craze, and now Team Green is expanding it further with the addition of the all-new 2022 Z650RS ABS. The new RS combines its proven and versatile 650cc parallel-twin platform with timeless styling harkening back to the old-school Z models of the ‘70s. And it looks rad. The Z650RS ABS shares its basic architecture with the Kawasaki Z650 middleweight naked, including the punchy DOHC 649cc parallel-twin engine. The basic engine platform appears to have remained unchanged in transition to the RS, which has been known by CW testers for its butter-smooth throttle response and flexible power delivery. It is paired with a six-speed gearbox and a slipper/assist slipper clutch for light lever effort. One of the most catching features of the Z650RS are these cast wheels with flat spokes used to resemble wire-spoke wheels. How can you deny these in gold? (Kawasaki/)Kawasaki also utilized the chassis of the Z650, meaning it has the same steel trellis frame, 41mm telescopic fork, and monoshock as the sport naked. It is stopped via a pair of two-piston Nissin calipers clamping to 300mm discs up front, with ABS as standard equipment. Like the Z650, the RS also rides on Dunlop Sportmax Roadsport 2 rubber. Clear at first glance, the Z650RS distinguishes itself with catchy, retro classic styling and obvious influences from ‘70s Z1, especially while dressed in its available Candy Emerald Green colorway. The round LED headlight and teardrop-shaped fuel tank hammer in the classic aesthetic, but the RS is dripping in details. A set of cast wheels use flat spokes to mimic old-school wire-spoke wheels, while the oval-shaped LED taillight is an influence of classic models. Like the Z900RS, the Z650RS shares this dual analog speedometer/tachometer instrument cluster for easy-to-read information and classic styling cues. (Kawasaki/)A dual analog speedometer/tachometer instrument cluster is paired with an LCD to display basic riding information, just like on the Z900RS and RS Café. A seriously cool touch that gives the cockpit a classic feel. Aside from the styling, the Z650RS does vary from the sport naked in terms of ergonomics. The handlebar has been raised by 50mm and pushed toward the rider by 30mm for a more relaxed, comfortable riding position. It is paired with a relatively low 31.5-inch seat height, which should lend itself to approachability for less experienced or smaller stature riders. The Z650RS ABS is available in two colorways, Candy Emerald Green and Metallic Moondust Gray/Ebony, with an MSRP of $8,999. There is no question the 2021 Z650RS pays homage to the legendary Z models of the 1970s, but pairs it with modern performance. (Kawasaki/)Source
  24. Can’t make it to EICMA this year to see the new models? No worries. Ducati can’t make it either. That’s why it is introducing its 2022 lineup online. First at bat: the new Multistrada V2 and Multistrada V2 S. (Ducati/)Ducati has announced it won’t be attending this year’s EICMA show (held in Milan, November 23–28, 2021). It is not alone in this decision: as of press time, several other makes have yet to confirm their attendance, including BMW, Kawasaki, Harley-Davidson, and Indian. Instead, Ducati is unveiling its 2022 models online in a sequence of six “events” between now and December 9, when we shall see what’s behind the announced “Dream Wilder—DesertX.” In this first event, Ducati unveiled the 2022 Multistrada V2, the updated edition of the previous Multistrada 950. The biggest update/upgrade is an evolved electronics suite, primarily a six-axis inertial platform to manage new rider-aid systems focused on providing additional safety and comfort. The newest Multistrada V2 also features state-of-the-art ABS, including a cornering function and eight levels of rider-selectable traction control. The system also provides vehicle hold for starting on hills. Four riding modes are available: Sport, Touring, Urban, and Enduro. For visibility and safety, in the event of an extreme/emergency stop the system activates a flashing function on all lighting equipment to jar narcoleptic drivers out of their slumber. The biggest upgrades to the Multistrada V2 this year come from improved electronics and rider aids. Lighter wheels, a new clutch, and a new seat also keep it fresh. (Ducati/)The Multistrada V2 is available in both standard and S editions. The latter includes an electronics package adding more functions and components, such as a standard cruise control and electronically managed semi-active Skyhook suspension. An LED headlight replaces the standard unit and also offers corner-lighting ability. A 5-inch TFT displays the bike’s instrumentation and acts as an easily accessible connectivity platform. About that Skyhook semi-active electronic suspension: This means the S model uses a 48mm Sachs fork, replacing the standard Kayaba unit. That and lighter cast aluminum wheels are the only chassis differences between models. The Multistrada still features a generous 62.75-inch wheelbase, a 25-degree steering rake, and 4.2 inches of trail, the same as the Multistrada 950. The new V2 rolls on Pirelli Scorpion radials, 120/70-19 front and 170/60-17 rear. The braking system is based on the customary Brembo twin 320mm rotors and four-piston Monoblock calipers. While the V2 S model features Ducati’s Skyhook active suspension and a Sachs fork, both bikes use the same four-piston Monoblock Brembo brake setup, now with cornering ABS. (Ducati/)The V2′s engine also is unchanged from the previous Multistrada 950. That’s not a bad thing, as it has an excellent reputation. Displacing 937cc, the Testastretta engine is an eight-valve desmo twin with a 94mm bore and 67.5mm stroke. It breathes through a pair of 53mm throttle bodies and features a healthy 12.6:1 compression ratio. Claimed horsepower is 113 at 9,000 rpm, with 69 pound-feet of peak torque at 6,750 rpm. The engine is lighter thanks to new connecting rods, a new eight-disc clutch, and related side cover. (Editor’s Note: If you’ve ever wondered, “Testaretta” translates approximately to “narrow head,” an allusion to the bike’s compact included valve angle. The “11″ in the model designation is the engine’s valve overlap expressed in degrees of crankshaft rotation.) There are loads of motorcycles in this class, but the standout point of the Multistrada V2 is the 937cc Testastretta engine. (Ducati/)The Ducati specialists have also fine-tuned the riding position with an eye to improved long-haul comfort and low-speed maneuvering. The seat has a new, more comfortable configuration; seat height is 32.7 inches with a lower option available that drops the seat down to 31.1 inches in combination with a reduced-height suspension. The seat is accurately configured where it meets the tank, making it easier to reach the ground. The top fairing has been partly redesigned to offer better wind protection thanks to the new windscreen, which is easily adjustable on the go. Lastly, the new Multistrada V2 is about 10 pounds lighter than the previous Multistrada 950 and claims a dry weight of 439 pounds. Price in the US is $15,295 for the standard edition and $17,895 for the S edition. Source
  25. The 2021 Ducati Multistrada V4 S and the 2008 Ducati Multistrada 1100 S. (DW Burnett/)It’s ironic that the original Ducati Multistrada, a motorcycle named and designed for many roads, was in fact built for a single road. The Futa Pass, a serpentine route connecting Bologna and Florence through the Apennine Mountains, is no major thoroughfare. Yet Ducati looked at it as the strada writ small. In the Futa’s cracked asphalt and hairpin turns it saw the roads of the world. It seems like part of the Italian character to focus on what’s close to home. Yet by concentrating on the local and the specific, it gives itself to the world by making things which are at once both self-assuredly Italian and universally resonant. Consider the delicacies of Ducati’s home region of Emilia-Romagna; the best parmesan in the world is made using milk from the Bianca Modenese cows of the Po River Valley, while prized prosciutto di Parma comes from a single native breed of pig whose authenticity is ensured through rigorous genetic testing. Our 2021 Multistrada V4 S Travel + Radar testbike cost $26,495. It came equipped with the following accessories: Akrapovič slip-on ($1,700), crash guards ($600), skid plate ($330), protective mesh oil cooler guard ($120), and hand guards ($180), for a total price of $29,425. (DW Burnett/)If local flavor is part of the original Multistrada’s renown, what can we make of the latest Multistrada? Because Ducati is quite clear: Merely representing the Futa Pass is not enough for the 2021 Multistrada V4. The new Multi, the company says, is designed “to dominate all roads.” To legitimize this claim, Ducati points out the Multistrada V4 can circumnavigate the globe one and a half times (or 37,300 miles) before needing a major service. However, to achieve this feat, Ducati ditched its signature desmodromic valves for conventional valve springs. This is perhaps the Ducatisti’s equivalent of making carbonara with mere bacon instead of proper pork-jowl guinciale. Related: How Much Power Does the 2021 Ducati Multistrada V4 S Make? On the Futa Pass, the Multistrada V4′s adaptive cruise control would be practically useless. Its Enduro mode would be the wrong mode altogether. And its V-4 engine would rarely have the chance to reach the upper limits of its rev range, where it’s most exuberant. By turning its gaze further afield, by adding more tech, more performance, and more capability in its journey from Multistrada to Molto-Multistrada, did Ducati abandon what made the original recipe such a delicacy? The past leading the future. (DW Burnett/)To find out, we got our hands on a 2008 Multistrada 1100 S to test alongside a brand-new V4 S. Yes, the 2003 Multistrada 1000 is the original, but the 1100 is close enough for our purposes, differing only in minor ways such as an 86cc displacement hike and the addition of a wet clutch. Seeing the V4 and the 1100 side by side, it’s easy to recognize the evolution of the adventure-touring motorcycle since 2008. Back then, a full quiver of adjectives was necessary to describe riding a 500-plus-pound motorcycle anywhere near gravel, let alone one quite that red and Italian. The ‘08 Multi is decidedly diminutive next to the hulking V4; but in spite of its larger dimensions and the added weight associated with its far greater complexity and two added cylinders, the claimed dry weight of the V4 S, at 480 pounds, is only 11 pounds more than that of the 1100 S. The ‘08 Multistrada has been a reliable motorcycle since we purchased it several months ago. A weeping clutch slave cylinder is the only issue we’ve experienced. (DW Burnett/)The 1100 is dressed immaculately in sportbike attire, with carbon fiber timing belt covers and fenders, Marchesini five-spoke wheels, and gold-tubed Öhlins suspension. The Multistrada V4, on the other hand, has a Ducati performance catalog’s worth of rugged skid plates and crash bars. Back when the original Multistrada was on the drawing board, Ducati couldn’t have dreamed that the evolution of the adventure-touring segment would morph the bike so far from its sporting heritage. Ducati also couldn’t have foreseen the Multi V4, or perhaps it would have given the original Multi a superbike-derived desmoquattro or Testastretta engine rather than its more conservative desmodue. Brembo, Marchesini, Öhlins. Yup, all the players are here. (DW Burnett/)The desmodue 1100 is an air-cooled SOHC dual-spark two-valve 1,078cc engine. All in all, it isn’t that far removed from Fabio Taglioni’s 1975 500cc Pantah V-twin, the engine that introduced rubber timing belts to the Ducati lexicon. While the crankcases were beefed up over the years and the vertical cylinder head was rotated 180 degrees, the profile is virtually unchanged from Taglioni’s design. As Bruno dePrato points out, “That the engine has more than doubled in size from the original, with great reliability [valve-adjust intervals are at 7,500 miles], is a remarkable achievement.” Equally remarkable is that the venerable desmodue engine is still in production in 2021; it’s currently powering the Scrambler 1100. When the ‘08 Multi was new, Ducati claimed 95 hp at 7,750 rpm and 76 pound-feet of torque at 4,750 rpm. When CW tested it in 2007, it produced 84.1 hp at 7,750 rpm and 66.6 pound-feet at 4,800 rpm. The Multistrada 1100′s cable-operated twistgrip feels direct with a heavyish pull. The clutch and brake levers require some force too. It’s a trait characteristic of the era. There are those among us who prefer the feel to ultralight clutch pull and “attached-to-nothing” ride-by-wire throttles. (DW Burnett/)Opening the throttle feels and sounds like a celebration of Ducati’s heritage. Fuel injection is a bit on/off at first touch, but otherwise fueling and throttle response are nearly flawless. Snappy response from the bottom begins an adamant, though not terribly rapid, climb through the rev range, and though power tapers off at the upper register, there’s still satisfaction in grabbing a gear a little late just to hear the motor at full song. At about 70 mph in sixth gear, the tachometer needle hovers around 4,000 rpm, and thanks to perfect primary balance and those big power pulses, the 1100 lopes along, confident in its own sense of modernity. But then one rides the Multistrada V4, and the 1100 feels its age. It’s no less wonderful. Just kind of, well, slow. The V4 Granturismo engine is at once composed and audacious. On the CW dyno, the 1,158cc engine produces a substantial 143.82 hp at 10,580 rpm and 77.78 pound-feet of torque at 7,410. But because it’s derived from the 200-plus horsepower Desmosedici Stradale engine from the Panigale V4 and Streetfighter V4, those figures come easy, giving the sensation that it’s in a rather conservative state of tune. Even with the throttle pinned it never breaks a sweat, practically yawning as it zips to redline. On the 1100, with the throttle wide open, it feels like it’s working hard to give everything it’s got, two big pistons pounding away. The V4 makes such hard work seem uncouth. Its smaller power pulses make the engine feel impossibly smooth and civilized, at least for a Ducati. The immediate, almost instant throttle response makes it think-and-you’re-there quick. In power delivery and feel, the V4 Granturismo is lightning to the desmodue’s thunder. The V4′s user interface is excellent. The new thumb joystick makes it easy to navigate through the various menu options, though it may take some getting used to in order to not mistake it for the turn signal switch when initiating a turn. (DW Burnett/)Yet just because it accelerates so rapidly with so little fuss doesn’t make it bland. Power wheelies are incredibly frequent, even more frequent than on a Hypermotard 950. Crest a hill in fourth gear—fourth!—and grab some throttle, and the front air lifts with ease. It’s intoxicating. Its happy place is 7,000 rpm and above. The airbox resonates with a honk that would make a GSX-R or a Yamaha YZF-R1M proud, and the rider’s laughter makes the whole cycle repeat in another gear. Shifting, come to think of it, may be one of the V4 Granturismo’s best attributes. With a light flick of the lever, up or down, at any rpm, the rapid-fire shifts are as near seamless as you’ll get this side of a MotoGP gearbox. Related: Ducati Multistrada 1100 vs. Triumph Tiger 1050 Comparison Test As excellent as the engine is, the V4 lacks presence compared to the Multi 1100′s desmodue. When cruising at 60 mph, turning 4,000 rpm in top gear, the engine all but vanishes from thought. The desmodue makes an impression that never quite leaves the consciousness, being so visceral and engaging that the experience of using it stays with the rider long after hitting the kill switch. The V4 Granturismo is just flat-out exceptional to use, which makes up for its occasional inconspicuous moments. The Multistrada V4 averaged around 37 mpg, which is not exceptional. The performance is worth it, I say. Some will understandably disagree. (DW Burnett/)Long-distance tourers asked for refinement, and got it. They asked for comfy ergos and good wind protection, and got those too. The Multistrada V4′s seat is the most comfortable Ducati saddle ever. The windscreen provides smooth airflow over the rider’s head. Heat from the engine is pretty minimal for a big V-configured engine, thanks to cylinder deactivation at idle and clever aerodynamics that pull heat away while directing cool air onto the rider. It’s all basic but significant stuff, stuff riders still don’t take for granted because memories of poor aero and uncomfortable seats are not too distant. The year 2008 comes to mind. The 1100 is by no means the hottest-running Ducati of all time, but creature comforts are certainly sparse. The rider sits on top of, rather than in, the motorcycle, and the bars are narrower and lower than the V4′s. It’s a nice place to be perched, but the ergonomics go downhill from there. The Ducati Performance “comfort” gel saddle on our testbike was uncomfortable after only a couple of hours. Wind protection is minimal at best. There’s no buffeting at speed, but the short windscreen directs air to the upper chest and shoulders, making wind noise loud and tiring; avoid billed ADV helmets at all costs. Unsurprisingly, the Multi V4 is the obvious choice for long-distance riding. Ducati deserves a gold star for the V4′s amazingly comfortable seat and its easily adjustable windscreen. The outgoing Multistrada 1260′s pinch-to-adjust screen was already great but the new pinchless operation is even better. (DW Burnett/)Not that you won’t second-guess yourself. You see, the 1100 handles so well that you might be willing to overlook some discomfort if your route includes enough twisty roads. In the corners, the Multistrada 1100′s chassis and Öhlins suspension prove the distance from the Futa Pass to Mugello is not too far (it’s actually about 25 kilometers, or 16 miles). The bike feels low and long, not nosey like a sportbike or high up like an ADV bike, and imperturbable through corners. Because of all the feedback through the front end and its prodigious midcorner stability, it begs to be leaned over farther and farther. The suspension is so firm it’s difficult to compress at a standstill, but so compliant that fiddling with the adjusters seems unnecessary. Handling on this 13-year-old Ducati is a revelation. We found our 2008 Multistrada 1100 S on Craigslist and purchased it for $4,500. It has less than 20,000 miles on the odometer and runs like a champ. It included aftermarket mirrors, R&G frame sliders, Oxford heated grips, a rear rack for top box mounting, and a dark windscreen. The S model came with Termignoni silencers that were very quiet. We sourced Staintune silencers from eBay that let the 1100 sound as Taglioni intended. Huge thanks to the author’s friend, Rob Bandler, for purchasing the motorcycle for this story, and for riding it in the photos. (DW Burnett/)The V4 can also hustle through the twisties, but without applying the front brakes during corner entry, the front end feels slightly vague; its 19-inch front tire is almost certainly a contributing factor. At neutral throttle in long sweepers, the front tire doesn’t feel quite stuck in, as though there’s not enough weight on the front. Overall, it’s not an alien experience; it handles like an adventure bike of 2021, whereas the Multistrada 1100 handles more like a sportbike from 2008. On the plus side, jamming on the front binders on the V4 is a delight. Stylema calipers offer great power and feel. If only the same could be said of the 1100, which is rather let down by weakish brakes requiring Popeye forearms to get the shortest stopping distance from the lever. Note the difference in handlebar positions. (DW Burnett/)The V4 may not perform like the 1100 through the twisties, but happily it doesn’t handle like the 1100 off-road either; this may provide some insight into its on-road handling character, if one comes at the expense of the other. While the 1100 handles no better than a Monster when the pavement ends, the V4 is surprisingly adept on fire roads and gravel tracks, especially considering V-4-powered motorcycles don’t make the most natural off-roaders. The biggest surprise is that executing tight turns in gravel reveals a well-balanced and stable chassis that inspires confidence when swinging the wide bars from lock to lock. Dropping the outside knee and shifting body weight to the outside is all it takes for the handlebars to turn nearly of their own accord and for the bike to lean. Unfortunately, off-road performance suffers in other areas. The Multi’s lowest level of traction control offers far too much intervention, cutting in to prevent even modest wheelspin. It’s best to turn TC off altogether and use Enduro mode’s softer throttle response and truncated power output. Locking the rear wheel is also frustrating, as the rear brake is too weak. While serious adventurers have more suitable options for hardcore trail-riding, the V4′s off-road personality is winsome enough that off-road novices will be tempted to get their expensive, shiny motorcycles a little dirty. Unlike some manufacturers that make ride modes “untouchable,” Ducati lets riders adjust individual settings within each mode. Everything is customizable—from suspension to TC to throttle response. (DW Burnett/)As wrong as it may feel to ride such a pricey motorcycle in low-traction, cosmetically hostile environments, it’s equally foreign to turn the adaptive cruise control on and hand over throttle control to the Multistrada. It’s also amazing how quickly one becomes accustomed to trusting one’s life to a computer. To experience what 2021 feels like on two wheels, cruise down the highway with adaptive cruise control and blind spot detection working in the background, on-screen navigation leading the way, heated grips and seat keeping things toasty, all while using the dash and thumb controls to make a phone call. Some riders may be predisposed to dislike such amenities. Others may note that, rather than detracting from the riding experience, they add another dimension by augmenting the ride with technologies unimaginable when the 1100 was new. Adaptive cruise control works incredibly well. The only niggles are when the rider applies the front brakes while the motorcycle is doing the same, the lever feels extra firm and sensitive. Additionally, several times the radar lost sight of the motorcycle I was following, but it found it as soon as I swerved directly behind it. (DW Burnett/)When considering the evolution of a single motorcycle model, it’s difficult to conceive of one more drastically altered over the course of 13 years than the Ducati Multistrada. Back in the early 2000s, when the first Multistrada 1000 DS existed only as a test mule, designer Pierre Terblanche told Cycle World: “This bike will have a big visual impact…as much as the MH900e. It’s a franchise bike.” He was right. The original Multistrada’s unconventional design did indeed make a big impact, though that impact was not always positive. From our vantage point in 2021, its blend of curves and creases looks at once utilitarian and flamboyant, appropriate on a bike made for long rides up the Futa Pass. It’s significant because it represents Terblanche’s attempt to devise the look of a then-new motorcycle category. Pierre Terblanche’s design always looked best in three dimensions, and time has made it more attractive. To each his own, of course. (DW Burnett/)The Futa Pass made the Multistrada 1100 feel uniquely Italian. It’s charismatic, unconventional, and endearing almost in spite of itself. It’s a motorcycle to be cherished as much as the more conventional beauties in Ducati’s history, not simply because the engine is stalwart, the handling sublime, and the bike as a whole fairly practical. But because, interestingly, it’s almost unrecognizable as the thing it would eventually become. In 2003 a motorcycle built for many roads seemed rational. But a motorcycle built for very many roads, some of them leading to the ends of the earth, is what ultimately captured the imaginations of motorcyclists. The Multistrada V4 is Ducati’s response to changing but not fully realized expectations, to a world larger and rougher than the Futa Pass. Old Ducatis representing a certain slice of Italy will always be cherished. They express, perhaps premeditatively, something that’s universal, yet can only be articulated in Italian. But the Multistrada V4 is Ducati fully embracing its customers’ vision of adventure. It’s accessible enough to be ridden around town on a whim, and comfortable and versatile enough to be ridden around a continent. It can be ridden casually or aggressively, in the dirt or on the pavement. It’s both the safest, most refined Multistrada ever and the most rapid-accelerating, wheel-in-the-air, laugh-out-loud Multistrada ever. “Refinement” was once a byword for bland. But the Multistrada V4 redefines refinement for thrill-seeking Ducatisti who want to ride farther, faster, and safer than they could have imagined in 2003. The modern Multi. (DW Burnett/)It may have lost some of its Italian flavor in its journey from Multistrada to Molto-Multistrada, but the 2021 V4 S is an achievement, a technological marvel, and a phenomenally good time. This go-round, rather than seeing the Futa Pass as the strada writ small, Ducati transformed the Multistrada itself into the motorcycle writ large. The wide world shrinks beneath its wheels. Italian adventure separated by more than a decade. (DW Burnett/) On-screen navigation is a game changer in the two-wheeled space. The Multistrada V4 uses the Sygic navigation app and the Ducati Connect app in conjunction with a smartphone. It works but it takes a while for the bike and phone to sync and requires the phone never goes to sleep. At the end of the day, Sygic is not Google maps or Apple maps. The system is good enough to use, but it’s also bad enough that I was angry every time I used it, accustomed as I am to my Volkswagen’s Apple CarPlay. (DW Burnett/) Ducati says it didn’t use Apple CarPlay and Android Auto because they aren’t available worldwide. Yet they are available in the biggest markets and on most continents. It’s a lame excuse. At the very least, Ducati should make CarPlay/Android Auto available as optional extras. It’s a great shame that a motorcycle this expensive and equipped with the technology has to make do with a subpar solution. (DW Burnett/) The $1,700 Akrapovič silencer is Euro 5 compliant and very quiet. (DW Burnett/) The V4 has a handy mode button to switch ride modes on the fly, but rather than simply cycle through them on the main screen, it goes into its own submenu which is a little finicky. I’d say it’s the only UI annoyance, and a very minor one at that. (DW Burnett/) Which one would you buy with your own money? (DW Burnett/) While the V4 makes the 1100 (and just about everything else) feel old-fashioned, it doesn’t make the old Multi feel any less good. The Multistrada 1100 is by and large a great motorcycle even by today’s standards. Get one while they’re still cheap. (DW Burnett/)Gearbag Multistrada V4 S rider: Helmet: AGV AX9 Carbon Jacket: Spidi Mission-T H2Out Pants: Spidi Thunder H2Out Boots: XPD X-Trail OutDry Gloves: Spidi X-Force Multistrada 1100 S rider: Helmet: Arai XD4 Jacket: Klim Carlsbad Pants: Klim Carlsbad Boots: Klim Adventure GTX Gloves: Klim Induction 2008 Ducati Multistrada 1100 S Price and Specifications MSRP $13,995 (2008) ENGINE SOHC, air-cooled, 90-degree V-twin DISPLACEMENT 1,078cc BORE X STROKE 98.0 x 71.5mm COMPRESSION RATIO 10.5:1 TRANSMISSION/FINAL DRIVE 6-speed/chain CLAIMED HORSEPOWER 95 hp @ 7,750 rpm CLAIMED TORQUE 76 lb.-ft. @ 4,750 rpm FUEL SYSTEM EFI w/ 45mm throttle bodies CLUTCH Wet, multiplate; hydraulic operation FRAME Steel trellis frame FRONT SUSPENSION Fully adjustable Öhlins 43mm inverted; 6.5 in. travel REAR SUSPENSION Fully adjustable Öhlins monoshock; 5.6 in. travel FRONT BRAKE Brembo semi-floating calipers, twin 320mm discs REAR BRAKE Brembo, 245mm disc WHEELS, FRONT/REAR Cast aluminum; 17 x 3.5 in. / 17 x 5.5 in. TIRES, FRONT/REAR 120/70ZR-17 / 180/55ZR-17 RAKE/TRAIL 24.0°/ N/A in. WHEELBASE 57.6 in. SEAT HEIGHT 33.5 in. FUEL CAPACITY 5.3 gal. CLAIMED DRY WEIGHT 432 lb. CONTACT ducati.com 2021 Ducati Multistrada V4 S Price and Specifications MSRP $26,495 ENGINE DOHC, liquid-cooled, 90-degree V-4 w/ counter-rotating crankshaft DISPLACEMENT 1,158cc BORE X STROKE 83.0 x 53.5mm COMPRESSION RATIO 14.0:1 TRANSMISSION/FINAL DRIVE 6-speed/chain CLAIMED HORSEPOWER 170 hp @ 10,500 rpm CLAIMED TORQUE 92 lb.-ft. @ 8,750 rpm FUEL SYSTEM EFI w/ 46mm elliptical throttle bodies; ride-by-wire CLUTCH Wet, multiplate w/ slipper action; hydraulic operation FRAME Aluminum monocoque FRONT SUSPENSION Electronically adjustable 50mm inverted w/ Ducati Skyhook; 6.7 in. travel REAR SUSPENSION Electronically adjustable monoshock w/ Ducati Skyhook; 7.1 in. travel FRONT BRAKE Radially mounted Brembo Stylema Monoblock 4-piston calipers, twin 330mm discs w/ Cornering ABS REAR BRAKE Brembo 2-piston floating caliper, 265mm disc w/ Cornering ABS WHEELS, FRONT/REAR Spoked; 19 x 3 in. / 17 x 4.5 in. TIRES, FRONT/REAR Pirellis Scorpion Trail II; 120/70ZR-19 / 170/60ZR-17 RAKE/TRAIL 24.5°/4.0 in. WHEELBASE 61.7 in. SEAT HEIGHT 33.1–33.9 in. FUEL CAPACITY 5.8 gal. CLAIMED CURB WEIGHT 536 lb. AVAILABILITY Now CONTACT ducati.com Source
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