Hugh Janus

The Street Triple 765 RS has roots going back to Triumph’s Daytona 675. For 2024, Triumph taps into its racing experience to bring an even sportier option to the table. (Triumph/)Your best traits can be seen as flaws in the eyes of the overcritical. Triumph’s Street Triple is known for its smooth, predictable performance. And yet, because it’s a naked bike, many riders expect it to be something more than that too. They want something with a little spice. Customer requests—and competition—in mind, Triumph tasked itself with fine-tuning the Street Triple formula. The result? A refreshed lineup consisting of the base-model R, up-spec RS, and limited-edition Moto2. Consider moving to each higher-tier model like custom tailoring your experience; widely varying part lists mean each bike will outshine the others in at least one realm. The question then becomes, how will the lineup fare against the increasingly sporty middleweight and middleweight-plus naked-bike competition that’s been stealing Triumph’s limelight? Especially a certain 890cc machine that’s been turning that light a shade of orange. Street Triple 765 R (left) and Street Triple 765 RS (right). Notice the RS’s bar-end mirrors, bellypan, and seat cowl. RS model uses higher-spec suspension and brakes, while also benefiting from a higher engine tune. (Triumph/)Triumph is quick to point out that, while it wanted to make the Street Triple more powerful and more agile, it wasn’t willing to sacrifice stability or the polished feel that drew customers to the platform in the first place. The result is a carefully sorted combination of engine updates, new electronics, and geometry changes for the sportier RS/Moto2 models. Nothing more, nothing less. Engine updates are the same for all models and stem from Triumph’s experience as engine supplier for the Moto2 class of the MotoGP World Championship. In fact, most of the Street Triple’s internals are inspired by what you’d find in the outgoing Moto2 engine, just without the costly finish or base material needed for racing application. New pistons, connecting rods, and wrist pins are matched to optimized combustion chambers for increased cylinder pressure limit, while new valves and camshafts increase valve lift for improved intake, combustion, and exhaust efficiency. The compression ratio has been raised from 12.7:1 to 13.3:1. Modest updates for the Street Triple 765 R, which benefits from the same engine and styling tweaks as the RS, but makes only 2 more horsepower and 2 more pound-feet of torque than before. More advantageous are the new electronics, including cornering ABS, cornering traction control, and bidirectional quickshifter. (Triumph/)Increased power means more stress on the engine, so Triumph strengthened key parts, including the aforementioned con-rods and pins, as well as the primary drive gear on the crankshaft, which is wider than before. A new exhaust system is tuned to extract gases more efficiently, something Triumph says it learned from the Moto2 engine program. ECU tuning is different between R and RS models, the R producing a claimed 118 hp at 11,500 rpm and the RS a claimed 128 hp at 12,000 rpm, a 2 and 7 hp bump over previous models, respectively. Torque is up over previous-generation Street Triples but the same on both models, Triumph claiming 59 lb.-ft. at 9,500 rpm. If that doesn’t sound like enough, consider that Triumph has revised the final gearing and used shorter gear ratios for gears two through six for improved acceleration. “This is the most responsive Street Triple ever,” Triumph says. Street Triple 765 connecting rods, pistons, wrist pins, and other internal components are inspired by the Moto2 engine, with differences in finish or material. Notice the move to machined pistons (top three) versus a cast finish on the older piston (bottom). (Triumph/)Updated electronics are intended to put power to the ground in a smooth manner, or bring it to a controlled stop when needed. Big news here is the addition of a six-axis IMU, for cornering traction control and cornering ABS. There’s wheelie control, as before, but the added data provided by the IMU means Triumph can manage wheelies with more precision. A bidirectional quickshifter is standard on both models—a first for the road-focused R. Chassis changes are limited to a 10mm shim at the RS/Moto2 models’ shock mount, which increases rear ride height and sharpens the geometry for increased agility. Rake on the RS model goes from 23.9 degrees to 23.2 degrees, and trail from 3.9 to 3.81 inches. Any discrepancies in the R’s geometry come down to suspension tuning, as that bike is otherwise unchanged. For even more leverage and quicker handling, R and RS get a 12mm wider handlebar. The Street Triple 765 lineup uses displays already seen on other Triumph models, and while the RS’ display is a step up in terms of hardware, the styling makes it nearly impossible to read at a glance. (Triumph/)Differences between R and RS models grow from there. As a more affordable and street-focused entry into the lineup, the R uses a Showa 41mm USD Separate Function Big Piston fork, Showa shock, and Brembo M4.32 front brake calipers—the same as before. The RS takes things a step further with a Showa 41mm USD Big Piston Fork, Öhlins STX 40 shock, and new Brembo Stylema calipers. The RS model’s brake package is completed by a Brembo MCS span and ratio adjustable brake lever. Stepping up to the RS gets you a few more niceties, including a 5-inch TFT display versus multifunction instrument with smaller TFT screen; five ride modes versus four; and Pirelli Diablo Supercorsa SP V3 tires versus Continental ContiRoad. While both bikes get styling updates for a sharper, more aggressive look, the RS further separates itself with a bellypan, seat cowl, bar-end mirrors, and stitched seat cover. Both models use a 0.64-gallon-smaller 3.96-gallon fuel tank, your first hint that Triumph was willing to make at least some sacrifices in the transition to a sportier Street Triple. Styling updates give the Street Triple 765 a sharper appearance. Unfortunately, that aggressive appearance comes at the expense of a larger fuel tank. The new tank is just 3.96 gallons. (Triumph/)That is not to say this is a dramatically different motorcycle than before, and in many ways the R is the same bike we’ve come to love, with just an added layer of technology baked in. Leaving for our first ride in cold, damp conditions, things like cornering ABS make sense. With just 2 more peak horsepower and 2 more pound-feet of torque, it’s hard to say that the R is recognizably stronger, but the shorter gearing and added midrange gives the bike an edge when straight roads start to wrap themselves around nearby hills. The engine is flexible and forgiving, with plenty of torque down low and well-calibrated throttle maps that are a nice balance between sporty and smooth. You don’t have to pay extra attention as you’re rolling the throttle on or leaning the Street Triple into a corner—these things happen seamlessly. A light clutch pull and little to no vibration through the bulk of the revs means you could ride this bike for hours without your body or brain feeling overworked. This is a genuinely enjoyable bike to ride on the street. The Street Triple 765 R is plenty of motorcycle for a casual riding, around town or in the canyons. (Triumph/)The R’s Separate Function fork, Showa shock, and standard front brake make sense the majority of the time, and it’s not until you’re threatening speed limits that you begin missing the higher-spec hardware on the RS. There is, however, less grip from the Continental ContiRoad tires, which when combined with the street-focused suspension, cause the bike to feel less controlled as the pace picks up or road conditions deteriorate. Consider the R the dependable, easygoing friend you can carpool to work with all week, and the RS like the slightly more edgy buddy who you’d let loose with on the weekend. Not much for partying? The R really is all you’d need. In either trim, the Street Triple feels compact and very much like a middleweight. You’ll appreciate the bike’s narrow midsection and easy reach to the wide handlebar, though anyone over 6 feet tall might struggle with the relatively short footpeg-to-seat gap (6-foot-3 author raises hand). After a full day in the saddle, our knees were asking for a little more legroom and our necks for some added wind protection. Yes, we realize this is a naked bike… Even still, the accessory fly screen might be a worthwhile addition, as the Street Triple’s nose-down stance and skinny headlight does little to divert air around the rider. At least there’s a diffuser mounted beneath the headlight, which keeps the air from feeling excessively turbulent. The Street Triple 765’s sportbike roots are obvious in the relatively high, rearward positioned footpegs. The gap between seat and pegs can feel tight for anyone over 6 feet tall. (Triumph/)While fast backroads offer a glimpse into the performance of the new engine and increased agility of the RS, there’s no better test than pitching the bike into a fast fourth-gear corner at a racetrack. Conveniently, the world-famous Circuito de Jerez was a stone’s throw from our hotel and the weather forecast was turning a corner. Triumph pulled the bar-end mirrors off the RS, threw tire warmers on, and let us out as soon as things warmed up. The RS’ seat height might be just 10mm higher than the R’s, but you’ll notice the difference as soon as you throw a leg over the bike, the more aggressive stance pushing you up over the front of the bike. Rushing into the few tight corners sprinkled around Jerez highlights the handling benefits; this is an incredibly easy motorcycle to pull down toward the apex, and it shines in tight stop-and-go corners. The Street Triple’s design continues to be centered around a nose-down stance. On a rear stand and stripped of mirrors, the RS looks undoubtedly sporty. (Triumph/)Triumph had a range of suspension settings to try as the day progressed, the more conservative settings we started with allowing the fork to dive too much under braking, and the rear to squat on corner exit. Increasing compression and rebound damping on both ends provided the necessary support, and by the end of the day the Street Triple RS was driving off corners with the type of mechanical grip that makes quick lap times a breeze. Crack the throttle on this bike and it’s in a hurry to move forward. There are still subtle reminders that this is not a pure sportbike, and even with the suspension using full track settings, there was a sense of numbness when rolling through Jerez’s fast turns 5, 11, and 12, as well as small oscillations in the fork when loading the front. Having a big, wide handlebar enables you to put more inputs into the bike, whether you intend to or not, and you’ll have to remind yourself that this is a naked bike. Credit the balanced, race-derived chassis and stout engine for occasionally wanting to make it something more than that. The RS’ Brembo Stylema calipers are new for 2024 and provide an incredible mix of power and feel, especially when paired to the MCS brake lever. M4.32 calipers on the R are still nothing to scoff at, and feel right at home on the street. (Triumph/)Whatever time you might give up to a fully faired racing-focused sportbike in faster sections you can easily claw back on the brakes, the Street Triple RS feeling rock solid as you start shedding speed. This continued to be the case even as brake markers were pushed deeper, the combination of stable chassis and Brembo brakes offering such a high level of control that you almost never feel like you’ll find the limits at corner entry. That MCS front brake lever isn’t without its benefits either; there’s great feel as you grab the lever and exceptional stopping power through the pull. On the street it felt almost unnecessary and overly sporty, and yet on the track it’s clearly the way to go. Updated electronics play a role in how hard the Street Triple can be pushed, the cornering function for traction control and ABS providing a bump in overall precision. Triumph says the main goal for the latest systems, especially traction and wheelie control, is to help the bike continue driving forward. This works as promised in the more aggressive Track setting, the Street Triple’s TC light flashing at nearly every corner exit, without the system making any abrupt cuts. One of the Street Triple’s greatest strengths is its ability to go right to the apex of a tight corner. With its new geometry, the RS is more agile than before, but still plenty stable. (Triumph/)One downside to the system is that there’s just four traction control levels, and that wheelie control is linked to traction control. This means you’re unable to turn wheelie control off and leave traction control on, or individually adjust each. This may not be a racebike, but it is very high performance and we’d like to contest this decision, Triumph. There are a few other oddities, the biggest being the design used on the RS’ TFT display. While there are four layout options, there’s limited color contrasting for either and the small characters make it hard to read at a glance. Stylish? Maybe, but the revs are so hard to read that you’ll almost never know when you’re about to slam into the rev limiter. And with the RS making peak power so close to redline (historically a very Italian trait), you will hit the limiter. Showa Big Piston fork on the RS (left) offers an extra level of control and feel when compared to the Separate Function Big Piston fork on the R. This is also true of the RS’ Öhlins STX 40 shock. The RS manages this without feeling overly harsh on the street. (Triumph/)The 765cc triple is an absolute gem in every other regard. The same super-flat torque curve that pays dividends on the street makes the bike easy to hustle around a racetrack, enabling you to run a gear higher than you’d expect in most sections to not stress rider or bike. This is an incredibly flexible engine, and the extra top-end power of the RS makes sense if you plan on hitting the track. Other strong points include the precise, well-calibrated throttle maps and bidirectional quickshifter, which has a positive engagement and works exceptionally well so long as you let the revs fall a bit before grabbing the first downshift. The system works especially well on the street, where you’re not working the top part of the rev range. Ride modes for the RS, with default settings. Rain, Road, Sport, and Track settings can be changed within a small window, while Rider can be fully adjusted. Note: R model does not have a Track mode. One frustration is having to come to a stop to move into Track or Rider mode, when TC is turned off. (Triumph/)Rolling off the track after a full day aboard the RS, you can’t help but feel like Triumph accomplished what it wanted with the new platform. There are obvious benefits in terms of power and electronics, and while the RS has taken a step in agility, the bike doesn’t feel any less stable than before. Small movements through the bar die out as quickly as they come, and even at a fast pace, the chassis never comes unwound. Some might argue that Triumph could have gone a step further, as the Street Triple still lacks that true hooligan personality. Bikes like the 890 Duke R (that admittedly push the “middleweight” definition quite far) will feel more exciting in certain situations, but in the Street Triple you have a bike that walks a straighter line between practicality and performance, burliness and balance. That is and will continue to be its best trait. Triumph offers 50-plus accessories for the Street Triple 765. Given the increased seat height of the RS, the company is especially keen to highlight the low seat option, which lowers the seat height by 28mm. Removing the shim on the RS lowers the seat another 10mm. (Triumph/)Specifications 2024 Triumph Street Triple 765 R 2024 Triumph Street Triple 765 RS MSRP: $9,995–$10,245 $12,595–$12,845 Engine: DOHC, liquid-cooled, inline 3-cylinder; 4 valves/cyl. DOHC, liquid-cooled, inline 3-cylinder; 4 valves/cyl. Displacement: 765cc 765cc Bore x Stroke: 78.0 x 53.4mm 78.0 x 53.4mm Compression Ratio: 13.3:1 13.3:1 Transmission/Final Drive: 6-speed/chain, up/down quickshifter 6-speed/chain, up/down quickshifter Claimed horsepower: 118.4 hp @ 11,500 rpm 128.2 hp @ 12,000 rpm Claimed torque: 59 lb.-ft. @ 9,500 rpm 59 lb.-ft. @ 9,500 rpm Fuel System: Fuel injection; electronic throttle control Fuel injection; electronic throttle control Clutch: Wet, multiplate slip-and-assist Wet, multiplate slip-and-assist Frame: Aluminum twin spar Aluminum twin spar Front Suspension: 41mm Showa SFF-BP fork, fully adjustable; 4.5 in. travel 41mm Showa inverted BPF fork, fully adjustable; 4.5 in. travel Rear Suspension: Showa piggyback monoshock, fully adjustable; 5.3 in. travel Öhlins STX 40 monoshock, fully adjustable; 5.2 in. travel Front Brake: Brembo M4.32 4-piston radial calipers, dual 310mm discs w/ switchable ABS Brembo Stylema 4-piston radial calipers, dual floating 310mm discs w/ switchable ABS Rear Brake: Brembo 1-piston caliper, 210mm disc w/ switchable ABS Brembo 1-piston caliper, 210mm disc w/ switchable ABS Wheels, Front/Rear: Alloy; 17 x 3.5 in. / 17 x 5.5 in. Alloy; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: Continental ContiRoad; 120/70ZR-17 / 180/55ZR-17 Pirelli Diablo Supercorsa SP V3; 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 23.7°/3.9 in. 23.2°/3.8 in. Wheelbase: 55.2 in. 55.1 in. Seat Height: 32.5 in. 32.9 in. Fuel Capacity: 4.0 gal. 4.0 gal. Claimed Wet Weight: 417 lb. 414 lb. Contact: triumphmotorcycles.com Gearbox Helmet: Arai Corsair-X Jacket: Rev’It Parabolica Pant: Rev’It Jackson 2 SK Race suit: Rev’It Apex Gloves: Rev’It Apex Riding shoes: Rev’It Astro Ghost Boots: Alpinestars Supertech R Source

The 2023 Husqvarna Norden 901 Expedition promises more capability. (Husqvarna/)For 2023, Husqvarna has added another member to its Travel range of motorcycles. Joining the 701 Enduro and the Norden 901 is the brand-new Norden 901 Expedition. While much of the core of the bike remains unchanged from the standard model, the Expedition comes equipped with upgraded suspension plus a load of standard accessories that equip the bike to set off on an adventure right from the showroom floor. The goal was to improve the Norden in terms of off-highway capabilities, while also stocking it up with comfort features to make the journey more enjoyable. The Expedition comes with upgraded suspension and lots of standard accessories including luggage. (Husqvarna/)Suspension and Chassis Starting with the suspension, what separates the Expedition from the standard model by the largest degree are the more off-road-friendly WP Xplor units front and rear. At the front, the base model’s WP Apex 43 (43mm stanchion) fork is swapped for the Xplor 48 fork with much larger 48mm stanchions. While the Apex fork has provisions for compression and rebound, the Xplor adds preload to the mix. Similarly, at the rear, the Apex shock is swapped for an Xplor shock. The Apex unit on the standard model has preload and rebound damping, while the Xplor unit is fully adjustable with preload, compression, and high- and low-speed rebound damping. Travel increases from the Apex’s 8.7 inches at the front and 8.5 inches at the rear, to 9.4 inches at each end on the Expedition. This in turn has increased the Expedition’s ground clearance 0.7 inch to 10.6, while also increasing the wheelbase slightly from 59.5 to 60.1 inches. The fully adjustable Xplor 48 fork offers more travel than the standard Norden’s fork. (Husqvarna/)The Norden 901 Expedition has a chromoly-steel frame that utilizes the engine as a stressed member. Rake is set at 25.8 degrees, with 4.2 inches of trail. Out back is a die-cast aluminum swingarm that utilizes a linkless PDS shock. Spoked 21-by-2.5-inch front and 18-by-4.5-inch rear wheels are a tubeless design and mounted with Pirelli Scorpion Rally STR tires in 90/90-21 and 150/70-18 front and rear sizes. An Xplor shock is fitted to the Expedition and is fully adjustable. (Husqvarna/)The mechanical details of the braking system include J.Juan (a Brembo sub-brand) radial-mount four-piston calipers up front with 320mm discs, while a twin-piston caliper and 260mm disc reside out back. You can read more about the ABS system below. The triple clamps are aluminum and have provisions for six mounting points and 30mm of front-to-rear adjustment for the tapered-aluminum handlebar. Additionally, the two-piece seat offers two height levels to help the rider find the perfect position. The claimed heights are 34.4 inches in the low position and 35.2 inches in the higher setting. The two-position seat can be set to 34.4 inches or 35.2 inches. (Husqvarna/)Accessories While the suspension is the big-ticket news in terms of performance-oriented additions, the list of included creature comforts and accessories helps further distinguish the two models. Some of the items that are aimed at extending the rider’s comfort over long distances include standard heated grips and rider seat, and a much taller Touring windshield to provide better protection from the wind and rain. Another key addition, that you usually don’t know you need until it’s too late, is a centerstand that greatly simplifies chain maintenance and changing tires or helping when fixing a flat (get a plug kit!). With the new burly suspension, you’ll want better engine protection, so a heavy-duty aluminum skid plate is included as well. More burly suspension begs for off-road riding, so a heavy-duty aluminum skid plate is standard. (Husqvarna/)You can’t go far without luggage, so the Expedition comes with a set of soft bags and all the necessary mounting hardware already installed. The combined capacity is a claimed 36 liters. The luggage mounts don’t appear to be compatible with Husqvarna’s other luggage options, so if you want more capacity or hard bags, you’d need to purchase another mounting system to do so. Another key addition is the Connectivity Unit (optional on the base Norden), which allows you to connect your smartphone via Bluetooth to the motorcycle, which in turn allows you to utilize the bike’s TFT display via the Ride Husqvarna app to access turn-by-turn navigation and manage phone calls and music. Engine The power unit in the Expedition is identical in every regard to the base Norden. It’s the same 889cc LC8c parallel twin that also powers KTM’s 890 Adventure and 890 Adventure R. The liquid-cooled DOHC eight-valve engine produces a claimed 105 hp at 8,000 rpm and 74 lb.-ft. of peak torque at 6,500 rpm. For reference: The last KTM 890 Adventure R we ran on the Cycle World dyno cranked out 86.5 hp at 8,320 rpm and 58.1 lb.-ft. of torque at 6,870 rpm at the rear wheel. The cylinder head utilizes lightweight assembled camshafts which actuate both intake and exhaust valves via finger followers. A pair of balance shafts (one in between the camshafts and a second in front of the crankshaft) reduce vibration, while service intervals are set at around 9,500 miles. A pair of 46mm Dell’Orto throttle bodies are operated by ride-by-wire control. The exact same engine that powers the standard Norden and the KTM 890 Adventure/Adventure R is used in the Expedition. (Husqvarna/)Power is sent to the rear wheel via a PASC (power assist slipper clutch) into the six-speed transmission that comes equipped with the Easy Shift quickshifter that allows clutchless up- and downshifts. Electronics The Husky’s brain is a Bosch engine management system with ride-by-wire throttle control. This system allows the rider to choose between four distinct modes including Street, Rain, Offroad, and Explorer. The latter is a user-customizable mode in which the rider can individually tailor traction control, throttle response, peak-power output, and ABS preferences to their liking. The Cornering MTC traction-control system is lean-angle sensitive and has nine levels of intervention for rear-wheel slip. The MTC also provides wheelie control depending on the chosen mode. While Motor Slip Regulation manages engine-braking electronically to work in concert with the slipper clutch. The rider interface is anchored by this 5-inch TFT display. The Expedition comes standard with the Connectivity Unit that allows your smartphone to talk to the bike via Bluetooth. (Husqvarna/)Another nice feature that is possible with the ride-by-wire system is cruise control, which comes standard on the Expedition. Bosch’s 9.1 MP Cornering ABS system utilizes an IMU to determine the bike’s lean angle and intervene accordingly when switched to the standard mode. In Offroad mode, ABS is turned off to the rear wheel so it can be completely locked, while the lean-sensitive function is turned off and ABS intervention reduced. Full LED lighting is used including the headlight, fog lights, turn signals, and taillight. (Husqvarna/)The Expedition comes equipped with all LED lighting including the large round headlight and a pair of integrated fog lights, while slim front and rear turn signals are minimalist and tucked out of the way. Conclusion Depending on where you plan to ride and on what type of surface, the Expedition version of the Norden offers a whole lot of extra features for the money. For an extra $1,300, the $15,799 Expedition comes with the Xplor suspension, luggage, a skid plate, and a lot of other bells and whistles that sound like they would cost a whole lot more to add to a standard Norden. We’ll be riding the new bike in just a few weeks time in South Africa, so look for the First Ride Review in mid-March. Left side view of the 2023 Husqvarna Norden 901 Expedition. (Husqvarna/) Front three-quarter view of the 2023 Husqvarna Norden 901 Expedition. (Husqvarna/) Front view of the 2023 Husqvarna Norden 901 Expedition. (Husqvarna/) Rear view of the 2023 Husqvarna Norden 901 Expedition. (Husqvarna/) Top view of the 2023 Husqvarna Norden 901 Expedition. (Husqvarna/) 2023 Husqvarna Norden 901 Expedition in action. (Husqvarna/) Cockpit view of the 2023 Husqvarna Norden 901 Expedition. (Husqvarna/)2023 Husqvarna Norden 901 Expedition Specs MSRP: $15,799 Engine: Liquid-cooled, DOHC, parallel twin, 4 valves/cyl Displacement: 889cc Bore x Stroke: 90.7 x 68.8mm Compression Ratio: 13.5:1 Transmission/Final Drive: 6-speed, chain Claimed Horsepower: 105.0 hp @ 8,000 rpm Claimed Torque: 74.0 lb.-ft. @ 6,500 rpm Fuel System: EFI, twin 46mm Dell’Orto throttle bodies Clutch: Cable-operated PASC slipper clutch Engine Management/Ignition: Bosch EMS w/RBW Frame: Chromoly-steel Front Suspension: WP Xplor 48mm inverted fork, fully adjustable, 9.4 in. travel Rear Suspension: WP Xplor PDS shock, fully adjustable, 9.4 in. travel Front Brake: Radial-mount 4-piston calipers, 320mm disc w/ Bosch ABS Rear Brake: 2-piston caliper, 240mm disc w/ Bosch ABS Wheels, Front/Rear: Tubeless aluminum spoked wheels; 21 x 2.5 in. / 18 x 4.5 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 90/90-21 / 150/70-18 Rake/Trail: 25.8°/4.2 in. Wheelbase: 60.1 in. Ground Clearance: 10.6 in. Seat Height: 34.4–35.3 in. Fuel Capacity: 5.0 gal. Claimed Dry Weight: 473 lb. Contact: husqvarna-motorcycles.com Source

Yamaha just unveiled the Ténéré 700 Extreme Edition for intense dirt performance along with the Explore Edition for serious touring. (Yamaha/)It’s been four years since Yamaha’s Ténéré 700 hit the market and ushered in a new benchmark for off-road ability in midsized adventure bikes, and now two additional models have been revealed in Europe—meaning there’s no new fewer than five versions of the bike on the market over there. Across the Atlantic, the Ténéré 700 range already includes the standard version, the tougher-looking Ténéré 700 Rally Edition, and the long-range, high-riding Ténéré 700 World Raid. Now those bikes are joined by the Ténéré 700 Extreme Edition and the Ténéré 700 Explore Edition, each taking the model in a different direction. More suspension travel with full adjustability, a slimmer fuel tank, rally seat, and a high front fender set the Extreme Edition apart from other Ténéré 700 models. (Yamaha/)The Ténéré 700 Extreme Edition, as the name suggests, ups the ante in terms of the Ténéré's off-road ability by adding the suspension from the World Raid version to the slimmer, lighter, smaller-tanked shape of the standard model. The fully adjustable KYB fork and matching rear shock each have 20mm (0.8 inch) more travel than the stock bike, taking the front to 230mm (9 inches) and the rear to 220mm (8.7 inches). Ground clearance increases by the same margin, up from 240mm (9.4 inches) to 260mm (10.2 inches). A tall enduro fender gives the Ténéré 700 Extreme Edition a more aggressive look. (Yamaha/)The Extreme Edition also gets titanium footpegs with 35 percent more surface area than the stock pegs, aluminum radiator guards, an enduro front fender, and a rally seat with an extra 20mm of padding (0.8 inch), bringing the total seat height up to 910mm (35.8 inches). The 2023 Yamaha Ténéré 700 Explore Edition sits lower and is more suited to touring. (Yamaha/)With the Ténéré 700 Explore Edition, Yamaha takes the bike in the other direction, dropping the suspension and focusing on its role as an adventure-tourer rather than an off-roader. To that end, it gets a taller, broader windshield with a total area 50 percent larger than the standard design, plus Yamaha’s quickshifter as standard, along with mounting brackets for saddlebags. Either aluminum hard cases or soft bags can be chosen as extra-cost options. Yamaha includes a quickshifter as standard on the Explore Edition. (Yamaha/) A taller windscreen increases the Ténéré 700 Explore Edition’s wind protection. (Yamaha/)While the Explore Edition’s suspension is still from KYB, like the other versions of the bike, its travel is reduced by 20mm (0.8 inch) at both ends compared to the standard Ténéré 700, which means it’s 40mm (1.6 inches) less than the Extreme Edition or World Raid versions. The change drops the ground clearance by 15mm (0.6 inch), and brings the seat height down by the same amount, to 860mm (33.9 inches). We’ve reached out to Yamaha to see if these models will be offered in the USA, stay tuned for updates. (Yamaha/)In Europe, the Ténéré 700 Extreme Edition and Explore Edition hit dealers in April, with the Extreme Edition costing 900 euros (about $950) more than the base Ténéré 700 and the Explore Edition coming in at 800 euros (around $850) more than the base machine. Initially, the bikes are going on sale in France, where the Ténéré 700 is manufactured, as well as Italy and Germany. There’s no word yet on whether the models will be exported to the USA. Source

Buell has teamed up with Roland Sands to introduce the Super Cruiser (in concept form). (Buell Motorcycle/)When the reconstituted Buell Motorcycle Company told us back in 2021 that they would be launching 10 new models by 2024, we were curious to see which designs would come down the pipeline first. The Hammerhead 1190RX and SX street models were confirmed at the time—no surprise there—as was a touring bike and a hillclimber, but now the brand has just revealed it’s teaming up with Roland Sands to develop a cruiser. Yep, you heard that right. The Buell Super Cruiser aims to mash superbike-level power and FXR-like handling together in a club-style cruiser package. (Buell Motorcycle/)Buell’s latest model will be a high-performance streetbike called the Buell Super Cruiser, and it’s being designed and built in collaboration with Roland Sands Design. In fact, Sands himself revealed the physical proof of concept machine at his RSD warehouse late last week to an assorted press corps. The bike is being billed as “450 lbs of supersport power [merged] with easy-going ergonomics for an iconic throw-back to stylin’ Sunday afternoons.” There were a few numbers thrown out in the release, but because this is a concept bike, most of the specifics are vague. We do know that Sands was tasked with “using as much of the standard Buell rolling kit,” on the design, according to both Sands and Buell Motorcycle CEO Bill Melvin. That means everything from the fork to the lightweight 17-inch alloy wheels (with signature perimeter braking system up front), down to the master cylinders and switchgear found its way onto the Super Cruiser concept; of course, you also have that 175 hp, 1190cc liquid-cooled Buell V-twin (an evolution of the Rotax Helicon mill) shoehorned into Sands’ one-off steel tube frame and taking center stage. Given the Super Cruiser’s claimed 450 lb weight and prodigious power, Sands had to engineer his chassis design to work with the swingarm, fork, original wheels, and brake system. “Ground clearance, bar position, and comfortable seating and foot positions are key to getting the cruiser look with sportbike handling,” said Sands. Related: Buell Motorcycles Is Back Buell’s liquid-cooled 1190cc ET-V2 V-twin (presumably detuned) slots into the RSD-designed steel chassis on the concept. (Buell Motorcycle/)If some of the other details are deliberately fuzzy, what’s not up for debate is the bike’s styling and inspiration; from the tank to the mini fairing to the tall bars, the silhouette screams Harley-Davidson FXR, and Sands for his part, makes no bones about that. He says, “I was deeply inspired by Harley’s FXR…and the handling of it. Erik Buell was involved with…getting the FXR to be what it was. Which turned it into…potentially one of the best handling Harley-Davidsons that’s ever been built (from a cruiser perspective). We wanted to take advantage of that heritage and connection with Buell.” “I’ve been working on projects like this for 20-plus years, and this is the first time we’ve been able to build a performance cruiser without the typical V-twin performance compromises of weight and motor width and length,” said Sands. “When Bill first approached us about building a cruiser using the Buell motor, it was as if the bike designed itself. Considering the history of Buell and the market’s need for a truly high-performance cruiser, the project was a natural fit. “It’s a superbike-power high-performance club bike.” Premium components include the signature perimeter braking system mounted on a 17 inch alloy wheel and adjustable GP front suspension. (Buell Motorcycle/)For its part, Buell is counting on the Super Cruiser to attract a younger crowd to its products as well. The release states, “Buell is Back and building more than sportbikes. Out of the gate, this cruiser will lead performance in the category. It’s light, nimble, and high torque, incorporating all the main points that connect the rider to the ground, and it’s cracking open another part of the market–a younger crowd craving speed and performance in a cruiser.” Italian-designed SC Project titanium pipe on the concept bike; no word on whether it will make it onto the production model. (Buell Motorcycle/)No pricing has yet been announced for the Super Cruiser, but we’d expect it to be somewhere well north of $20,000; more details and pre-order info can be found on buellmotorcycle.com for now. The new cruiser will join the already-announced sport, naked, touring, and racing models in the Buell lineup, and we’re curious to see what other new designs the company will come up with over the next two years. You can make out the Super Cruiser’s structural swingarm through the burning rubber. (Buell Motorcycle/)Source

For 2023, Brabus will build 290 examples of its 1300 R, which is based on KTM’s 1290 Super Duke R Evo. (Brabus/)Last year German car-tuning legend Brabus officially revealed the first motorcycle wearing its badge in the form of the KTM 1290 Super Duke R Evo–derived Brabus 1300 R. It was a strictly limited-edition machine with only 154 examples made (77 in red, 77 in black) and a price tag that would secure two of the Super Dukes it was based on. So those 154 customers might be a little dismayed to see that Brabus has unveiled a second version of the bike for 2023, almost identical to the first apart from the color options. This time around, the 1300 R “Edition 23″ will be limited to 290 examples, with 145 in Superblack and 145 in Stealth Gray, bringing the total number of 1300 Rs on the planet up from 154 to 444. Brabus 1300 R in Stealth Gray. (Brabus/)Like its predecessor, the 1300 R Edition 23 is based on the bones of the KTM 1290 Super Duke R Evo, sharing the Austrian bike’s 180-hp 1,301cc V-twin engine, its single-sided swingarm, its steel tube frame, and its electronically adjustable WP Apex suspension. If you only want the riding experience and aren’t concerned with appearance or exclusivity, the 1290 Super Duke R Evo will give virtually everything that the Brabus offers but for half the price. The 1300 R uses the same electronically adjustable WP Apex suspension as the KTM 1290 Super Duke R Evo. (Brabus/)But the same could be said for many limited-edition models. Ducati’s recent Streetfighter V4 Lamborghini sold out in two hours despite costing more than twice as much as the mechanically identical Streetfighter V4 S, and last year’s 154 Brabus 1300 Rs were snapped up in under two minutes once the online order book opened. No wonder, then, that a second production run—and a substantially larger one—has been greenlighted for 2023. One of the biggest differences are the Brabus forged Monoblock Z wheels. (Brabus/)Carryover parts on the Edition 23 version of the Brabus 1300 R include the Monoblock Z wheels, styled to match the design used on many Brabus cars, the carbon fiber bodywork, and the Brabus exhaust, but there are tweaks to separate the new model from its predecessor. The cowl above the Husqvarna-derived headlight is new, for instance, gaining a couple of longitudinal ribs that weren’t present on last year’s bike, while there’s more visible carbon on the headlight bracket below. The air intakes on either side are revised to show more carbon fiber, and the pillion seat cowl is taller than before. The Husqvarna Norden single headlight is used. (Brabus/)Look more closely and you might spot the redesigned mirrors dangling from the bar ends, and the new quilted pattern on the seat. The more visible changes are the colors, though, with Superblack replacing Signature Black and Stealth Gray instead of Magma Red as the two available options. The wheels are finished in pure black, missing the bright highlights of last year’s version. The quilted seat appears to be Alacantara. (Brabus/)The equipment includes a tiltable TFT dash, heated grips, CNC-machined, adjustable-position Gilles footpegs and keyless start, and the CNC-machined triple clamp is unique to the Brabus model while retaining the KTM Super Duke R’s steering geometry. There’s more CNC work on the brake and clutch levers, which are both adjustable, and on the brake and clutch reservoirs and caps. The Brembo Stylema brakes get a MotoGP-style air duct. (Brabus/)Like the Super Duke R Evo, the suspension is WP Apex with KTM’s Suspension Pro electronic adjustment, allowing six different damping modes including Comfort, Street, Sport, Track, Advanced, and Auto, and 10 steps of rear preload adjustment to be selected from the dash. The modes are largely self-explanatory, with Comfort the softest and Track the firmest, while Advanced allows you to choose your own level of damping front and rear from eight steps, and Auto does the work for you by detecting your riding style and adjusting the suspension to match. Bodywork is all carbon fiber, and designed by Brabus. (Brabus/)Performance is identical to the KTM 1290 Super Duke R Evo, with 180 hp at 9,500 rpm and 103 lb.-ft. at 8,000 rpm, and the Brabus actually weighs a fraction more than the Super Duke at 428 pounds despite all that carbon fiber. European pricing is set at 42,500 British pounds (equivalent to $45,700) in most countries. That’s about 2,000 British pounds more than last year’s version. The original Brabus 1300 R wasn’t offered in the US, and at the moment it appears the same will apply to the Edition 23 version. The 1300 R gets Gilles rearsets. (Brabus/) How black is it? The 1300 R in Superblack. (Brabus/) Front and rear view. (Brabus/) Stealth Gray and Superblack. (Brabus/)2023 Brabus 1300 R Specs MSRP: £42,500 Engine: DOHC, liquid-cooled, four-stroke 75-degree V-twin; 8 valves Displacement: 1,301cc Bore x Stroke: 108.0 x 71.0mm Compression Ratio: 13.6:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 180.0 hp @ 9,500 rpm Claimed Torque: 103.0 lb.-ft. @ 8,000 rpm Fuel System: EFI w/ 56mm throttle bodies, ride-by-wire Clutch: Wet, PASC slipper; hydraulic actuation Engine Management/Ignition: Keihin EMS/dual-spark ignition Frame: Tubular chromoly steel Front Suspension: 48mm WP Apex SAT inverted fork, electronically adjustable; 5.1 in. travel Rear Suspension: WP Apex SAT shock, electronically adjustable; 5.5 in. travel Front Brake: Brembo Stylema 4-piston Monoblock caliper, 320mm floating discs w/ Bosch ABS Rear Brake: 2-piston floating caliper, 240mm disc w/ Bosch ABS Wheels, Front/Rear: Brabus Monoblock Z lightweight 9-spoke forged; 17 x 3.50 in. / 17 x 6.00 in. Tires, Front/Rear: 120/70-17 / 200/55-17 Rake/Trail: 25.2°/4.2 in. Wheelbase: 58.9 in. Ground Clearance: 6.3 in. Seat Height: 33.3 in. Fuel Capacity: 4.2 gal. Claimed Dry Weight: 428 lb. Contact: brabus.com Source

Powered by the same KTM LC8 that powers the new 790 Duke, the CFMoto 800NK is likely US bound in 2023. (CFMoto/)China might not be at the top of the US’s list of international buddies at the moment, but if we can put the question of spy balloons aside, then there’s no doubt that CFMoto is rapidly proving that Chinese motorcycles can be built on par with those made in Japan or the West. An infusion of technology from KTM certainly helps but the new 800NK—revealed via the firm’s social media—is a bike that genuinely looks every inch as impressive as its direct rivals. Those rivals will include the likes of Suzuki’s new GSX-8S and Honda’s CB750 Hornet as well as the established Yamaha MT-07 and the recently reborn KTM 790 Duke, the latter of which shares the same engine as the 800NK and is built alongside it at CFMoto’s Chinese factory. View of the front of the 800NK. (CFMoto/)We’ve seen glimpses of the 800NK already. First as the NK-C22 concept bike, revealed last September, and later via design registrations and type-approval documents. There’s never been much doubt that the production version would be launched in the first half of 2023, and here it is. Make no mistake, the 799cc engine powering the 800NK is almost identical to the engine that CFMoto builds for KTM and its Duke 790. (CFMoto/)In terms of specifications, only the bare details have been announced so far. It uses the same 799cc KTM LC8c engine as the 790 Duke and 790 Adventure, as well as CFMoto’s own 800MT adventure bike, but is tuned for 99 hp at 9,000 rpm and 59.7 lb.-ft. of torque at 8,000 rpm. That’s a fraction more power and a little less torque than the same engine in the 790 Duke, likely due to the differences in the design of components like the exhaust system. We also know that the 800NK’s wet weight is an impressively low 410 pounds, undercutting the 445-pound Suzuki GSX-8S by a substantial margin and even besting the 419-pound Honda Hornet. The CFMoto also offers more power than the 82 hp Suzuki or the 91 hp Honda. That KTM-designed engine sits in a steel-tube frame with a 57.7-inch wheelbase, sporting KYB suspension at each end, which is fully adjustable at the front and has preload and rebound adjustment at the rear. J.Juan (now part of Brembo) manufactures the brakes, with twin four-piston radial-mount calipers at the front and a single two-piston unit at the back. Close-up view of the 800NK’s unique Vee-shaped headlight. (CFMoto/)We’ve previously had a look at the 800NK’s styling via the NK-C22 concept and the various leaks since, but the official shots show that nothing has been lost in the translation to production. The 800NK’s front end manages to be distinctive without being willfully controversial, its V-shaped headlight is a definite step forward from the rather bland design of the current NK models, and as we’ve already seen in patent images of the upcoming 1250NK super-streetfighter, it’s a look CFMoto will adopt on more models in the future. The V-shape of the headlight is reflected in a winglet-like wind deflector above it and also in the upper surface of the front fender below. Other details from CFMoto’s latest info drop include the fact that the 800NK has three riding modes (Rain, Street, and Sport) from its ride-by-wire throttle, with a four-way joypad on the left handlebar to control an impressive-looking, iPad-style TFT dash. A second version of the bike will also be offered with a smaller instrument pack, around half the size of this one but will still have a full-color TFT with multiple display modes. At the moment, CFMoto hasn’t released pricing info or details of when the 800NK will be available, even in China, but it’s likely to reach the market there in the next few months. It may take longer to reach US soil, but since the identically powered Ibex 800 S and Ibex 800 T (sold elsewhere as the 800MT Sport and 800MT Touring) are available in the States, there’s no reason to believe the 800NK won’t come here as well. Source

2023 Suzuki V-Strom 800DE. (Suzuki/)Ups Name aside, there’s nothing shared with the ancient V-Strom 650New parallel-twin engine makes for a compact, competitive packageHigh-spec suspension, brakes, and electronicsDR Big-inspired styling is distinctive, if not universally lovedDowns Less power than Honda’s new Transalp or BMW’s F 850 GSHeavier than a Transalp or Ténéré 700Still not as performance-minded as some of the competitorsVerdict For twenty years Suzuki has been churning out soft adventure bikes bearing the V-Strom name, but the V-Strom 800DE looks to push Suzuki down a new path. On paper it’s the most convincing bike yet to wear the V-Strom badge. V-Strom 800DE Adventure models come standard with quick-release 37L aluminum panniers, and some adventure-focused hardware. (Suzuki/)Overview Sitting between the V-Strom 1050DE and the V-Strom 650XT in Suzuki’s adventure range, the 800DE ditches the V-twin format and alloy chassis in favor of a steel frame and an on-trend parallel-twin. Using the first all-new engine we’ve seen from Suzuki in years— and one that aims to be as ubiquitous as the V-twins used in the other V-Strom models—it’s hard to overstate how important the 800DE is to Suzuki’s future. Suzuki proudly claims that the 800DE is “the most dirt- and travel-worthy V-Strom ever.” There’s more ground clearance than any V-Strom to date thanks to long-travel, fully adjustable suspension, and there’s plenty of technology baked into the package. For those with travel plans, 800DE models come standard with aluminum panniers. The 800DE’s design is a welcomed departure from the outdated design used for Suzuki’s 650 platform. (Suzuki/)Updates for 2023 Everything about the V-Strom 800DE is new, from the fully adjustable Showa suspension to the wire wheels (tubed, hinting at the bike’s off-road intention) and, of course, the engine and frame. Styling has a nod to the DR Big but isn’t retro, borrowing modern Suzuki cues like the stacked, rectangular lights that debuted on the latest GSX-S1000. Pricing And Variants The key decision to make is between the base V-Strom 800DE ($11,349) and the better-equipped 800DE Adventure ($12,999). Base model comes in yellow/blue and gray/yellow color schemes, while the Adventure is available in black with blue trim. More importantly, upgrading to the 800DE Adventure gets you quick-release 37-liter aluminum panniers, an aluminum skid plate, and an “accessory bar,” which Suzuki won’t refer to as an engine guard. With the 800DE, Suzuki looks to offer a more adventure-worthy option to the growing legion of adventure bike riders. (Suzuki/)Competition The parallel-twin layout, semi-serious off-road stance, and ability of the V-Strom 800DE mean it’s up against a host of tough rivals. BMW’s F 850 GS ($12,595), Yamaha’s Ténéré 700 ($10,499), KTM’s 890 Adventure ($13,949), and Aprilia’s Tuareg 660 ($12,299) are all potential competitors, each sharing a similar steel-framed, parallel-twin-powered design, and even Honda’s larger Africa Twin ($14,499) could be cross-shopped against the Suzuki. Powertrain: Engine, Transmission, and Performance The engine is the key to the V-Strom 800DE’s appeal. The parallel-twin layout isn’t just a case of following trends—it makes sense in terms of having a lower component count than a V-twin, it’s easier to package in a bike’s frame, and it’s inevitably lighter. A 270-degree crankshaft means the power delivery still promises a characterful throb like that of a 90-degree V-twin, and Suzuki uses a patented dual-balancer-shaft arrangement that promises to make it smoother than most engines using this layout. Tuned for midrange thrust rather than outright power, the Suzuki peaks at a claimed 83 hp and 8,500 rpm, which is around 11 hp more than the claim power output for Yamaha’s Ténéré 700, but less than the 90 hp BMW F 850 GS, or 105 hp KTM 890 Adventure. It drives through a six-speed transmission equipped with an up-and-down quickshifter that’s part of the 800DE’s surprisingly generous standard equipment. Showa suspension is fully adjustable at front and rear. (Suzuki/)Chassis/Handling Some might see Suzuki’s use of a steel frame as a retrograde step, given the use of aluminum on earlier V-Stroms, but again it’s in line with current trends. Steel copes well with the tough conditions that adventure bikes are aimed at, flexing when necessary but without fracturing; all the 800DE’s main rivals use a similar solution. The bolt-on, trellis-style subframe is also steel, but the swingarm is an alloy design. Unlike Honda’s Transalp 750, which borrows its frame from the Hornet street bike, the 800DE’s chassis is quite different from the one used in the GSX-8S roadster that shares this engine. The Suzuki also has higher-spec suspension than some rivals, with an inverted fork and a shock from Showa, both fully-adjustable for compression, rebound, and spring preload. Wheel travel is 8.7 in. at the front and rear. Suzuki refers to the V-Strom 800DE as “the most dirt- and travel-worthy V-Strom ever.” (Suzuki/)Brakes Nissin provides the braking setup, with simple, axial-mounted 2-piston front calipers and a single-pot rear, using dual 310mm front discs and a 240mm one at the back. There’s two ABS modes, selectable along with the other rider aids, plus an option to turn off the rear antilock entirely when riding off-road. Fuel Economy and Real-World MPG The fuel tank is a large, 5.3 gallon design, and according to specs released for the European model (done using World Motorcycle Test Cycle conditions), fuel consumption is 53.4 mpg. That will equate to a range of around 280 miles if you can achieve the same efficiency in the real world. Ergonomics: Comfort and Utility The V-Strom 800DE’s more serious approach to off-road hasn’t led to a crazily high seat, which comes in at 33.7 inches—around the same as the Transalp and nearly an inch lower than a KTM 890 Adventure R or a Yamaha Ténéré 700. The tougher skid plate and side protection bars of the 800DE Adventure look like worthwhile additions for anyone venturing far from the beaten track, but even the base model has a plastic engine guard and hand protectors as standard. The quick-release black anodized alloy panniers of the Adventure have 37 liters (1.3 cu.-ft.) of space. A 5-inch TFT display is a welcome addition to the V-Strom lineup. (Suzuki/)Electronics The V-Strom 800DE’s rider aids are in line with current expectations, but that means they’ll be a big leap forward for anyone swapping from a bike even just five years old. Three riding modes—A, B, or C—change the torque delivery from sharp to gentle, and four traction control settings match them, with an additional Gravel setting for dirt roads. Two ABS modes change the level of interference and the rear wheel ABS can be switched off, and it’s all accessed via a 5-inch TFT color dash that includes a programmable gearshift indicator and a built-in USB port. The quickshifter is standard and includes a blipper to automatically rev-match downshifts. Suzuki’s Low RPM assist helps prevent stalls, and all the lighting is LED. Warranty and Maintenance Coverage There’s a 12-month, unlimited mileage, limited warranty with the option to extend to longer cover periods via Suzuki Extended Protection. 2023 Suzuki V-Strom 800DE Claimed Specs MSRP: $11,349 / $12,999 (Adventure) Engine: DOHC, 776cc, liquid-cooled parallel twin, 4 valves/cyl. Bore x Stroke: 84.0mm x 70.0mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/42mm throttle bodies Clutch: Wet, multiple disc Engine Management/Ignition: Ride by wire with multiple modes Frame: Steel tube frame with bolt-on trellis subframe Front Suspension: Showa USD fork, fully adjustable, 8.7 in. travel Rear Suspension: Showa shock, fully adjustable; 8.7 in. travel Front Brake: 2-piston calipers, dual 310mm discs w/ ABS (2 modes) Rear Brake: 1-piston caliper, 240mm disc w/ ABS (2 modes or disengaged) Wheels, Front/Rear: Wire-spoked wheels w/ aluminum rims, 21 in. front / 17 in. rear Tires, Front/Rear: 90/90-21 / 150/70-17 Rake/Trail: 28.0°/4.5 in. Wheelbase: 61.8 in. Ground Clearance: 8.7 in. Seat Height: 33.7 in. Fuel Capacity: 5.3 gal. Wet Weight: 507 lb. Contact: suzukicycles.com Source

KTM’s 790 Duke, a bike KTM proudly refers to as “The Original Scalpel.” (KTM/)Ups Uncut performance at a cut-rate priceOriginal 799cc LC8c still packs a punchDowns Suspension has limited adjustabilityJ.Juan braking components don’t match the performance level of the rest of the bikeIf you want 10 more ponies but can’t afford the R, you should have bought that 890 Duke when you had the chanceVerdict The attractively priced 790 Duke brings ownership within reach for a larger audience. One of the best middleweight naked bikes of the last several years is now also one of the best bargains. Overview For 2023, KTM streamlines its middleweight lineup by bringing back the 790 Duke to replace the base model 890 Duke. You read that correctly: the 890, which succeeded the 790, is now itself being succeeded by its predecessor. If that all sounds discouragingly dystopian, think again. The 2023 790 Duke has an MSRP of $9,199. That’s $1,300 less than what it retailed for back in 2019 and a whopping $2,100 less than what the 890 Duke sold for last year. From a market positioning standpoint, the move makes a lot of sense. For one, the 790 is now entering at a lower price that should appeal to a broader audience. On top of that, with greater differentiation between the base model and the R spec, there’s more incentive than ever to pony up the $3,750 extra for the R model. For dealers, that should help prevent the base model from scavenging sales from the R model. It’s worth remembering how the 790 Duke took the motorcycling world by storm upon its debut. Injected with KTM’s ready-to-race ethos and the Duke’s hooligan genetics, the 790 hits a sweet spot by combining performance pretension and real world fun. While it may not have the higher-end suspension, brakes, electronics—nor bigger-bore, later-spec engine—as the R model, the 790 more than holds its own. After a short time away from KTM’s lineup, the 790 Duke returned for 2023, a result of KTM’s partnership with Chinese manufacturer CFMoto. (KTM/)Updates for 2023 The 790 Duke is both all new and entirely unchanged at the same time. There are no discernible differences between the current model and the previous-generation 790. Of course, that means that it doesn’t have the subtle changes to suspension and brakes that the 890 Duke received. Pricing And Variants Despite similar basic architecture, the 790 Duke ($9,199) and 890 Duke R ($12,949) are more standalone siblings than base and up-spec versions of the same model. The 790 uses non-adjustable (except for preload in the rear) WP Apex suspension and J.Juan braking components, while the 890 R uses fully adjustable suspension and high-end Brembo components. The 890 R also has lighter wheels, an aluminum steering stem, and more performance-oriented ride modes—not to mention the upgraded engine. Overall, the 790 is less performance focused, with a slightly lower seat height (32.4 inches compared to the R’s 32.8 seat height) and more relaxed ergos. It also has passenger pegs and a rear seat. It’s worth noting the 890 Duke GP is not available in the US for 2023. Competition The 790 Duke competes in a middleweight category flush with options. While the 890 Duke faced the same competitors, it was one of the most expensive options. The 2023 790 Duke, on the other hand, is now closer to much of the competition when it comes to price. One new competitor includes the brand-new parallel-twin from Suzuki, the Suzuki GSX-8S ($8,849). From there, the three-cylinder Triumph Street Triple 765 R ($9,995) and Yamaha MT-09 ($9,799) come to mind, as well as the four-cylinder Kawasaki Z900 ($9,399). Thanks to high-tech rider aids shared with its more expensive siblings, the parallel-twin Aprilia Tuono 660 ($10,499) is also an option. Buyers might also consider the BMW F 900 R ($8,995) and Ducati Monster Plus ($12,995). KTM’s LC8c engine, which began life with the 799cc version, is resurrected for the entry-level middleweight Duke. KTM says it’s sold 29,000 790 Duke’s since being introduced in 2017. (KTM/)Powertrain: Engine, Transmission, and Performance KTM’s 799cc parallel-twin engine produces a claimed 103 hp at 9,000 rpm and 64 lb.-ft. of torque at 8,000 rpm. According to KTM, the 890 mill pumps out another 10 hp and about 4 more lb.-ft. of torque. In addition to the capacity bump, which enables the 890 mill to hit the 790′s peak power number 1,000 rpm earlier, before building power all the way to its 1,000-rpm-higher redline, it also has a 20 percent heavier crank for improved tractability at low rpm. Even without those changes, the 790 has a punchy powerband that’s happy to accommodate the rider’s wheel-lofting wishes. The six-speed gearbox has a light feel at the lever, and ripping through the gears with the optional quickshifter never gets old. The 790 really showcases all there is to love about the modern parallel-twin. Most manufacturers would have left well enough alone and not bothered to update the 790 after so little time. That KTM brought it back confirms that it hasn’t reached its expiration date. The Duke’s hooligan side lurks close beneath the surface. It’s a genetic trait that reaches back to KTM’s first four-stroke streetbike, the 1994 620 Duke. (KTM/)Chassis/Handling KTM prides itself on building quality frames, and here it uses a steel tube chassis designed to be as rigid and compact as possible, for quick, confidence-inspiring handling. A cast-aluminum subframe houses the airbox and is devoid of plastics or additional brackets—everything is cast into the two connected pieces to keep weight down. That same storyline is carried over to the swingarm and wheels, which are engineered with weight savings in mind. WP Apex suspension is used. KTM calls the 790 Duke “the scalpel” for good reason. At once nimble and composed, the Duke is beloved by riders who seek out twisties on every ride. The 790′s downfall is suspension that has limited adjustability (there’s only preload adjustability in the rear) and stiff spring rates that have trouble coping with rough surfaces. Brakes Dual front 300mm brake discs are paired to radially mounted four-piston calipers, and Cornering ABS comes standard. Unfortunately, the J.Juan braking system, like the suspension, doesn’t hold up to the excellence of the engine, chassis, and electronic suite. The brakes lack ultimate feel, though power is good with strong initial bite. Many riders will be satisfied with the performance, but riders who trailbrake hard into corners may miss a degree of feel. But it’s for those riders that the 890 R exists. More burnout! KTM constantly reminds you of the Duke’s character. In reality, this is a great bike for casual around-town riding and local commuting. (KTM/)Fuel Economy and Real-World MPG KTM does not list fuel mileage numbers for the 790 Duke. Cycle World’s recorded fuel mileage when testing the 2019 KTM 790 Duke was 48 mpg in what the logbook described as “moderate riding and commuting.” Ergonomics: Comfort and Utility The 790 Duke has a slightly lower seat height and more relaxed ergonomics than the more performance-oriented 890 R, making it more appealing to riders who plan on commuting, running errands, and living with it day to day. That upright position will of course lead to increased wind to your chest, something that comes with playing in naked bike territory. The 790 Duke’s 5-inch TFT display. Notice the very traditional KTM switchgear, which enables the rider to easily navigate menus. (KTM/)Electronics The 790 Duke comes standard with three ride modes preset for throttle response, traction control, and cornering ABS. KTM’s optional dealer-installed track mode unlocks additional functionality and adjustability, including slip adjuster, launch control, anti-wheelie, and three levels of throttle response. The 790′s electronic rider aids operate unobtrusively and set the motorcycle apart in the middleweight category. An up/down quickshifter can also be unlocked at the dealership. A TFT display and LED lighting are standard. Warranty and Maintenance Coverage KTM includes a 24-month manufacturer’s warranty. Quality KTM’s fit and finish is typically excellent. Some would argue the quality of the switchgear isn’t on par with some other premium brands and some of the finishes are comparatively utilitarian, but we say it’s part of the charm. 2023 KTM 790 Duke Claimed Specs MSRP: $9,199 Engine: 799cc, liquid-cooled, DOHC parallel twin, 4 valves/cyl. Bore x Stroke: 88.0 x 65.7mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection Clutch: PASC (Power Assisted Slipper Clutch), cable operation Engine Management/Ignition: Ride by wire/TCI Frame: Chromoly tubular steel Front Suspension: 43mm WP Apex USD fork, non-adjustable; 5.5-in. travel Rear Suspension: WP Apex shock, preload-adjustable; 5.9-in. travel Front Brake: 4-piston caliper, dual 300mm discs w/ cornering ABS Rear Brake: 2-piston caliper, 240mm disc w/ cornering ABS Wheels, Front/Rear: Cast aluminum rims, 3.50 x 17 in. / 5.50 x 17 in. Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: 24.0°/3.9 in. Wheelbase: 58.0 in. Ground Clearance: 7.3 in. Seat Height: 32.4 in. Fuel Capacity: 3.7 gal. Wet Weight (without fuel): 384 lb. Contact: ktm.com Source

Revived Italian brands such as Moto Morini depend on Chinese partnerships. (Moto Morini/)Over in the car industry, it’s become ever more common for companies to link up, either for long-term strategic deals or for individual projects when the result benefits both parties. As a result we have single companies overseeing lots of different brands, like Stellantis, parent to Dodge, Chrysler, Citroen, Alfa Romeo, Peugeot, Vauxhall, Maserati, Opel, RAM, Fiat, Jeep, Lancia, and more. Additionally, there are projects like the current Toyota Supra and BMW Z4 joint effort, which are essentially the same car under the skin despite being made and sold by two completely separate companies. Here’s the current state of play when it comes to relationships between Chinese companies working with established household-name brands. Pierer Mobility, parent company of KTM, Husqvarna, and GasGas, also owns a 25.1 percent stake in MV Agusta. (MV Agusta/)Pierer Mobility Stefan Pierer’s Pierer Mobility owns KTM, Husqvarna and GasGas, has a 25.1-percent stake in MV Agusta and is responsible for global distribution of MV Agusta. Indian firm Bajaj, which manufactures KTM and Husqvarna models in India, has a large shareholding in Pierer Mobility AG. In China, Pierer Mobility has a joint venture with CFMoto that sees it manufacture several KTM models and engines as well as using KTM engines in several CFMoto-branded bikes. From this year forward, KTM will take over distribution of CFMoto bikes in much of Europe. Additionally, Italian brand Moto Morini will also use CFMoto engines in multiple upcoming models including the X-Cape adventure bike and the Seiemmezzo roadster. The MV Agusta Lucky Explorer is made by Qianjiang. (MV Agusta/)Qianjiang Owner of the Benelli marque since 2005, Qianjiang also manufactures bikes under the QJiang and QJMotor brands, as well as producing motorcycles sold under the Keeway name. Qianjiang’s majority shareholder is the Geely group, which oversees car brands including Lotus, Smart, and Volvo as well as the London Electric Vehicle Company (maker of electric versions of London’s traditional black cabs), and several Chinese-market car brands. Qianjiang has a deal in place with MV Agusta to make the Lucky Explorer 5.5 adventure bike and to use MV’s four-cylinder engine in future large-capacity bikes. Qianjiang has set up a joint venture with Marzocchi to manufacture motorcycle suspension in China, and another joint venture with Zhejiang Jisheng Motor Vehicle Co., Ltd., and Harley-Davidson to manufacture the upcoming X350 and X500 parallel-twin models for H-D. The Zhejiang Jisheng Motor Vehicle Co., Ltd., will manufacture the Harley-Davidson X350 and X500. (Harley-Davidson/) QJMotor has reskinned an MV Agusta Brutale 1000. The two companies have been linked and may be working on this future superbike. (QJMotor/)Zongshen Another Chinese brand, Zongshen, bought rights to manufacture Norton’s parallel twin 650cc engine—essentially half of Norton’s 1200cc V4—from the British brand before it was then bought by Indian company TVS. The twin was originally destined for the Norton Atlas and Superlight models, but under new ownership those projects have been shelved, and the Norton version of the engine may never appear. Zongshen, meanwhile, has redeveloped it for use in the RX6 adventure bike and is working on an enlarged 850cc version for a future RX8 model. Zongshen also has close ties to Italy’s Piaggio. The two companies have operated a joint venture —Piaggio Zongshen Foshan—for nearly 20 years, turning out Zongshen-made versions of various Piaggio and Aprilia models, as well as some machines that aren’t offered in the West, like the Aprilia GPR250 sportbike. The same joint venture also manufactures bikes that are sold under the Malaguti brand name, including a new 250cc version of the Drakon using the Aprilia 250 engine. Recently, Zongshen has been working on a reborn version of the Aprilia Shiver. It’s been spied testing in China wearing Gilera badges as part of a planned revival of the Gilera name. The 900cc V-twin engine will also power the Zongshen Cyclone RA9, seen as a concept in 2021 and launched in production form late last year for the 2023 Zongshen range. Recent news that Moto Morini is planning 750cc and 900cc models with water-cooled, DOHC V-twins has led to speculation that the firm could also be intending to buy the Zongshen-made, Aprilia-designed engines. Other Chinese Tie-ins Other big-name connections include BMW that has a deal with Chinese brand Loncin, which makes components and engines for the German company, as well as manufacturing complete C400 scooter models. BMW also has ties with TVS in India, which makes the G310 models on its behalf. TVS, in turn, has owned Norton since 2020. BMW’s G310 models are made in China by Loncin. (BMW/)Suzuki has a tie-in with Haojue in China, where several models are made, and also with Qingqi for the Jinan Qingqi Suzuki joint venture, founded in 1994. Honda’s Chinese manufacturing arm includes the Sundiro Honda Motorcycle joint venture, set up in 2001. Yamaha has a joint venture with Jianshe, Chongqing Jianshe Yamaha Motor Co., Ltd., to manufacture complete bikes in China. Source

The 1980s are back (again)! The new CFMoto Papio XO-1 clearly is styled to mimic sportbikes from that era. (CFMoto/)Ever since CFMoto came to the US market in 2021, its 126cc, single-cylinder Papio mini bike—a direct rival to Honda’s Grom—has been a key part of the lineup. Now a second variation of the model is heading to showrooms with the same diminutive dimensions but a cool retro look that sets it apart from the competition. The standard CFMoto Papio is aimed at one competitor: The Honda Grom. (CFMoto/)Leaked via type-approval documents in China, the Papio XO-1, as it appears to be called on fairing decals (internally at the company it’s rather boringly named the CF125-8), has styling that clearly takes inspiration from bikes of the 1980s with a dual-headlight fairing that’s reminiscent of either a classic Dakar rally bike or an old Bol d’Or endurance bike. CFMoto is cashing in on a trend for 1980s-throwback models that are epitomized by machines like Ducati’s DesertX, but wrapping it up into a much smaller, more affordable package. Endurance racing bikes from the 1980s like this 1983 Suzuki GS 1000 were rad. You can easily see the CFMoto’s inspiration. (Suzuki/)It’s not simply a case of slapping new plastics onto the standard Papio, though; CFMoto has put more thought into it than that. The new model might share the same 126cc, air-cooled single, making a claimedt 9.4 hp at 8,500 rpm and 6.1 lb.-ft. at 6,500rpm, and have the same 48.0-inch wheelbase as the standard Papio, but there are plenty of changes beyond the styling. The frame and swingarm are carry-over parts, but the fork is inverted on the XO-1, whereas the normal Papio has a conventional telescopic unit. The sportier theme is carried on with much lower clip-on handlebars than the standard Papio’s wide, tall design, plus the rearset footpegs are mounted on different, cast-aluminum brackets. The passenger pegs are new as well, and there’s a different chain-guard bolted to the swingarm, which adds a bracket to hold the license plate and rear turn signals, cleaning up the tailsection. All the body panels are new, including the fuel tank that merges into the fairing and seamlessly continues into the sportbike-like seat unit which has a stepped passenger seat. This patent illustration provides a good look at the rear of the bike. (CFMoto/)Even the exhaust is different, with a header that curls around the left-hand side of the cylinder rather than dropping straight down and running underneath the engine. It emerges in an under-seat muffler. This redesign allows the use of a small bellypan in the space under the powerplant that’s been vacated by the exhaust. On board, the retro theme continues with a single, circular instrument above the top triple-clamp. It’s likely an LCD, multi-function display, as the Papio XO-1 takes a neo-retro approach to its design, combining modern tech like LED lights with its traditional styling cues. Two versions of the bike have been type-approved, one with ABS and the other without, but they are otherwise identical. CFMoto has also filed patent applications related to the new machine, giving us views from different angles including the rear, albeit in wireframe-drawing form rather than photographs. These show an unusually deep fuel filler set into the top of the tank, adding to the impression of an old endurance race bike, and reveal dual taillights and the single, under-seat exhaust. Despite all the changes there’s no alteration to the standard Papio’s weight, which is the same claimed 251 pounds. Given that the mechanically similar standard Papio has an MSRP of $2,999, the XO-1 version could undercut the strong-selling, $3,499 Honda Grom if CFMoto is aggressive with its pricing. There’s also the possibility that CFMoto will eventually introduce an electric version, since it revealed the battery-powered Papio Nova late last year. In case you’re wondering where that “Papio” name comes from, it’s the scientific name for the genus of monkey that baboons fit into, which is apt since it’s essentially a beefed-up take on the original Honda Monkey. Source

Back in 2017, CFMoto showed the V.02-NK concept bike powered by a version of KTM’s LC8 engine. New patent drawings show that the partner of the Austrian company is moving forward with the project. (CFMoto/)More than five years ago in late 2017, CFMoto surprised the world with a stunning concept bike, the V.02-NK, that signposted the company’s ever-closer relationship with KTM by adopting the Austrian firm’s 1,000cc-plus LC8 V-twin engine. Now that project is evolving into a production model that will genuinely rival bikes like KTM’s own 1290 Duke. A host of new patent applications filed by CFMoto reveal details of the upcoming bike, which is believed to use CFMoto’s own 1,279cc development of the KTM LC8V V-twin engine. The same power unit is already in production for CFMoto’s Chinese-market 1250TR-G tourer, a 141 hp, 655-pound tourer that’s being adopted as the country’s flagship police bike, and features impressive technology including a vast, 12.3-inch TFT dash. For the new naked sport model, likely to be called 1250NK, the engine is likely to be tuned for more outright performance, but even if it remains at the same level as the 1250TR-G, it will be a much lighter machine with greater performance. Detailed patent images of the forthcoming 1250NK show that it will have many of the details of the concept bike. (CFMoto/)Visually, the 1250NK is clearly revealed in the patent applications, which relate largely to cosmetic elements including the headlight and tail unit. Although obviously an evolution of the same thinking that led to the V.02-NK concept in 2017, the styling has evolved to become more of a realistic production prospect and to reflect developments in CFMoto’s “family” look. Overall, the 1250NK uses the same styling language as the 800NK that we scooped in December, and which is due to reach production in 2023. The V-shaped headlight is nearly identical to that machine, as is the front fender, which is adorned with a winglet-shaped element above the wheel. Clearly the LC8 that CFMoto shares with KTM in the Chinese market. (CFMoto/)Further back, the V-twin engine is a clear contrast to the 800NK’s 799cc parallel twin—also a KTM-based motor borrowed from the 790 Duke—and the 1250NK features several elements that make it stand out as a more exotic, high-end machine. A single-sided swingarm, for instance, is used as a clear nod to the V.02-NK concept, while the tail unit is a more radically shaped design, with an extremely high passenger pad flanked by “floating” wing-shaped panels on either side. These are mirrored toward the front of the bike by scoops that draw air in from either side of the headlight and into a large airbox under the tank. Although the resolution of the pictures is quite low, it’s possible to make out the “NK” logo that’s molded into the plastic between the rider and passenger seats in some of the images. A front view clearly shows the LC8-based engine in a steel-tube frame. (CFMoto/)The bike’s frame is a steel-tube design but appears to bolt to alloy castings around the swingarm pivot section. It’s not shared by any other CFMoto model and nor is it borrowed from KTM, despite the close relationship between the two companies. CFMoto, it should be pointed out, is KTM’s partner in China, building engines and complete bikes for KTM via the CFMoto-KTMR2R joint venture, as well as using KTM-based engines in its own 800MT and 1250TR-G. Detailed view of the tailsection. (CFMoto/)Seen from the right, the exhaust system follows a similar design to that on KTM’s 1290 Super Duke R Evo, the header from the front cylinder running in an S-shape on the right-hand side of the engine to maintain enough length, while the rear cylinder header runs forward under the left side of the engine before doubling back so the two pipes can join in a single, under-engine collector. The exhaust ends in a single silencer with twin exits on the right-hand side. Seen from the rear, we also get a glimpse of a large TFT instrument panel, much larger than most rivals’ instrument panels and in a portrait orientation. It suggests the 1250NK will, like the 1250TR-G, have some high-end electronics available. Detailed illustration of the headlight. (CFMoto/)At the moment, we’re still waiting for CFMoto to officially launch the smaller 800NK—likely to come in the first half of this year—and if the firm follows its recent launch pattern, it’s likely the 1250NK will be previewed with a near-production concept, probably toward the end of 2023 and called something like “NK-C23″ before a production model is launched a few months later. The 800NK was teased as the NK-C22 in 2022 and reaches production soon, while the 450SR (called 450SS in the US market) was the SR-C21 concept in 2021 and became a production model in 2022. Another image of the V.02-NK concept. (CFMoto/)Source

The standard Norden 901 (pictured) will get a sibling in 2023 with longer-travel, uprated suspension, and more hardcore components. (Husqvarna/)It was last July that news of a more extreme “Expedition” version of Husqvarna’s Norden 901 broke when dealers were given a private showing of a prototype of the bike. Now it’s been confirmed for the US market in 2023, with technical details emerging thanks to European type-approval documents. The first sight of the Norden 901 Expedition came via social media, including videos like this one on Facebook, but there had been no official announcement yet. Details of the bike are believed to include uprated suspension with more travel, with the leaked images showing that while the normal Norden 901 is based on KTM’s 890 Adventure, the Norden 901 Expedition uses the 890 Adventure R as its basis. As such, it gets a WP Xplor 48mm inverted fork with 9.5 in. of travel, rather than the WP Apex 43mm that has 8.7 in. The shock is also a WP Xplor unit rather than the Apex used on the standard Norden. The new Norden 901 Expedition will be based on KTM’s 890 Adventure R. (KTM/)The European type-approval confirms that there’s no change to the engine, which is the same 889cc KTM LC8c parallel twin as the standard Norden 901, with 103 hp at 8,000 rpm. However, the wheelbase is longer, up from 59.6 to 60.2 inches thanks to the extra-long fork, and the bike’s weight increases from 483 pounds to 505 pounds (both figures include 5-gallons of fuel). The wheelbase increase is reflected in a growth in overall length from 88.7 to 89.6 inches. While the bars are no wider on the Expedition, so the overall width is unchanged at 36.5 inches. The taller suspension and a higher windscreen mean the new model is more than 6 inches taller overall, coming in at 60.9 inches compared to 54.5 inches for the standard Norden. The standard Norden 901 picture here uses WP Apex suspension, while the Expedition model will use the more stout and longer travel Xplor units. (Husqvarna/)Visually, the Norden 901 Expedition stands apart from the base model thanks to special paint and graphics, detachable soft luggage and alloy shields protecting the low-slung, side-mounted fuel tanks and the engine’s oil pan. Husqvarna fans on the nordenforums.com site report that they’ve already been able to place orders for the Norden 901 Expedition, and that dealers tell them the bike will come standard with heated grips and seat as well as a GPS mount, center stand and the “Explorer” riding mode that’s optional on the stock Norden 901. Source

Recent filings with the NHTSA and CARB indicate the intention to sell the X350 in the US market. (Harley-Davidson/Qianjiang/)In December we brought you the world’s first picture of the production Harley-Davidson X350, and now while the bike hasn’t been officially revealed, it’s clear that it won’t merely be an entry-level doorway to the H-D range for Asia but a full production model in the US market as well. This is an image of the X350 that we first revealed back in December. (Harley-Davidson/)Since the first picture and details of the Harley X350 first showed up via Chinese type approvals, along with a larger X500 model, multiple documents have appeared in the US confirming that it’s also heading here. The first was a filing with the NHTSA (National Highway Traffic Safety Administration) earlier this month, listing the “X350RA” alongside a host of other H-Ds for the firm’s 2023 model year, and now the California Air Resources Board (CARB) has published paperwork confirming three variations on the X350 comply with the state’s strict emissions limits. The NHTSA paperwork only showed the X350RA version, while CARB’s documents show the X350, X350RA, and X350RA Derating Removed, all with the same weight and 353cc engine capacity. The last of those models “X350RA Derating Removed” might well be the answer to a question raised by the NHTSA document, which shows the X350RA to be oddly underpowered. The NHTSA shows the X350RA as having 23 hp, which is low even for a small, 353cc twin. In comparison, the Chinese type-approval paperwork for the standard Harley X350 rates it at 36 hp. The existence of separate X350RA and X350RA Derating Removed versions, shown in the CARB document, suggests that a version of the X350RA is detuned—a possible explanation for its relative paucity of power. Front three-quarter view of the new Harley-Davidson X350. (Harley-Davidson/Qianjiang/)Digging deeper, the CARB paperwork shows that all three versions have the same engine, the 353cc version of the Qianjiang parallel twin that’s used already in various QJMotor and Benelli models. Each with two three-way catalysts, pulsed-air injection, multipoint fuel injection, and two heated oxygen sensors in the exhausts to comply with emissions limits. Meanwhile, the NHTSA’s document reveals that the X350RA’s official model code is LWZX350RA, as well as confirming that the model will be made in China. The manufacturer code in the VIN is “LBB,” which is the code assigned to Qianjiang, while all the other US-market Harleys are built here with Harley’s own “1HD” manufacturer codes. This view shows the cockpit and styling of the rear. (Harley-Davidson/Qianjiang/)As we revealed in December, the X350 and X500 models will be built by a joint venture company set up in China by Harley-Davidson and Qianjiang, owner of the QJMotor and Benelli companies and itself part of the Geely automotive empire that spans car brands including Volvo and Lotus as well as several Chinese companies. The joint venture, called Zhejiang Jisheng Motor Vehicle Co., Ltd., has recently been granted Chinese government approval to build motorcycles, removing the last hurdle delaying a project that’s been underway for several years behind the scenes. This sketch was released prior to our obtaining actual images. (Harley-Davidson/Qianjiang/)While the X350 didn’t appear along with the other 2023 Harley-Davidsons revealed in January, including the firm’s 120th Anniversary models, the Nightster Special, and the new Breakout 117, the company is planning multiple events during 2023, and more new model launches are expected to take place at some of them. Source

Benda has patent documents showing this supercharger, which is interestingly driven off a camshaft. (Benda/)A year ago Chinese bike maker Benda—one of the most ambitious brands to emerge from that country’s fast-growing bike industry—filed design registrations for its VTR-300 Turbo sportbike and now a new patent application from the company shows what might lie under its bodywork. Benda first revealed the VTR-300 Turbo idea back in January 2021, releasing silhouette images of three bikes it planned to bring to market in the coming year. Two of those models, the LFS700 four-cylinder streetbike and the VTC-300 V-twin cruiser, were launched on schedule before the year was out. The third was the VTR-300 Turbo, clearly a full-faired sportbike, and two years on it still hasn’t been officially revealed. The motorcycle that the supercharged V-twin will allegedly power, called the VTR-300 Turbo (yeah, we know it’s not a turbo…). (Benda/)Instead, in January 2022, the design registrations for the bike showed up, giving a good look at its styling and construction via CAD images but leaving us in the dark as to the tech underneath. It clearly used the firm’s liquid-cooled 298cc V-twin—the same 60-degree engine that’s used in the company’s small cruiser models—but the “Turbo” element of the original teaser remained a mystery. We speculated that there could be a small, exhaust-driven turbo mounted low in the fairing ahead of the engine, a layout that Honda tried nearly 40 years ago for the V-twin Honda VT250F Turbo prototype, a project that didn’t reach production. But now Benda’s patent application suggests that the bike might not be turbocharged at all, but instead use a mechanically driven “supercharger.” That might not jive with the Turbo part of the VTR-300 Turbo’s name, but bike manufacturers aren’t always above playing a bit fast and loose with definitions, and when you throw in the fact it’s a Chinese company using an English word, the chances that in this instance “turbo” has been erroneously used to mean “supercharger” becomes quite high. Alternatively, Benda might be trying both forms of forced induction in its efforts to get more power from that tiny V-twin engine. In normally aspirated form, the motor is good for around 30 hp, but boost could easily increase that figure to as much as 50 hp. A cutaway view of the supercharger and SOHC cylinder head. (Benda/)The supercharger system shown in Benda’s patent application is far from conventional. Instead of being driven from the crankshaft, the tiny blower is mounted on one of the engine’s SOHC cylinder heads and takes its drive from the camshaft. The supercharger itself appears to be a centrifugal design, like Kawasaki’s supercharged H2 models. Typically, centrifugal superchargers—which have a compressor section similar to that of a turbo but are geared to the engine instead of using an exhaust-driven turbine—work best at high rpm, while a positive-displacement supercharger offers more low-rev grunt. Benda’s supercharger compresses intake air and pushes it through an intercooler and a single throttle body and then through a Y-shaped duct into both cylinders’ intake ports. The supercharger forces the intake air into a single throttle body and then splits into twin ducts headed to the intake ports. (Benda/)The patent suggests the mounting and drive system is more compact than a conventional, crankshaft-driven design, although the fact the camshaft turns at half crankshaft’s speed means the supercharger needs to be geared up considerably to get enough rotational speed. In an additional section of the patent, the designers suggest fitting a variable-ratio drive with a V-belt running in adjustable-width pulleys rather like a twist-and-go scooter’s continuously variable transmission, to maximize the supercharger’s speed throughout the engine’s rev range. This image is of a proposed variable-ratio drive with a V belt, similar to a scooter’s final drive. This would be to maximize supercharger impeller speed throughout the rev range. (Benda/)Since the Benda VTR-300 Turbo has already missed its initial intended launch date of 2021 and the company hasn’t referenced the bike in more than a year, the project may have stalled. However, Benda, which has launched a remarkable run of new models in the last couple of years including some of China’s first inline-four motorcycles and, in late 2022, the nation’s first V-4-engined machine—has admitted over the last few months that it’s had problems scaling up production to cope with the new designs and to meet customer demand. With that in mind, it might be a sensible move to put the VTR-300 Turbo project on the back burner until those problems have been solved. There’s also the question of the company’s international plans. Benda does have a small presence in Europe, but again it appears that the company’s first priority is to get on top of its supplies for the Chinese market before attempting further expansion. Will we ever see the VTR-300 Turbo, whether it’s turbocharged or supercharged, in the States? It seems a long shot at the moment, but in an era when so much R&D focus is on electric bikes it’s heartening to see efforts are still being made to improve the internal combustion engine. Source

The 2023 Yamaha MT-07. The combination of simple design and character-rich engine makes for a great mid-displacement offering. (Yamaha/)Ups 689cc CP2 engine is an absolute gemBlend of accessibility and charisma appeal to a broad range of ridersLots of bang for the buckDowns Only $400 less than Triumph’s three-cylinder Trident 660Android face may not be everyone’s cup of teaBudget suspension limits ultimate performanceVerdict The MT-07 is a staple in the Yamaha lineup, and in its own way, has become a highly influential motorcycle. Parallel twins with 270-degree cranks are all the rage these days, and the MT-07 was one of the first to popularize the configuration. Approachable, affordable, and fun, the MT-07 taps into the universal virtues of motorcycling. Yamaha uses the “Dark Side of Japan” tagline to remind you that its MT lineup has an aggressive side too. (Yamaha/)Overview Introduced to the US market as the FZ-07 in 2015, Yamaha’s crossplane parallel twin-powered naked bike has come to define the modern UJM. And like the best of the breed, the MT-07 transcends its budget-minded origins. Nimble handling, torquey power delivery, accessible ergonomics, and a reasonable price give it bipartisan appeal, winning over novice and experienced riders alike. In fact, the MT-07 is Yamaha’s highest-selling motorcycle, with sales figures that back up its reputation. Reports show that 27 percent of buyers are first-timers while 36 percent have ridden for 20 years or more. In spite of relatively modest performance figures, the 689cc twin is the consummate overachiever, earning it a workhorse status in the Yamaha lineup. That it powers motorcycles with very different purposes—from the YZF-R7 sportbike to the XSR700 retro and the Ténéré 700 ADV—is testament to its usability. Excluding the addition of ABS and a new-for-2023 TFT dash, the MT-07 has largely remained devoid of electronic rider aids. Instead, it wins hearts and dollars the old-fashioned way: with sheer mechanical excellence. The MT-07 is not only a Universal Japanese Motorcycle, to many minds it’s an Essential Japanese Motorcycle. The 2023 MT-07’s new 5-inch TFT dash. (Yamaha/)Updates for 2023 For 2023, the MT-07 gets a brand-new 5-inch TFT display with two layouts to suit rider preferences. Basic smartphone connectivity using Yamaha’s free Y-Connect mobile app enables the dash to display various information, including incoming calls and messages. The app can also report ride data such as distance, lean angle, fuel consumption, and top speed. Also new for 2023, the MT-07 comes prewired for Yamaha’s quickshifter to provide simpler installation at the dealership. Pricing and Variants The MT-07 is available in three color schemes (Cyan Storm, Matte Stealth Black, and Team Yamaha Blue) for $8,199. The price has increased $300 over the 2022 model, but still offers a very enticing cost value proposition. That the cost is the same for all color schemes makes it nice for those who prefer the rather stylish Cyan Storm option, with colored wheels. Competition The middleweight naked bike segment is as strong as it’s ever been, so the MT-07 faces tough competition from its Japanese and European rivals. The competition includes the Kawasaki Z650 ($7,749), the four-cylinder Honda CB650R ($9,399), the all-new Suzuki GSX-8S ($8,849), and the Triumph Trident 660 ($8,595). The Aprilia Tuono 660 could be added to the list but it’s far better equipped and significantly more expensive at $10,499. Yamaha’s CP2 engine originated in the MT-07 (née FZ-07) before being used in the Ténéré 700, YZF-R7, and XSR700. (Yamaha/)Powertrain: Engine, Transmission, and Performance The MT-07′s 689cc parallel twin was updated in 2021 to meet Euro 5 emissions standards. On the CW dyno it produced 67 hp at 8,700 rpm and 46.3 lb.-ft. of torque at 6,250 rpm. The characteristics of the 270-degree crank give the engine a similar feel to a 90-degree V-twin. It was a novel concept when it debuted in 2014 and since then has become the way forward for many manufacturers developing parallel-twin engines of their own. The MT-07′s CP2 engine is engaging for riders of every skill level. With a proportionally longer stroke than that of the three-cylinder MT-09, the MT-07 delivers exciting low- and midrange grunt. Coupled with relatively short gearing, the incorrigible middleweight will happily display its hooligan streak when prodded. At the same time, a linear powerband and predictable throttle response make it suitable for novices hoping to gain confidence. Cruising at freeway speeds is no problem, though it gets a bit buzzy above 80 mph. The MT-07 is nimble and easy to handle, making it loved by novice and expert riders alike. (Yamaha/)Chassis/Handling The MT-07 uses a tubular steel double backbone frame with the engine as a stressed member. Conventional 41mm KYB fork is nonadjustable while the KYB monoshock is adjustable for preload and rebound. While spirited riding can overwhelm the budget-oriented suspension, many riders will find the setup perfectly adequate for everyday riding. The MT-07 is a nimble motorcycle, carrying its claimed wet weight of 406 pounds well thanks to a balanced center of gravity and low 31.7-inch seat height that inspires confidence during low-speed maneuvers through town. A wide handlebar gives the rider leverage in high-speed transitions. Brakes Brakes were also updated in 2021, with the front disc growing to 298mm. Advics supplies the front brake setup and Nissin the rear. Braking performance is everything you’d need from a bike in this class: enough stopping power but not the immediate action to overwhelm the front end. ABS is standard. Fuel Economy and Real-World MPG The MT-07 is claimed to get 58 mpg. Full LED lighting. While the headlight arrangement has an unconventional look, illumination is an improvement over earlier versions. (Yamaha/)Ergonomics: Comfort and Utility The 2021 update included ergonomic refinements. The handlebar is 1.3 inches wider than earlier models and positioned higher and closer to the rider. The more upright riding position gives the bike a “full-size feel” compared to previous generations that had a shrunk-in-the-wash kind of vibe. To keep styling streamlined, there are no rear grab handles for a passenger or for lashing on luggage. A luggage rack and top case are available through Yamaha’s accessory catalog. A short windscreen is also available. Otherwise, the MT-07 is delightfully basic. Electronics Other than non-switchable ABS, the MT-07 is devoid of electronic rider aids. It even uses a cable throttle instead of an increasingly common ride-by-wire setup, which is not necessarily a bad thing. The competition has a leg up here, as the Triumph Trident 660, Suzuki GSX-8S, and Honda CB650R have ride modes and/or traction control. It’s worth noting that the MT-07′s Street mode and Touring mode are merely different display layouts and have nothing to do with rider aids or throttle maps. Street has a bar-style tach, digital speedometer, and gear selection information while Touring has a circular tachometer on the right and a digital speedometer on the left. The new dash is a sensible update in keeping with the times and meeting consumer demand. Without electronic rider aids to adjust, the dash is icing on the cake rather than a necessity, but it does offer smartphone connectivity. However, unlike the Triumph Trident 660, for example, it doesn’t support on-screen navigation or music control. Though, it must be said, the Triumph makes do with an analog and LCD setup. The MT-07 is equipped with full LED lighting. A quickshifter is available as an add-on at the dealership. Warranty and Maintenance Coverage The MT-07 has a one-year limited factory warranty. Quality The MT-07 has typical Yamaha fit and finish and reliability, and provides a lot of bang for the buck. 2023 Yamaha MT-07 Claimed Specs MSRP: $8,199 Engine: 689cc, DOHC, liquid-cooled parallel twin; 4 valves/cyl. Bore x Stroke: 80.0 x 68.6mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection Clutch: Wet, multiple disc; cable operation Engine Management/Ignition: Cable/TCI Frame: Double-cradle steel tube Front Suspension: KYB 41mm telescopic fork; 5.1 in. travel Rear Suspension: KYB shock, preload and rebound damping adjustable; 5.1 in. travel Front Brake: Advics 4-piston calipers, dual 298mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, 245mm single disc w/ ABS Wheels: Cast aluminum Tires, Front/Rear: 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 24.5°/3.5 in. Wheelbase: 55.1 in. Ground Clearance: 5.5 in. Seat Height: 31.7 in. Fuel Capacity: 3.7 gal. Wet Weight: 406 lb. Contact: yamahamotorsports.com Source

Honda has just released its latest carryover models for 2023, including the CB1000R. (American Honda/)Few if any motorcycle manufacturers have continually offered a broader range of two-wheel products than Honda over the years, and it doesn’t look like that’s about to change for 2023. In its first motorcycle announcement of the new calendar year, Honda has released a lengthy list of returning bikes, giving us everything from baggers to adventure bikes to cruisers. The brand’s latest release focuses on eight models representing five different categories from sport to standard to adventure and cruiser, which we’ll highlight below. The 2023 Honda CB1000R Black Edition comes back to the line unchanged. (Adam Campbell/)As we reported earlier, an updated version of this aggressive naked is on tap for 2024 so there’s no reason to mess with it this year. The versatile CB1000R (see our review here) retains its flair and function for now, keeping a powerful 998cc inline-four stuffed inside a steel backbone frame and the same neo-retro styling on the outside. In 2023, it can be yours for $12,999 in the always-tasty Black Edition color scheme. Honda says it will be available in February. Related: 2023 Honda Rebel 1100T First Look The 2023 Honda CBR650R in Grand Prix Red will cost $9,899. (American Honda/)The 2022 CBR650R saw a major update, so the 2023 supersport is back in the lineup just as we saw it last year. The focus here is on practicality and performance, with a high-revving inline four-cylinder engine, a Showa Separate Function Big Piston fork (SFF-BP) to augment the finely tuned chassis, stylish aesthetics, and up-to-date emissions technology. MSRP for 2023 is $9,899 and the CBR650R will be available in the eye-catching Grand Prix Red when it hits showrooms in February. Like most of its CB siblings, the CB650R standard returns unchanged for 2023. (American Honda/)After it received a flurry of updates last year, the CB650R standard also comes back into the fold unchanged for 2023. That means a mix of function and styling, with a smooth four-cylinder engine, a Showa Separate Function Big Piston fork, comfortable ergos, and stylish aesthetics. It’ll be available in February in Matte Black Metallic, with an MSRP of $9,399. The 2023 Honda CBR500R in Grand Prix Red will be available at dealerships in February. (American Honda/)As with many of its bigger siblings, the lightweight CBR500R received a host of changes last year, so there are no surprises for 2023. You get a 41mm USD Separate Function Big Piston fork, a snappy parallel-twin mill, dual disc brakes with ABS standard, all capped by aggressive CBR styling. The 2023 model will have an MSRP of $7,299 when it becomes available this summer. Color options are Grand Prix Red and Sword Silver Metallic. The naked, affordable Honda CB500F slips into the 2023 lineup unchanged. (American Honda/)As you probably guessed, the no-nonsense CB500F shuffles into 2023 unchanged as well. The lightweight naked shares the same fork, brakes, and wheels with its CBR500R stablemate, but changes up the ergos and power delivery, making it a more user-friendly commuter that’s also good for the occasional weekend romp. You also get dual disc front brakes with ABS, comfortable ergonomics, and a very reasonable $6,799 price tag for the 2023 CB500F, which will be available in Matte Gray Metallic when it hits showrooms February. Seeing no changes for 2023, the do-it-all CB500X will have an MSRP of $7,299. (American Honda/)Although Honda says it designed the CB500X as a casual adventure bike, we see it as more of a do-it-all middleweight, equally at home in the urban jungle as it is on a graded fire road. In any case, the comfortable and unassuming CB500X is back in the line for 2023 with zero changes, and will be offered at an affordable $7,299 in Pearl Organic Green. Availability is February 2023. The 644cc 2023 Honda XR650L is also back unchanged for 2023. (American Honda/)The only change to this Baja-bred legend for 2023 is the white color scheme, which is understandable, given the XR650L’s tried-and-true standing in the dual sport community. With its 644cc air-cooled single, robust steel frame, and long-travel suspension, the XR is equally at home on single-tracks, pure dirt, or just backroads, while also good for round-town errands. In white, the 2023 model commands a $6,999 price tag and is likely already available in some dealers. Still stretched out after all these years: The Fury cruiser marks its return to the 2023 line in Pearl Yellow. (American Honda/)Thirteen years after its debut, it’s still hard to believe the Fury was the first production chopper-style design released by a major motorcycle manufacturer. But its Honda-ness comes through nonetheless, with a functionality and performance that belies its spindly, stretched-out dimensions. It’s unchanged for 2023 and you won’t get much of a rumble from the 1,312cc liquid-cooled V-twin engine, but the Fury’s hard-tail styling, raked-out front end, and Pearl Yellow color will still turn some heads. MSRP is $11,499, and the bike is available now. Honda quietly announced several carryover models last year as well. Back in November, with the debut of the new Rebel 1100T bagger, we saw confirmation of 10 returning bikes, including the other three Rebels (the Rebel 300/500/1100) as well as the CBR1000RR, CBR600RR, and entry-level CB300R. The touring-focused NC750X also made the cut, as did the popular Monkey and Super Cub. Source

Kawasaki, Suzuki, and Triumph have all built great bikes for everything from commuting to weekend trips out of town. (Jeff Allen/)I have a confession to share with devout Cycle World readers. It’s been 34 years since I last purchased a street-legal motorcycle. And that bike, a showroom fresh 1988 Suzuki GSX-R750, was briefly ridden on public roads during engine break-in prior to being prepped for use in roadrace competition. When I joined the CW staff in 1990, I soon realized the wellspring of testbikes requiring evaluation miles left little time or need for a bike of my own. Not to say I wasn’t tempted time and again. Now decades later, at age 60, I find myself cast as a reentry buyer. The recent Cycle World Superbike Shootout conducted at Thunderhill Raceway Park sparked a desire to begin shopping, albeit for a far more affordable option. I returned home from the two-day track test not only invigorated and inspired having dragged an elbow at deep cornering lean for the first time in my life, but questioning why the heck I’ve been wasting my waning years without a bike of my own in the garage. The internet has made the search for a new or used motorcycle incredibly easy thanks to listing sites such as Cycle Trader. Just for grins, my first search was for motorcycles under $5,000, about what I had paid for my GSX-R Slingshot. Lo and behold I find a 1996 Honda VFR750 for $4,500 located an hour away. I contacted the seller and drove to his place for a look. The bright red Honda V-4 had 28,000 miles on the clock, yet was in immaculate condition. It was actually too clean, in fact. Upon inspecting the VFR in the flesh I came to a realization that subjecting the former multitime Cycle World Ten Best winner to my gravel driveway and the roughest paved backroads in my neck of the woods would feel akin to elder abuse. The face of the road-focused middleweight adventure bike category. The sportier front fairing of the Triumph and the beak of the V-Strom highlight different approaches. (Jeff Allen/)My conscience suggested that what I truly needed was something more modern and versatile, a bike that could tickle the sporting itch, facilitate an occasional two-up foray, and offer the convenience and practicality of detachable luggage. While an open-class adventure- or sport-touring bike ideally fits the bill, cost of admission was a factor. A self-imposed price point of around $10,000 greatly narrowed the prospects of a “new” bike purchase. I pared the pool to the trio of mid-displacement, adventure-style sport-touring motorcycles gathered here. While the Kawasaki Versys 650 and Suzuki V-Strom 650 are well proven, the recent addition of the Triumph Tiger Sport 660 warrants a fresh look at the category to see how the British inline-three fares against the Japanese parallel-twin and V-twin competition. Kawasaki revised the Versys 650 for the 2022 model year. Updates included new traction control, new styling with an adjustable windscreen, and a TFT display. (Jeff Allen/)Kawasaki offers two versions of Versys 650, the standard model and the LT, featuring 28-liter saddlebags and hand guards as standard. Updates in 2022 included two-level adjustable traction control, a restyled fairing, LED lighting, and a new 4.3-inch TFT dash replacing the analog dial of its predecessor. The bow-like silhouette of its new nose reminds me of a strange ‘60s-era amphibious vehicle, a somewhat polarizing look that may or may not float one’s boat. Pricing is on par with the competition, with just a marginal price increase between the 2022 test LT we have here and the 2023 model, which retails for $10,099. For reference, the base-model Versys 650 retails for $8,899 to $9,099, depending on paint. Flexible engine character, comfortable ergonomics, and steadfast reliability have long made the V-Strom 650 a great option when practical performance is a deciding factor. XT Adventure models add 37L quick-release aluminum panniers, engine crashbars, and handlebar cross-brace. (Jeff Allen/)Suzuki made headlines recently with the unveiling of its all-new V-Strom 800DE and 800DE Adventure, but it’s too soon to forget about the venerable V-Strom 650 that’s long been a staple of the lineup. Suzuki’s mid-displacement V-Strom comes in a trio of flavors built upon the cast-wheel-equipped base model ($9,104). The XT edition ($9,599) rolls on tubeless wire-spoke wheels along with the addition of plastic hand guards and engine cowl. My inclination however, was to go all-in with the XT Adventure ($10,799) given its 37-liter panniers along with engine crashbars and a handlebar cross brace lending it a dose of off-road worthiness. The network of dirt fire roads threading the mountains where I reside makes the V-Strom 650XT Adventure an enticing option. The Triumph Tiger Sport 660 was an all-new model in 2022. Consider it an upright urban sportbike packaged as an asphalt-adventure machine. (Jeff Allen/)That being said, sport riding remains the priority on my list of two-wheel aspirations. Might the new Triumph triple prove to be the definitive corner carver of the lot? It certainly looks the part with sport/adventure styling befitting a Pikes Peak International Hill Climb racer. Furthermore, Triumph offers a line of accessories for the Tiger Sport 660 ($9,695) that include integrated hard bags. Triumph was nice enough to equip our test unit with said bags, in addition to a twin-helmet top box, but it’s worth noting that doing so will eliminate any cost advantage the Triumph once had over the competition. This is especially true if you purchase the color-coded infill panels. Our luggage-equipped test unit comes in at $11,016. Our planned test ride was a run north from Oakhurst, California, along state Route 49 (aka the Golden Chain Highway) to the town of Jackson for the night. Then play it by ear on the following day’s return. Skirting the western foothills of the Sierra Nevada range, SR49 links together mining towns of the 1849 gold rush. If there’s a nugget still to be found, it’s the 15-mile black vein running from Bagby Grade to Coulterville. Crooked as a claim jumper, I refer to this lightly traveled stretch as “Mother Load Road” and its proximity to my home is the very essence of why cornering clearance and handling are essential traits for the bike I intend to settle down with. The foothills of the Sierra Nevada range are home to some of the best riding roads in California—the perfect place to test the sporty side of this trio. (Jeff Allen/)Joining me on the ride were Cycle World testers Doug Toland and young Evan Allen. Eager to experience the new Tiger Sport, I staked claim to its key for the first stint of the day. This may not have been the wisest choice due to the early morning chill and the Tiger’s lack of paw-protecting hand guards that come standard on the other two bikes. A savvy owner might consider the Tiger’s accessory heated grips and hand guards, though our test unit had neither. The Tiger’s windscreen can however be adjusted with just one hand as you ride. While its uppermost position subdued the cold wind below shoulder level, raising the screen induced a good deal of helmet-buffet rumble. The ergos are a bit more sporting than its peers, though a natural reach to the bar and footpeg location provided my 32-inch inseam ample legroom for an extended ride in its broad, spacious saddle. The Tiger appears tall, but the 32.9-inch seat height is on par with the Suzuki’s and shorter than the Versys by a negligible margin. At 185 pounds, my body weight compressed the suspension of each bike enough to allow a firm footing at stops. The Triumph slipper/assist clutch is light effort and has a very good engagement feel. Pulling away from a stop is ultra easy due to the engine’s incredibly smooth delivery at basement revs. An illustration of this trait was the Tiger’s uncanny ability to purr along at idle (hand off throttle) up a fairly steep incline in third gear. A stark contrast to this bottom-end bliss is the engine’s surprisingly soft midrange delivery. My initial hope was that its ride mode was set to Rain rather than the sharper-responding Road map. No such luck. Two of the three testers felt the Tiger Sport 660 chassis was balanced and well sorted, with Allen feeling less confident. It’s still undoubtedly the sportiest of the group. (Jeff Allen/)At 491 pounds wet, the Tiger is lightest and its inline three-cylinder powertrain produced the most peak horsepower of the trio on the Cycle World dyno, with a delivery curve that builds a top-end hit all the way to the 10,200 rpm rev limit. Torque production is less than either of the twins throughout the entire midrange and has a mild dip at 5,500 rpm that further accents the Tiger’s comparatively tame demeanor during general around-town riding. Tugging the Tiger’s tail hard enough unleashes an animalistic nature resulting in the quickest quarter-mile run by a sizable margin. “Ripping speed runs up the hill from the Bagby Bridge on the Triumph Tiger Sport 660, following two retired professional roadracers felt nothing short of an imaginary mountain-pass race,” enthused the son of CW head photographer Jeff Allen. “Mirroring their lines and braking points while aboard the most powerful engine of the bunch was surely an advantage. However, being in the right gear and shifting at precisely the right moment was absolutely necessary. Get that left foot ready because when the 660cc inline-triple finally did come alive, the rider only had a few thousand rpm to work with before hitting a hard redline that seemingly made you go backward.” Which goes to say that the potential is there, but requires more dedicated focus than either of the twin-powered models. The Triumph’s inline three-cylinder engine produced the most peak horsepower, 71.82 hp at 10,100 rpm. (Jeff Allen/)While I felt the Tiger chassis provides light intuitive handling, decent stability, and the most sporting ride of the lot, Allen wasn’t so certain. “The suspension seemingly got in the way, blowing through the compression stroke too quickly before rebounding back at a similar rate. Ultimately the bike felt busy, unsettling, and at times unpredictable when riding at respectable speeds,” he added. Each of these bikes offer rear spring-preload adjustment via a convenient hydraulic adjuster. Kawasaki also features adjustable fork spring preload and rebound damping and the Suzuki shock has adjustable rebound damping. The Tiger gets a simplistic TFT display to show important riding information. (Jeff Allen/)Despite its comparative lack of suspension tunability, Triumph hit the mark in Toland’s view, as he stated: “The Tiger feels the most balanced front to rear, both in terms of suspension and overall rigidity.” A ride behind the lad helped settle the debate, as Allen’s exuberant riding style appeared to be the wild card at play. To paraphrase a joke, the old bull walks down the hill with purpose. As is often the case, price point concessions bring performance limitations, and to varying degrees all three of these softly suspended bikes respond best to fluid rider input when pushing the pace. Steering effort is slightly higher on the V-Strom 650XT Adventure, but is easy to adjust to. (Jeff Allen/)With its larger 19-inch-diameter front wheel, 6-inch-longer wheelbase, and more relaxed steering geometry, the Suzuki V-Strom is more forgiving of assertive rider inputs. Coming off either of the 17-inch-wheeled bikes you immediately notice the steering input effort the Suzuki requires despite its wider and taller handlebar. A few miles in the saddle to recalibrate muscle memory and the XT’s steering character feels right as rain given its more spacious ergos, touring-worthy saddle, and overall size and weight. “Adding a little more input to turn the big 650XT Adventure was something I was happy to do,” Allen reported. “But when pushing hard and getting on the side of the tire at speed, the Suzuki would start to chatter the front and rear tires.” Toland and I each experienced the same light patter as the Strom’s adventure-spec Bridgestone Battlax tires communicated you were approaching the limits. We also noted that the Suzuki’s front brake provides less initial bite and requires more effort at the lever to maximize stopping potential. In fairness, Suzuki’s choice of tires and brake feel are positive attributes when venturing off the pavement. Suzuki’s proven V-twin engine produces the most peak torque of the trio, 43.04 lb.-ft. at 6,560 rpm. (Jeff Allen/)We all agreed the V-Strom is hands down the bike of choice for travel. “Connecting thrilling sections of pavement on Highway 49 came with stretches of higher speeds and straighter lines, an easy task for the V-Strom 650,” Allen remarked. “Its large rider triangle, tall windscreen, and wraparound hand guards proved to be designed for what makes up for nearly half of adventure and touring miles—just getting there.” The 90-degree twin feels relaxed at highway speeds and is blessed with very linear delivery and a soothing engine vibe throughout the heart of its rev range. While Toland and I favored the Strom’s wind protection when seated in a highway cruise posture, its fixed placement didn’t suit all. “The windscreen height not only caused a lot of buffeting around my helmet, but at times protruded my vision in the twisties,” Allen commented. On-the-fly adjustment is a nice touch, and something Suzuki’s competitors didn’t forget; the Kawasaki Versys’ screen is four-position adjustable, but takes both hands to do so. Switching between the Strom’s trio of screen height positions is tougher yet, requiring a few minutes and use of the underseat tool kit. It doesn’t get much more simple than the V-Strom’s dash, though the bike does come with a handful of electronic rider aids. Standard features include: Suzuki’s Advanced Traction Control System, Easy Start System, Low RPM Assist feature, and ABS. (Jeff Allen/)The updated Kawasaki Versys 650 LT may not stand out in any particular area, but its new TFT dash lends premium looks and functionality to a familiar platform that proved solid across the board in engine, chassis, and braking performance. The Kawasaki parallel twin has good low-speed grunt and outshone the competition in top gear roll-on pulls at freeway speeds. While Suzuki and Kawasaki have better, more usable bottom-end and mid-power/torque based on our dyno chart, the Kawasaki holds an advantage until about 7,000 rpm, before tailing off more on top than the Suzuki twin. If you live in the midrange, as most of us tend to do during in-town and highway riding, the Versys delivers quality of life power and response. And although it may not match the Suzuki’s off-road chassis chops, its parallel twin offers inherent tractability worthy of an occasional detour down a smooth fire road. As with each of these bikes, two levels of traction control sensitivity can be selected on the fly as well as having the ability to disable TC while the bike is stationary. No shortage of interesting lines from Kawasaki. Styling aside, the Versys stands out for its relatively cramped rider triangle. (Jeff Allen/)Toland and I both found the Versys riding position a bit cramped, noting that its forward sloped saddle ushers its rider up close to the tank, bars, dash, and screen. Carrying a well-fed fast guy (even with empty saddlebags) the suspension felt softest of the lot when hustling a winding stretch of road, yet harshest over bumps during general riding. Feedback from our shorter featherweight friend offered a more positive perspective. “Its slightly soft, yet comfortable suspension didn’t feel too soft at my weight (125 pounds) and held up in the stroke when grabbing a handful of front brake,” Allen said. “The Versys does have a tight rider triangle even for my stature, but rides like a Cadillac when slaying highway miles,” he added. And when it came to keeping up along Mother Load Road? “Hammering on the throttle, even when leaned over, never seemed to disturb me or the bike. Similarly, its short wheelbase of 55.7 inches (comparable to the Tiger) made the bike especially agile and easy to turn, and for me the most rider-friendly motorcycle of the comparison.” The Versys 650 produces the least amount of peak power, 59.32 hp at 8,340 rpm. (Jeff Allen/)Conclusion Reaching a general consensus on a multi-bike, multi-rider comparison test can be a challenge. This particular ride came about due to my intent on purchasing one of these three bikes for my own personal enjoyment. To that end it becomes a close toss-up between the Triumph and Suzuki. If the Tiger possessed a bit more Street Triple–inspired engine or chassis performance, I would be sold. But as things stand at this price point, the V-Strom 650XT Adventure offers the greater bang for the buck. It’s nearly as good a corner carver while being more versatile in the overall sense, particularly true for adventuring in the greater Gold Country. Kawasaki's all-new dash has a crisp, clean design. (Jeff Allen/)I have yet another confession for readers of this review. A week prior to riding these bikes I came across a new listing on Cycle Trader (2018 Aprilia Tuono RR, 4,998 miles, soft luggage included, $10,000 firm) located 60 minutes’ drive from Jackson. I promptly Googled a Cycle World comparison that included the Tuono and was persuaded by a review I had written that named the Tuono winner by unanimous decision. In a moment of honest self-reflection, passion overruled practicality. Long gravel drive be damned, it was high time I put my money where my mouth was. Those not distracted by the sporty performance found elsewhere in the motorcycling world, and who are intent on owning the most well-rounded, road-focused middleweight ADV, the motorcycle with Suzuki badges will not disappoint. Well-priced, capable, and comfortable, these middleweight ADVs are a great option for those looking for a commuter bike that’s not afraid of longer weekends on the road. (Jeff Allen/)2022 Kawasaki Versys 650 LT Specs MSRP: $9,999 (2023: $10,099) 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 Cycle World Measured Horsepower: 59.32 hp @ 8,340 rpm Cycle World Measured Torque: 41.50 hp @ 7,140 rpm Fuel System: DFI w/ Keihin 38mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Ride-by-wire Frame: Steel double-pipe perimeter Front Suspension: 41mm hydraulic telescopic fork, rebound and preload adjustable; 5.9 in. travel Rear Suspension: Single shock, preload adjustable; 5.7 in. travel Front Brake: Nissin 2-piston calipers, dual 300mm petal discs w/ ABS Rear Brake: Nissin 1-piston caliper, 250mm petal disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in. / 17 in. Tires, Front/Rear: 120/70-17 / 160/60-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 55.7 in. Ground Clearance: 6.7 in. Seat Height: 33.3 in. Fuel Capacity: 5.5 gal. Cycle World Measured Wet Weight: 502 lb. Contact: kawasaki.com Performance Numbers CW Measured Performance Quarter-Mile: 13.44 sec. @ 97.06 mph 0–30 mph: 1.78 sec. 0–60 mph: 4.34 sec. 0–100 mph: 15.29 sec. Top-Gear Roll-On, 40–60 mph: 4.73 sec. Top-Gear Roll-On, 60–80 mph: 5.78 sec. Braking, 30–0 mph: 33.92 ft. Braking, 60–0 mph: 133.52 ft. 2023 Suzuki V-Strom 650 XT Adventure Specs MSRP: $10,799 Engine: DOHC, liquid-cooled 90º V-twin; 4 valves/cyl. Displacement: 645cc Bore x Stroke: 81.0 x 62.6mm Compression Ratio: 11.2:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 66.85 hp @ 9,210 rpm Cycle World Measured Torque: 43.04 lb.-ft. @ 6,560 rpm Fuel System: PGM-FI w/ 34mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Fuel injection w/ SDTV Frame: Twin-spar aluminum Front Suspension: 43mm telescopic fork, nonadjustable; 5.9 in. travel Rear Suspension: Monoshock, preload adjustable; 6.3 in. travel Front Brake: 2-piston Tokico calipers, dual 310mm discs w/ ABS Rear Brake: 1-piston Nissin floating caliper, 260mm disc w/ ABS Wheels, Front/Rear: Spoked tubeless; 19 in. / 17 in. Tires, Front/Rear: 110/80R-19 / 150/70R-17 Rake/Trail: 26.0°/4.3 in. Wheelbase: 61.4 in. Ground Clearance: 6.7 in. Seat Height: 32.9 in. Fuel Capacity: 5.3 gal. Cycle World Measured Wet Weight: 524 lb. Contact: suzukicycles.com Performance Numbers CW Measured Performance Quarter-Mile: 13.23 sec. @ 97.18 mph 0–30 mph: 1.67 sec. 0–60 mph: 4.13 sec. 0–100 mph: 15.01 sec. Top-Gear Roll-On, 40–60 mph: 5.06 sec. Top-Gear Roll-On, 60–80 mph: 5.96 sec. Braking, 30–0 mph: 32.79 ft. Braking, 60–0 mph: 136.3 ft. 2023 Triumph Tiger Sport 660 Specs MSRP: $9,695 ($11,016 as tested) Engine: DOHC, liquid-cooled inline-triple; 4 valves/cyl. Displacement: 660cc Bore x Stroke: 74.0 x 51.1mm Compression Ratio: 11.95:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 71.82 hp @ 10,100 rpm Cycle World Measured Torque: 40.83 lb.-ft. @ 8,570 rpm Fuel System: Multipoint sequential EFI Clutch: Wet, multiple disc, slip and assist Engine Management/Ignition: Ride-by-wire Frame: Tubular steel perimeter Front Suspension: 41mm inverted Showa SFF fork, nonadjustable; 5.9 in. travel Rear Suspension: Showa monoshock, remote preload adjustable; 5.9 in. travel Front Brake: Nissin 2-piston sliding calipers, dual 310mm petal discs w/ ABS Rear Brake: Nissin 1-piston sliding caliper, 255mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: Michelin Road 5; 120/70R-17, 180/55R-17 Rake/Trail: 23.1°/3.8 in. Wheelbase: 55.8 in. Ground Clearance: N/A in. Seat Height: 32.9 in. Fuel Capacity: 4.5 gal. Cycle World Measured Wet Weight: 491 lb. Contact: triumphmotorcycles.com Performance Numbers CW Measured Performance Quarter-Mile: 12.90 sec. @ 103.42 mph 0–30 mph: 1.77 sec. 0–60 mph: 4.00 sec. 0–100 mph: 11.58 sec. Top-Gear Roll-On, 40–60 mph: 4.72 sec. Top-Gear Roll-On, 60–80 mph: 6.11 sec. Braking, 30–0 mph: 34.85 ft. Braking, 60–0 mph: 140.77 ft. The touring-focused model within the Versys 650 lineup, the 650 LT comes standard with a pair of 28-liter saddlebags and hand guards. (Jeff Allen/) Important to consider is that the Tiger Sport 660 does not come standard with luggage. The accessory panniers offer a total of 57 liters of storage, while the accessory top box offers an additional 46.9 liters of luggage capacity. (Jeff Allen/) The V-Strom 650XT Adventure’s 37-liter aluminum panniers won’t fit a helmet, but do provide a nice flat surface for strapping down additional items. (Jeff Allen/) The Versys 650 LT’s stock hand guards offer decent protection. No shortage of lines on the front of this bike. The windscreen can be adjusted to four positions, but requires two hands. (Jeff Allen/) Classic Triumph Tiger styling. No hand guards standard, but the windscreen can be adjusted with just one hand as you ride, which is a nice feature. (Jeff Allen/) The beak! Switching between the Strom’s three screen height positions requires a few minutes and use of the underseat tool kit. (Jeff Allen/)Source

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)I’m glad to see the return of plain old fun little motorbikes (“Nine Great Minimotos for Everyone” by Bradley Adams). I wondered where those little bikes had gone in the early years of this century, as people began to speak of 600 Supersport bikes as “entry level.” Specialized and generally expensive motorcycles—sportbikes, adventure bikes, touring, and cruisers—had so dominated our market that near-zero attention was being given to inviting new riders to enter the sport. The 50, 65, 100, and 125cc bikes that originally persuaded Americans that small motorcycles were just harmless fun had been deleted—judged to be no longer needed once the flood of newcomers to our sport were safely on the up escalator to ever-more-capable models. Why even give showroom space to little bikes when bigger stuff was earning the dealers’ daily bread? And so the drawbridge that had brought “the nicest people” into motorcycling was pulled up, supposedly no longer needed. Introduced in 2014, the Honda Grom helped shape the modern minimoto category. (Jeff Allen/)Then the world changed in 2008 and 2020. US sales of new motorcycles shrank so radically that the Japanese producers have been priced right out of their expensive California HQs to cut costs in less pricey environments. These changes make it encouraging to see the drawbridge let down again 60 years later, with the “minimotos” Bradley Adams has described. Prices have risen—the Super Cub that did so much to create the 1960s–'70s motorcycle market in the US beginning at $265 is now $3,849. But it brings an emissions-compliant fuel-injected engine of 125cc, front wheel ABS, and clutchless operation. Inflation and modern technology has increased the price of minimotos like the Honda Super Cub, yet there’s still an argument to be made for the fun-per-dollar ratio these machines offer. (Jeff Allen/)According to the Bureau of Labor Stats there has been 1,007 percent price inflation since then, accounting for much of Super Cub’s price rise. The rest of it comes from the new capabilities this little Honda and the others bring. Or look at it this way. When I was scrambling to learn about the new pedal-assist electric bicycles I took note of the $4,500 price of some full-featured models. Ah, but those machines require no motorcycle license and must keep to bike lanes at limited speed. Then I learned a bit about the new “electric cowboys” who add extra power and defeat speed limiters to drink deep of higher performance. Three things occur to me here: If sufficient injuries are attributed to souped-up electric bikes, insurance companies will send in their lobbyists and speed limit enforcement may follow.In 1976 we souped-up a 50cc speed-limited moped, allowing it to accelerate to 47 mph. It entered a high-speed weave instability that nearly threw our man off. We didn’t get a chance to see if the 25 mph brakes and steering were as bad at 47 mph as the 25 mph stability, but hard-working others will.Will pedal-assist people happily remain speed-limited? How many will move up to light electric motorcycles requiring a license endorsement? If they do, will electrics remain the limit of their kinesthetic ambition? Fun is hard to refuse—even for the most cogent ideological reasons. With an MSRP of $1,807, the Navi is Honda’s attempt at broadening the reach of its minimoto lineup through an affordable, fun, and new-rider-friendly package. (Honda/)In the more distant past, the thousands who bought Vespa and Lambretta scooters in the 1950s—many of them on college campuses—were thereby prepared for the coming of light Japanese motorcycles in 1960. In other words, any powered two-wheeled vehicle that people enjoy becomes a potential bridge to motorcycling. When I was interviewed by a Mr. Fink at Harley-Davidson in the spring of 1966, he told me, “Everything Honda has done has worked to increase our sales.” Therefore bring on the fun in the form of light motorcycles, no matter what their power source may be. Source

The DesertX’s retro-modern styling makes it an attention grabber. There’s a lot of performance behind those uniquely designed fairings too. (Ducati/)Ups Chassis isn’t afraid of the dirtExcellent electronics for all conditionsFlexible and fun Testastretta 11° engineDowns Expensive for a “middleweight” ADVLots of menu navigation to get settings dialedVerdict Riders looking for a hardcore adventure bike that’s lighter, more agile, and can be ridden much more aggressively than open-class bikes have a great option in the Ducati DesertX. This dirtworthy adventure bike will go places Ducati’s more travel-oriented Multistrada wouldn’t dare. The DesertX’s suspension is very well controlled, especially on big hits. (Ducati/)Overview Ducati’s DesertX fills a void in Ducati’s adventure-bike lineup as a more hardcore middleweight ADV intended to tackle rougher terrain than a street-biased adventure bike. An early design goal was to ensure that the bike came equipped with 21-inch front and 18-inch rear wheel sizes, opening the door to much more aggressive knobby tire options. Chassis dynamics were also intended to align better with the expectations of riders used to off-road enduro machines. Manually adjustable long-travel Kayaba suspension, well-balanced geometry, and a riding position optimized for riding while standing make the bike feel more like a large enduro than a downsized Multistrada. Ducati’s Testastretta 11° engine is a great fit. This engine is intended to provide an ideal balance between power and tractability. An expansive suite of electronic rider aids ensures that you can find the right combination of power output, traction control, and engine characteristics for every type of terrain from asphalt, dirt, sand, and mud. A full line of accessories also means that the DesertX can be tailored for any rider’s intended type of adventure riding. Updates for 2022 The DesertX is a brand-new model for 2023, though it shares an engine with its distant cousin the Multistrada V2. The X was designed to provide a more off-road-oriented adventure model in Ducati’s lineup. It’s easy to see that the DesertX is designed for exploring and serious off-road adventure. (Ducati/)Pricing and Variants The DesertX is priced at $17,095 and comes in a single variant; however, a variety of accessory packages are available to choose from to tailor the bike to a rider’s wants and needs. There’s a $2,805 Touring package, with aluminum side bags and mounts, heated grips, and centerstand; a $1,550 Off-road package, with engine guard plate, radiator guard, steel tube bars, and hand guards; a Sport package, pricing TBA, with homologated silencer, number plate holder, and billet aluminum fuel tank cap; a $1,320 Urban package, with aluminum top case with top rack, handlebar bag, and top-case cushion; and a $1,850 Rally package, with a 2.1-gallon rear-subframe-mounted auxiliary fuel tank, front headlight grille, and rally seat. Competition The middleweight ADV category continues to grow in terms of popularity, so there are many great models from multiple manufacturers. Standout options in this space include: Aprilia Tuareg 660, Yamaha Ténéré 700, KTM 890 Adventure R, BMW F 850 GS Adventure/850 GS, Husqvarna Norden 901, and the Triumph Tiger 900 models. The 937cc engine is the same as used in the Multistrada V2, but with revised first and second gear ratios, a lower-ratio final drive, and fresh calibration designed to deliver as wide a spread of power as possible. (Ducati/)Powertrain: Engine, Transmission, and Performance The DesertX is equipped with the liquid-cooled DOHC desmodromic four-valve Testastretta 11° L-twin, with 94-by-67.5mm bore and stroke measurements. It’s fed by a pair of 53mm throttle bodies with ride-by-wire control, passing exhaust gases through a stainless steel exhaust system with a single catalytic converter into a single muffler. The engine produces a claimed 110 hp at 9,250 rpm and 68 lb.-ft. of peak torque at 6,500 rpm. Valve check intervals are 18,000 miles apart, with 9,000-mile maintenance intervals. In Cycle World’s First Ride Review, we said, “The Testastretta 11-degree engine is a great choice, providing just the right amount of power while also keeping overall weight down to respectable levels. The DesertX was set to Sport mode to start, as the ride began on asphalt and we wanted to get a feel for the engine’s unmuzzled power and street settings. Power delivery is crisp and responsive with throttle response defaulting to Dynamic, and power at maximum, while DTC is set at a very conservative 5, and wheelie control at 2. The new bike definitely doesn’t have the shove of its big brother the Multistrada V4, but since the DesertX weighs about 40 pounds less, it doesn’t feel that far off. The Touring mode is quite similar to Sport, however; it uses the Smooth throttle response, which would likely be most people’s preferred mode for cruising around at a less aggressive pace. “Think of Rally as Sport mode for the dirt. The default settings are Full power with Dynamic response, ABS on its minimum setting, wheelie control off, and traction control at 2. This is the most playful setting available on the DesertX. With just a touch of safety net provided with the ABS and TC, the bike can be ridden aggressively with just enough peace of mind in case the rider does something stupid.” The DesertX has incredible on-road manners for a bike with such a clear off-road bias. (Ducati/)Chassis/Handling The core features that engineers focused on to ensure good off-road capability were an off-road-ready chassis with a tubular-steel trellis frame and double-sided aluminum swingarm. Wheel sizes of 21-inch front and 18-inch rear allow the use of aggressive off-road tires. The bike has a near-10-inch ground clearance and long-travel, manually adjustable Kayaba suspension front and rear; the wheelbase measures 63.3 inches between the axles, while front-end geometry is set with 27.6 degrees of rake and 4.8 inches of trail. Ducati’s claimed wet weight is 492 pounds with fuel filled to 90 percent capacity. The DesertX is very well balanced for off-road riding, with great front-to-rear weight distribution. Hit a jump and the bike flies level and straight without any drama, giving the rider the confidence to tackle technical terrain. What’s more impressive is the bike’s composed attitude while navigating through rocks and chop. Hit an unexpected grapefruit-sized rock and the chassis simply deals with it, snapping the wheels back into line almost instantly. That’s a quality even some enduro bikes don’t have. Brakes Braking is handled by a pair of radial-mount Brembo four-piston Monoblock calipers and 320mm discs at the front, while a twin-piston caliper and 265mm disc reside at the rear. The system is managed by Bosch’s lean-sensitive ABS, which gets info from the six-axis IMU. The DesertX’s Brembos provide very good feel both on and off road, with ample power and progressive, smooth ramp-up. From the ride review: “When combined with the sophisticated ABS, the front brake could be used hard when needed, while the off-road modes allowed good control of the height-adjustable rear brake while allowing riders to switch it off completely and be able to lock the rear wheel for better control in the dirt.” Fuel Economy and Real-World MPG Cycle World has yet to put a DesertX through a long-term test and acquire fuel economy numbers. More signs of Ducati’s serious off-road intent. The DesertX’s footpegs are seriously aggressive. (Ducati/)Ergonomics: Comfort and Utility The DesertX’s riding position is a major contributor to the way the bike handles. Ducati spent a lot of time and effort to dial in the layout, especially for standing up on the pegs, and the test riders nailed it. For a 5-foot-11 rider, the reach to the bars feels nearly perfect. Not only does the rider feel totally in command when standing, but the bike reacts with complete predictability, allowing riders to find traction, break traction, or get a better feel while braking. The DesertX comes with a 5-inch TFT display that’s been turned vertical for easy viewing seated or standing. (Ducati/)Electronics In the convenience and comfort department, the bike has cruise control and an up-and-down quickshifter. The DesertX features six riding modes, a Ducati first, with Sport, Touring, Urban, Wet, Enduro, and Rally on tap. All modes have presets for three levels of Engine Brake Control (EBC); eight levels of Ducati Traction Control (DTC); four levels of Ducati Wheelie Control (DWC); three levels plus Off of Cornering ABS; four power settings, Full, High, Medium, and Low; and the ability to set throttle response to Dynamic or Smooth. There’s a 5-inch color TFT display, cleverly rotated to a vertical orientation so as to be easier to see while the rider is in the standing position. All lighting is LED, and USB and 12V sockets are included. Warranty and Maintenance Coverage The DesertX comes with a 24-month, unlimited-mileage warranty. Quality The fit and finish on the DesertX is very nice, with its beautiful White Star Matte Silk paint and retro vibe making it stand out instantly. 2023 Ducati DesertX Specifications MSRP: $17,095 Engine: Testastretta 11° liquid-cooled L-twin; 4 valves/cyl.; desmodromic valve train Displacement: 937cc Bore x Stroke: 94.0 x 67.5mm Compression Ratio: 13.3:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 110 hp @ 9,250 rpm Claimed Torque: 68 lb.-ft. @ 6,500 rpm Fuel System: Bosch electronic fuel injection w/ 53mm throttle bodies, ride-by-wire Clutch: Wet, multiplate slipper and self-servo; hydraulic actuation Frame: Tubular steel trellis Front Suspension: KYB 46mm upside-down fork, fully adjustable; 9.1 in. travel Rear Suspension: KYB monoshock, fully adjustable, remote preload adjustable; 8.7 in. travel Front Brake: Radial-mount Brembo Monoblock 4-piston caliper, dual 320mm semi-floating discs w/ Bosch Cornering ABS Rear Brake: Brembo floating 2-piston caliper, 265mm disc w/ Bosch Cornering ABS Wheels, Front/Rear: Cross-spoked, tubeless; 21 x 2.15 in. / 18 x 4.5 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 90/90-21 / 150/70R-18 Rake/Trail: 27.6°/4.8 in. Wheelbase: 63.3 in. Ground Clearance: 9.8 in. Seat Height: 34.4 in. Fuel Capacity: 5.5 gal. Claimed Curb Weight: 492 lb. Contact: ducati.com Source

Historic motorcycles and newfound friends. Shown here are Scott Haith’s longtime partner Joy Blake, and restoration expert David Hostetter. (Felix Adamo/)Scott Haith liked horses, guns, and motorcycles, and was an avid lifelong rider. But for most of his life, he wasn’t a collector. When he turned 70, however, Haith decided to start emptying his IRA and 401K accounts before the government started taxing them. So he went shopping. He began haunting Bring A Trailer. He attended a Mecum motorcycle auction. And being a man of taste with little regard for cost, he bought the best versions of the bikes he’d always loved, mostly British and German motorcycles from the 1950s, ‘60s, and ‘70s. He spent, and sometimes overspent. When the bikes weren’t perfect, he paid top dollar to have them brought up to showroom or concours perfection. Scott Haith’s sprawling mountain ranch showed evidence of equestrian activity but gave no outward indication of the motorcycle collection within. (Felix Adamo/)Haith had a barn-shaped garage at the Walker Basin ranch he shared with longtime partner Joy Blake at the end of a dirt road in an obscure part of Kern County. Soon it was filled with gleaming BMWs, Triumphs, Nortons, BSAs, and a Matchless or Vincent or two. When the barn got crowded, he built another one. When that filled up, he built another. By then, he probably already knew he was dying. Haith was a barrel-chested, mustachioed lawyer who had attended California State University Long Beach, received a law degree from Western State University, and was admitted to the California Bar Association in 1976. Colleagues describe him as hard-working and tough. His partner Joy likes to say that Haith didn’t have friends; he was a lawyer. But he was extremely active on two wheels and four legs, a dedicated motorcycle touring buddy with Joy, and as an officer of the Cowboy Lawyer Association, an organizer and attendee at roundups and camping trips. With friends, Haith was affable, easygoing, and a great traveling partner. Inside one of the many small barns that Haith constructed to house his collection were treasures like this pristine 1970 Norton Commando 750S, often wrapped in protective plastic. (Felix Adamo/)As a couple, often traveling with small groups, he and Joy made repeated trips through the Alps, Canada, and the Pacific Northwest. Riding solo, sometimes with the group of pals he dubbed the Moto Amigos, he made multiple trips down Mexico’s Baja California peninsula and up the California coast. He only shared his passion for motorcycles with a select few. He and Joy seldom hosted groups at the ranch. With rare exceptions, Haith didn’t show his bikes. He and his riding friends didn’t cruise down to The Rock Store on weekend mornings to have their vintage bikes ogled, and unlike many active collections, such as the late Guy Webster and Tom White, Haith didn’t invite folks up to the barn to see what he’d acquired or what he was restoring. “He was a modest guy who wasn’t going to toot his own horn,” said Haith’s former law partner and friend, Christopher Bagnaschi. “His attitude was that he didn’t want anyone to know about his collection.” One of the prizes of the collection, this 1967 BMW R69S had a place of honor underneath one of Haith’s many Remingtons. (Felix Adamo/)If he wanted to ride something from the barn, he’d load it onto a motorcycle trailer, hitch the trailer to a tractor, and tow it down the half-mile of dirt driveway to the paved road, where he’d unload and start riding. “We’d make a plan,” his neighbor and riding partner Andy Meyer said. “He’d come down his dirt road, I’d come down my dirt road, and we’d just go. Sometimes he’d bring something new that he was excited about.” “He did that a lot,” Joy said. “It’s the only time you’d ever seen anyone haul a $30,000 motorcycle around with a tractor.” This 1991 BMW K1 was one of the few modern bikes in the barn. (Felix Adamo/)In time, the collection began taking over the ranch. Haith bought and had restored, at great expense, a 1962 BMW R60/2 with a Steib sidecar; a Granada Red 1967 BMW R69S; a 1960 BSA Goldstar; 1965 and 1968 BSA Lightnings; a 1966 Spitfire; a 1957 Matchless G11; four 1970s Norton Commandos; eight 1960s and 1970s Triumph Bonnevilles, including three 1968 T120Rs; assorted Daytonas and Trophys; and a 1950 Vincent Comet. This was in addition to his daily riders, a BMW R 1200 GS, an R 1200 RT, a pristine 1991 BMW K1, an impeccable 1995 Ducati 916, and a museum-ready 1990 Honda GB500 Tourist Trophy. When a visitor asked whether he’d ever owned Harley-Davidsons or Indians, Joy laughed and said, “Oh hell no! He liked the English and the German bikes.” Those were among Haith’s first purchases once he began to collect, and he jumped in with both feet. At the end of the first Mecum auction he attended, he called Joy to tell her he’d bought a couple of things. “But I didn’t go nuts,” he told her. “I only spent $110,000.” Soon, though, he made other acquisitions, bidding on bikes on Bring A Trailer and buying them from private parties on eBay. “He got the fever,” Bagnaschi said. “For a couple of years he was on a real buying spree.” The sole Matchless in Haith’s collection, a Red 1957 G11, had been restored to perfection. (Felix Adamo/)He bought bikes he loved, friends said. At first he bought restored versions of bikes that he’d owned when he was younger but had to sell in order to buy other bikes. Then he started buying all the bikes he could never afford when he was younger. “He got really caught up in it,” Meyer said. “The more he bought, he’d see another one and he’d buy that one too.” He had several bikes restored by well-regarded BMW expert James Reinert of Owosso, Michigan, and others by the Northeast’s MAX BMW vintage restoration team. He had some of the Triumphs repaired or restored at The Bonneville Shop in Broomfield, Colorado. Some had a place of pride in his mountain redoubt. The Granada Red R69S lived in the house, in the foyer. Visitors could get a ride in the Steib sidecar. Haith’s tastes did not run to Japanese motorcycles; this museum-grade 1990 Honda GB500 Tourist Trophy is the exception. (Felix Adamo/)But while Haith’s collection was growing in size and stature, his health was failing. On one visit to the Mecum auction in Vegas, he was too weak to leave his room except to go bid on a few bikes. Then he canceled a ride or two. Friends who phoned or saw him found him evasive, unwilling to talk about his physical condition. Even Joy wasn’t sure what was going on. Haith shrugged off questions, or just didn’t return calls or emails. When he was hospitalized, twice, he insisted it was just pneumonia, leaving care against his doctor’s orders. Joy believes he knew he was sick before he began building his collection, and continued despite the growing knowledge that his condition was much more serious than anyone knew. After his death, while attempting to put her late partner’s affairs in order, Joy would find indications in his personal belongings and on his computer that he’d been doing research and had begun treatment for non-Hodgkin lymphoma, a cancer of the blood that generally begins in the lymph nodes and lymphatic tissues. It is most commonly diagnosed in males between the ages of 65 and 75. It wasn’t until the spring of 2021 that Haith told Joy the full extent of his condition. He began a more aggressive treatment protocol not long after, but it may have come too late. Many of Haith’s bikes had histories; at least one had been sold at the Los Angeles shop of the legendary Bud Ekins. (Felix Adamo/)Haith had his first round of chemotherapy around July 15, 2021. He died less than a month later. Nothing in his will indicated what was to be done with the motorcycles. It was assumed that they were included with the homes and ranch properties in Walker Basin, which were left in Joy’s care. And she had no idea what to do with the collection. It was still growing. Haith had kept on acquiring and restoring right up to the end. On the lift in his main workshop was a rare 1959 Vincent Comet. The wheels were off, being re-spoked and restored, with other parts in the process of being cleaned up or replaced. Nearby was yet another Bonneville T120, in the beginning stages of reclamation. It appeared that, despite his growing health concerns, he had begun planning, at last, to show some of his collection to the world. He had made arrangements to take several bikes to the 2021 Quail Motorcycle Gathering, which was to be held in the late spring. COVID canceled the Quail. Friends who came to the ranch to help sort things out after Haith’s death found a BMW and two BSA Lightnings still loaded onto a trailer, ready to head north, waiting near Haith’s truck with the “CWBY LYR” license plate. Three motorcycles he’d bought or had sent in for restoration were delivered after his death, one of them a pristine 1984 BMW R100RS. Haith sent some of his bikes out to be repaired and did some work himself. Among the projects he left behind was this rare 1959 Vincent Comet. The redressed brake drums had just been delivered to the ranch at the time of Haith’s passing. (Felix Adamo/)In the weeks after his passing, word began to get around that Haith had died. People who knew him, and some who didn’t, began circling. A few bikes left the collection at lower than market prices, which sent the news of Haith’s death spreading like a California wildfire. One of those who heard about the bikes was David Hostetter, a retired agriculture industry executive and lifelong rider who in retirement had begun operating a motorcycle repair and restoration shop in Bakersfield. Hostetter had never met Haith, nor heard of him, nor heard of the collection, nor seen any of the bikes. This was unusual, because Hostetter is among the most connected of motorcyclists in the Central Valley. He knows all the riders and all the bikes, knows who’s buying and who’s selling. At the advice of a mutual friend, he agreed to meet with Joy and look at the collection. He liked her immediately, he said, finding her warm, open, and knowledgeable, full of energy and possessing a raucous sense of humor. When a photographer taking a group shot warned her that someone’s hand was close to her behind, she said, “Don’t worry about that. These days I’m like the North Pole. Everyone knows where it is, but no one wants to go there.” David Hostetter (right) and friend Greg Heiss wheel Haith’s beloved 1962 BMW R60/2, with its Steib sidecar, into the sunlight. (Felix Adamo/)Hostetter’s first act of business was to shut down the fire sale. His second was to hire Felix Adamo, a retired newspaper photographer for the Bakersfield Californian, veteran motorcycle photographer, and former flat-track racer. Hostetter wanted him to help document the collection. Together they began unpacking the bikes, removing them from their garages, unzipping the protective sacks in which Haith had lovingly stored them. “I was just gobsmacked,” Hostetter said. “They were just beautiful, all these amazing motorcycles, hidden away in those barns.” From the zipped sacks emerged spotless motorcycles, attached to trickle chargers, drained of fluids but otherwise ready to ride, show, or send to a museum. Rolling the motorcycles into the sunlight for Adamo to begin photographing them, Hostetter said, again and again, “Will you look at this!” Visitors who’d come to observe the unveiling noted the 156 miles on the Matchless, asked which was the Triumph with $17,000 in restoration costs, which was the one with $21,000. All were agog at the spotless “ketchup and mustard” 1991 BMW K1. Adamo artfully posed the bikes around Haith’s garage, sometimes inviting Joy to come stand next to one that she particularly liked. Many had nicknames. A 1967 BMW R69S was known as “Schwartz.” The R1100RT, K1600GTL, and R1200GS were known as “Franz,” “Froederick,” and “Fritz.” The ‘65 BSA Lightning Rocket was called “Johnny Rocket,” while the ‘68 BSA A65 Lightning was “Lightning McQueen.” Clipboard in hand, Hostetter inspected all Haith’s bikes for blemishes before readying them for sale. (Felix Adamo/)In the months since, Hostetter has researched each bike, documenting their histories, noting how much Haith spent to buy and restore them, and trying to determine a fair market price. In some cases, he said, he’s found Haith’s investment won’t be recouped. A BMW R90S and an R100CS were sold together for under $30,000. Leaving aside the question of what they were actually worth, Hostetter said, his research said Haith had paid $25,000 for the R100CS alone. Vintage motorcycle historian and auction commentator Paul d’Orleans said that, for collections like these, prices are falling rather than rising. “If these bikes had been for sale 10 years ago, they would get twice what they’ll get now,” d’Orleans said. “It’s about supply and demand, and right now there is a vast oversupply of older motorcycles [because] we keep coming across big-ass collections just like this. Guys are dying and suddenly there are another 500 BSAs, Triumphs, and Nortons on the market.” As the warm Kern County spring burned into summer, Hostetter and Joy met many times, forming a friendship, sorting through the bikes and their papers and discussing how to proceed. Often Hostetter would drive an hour and a quarter on long winding roads from his shop to the ranch with an empty truck or trailer, and return with a bike or two that needed tuning, cleaning, or some minor repair. A friend claimed that many of the bikes in the collection represented models Haith had sold years earlier, many of them vintage British bikes like this 1969 Triumph Daytona. (Felix Adamo/)Some bikes soon found new owners. A ‘67 Triumph Daytona fetched $13,500. Two 750cc Nortons went for about that much each. Although the R100CS was sold for less than it should, Hostetter said a 2002 Ducati Monster Fogarty Edition got a good price, as did a ‘77 R100RS. Sitting among the Remington statues and vintage guns in the home she shared with Haith, Joy said, “When he was in the hospital and the palliative nurse was taking over, he knew he didn’t have long. He said the last 20 years of his life were the best ones, because he had done everything he had always wanted to do. And we did it together.” It was her hope, she said, that the bikes would all find proper homes with people who’d appreciate them as she and her late partner had. It was also her hope that Hostetter and some of his riding pals would be back at the ranch when cooler fall temperatures arrived, so she could get back on the back of a motorcycle. “That’s part of the deal,” she told Hostetter. “You have to come up here and take me for a ride. It was my passion too, you know.” Source

The 2023 Ducati’s DesertX in its native environment. (Jeff Allen/)Even without knowing a single specification—and most turned out to be impressive—the shape and stance of the DesertX tells the tale of a new presumptive heir to the dirtworthy adventure-bike throne. All of the ingredients are there: longish-travel suspension, a 21-inch front wheel, a tall handlebar placed behind a rally-style windscreen and dash. Then there’s the promise of dirt flung far and wide thanks to a 937cc Testastretta 11° V-twin. Ducati claims off-road excellence, but marketing can often overpromise, especially when it comes to multicylinder adventure bikes. A litmus test was necessary to see if the engineers in Borgo Panigale got it right when dirt roads give way to real off-roading. Not every potential DesertX owner may know the name Edi Orioli, but they all will feel his 1990 Paris-Dakar win on the Lucky Explorer Cagiva Elefant 900ie. There are so many shapes and angles and colors that recall his historic win in racing from France to Senegal, it’s only natural to imagine yourself flying over sand dunes as Berbers guide camel caravans along ancient trade routes. That Elefant Orioli rode was powered by a 944cc Ducati V-twin, and although the DesertX has a more modern, liquid-cooled powerplant, the family ties are strong. So much that perhaps, if not for Cagiva being held by MV Agusta, it should have been called the Elefant 937. Fit with crashbars, aluminum hand guards, skid plate, and Termignoni exhaust, our DesertX test unit tips the scales at 518 pounds with a full tank. (Jeff Allen/)From the first moment of the DesertX’s announcement, I yearned to hammer it through the desert to see how much is hype and how much is the real deal. I waited for the press launch invite to come, and when it did I broke my ankle and had to hand the duties of flogging off to CW editor-at-large Blake Conner. He came back raving, and a pit grew in my stomach for the missed opportunity. Finally, months later, I got my chance, and I wasn’t going to go easy on the DesertX. We’ve had plenty of on-road and touring testing on the DesertX; it’s clear how it performs on asphalt thanks to Conner’s first ride and a subsequent comparison with Husqvarna’s Norden 901 by Seth Richards. For this test I had little interest in any surface that could not be disrupted with a kick of my Alpinestars Tech 10 boots. But an adventure bike must do double if not triple duty in its role as a do-it-all machine. Road manners of the X are not up to the pavement-scorching abilities of its big brother, the Multistrada V4, but there is no doubt it is a Ducati. Even with the big hoop of a 21-inch front wheel, approximately 9 inches of suspension travel, 9.4 inches of ground clearance, and a 34.4-inch seat height, corner-carving manners of the DesertX are excellent. Both Conner and Richards found the air management from the rally screen superb, and ergonomics are big-mile friendly. Ducati’s DesertX brings Paris-Dakar dreams to life. (Jeff Allen/)Out here in the sand and rocks of Nevada’s Logandale OHV area, butted up against the stunning and very orange Valley of Fire State Park, I care little about comfort on the road. Ahead lies Moab-like rock formations with iron-oxide-tinted sugar-sand filling the wide-open spaces between. A well-sorted chassis and traction management is the only way through when the scales reveal a 518-pound mass with a full tank and accessory crashbars, aluminum hand guards, and aluminum skid plate installed. That’s significantly less than the behemoths of the ADV world like BMW’s R 1250 GS, but 50 pounds more than KTM’s 890 Adventure R without any accessories. More important than the overall weight is how the DesertX carries it. With a full tank and in tight technical rock gardens and soft sand gullies, it does feel a little top-heavy when trying to muscle though the chunk that can easily push you off your intended line without momentum pushing the way forward. Twice I dropped the bike in highly technical terrain when it began to lean too far off vertical. Once it gets to its tipping point and without the space to pick it up on the throttle, that 5.5-gallon fuel tank really shows its position perched atop the airbox and trellis frame. Even with that bit of heft, it’s not unmanageable, just noticeable and unexpected. If it weren’t for KTM moving the fuel down in those “saddle” tanks that reach down beside the engine, we might not have complained. Plan your moves accordingly. A 931cc Testastretta 11° V-twin cranks out 93.7 hp in full power mode. (Jeff Allen/)With 93.7 hp at 9,100 rpm (nearly 30 more hp than what Orioli’s Elefant produced in race trim) and 57.1 lb.-ft. of torque at 6,200 rpm, as measured on the Cycle World Dynojet 250i dynamometer, the DesertX has more horsepower and nearly identical torque on tap when compared to the aforementioned KTM 890, so traction management is key to the Ducati’s fate in the dirt. Six riding modes—Sport, Touring, Urban, Wet, Enduro, and Rally—tailor the X’s power, ABS, traction control, and wheelie control. Only Enduro and Rally are useful here in the Nevada desert. Inside those modes the rider can adjust each parameter of Ducati’s rider aids, including turning off traction control and wheelie control. Power delivery can also be adjusted among full, high, medium, and low settings. Front ABS cannot be fully switched off (ominous foreshadowing) in off-road mode but you are free to disable it at the rear. Changes are made quickly and easily through the intuitive menus on the vertically arranged 5-inch TFT dash. Maneuvers like this are much easier than they should be. (Jeff Allen/)Putting the low-power-mode default of 75 hp through the optional Metzeler Karoo 4 knobs, the DesertX can crawl through tight situations and will find traction when the TC is switched off. In fact, with so much sand in the mix, turning the TC off is the only viable option. Even in the lowest TC setting, the DesertX will not move forward from a stop in the sand, and it severely limits forward momentum on very loose dirt trails and terrain. This is why Ducati allows it to be turned off. At faster speeds on fire roads, Level 1 is useful for controlling stand-up powerslides. With TC off, significant knee and footpeg pressure is needed to keep the rear end from passing the rider. Electronics can make all of us heroes these days. Excellent ergonomics while standing make this an easy thing to do. The bike is narrow at the tank and seat while the motocross-sized footpegs are placed high, but not so high you can’t dig your knee into the tank while turning. A wide and tall handlebar gives plenty of leverage to push the front tire to where it needs to be. If you ride a dirt bike, you’ll immediately be comfortable. Adjusting the parameters of the various riding modes on the DesertX is simple and intuitive on the 5-inch vertical TFT dash. (Jeff Allen/)In the most extreme slow technical circumstances the DesertX does well enough. It’s not an enduro bike, but is one of the best options to ride in places where most sane riders would wish for a 300cc two-stroke dirt bike. Its manually adjustable KYB fork and shock, stroking through 9.1 and 8.7 inches, follow the terrain better than the stiffer and softer competitors. Compression and rebound damping is spot on for slow speeds, but also doesn’t come unraveled when the bike is pushed. And when pushing the DesertX is when it begins to really shine as an off-road-worthy adventure bike. That top-heavy feel in the rocks disappears completely as you do your best Orioli impression. The front end is planted and communicative whether in sand or on hardpack and you always know how much bite is available from the Karoo 4 at the front. It begs to be cut and thrust in the sand but can also flow through two-track trails, moving inside to outside in corners simply by applying more or less throttle. Ergonomics of the DesertX are superb and allow for exceptional control while standing up in rough terrain. (Jeff Allen/)Switching to Rally mode for the most responsive and powerful delivery lets you stretch the DesertX’s legs. Here the rear tire breaks free often and easily in the default TC mode, and with it off, maybe just a little too much. You’ve got to pay attention, but when you get it right, the jagged peaks and edges of Logandale begin to smooth into a creamy blur of speed. This is where it excels, at nine-tenths, approaching your physical limit and wringing out your skills. Traction control limits forward momentum on loose dirt. This is why Ducati allows it to be turned off. (Jeff Allen/)In that step to 10/10th, some flaws begin to show. While the 46mm fork continues to eat what you feed it without complaint, the rear is too soft when the bumps give way to small whoops and big bumps. The rear bottoms with a soft thud as it blows through the shock’s compression circuit, but a few extra clicks of rebound keep the DesertX from going full rodeo. Surprise G-outs may not send you heels over head, but you’ll get the message to back it down a bit. If a surprise washout doesn’t let you know your pace is too high, the front ABS will. It kicks in far too early and often in loose dirt—a shame considering how much front tire grip is available. Negotiating a steep, rutted, and rock-strewn downhill at a moderate speed turned from what should have been a mildly puckering adventure to an absolute terror-inducing exercise. As the ABS kicked at the front, slowing the red and white freight train that is the Ducati was nearly impossible as too much rear brake with ABS disabled at the back in off-road mode would toss the bike sideways on the off-cambered terrain. For use in the most extreme conditions, additional front ABS calibration is needed in order to utilize the otherwise phenomenal Brembo M50 four-piston front calipers and 330mm discs. Despite phenomenal power and feel, the DesertX front brakes are less effective than they could be in the dirt due to early ABS intervention. (Jeff Allen/)Out in the canyons and sand dunes of Logandale, testing the extremes of adventure riding illustrates just how good the DesertX is for aggressive riders. If you want to go slower and pick your way through the world, there are some bikes that feel lighter and less top-heavy; and if you want to win the World Adventure Racing Championship (or at least feel like it), there are options for that. In that wide range in between, the Ducati has got it right. Suspension performance is superb, the front end is unbelievably communicative, and the ergonomics inspire confidence in the dirt. While we are focusing on the bike’s off-road chops here, it is also a super-capable street mount; one that’s comfortable enough to crush an entire fuel tank in a sitting while in search of adventure. All this with the ability to dial in the power and traction control to meet your needs in almost every situation makes the DesertX an excellent solution for those ADV riders who want the most performance they can get in the dirt. The DesertX absolutely shreds the dust and the sand and the rocks, and only really shows any limitations at the very edge of what should be attempted on an ADV. It not only looks the part of a multicylinder rally bike, but it plays it just as well. It’s no pretender. Ducati has built a real-deal off-road performer—a proper tribute to Orioli. The DesertX is not an enduro bike, but is one of the best options to ride in places where most sane riders would wish for a 300cc two-stroke dirt bike. (Jeff Allen/)2023 Ducati DesertX Specs MSRP: $17,095 ($20,645 as tested) Engine: Testastretta 11°desmodromic, liquid-cooled V-twin; 4 valves/cyl. Displacement: 937cc Bore x Stroke: 94.0 x 67.5mm Compression Ratio: 13.3:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 93.7 hp @ 9,100 rpm Cycle World Measured Torque: 57.1 lb.-ft. @ 6,200 rpm Fuel System: Bosch electronic fuel injection w/ 53mm throttle bodies, ride-by-wire Clutch: Wet, multiplate slipper and self-servo; hydraulic actuation Frame: Tubular steel trellis Front Suspension: KYB 46mm upside-down fork, fully adjustable; 9.1 in. travel Rear Suspension: KYB monoshock, fully adjustable, remote preload adjustable; 8.7 in. travel Front Brake: Radial-mount Brembo Monoblock 4-piston caliper, dual 320mm semi-floating discs w/ Bosch Cornering ABS Rear Brake: Brembo floating 2-piston caliper, 265mm disc w/ Bosch Cornering ABS Wheels, Front/Rear: Cross-spoked, tubeless; 21 x 2.15 in. / 18 x 4.5 in. Tires, Front/Rear: 90/90-21 / 150/70R-18 Rake/Trail: 27.6°/4.8 in. Wheelbase: 63.3 in. Ground Clearance: 9.8 in. Seat Height: 34.4 in. Fuel Capacity: 5.5 gal. Cycle World Measured Curb Weight: 518 lb. Contact: ducati.com Cycle World Tested Specifications Quarter-Mile: 11.99 sec. @ 112.56 mph 0–30 mph: 1.59 sec. 0–60 mph: 3.48 sec. 0–100 mph: 8.39 sec. Top-Gear Roll-On, 40-60 mph: 3.22 sec. Top-Gear Roll-On, 60-80 mph: 3.28 sec. Braking 30–0 mph: 32.10 ft. Braking 60–0 mph: 127.36 ft. Gearbox Helmet: Alpinestars Supertech M10 Carbon Meta2 Goggles: 100% Armega Jacket: Alpinestars Venture-R Jersey: Alpinestars Fluid Narin Pants: Alpinestars Fluid Narin Gloves: Full Bore XT Boots: Alpinestars Tech 10 This is the face of Paris-Dakar with modern LED lighting. (Jeff Allen/) Accessory crashbars came in handy and protected the bike from any damage on the two occasions the DesertX fell over. (Jeff Allen/) Our test unit was equipped with a Ducati Termignoni silencer. (Jeff Allen/) Metzeler Karoo 4 tires used for this test provide increased off-road traction. (Jeff Allen/)Source

KTM’s new powerplant retains the LC8c name but has been heavily reworked. (KTM/CFMoto/)We’ve already seen spy pictures of the future KTM 990 Duke and RC 990 sportbike, but now detailed images of the Austrian firm’s next-generation parallel-twin engine have emerged via design registrations. They show a motor that shares its general layout with the previous LC8c twin but with completely new castings for the block, cylinders, and head. The redesign adds substance to the wide-held belief that the next-generation LC8c-powered bikes will get a capacity increase and the “990″ designation to match as it approaches the liter mark. The original LC8c started life as the 799cc “790″ and had a 90cc boost to 889cc for the “890″ version via a bigger bore—up from 88mm to 90.7mm. However, further growth requires more extensive changes. The new engine retains the LC8c name (it means Liquid-Cooled, 8-valve, compact) but has been heavily reworked to give scope for future capacity increases. Images showing the new engine (left) and equivalent images of the existing LC8c (right) allow easy comparison. (KTM/CFMoto/)In side-to-side image comparisons, it’s clear that while KTM has been careful to ensure key hardpoints haven’t changed—so the new motor can slot into existing bikes if needed—every major component is new. The crankcases, oil pan, cylinder head, and transmission are all reworked, with visible carryover parts limited to the ride-by-wire throttle bodies, the water pump cover, and the ignition coils. Seen from the side, it appears that the cylinders are taller than before, suggesting KTM has increased the engine’s stroke to gain more capacity. To counter this growth, there’s a heavily redesigned cylinder head that’s more compact, helping to make the overall height of the engine no greater than before. The cylinder castings have more external bracing than before, perhaps indicating thinner cylinder walls, and the horizontally split engine cases are also redesigned, with the oil sight glass moved from its position in the lower crankcase to a new spot on the clutch cover. It appears that the cylinders are taller than before, suggesting KTM has increased the engine’s stroke to gain more capacity. (KTM/CFMoto/)The oil pan is new, with its main bulk moved to the left to leave a much larger space under the right-hand side of the engine. In spy pictures of the next-generation Duke, it’s clear this space is being used to accommodate the catalytic converter, keeping the exhaust as compact as possible. Another move to help reduce overall size of the bikes that the next-generation LC8c engine is fitted to is a redesigned rear of the transmission. The top of the transmission has been cut away, probably to give greater freedom to chassis designers when it comes to the position of the rear shock’s upper mount. The engine will likely be manufactured in China by the CFMoto-KTM joint venture, and might later appear in CFMoto-branded bikes. (KTM/CFMoto/)Given that the highest-performance versions of the current 890 engine are good for a claimed 119 hp in road-legal form (the RC 8C manages a claimed 133 hp from the same engine), a 990 version should be easily able to pass the 130 hp mark. An oil cooler that appears both taller and wider than the current version hints at the increased performance. The redesign will also be intended to future-proof the engine, allowing for further capacity and power increases. The first production bike to get the new LC8c is expected to be the 990 Duke, likely to be launched later this year as a 2024 model. The RC 990 sportbike has also been spied several times but could be a couple of years from production. At the moment, there’s been no sight of a 990 Adventure, but it’s inevitable that such a bike will come hot on the heels of the 990 Duke. Another side-by-side comparison of the new (left) and current (right) KTM engine. (KTM/CFMoto/)Like the current LC8c engine, the new one will be manufactured in China by the CFMoto-KTM joint venture in that country, and in years to come it could appear in CFMoto-branded bikes as well as KTMs. Source

5 Least Powerful Bikes on Dyno. (KTM/)There are many arguments to be made for low-displacement, modest-horsepower motorcycles. Approachable performance and rider-friendly characteristics are critical in developing the skills of less experienced riders, while even veterans can appreciate them for their smooth-cruising charm and do-it-all attitude. Plus, these may help avoid a run-in with the law. But the No. 1 argument? Having the ability to extract every last bit of performance out of a motorcycle. Ride it to the limit and beyond, all while maintaining control. Try that on a 200-plus horsepower superbike. Besides, as the saying goes: It’s more fun to ride a slow bike fast than a fast bike slow. Honda CRF300L Horsepower and torque figures of the 2022 Honda CRF300L recorded on the <i>Cycle World</i> dyno. (Robert Martin Jr./)While the Honda CRF300L may produce the least amount of horsepower recorded on the Cycle World dyno in 2022, it may be one of the most capable motorcycles around. Pick a spot, any spot. This do-it-all dual sport will get you there without hesitation, whether it’s on or off-road. Sure, the 286cc single-cylinder engine may only produce 22.7 hp at 8,500 and 16.7 lb.-ft. of torque at 6,300, but you can almost guarantee a great time on two wheels. Kawasaki KLX300SM Horsepower and torque figures of the Kawasaki KLX300SM recorded on the <i>Cycle World</i> dyno. (Robert Martin Jr./)Think of the Kawasaki KLX300SM as the ultimate entry-level supermoto. Low horsepower, relatively low cost of entry, and friendly dimensions paired with big performance potential equals a lot of entertainment for the KLX300SM. Let its 24 hp and 15.6 lb.-ft. of torque loose at the kart track, then hack it sideways and hone your skills while giggling all the way around the corners. Suzuki DR-Z400S Horsepower and torque figures of the 2022 Suzuki DR-Z400S recorded on the <i>Cycle World</i> dyno. (Robert Martin Jr./)As one of the original dual sport machines, there’s a cult following behind the Suzuki DR-Z400S. This tried-and-true motorcycle is up for any task, big or small. The 31.8 hp and 24.3 lb.-ft. of torque recorded on the Cycle World dyno is in the middle ground of this bunch, but its opportunities for adventure are almost endless. KTM RC 390 Horsepower and torque figures of the 2022 KTM RC 390 recorded on the <i>Cycle World</i> dyno. (Robert Martin Jr./)Despite being an entry-level supersport machine, the KTM RC 390 packs big performance in more ways than one. The 390 gets a race-inspired chassis that’s worthy of decking your knees at the apex of corners, premium componentry, and even an electronic rider-aid suite. Plus, the 390′s 40.9 hp and 24.4 lb.-ft. of torque is the perfect balance of power at the racetrack, allowing you to ride it to its maximum and focus on your skills—all while shredding past literbikes. Royal Enfield INT650 Horsepower and torque figures of the 2022 Royal Enfield INT650 recorded on the <i>Cycle World</i> dyno. (Robert Martin Jr./)The Royal Enfield INT650? A staff favorite for more reasons than one. The INT650 is one of two (a third is soon to hit the market) air/oil-cooled 648cc parallel twins from the legendary OEM that blend classic charm with modern-day performance. The ride is delightfully neutral in every aspect, including the smooth, yet exhilarating performance of its powerplant. You could argue that 40.9 hp and 37.4 lb.-ft. of torque has never felt so good. Source

The beauty of a modern minimoto is not the places it’ll take you but how much fun you’ll have getting there. (Jeff Allen /)Technology was supposed to make everything easier. And while we won’t argue the benefits of smartphones, smart TVs, and smart everything-in-between, there’s no denying that our fast-paced world can leave you feeling a little overwhelmed. The simple things offer a nice change of pace, and in the motorcycling realm, few things are simpler than a minimoto. What makes the modern minimoto even more special is its ability to reach such a wide audience. Whether you’re looking for a nonintimidating introduction to motorcycling, the perfect campsite commuter, or a lightweight, affordable, and fun bike for running errands, there’s almost certainly a bike out there for you. Much of the category’s resurgence is, of course, owed to Honda and its ultra-successful Grom. Big Red’s success hasn’t stopped other manufacturers from finding their own way into the class though, and there are now more small-bore options than ever. Below is a look at some of the great street-legal minimotos currently on the market. Honda Grom Honda leaned into its small-bore roots to produce the 2014 Grom, simultaneously capturing the hearts of new riders and everyone who grew up riding Trail 70s. Immediate success led to a steady stream of updates to the platform, Honda doing its best to recognize how customers were using the bike and then adjusting the formula accordingly. Honda’s Grom is the leader of the pack when it comes to minimotos. The latest version is centered on an easily customizable design and refined, 124cc engine. (Honda/)The third-generation Grom is the perfect example. Honda recognized the aftermarket community being built around the bike and designed this latest version to be easily customizable. Body panels and hardware aren’t just “bold and new,” but designed to be easily removed as you build your version of the perfect Grom. Other highlights of the third-generation Grom include the recently introduced five-speed transmission, a flat seat that accommodates varying rider heights, sufficiently sized 1.6-gallon fuel tank, and LCD display that keeps the Grom looking fresh in a category that’s all about style. The 2023 Grom is available as a base model for $3,499, or with ABS (and more stylish Pearl White paint) for $3,799. Kawasaki Z125 Pro When the Honda Grom was introduced in 2014, it quickly began encroaching on the sales of small-displacement volume leaders like the Kawasaki Ninja 300. Kawasaki quickly fought back by introducing the Z125 Pro ($3,399) as an early-release 2017 model. The apple doesn’t fall far from the tree. Like the rest of Kawasaki’s naked-bike lineup, the Z125 Pro sports sharp, aggressive lines. (Kawasaki/)There’s not much a manufacturer can do to distinguish itself from the competition when it comes to bikes that are as compact and simple as a minimoto, but Kawasaki attempted to set itself apart wherever possible. The biggest difference is the engine, which uses an oversquare design compared to the Grom’s undersquare configuration. Theoretically, that oversquare layout (larger bore, shorter stroke) has more power potential, though honestly it’s tough to tell the difference on bikes producing less than 10 hp. The Z125 Pro has a taller seat height than the Grom (31.7 inches versus 30 inches), which will work in the favor of some, but not others. Another big difference is that the Z125 Pro uses a four-speed transmission, compared to the five- and six-speed transmissions available on competitive models. That hasn’t stopped Kawasaki from taking a piece of the minimoto pie though, and for anyone with an affinity for Team Green, the Z125 Pro is a great addition to the garage. CFMoto Papio CFMoto studied the competition closely before coming to market with its lineup of streetbikes, and in the case of the Papio, it’s obvious where the company was getting its inspiration from. The result is a bike that looks just as sporty and fun as the Honda Grom or Kawasaki Z125 Pro, but is available at a lower entry price ($2,999). With an MSRP of just $2,999, the CFMoto Papio is an equally sporty alternative to the Grom and Z125 Pro. The biggest advantage? A six-speed transmission. (CFMoto/)The Papio is powered by a 126cc single-cylinder four-stroke engine that puts out a claimed 9 hp and is plenty fun in quick trips around town. A six-speed transmission—the only one in its class—offers easy cruising at higher speeds, while a light clutch pull and smooth power delivery help new riders feel comfortable in their first trips around town. The Papio’s only real disadvantage is the smaller aftermarket community around it, especially when compared to what’s available for mainstays like the Grom and Z125 Pro. Those who aren’t building a fully custom minimoto will appreciate the Papio for what it is though: a stylish, fun, and most importantly, affordable entry into the minimoto world. Honda Trail 125 If the Grom was Honda leaning into its small-bore roots, then the Trail 125 is the company putting all of its weight on that minibike history. Park a Trail 125 next to a 1984 Trail 110 and it’s hard to spot the differences, Honda’s design team having almost perfectly matched the lines of the original in their attempt to pluck the heartstrings of anyone familiar with the Trail’s history. Modern technology meets classic design. Park a Trail 125 (left) beside its predecessor, a 1984 Honda Trail 110 (right), and it’s hard to spot the differences. (Drew Ruiz /)Even those who don’t have a built-in soft spot for early CTs will appreciate the modern Trail 125. The SUV of today’s minimoto category, the bike is based on Honda’s own Super Cub but with model-specific features that give you the confidence to venture off the beaten path. Things like ground clearance, suspension travel, and low-end torque have all been taken into account. The result is a bike that’s equally fun whether you’re running errands or exploring the outer bounds of your campground. Credit the semi-automatic transmission for making the “running errands” part a much easier task. No, the Trail 125 won’t replace your adventure bike or enduro-ready dual sport, but at $3,999, it’ll have you smiling as you bounce down nearby fire roads. Super Cub C125 Honda changed America’s perception of motorcycles and motorcyclists with its “You meet the nicest people on a Honda” campaign, which was built around the then-49cc Super Cub C100. The small-displacement motorcycle was fun, cheap, and didn’t attempt to be tough or badass. Continuously manufactured by Honda since 1958 for numerous world markets, production numbers of the Super Cub have long since surpassed 100 million, making it the highest-selling motor vehicle of all time. Hidden behind the Super Cub’s classic styling, modern technology offers superb ride quality and convenience for everyday riding. (Honda/)That’s important to point out, only because the modern Super Cub C125 is built around the same ethos. Featuring classic Super Cub styling with an S-letter silhouette and step-through design, the Super Cub uses Honda’s quiet and fuel-efficient 124cc air-cooled single-cylinder engine, fuel injection, a comfortable seat, and ABS brakes. The only real shame is that you can’t share the experience with anyone else; American Honda’s Super Cub C125 ($3,849) doesn’t have passenger accommodations. Honda Monkey The Monkey was one of Honda’s first attempts at taking the Grom and updating the design to celebrate legendary minibikes like the Z50A, a bike that helped countless kids get their start in motorcycling. The concept worked, and suddenly there was an even wider audience coming into Honda dealers to look at minimotos. Reliving your childhood is fun, after all. If looking at the Honda Monkey doesn’t put a smile on your face, then riding one will. This is Honda celebrating its minibike roots, but making sure the experience is as you’d expect from a modern motorcycle. (Honda/)The Monkey isn’t just a styling exercise, as Honda continues to update the bike alongside its minimoto counterparts. For example, the Monkey shares key engine specs with the current-generation Grom, including a smaller bore and longer stroke (50mm x 63.1mm versus the previous 52.4mm x 57.9mm) for more low- and midrange grunt. It also uses Honda’s latest five-speed transmission, for comfortable cruising. Styling is where the monkey stands out from the competition, its soft, curved surface a stark contrast from the sporty lines of the Grom and Z125 Pro. Rather celebrate motorcycling history than head to the kart track and go minimoto racing? This might be the bike for you. Keep in mind, of course, that the Monkey is the most expensive model in Honda’s minimoto lineup, with an MSRP of $4,249. Benelli TNT135 Benelli refers to the TNT135 as “the next big small thing,” and of all the minimotos that have followed in the Grom’s tire tracks, this bike looks and feels the most unique, without being too obscure. Bigger is not always better, but in the minimoto class, it’s good to have a power advantage. The Benelli TNT135 uses a 135cc engine producing a claimed 11.3 hp. (Benelli/)One of the TNT135′s biggest advantages is the larger-displacement 135cc SOHC engine that puts out a claimed 11.3 hp and 7.4 lb.-ft. of torque. That might seem like a small edge, but in the world of small-displacement motorcycles, a few extra ponies can make a big difference. The TNT’s trellis frame is equally as unique and contributes to the Benelli’s sporty handling, while adding a high-end look and feel. Add in bold color contrasts, slash-cut exhausts, and the usual mix of LED lighting, and you have a rather potent and stylish alternative to the class leaders. Kymco K-Pipe 125 Kymco’s K-Pipe 125 has the hard job of competing in a space dominated by sporty and/or retro-inspired designs. Not interested in the aggressive lines of the Z125 Pro, or the retro looks of Honda’s Super Cub/Monkey? This “European-styled” minimoto could be a worthwhile consideration. A 33-inch seat height and tall, slim packaging help the Kymco K-Pipe 125 stand out in a class dominated by sporty and/or retro-inspired designs. (Kymco/)Outside of its tall and slim stature, the K-Pipe 125 stands out thanks to 17-inch wheels, which Kymco says are used for “stability and handling.” The carburated, 125cc engine is equipped with a four-speed transmission and produces a claimed 8 hp at 7,000 rpm and 6.3 lb.-ft. of torque at 6,000 rpm, meaning the K-Pipe is slightly outclassed by the competition. Other notable specs include the 33-inch seat height and 1.2-gallon fuel tank. And while those specs do narrow the draw, the K-Pipe 125 claws back some attention with an MSRP of $2,249. Honda Navi The Honda Navi fills an interesting void between Honda’s scooter and minimoto lineups, but that’s hardly the most interesting thing about this 109cc, fully automatic minibike; the real highlight is that the Navi sells for just $1,807. And while that low price tag means the Navi isn’t outfitted with the latest technology or high-end hardware, this minimoto has some neat convenience features, like the 15-liter keyed storage compartment that’s big enough to fit a small bag of groceries, or whatever other items you need to haul around town. Honda’s Navi blurs the lines between scooter and motorcycle in an aim to make motorcycling more accessible than ever. That all starts with a low MSRP of just $1,807. (Honda/)The 109cc engine is carbureted and the gauge cluster looks outdated, but the Navi gets a claimed 110 mpg and zips around city streets with ease. Thanks to its motorcyclelike layout, with footpegs and a rear brake pedal, it appeals to those who want the convenience of a scooter but the style of a motorcycle. Like its “bigger” siblings, the Navi has a comfortable layout for riders of all sizes and won’t leave you feeling pretzeled by the ergos. It accelerates up to 45 mph pretty quickly, and 55 mph is possible if you wait long enough. Sure, you could ask for more, but with a price tag under $2,000, it’s hard to argue with what the Navi is capable of. Source

Riding in the Rocky Mountains at Ducati’s inaugural Giro Alpino. (Gregor Halenda/)Last year, somewhere in the Adirondack Mountains, heading to my home in the Finger Lakes in Upstate New York, I had that sudden urge familiar to motorcyclists: to point the compass west, ignore responsibilities at home, and just keep riding. I imagined going to the far side of the US map, passing the well-worn creases bisecting nearby states until the ink fades from green to brown and the Rocky Mountains appear as a jumble of shapes and colors. My flight of fancy was inspired in the moment—tempted, more like—as usual, by a Ducati. This time I was aboard a brand-new Multistrada V4 S. Fast, comfortable, and refined, the latest Multistrada would be just about perfect for a long trip west, I thought. Colorado riding. (Gregor Halenda/)With two young children at home, heading west on a whim is, well, less a whim and more like neglect, so when I made it home, I shut the garage door on the fantasy and that was that. Or so I thought. A year later, I was thrilled to be invited by Ducati to the inaugural Giro Alpino, a 300-mile tour through the Rockies exclusively for Multistrada owners. Not that there weren’t warnings. “October 1 in Colorado, you say?” my friend said when I told him the plan. “You’d better hope it doesn’t snow. One time I rode up Pikes Peak in the sunshine with the vents on my jacket wide open, and rode down in a total blizzard. We’re talking: can’t-see-the-brake-lights-in-front-of-you, bone chillingly cold, winter-without-Christmas kind of weather. You’d better pack your long underwear and winter riding gloves.” I rolled my eyes and didn’t give it a second thought. It was only October, after all, and as a motorcyclist living in the northeast, I know a thing or two about mercurial weather patterns. Beaver Run Resort in Breckenridge, Colorado. (Gregor Halenda/)I suppose it should have come as no surprise, then, that on the morning of October 1, standing in the parking lot of the Beaver Run Resort in Breckenridge, Colorado, the temperature was 32 degrees and there was snow on the mountains. Gathered around Ducati’s bright red semitrailer, 40 Multistradas of various generations were covered in frost. Riders fumbled for keys stashed in Gore-Tex jackets only to discover their ignitions had frozen solid overnight. There was nothing dire in the forecast so I took it as part of the adventure. Besides, I’d always figured Colorado would look its best with at least a little snow. A host of Multistradas preparing to ride. (Gregor Halenda/)To begin the ride, Ducati VP of Marketing Phil Read Jr. led the way, while Jason Chinnock, CEO of Ducati North America, took up the rear. Chinnock, who grew up in Colorado, devised the route and was enthusiastic about sharing these roads which he’s ridden innumerable times. I positioned myself right behind PRJR, thinking I’d let him find the patches of ice first. Of course, as the son of a seven-time Grand Prix world champion, he’d probably slip and slide gracefully over the slick stuff, while I, the son of a veterinarian, would hit the proverbial kitty litter. Best not to dwell on such things. What the road lacked in grip, it made up for with dramatic scenery. Heading south on Route 9 toward Hoosier Ridge, an iron gray sky weighed heavily on dark pines. In the snowy stillness their boughs of pure white seemed cast of marble. As we climbed higher, wood smoke from chimneys hung lazily in the thinning air and the Multi’s thermometer flashed 30 degrees. A heated grip and heated seat kind of day. (Gregor Halenda/)The cold always enhances a motorcyclist’s sense of exposure, but with heated grips, a heated seat, and smooth airflow, the Multi V4 balances it with a feeling of imperviousness. While I’m accustomed to riding in the cold, I knew that not everyone in the group was equally misfortunate. I couldn’t help but spare a thought for Perry and Mercy from Southern California, who I met over breakfast at the lodge. Perry just bought his Multistrada V4 and had ridden it all of 15 miles—hopefully long enough to figure out the location of the heated grip button—before loading it on a trailer and heading to Breckenridge. Not only was the Multi his first Ducati, but he’d only gotten back into riding recently. Here he was riding on slick unfamiliar roads, two-up with Mercy on a brand-new motorcycle. Not fainthearted, these two. As the sun came out, the sky’s intense blue was etched with ethereal clouds that cast dim shadows across the snow-covered peaks of the front range. I turned down the heated grips, just as our procession of Multis reached the old gold mining town of Fairplay, population 724. Having never been to Colorado before, I didn’t expect that it would feel so, well, Western. Sparsely populated towns have preserved their frontier charm: Saloons with false front architecture seem straight from a Hollywood set, and log-built general stores that sell beads and trinkets dot main streets. On the way to Breckenridge I even saw a herd of bison. The Giro Alpino happily coincided with peak color in Colorado. (Gregor Halenda/)Turning north onto Route 285 out of Fairplay, we made our way to Guanella Pass. Crossing between Mounts Bierstadt and Evans, the narrow road wound past cascading brooks and through stands of aspens in golden regalia, a final encore of summer’s sun captured for a moment before being claimed by the earth. It wasn’t long until the pass would be closed for winter, so the road was crowded with Patagonia-clad hikers making the most of the sunshine, stomping to trailheads with trekking poles in hand, accompanied by panting trail-ready dogs with bandanas around their necks. The whole thing looked like a Subaru advertisement. Heaven only knows what the fleece army thought of us: 40 fast-looking, mostly red motorcycles crawling up the hill, stuck behind a single bicyclist in spandex. Lunch in Granby, Colorado. (Gregor Halenda/)As helmets came off for lunch in Granby, there wasn’t a discontented face to be seen. I pulled up a chair next to Brett and Kenton, two longtime riding buddies from Kelowna, British Columbia. Their trip took them across the Cascade mountains of Washington, around the Olympic Peninsula, down the Oregon coast to the PCH, across the Golden Gate bridge to Carmel, Monterey, and Big Sur, and then east to Breckenridge. They’d returned home—via Wyoming, Montana, Idaho, and Washington—with an additional 4,600 miles on their odometers. Seasoned motorcyclists both, and real gentlemen. We were strangers half an hour ago, but already they’d invited me to stay with them in British Columbia and show me the best of the region’s riding—as if I needed more fodder for daydreaming over the winter. Interesting bunch, these Multistrada riders. Lots of very impressive CVs among these folks, but you’d never know it. And lots of enthusiasm for Ducatis and motorcycles in general. Great crowd with whom to rub shoulders and drag footpegs. (Gregor Halenda/)In many ways, meeting up with new friends to ride Ducatis is the entire point of the Giro Alpino. At $350 a head, it’s no money maker for Ducati. In fact, the company subsidized the event. Chinnock says that the goal is to cultivate a sense of community, not just around the brand, but around the Multistrada family. Bringing riders together and creating experiences on two wheels creates community, and community creates culture. Rubbing shoulders with the honchos at Ducati NA makes riders feel a part of the story. After lunch, the group split up to ride at their will or follow the google map of Chinnock’s route. With a smaller group of riders and plenty of open space, I really got to stretch the legs of the Multi V4. Last time Cycle World had one on the dyno it produced 144 hp, so at 10,000 feet, output is down to about 100 hp. Let’s just say we used that 100 hp to its best advantage. Drying pavement. (Gregor Halenda/)Despite a rapid pace, I reflected that we’d encountered every sort of geographical eminence imaginable, from peak and hillock to knoll and butte. As varied as the weather and the shades of the sky, Colorado offered a new kind of landscape to admire practically at every junction. It’d be a somewhat foreign place for an East Coaster except that the Western landscape is so deeply ingrained in American consciousness. I was reminded of a line from John Williams’ great 1960 Western novel, Butcher’s Crossing, set in the foothills of the Rockies: “it seemed to him that the contours of the place flowed beneath his eyes, that his very gaze shaped what he saw, and in turn gave his own existence form and place. He could not think of himself outside of where he was.” A short stretch of gravel. (Gregor Halenda/)On a good motorcycle trip, in a place like this, one never wants to think of himself anywhere else. But on the best trips, one nearly ceases thinking all together. All that is is the moment and the place: the motorcycle, the road, the changeable sky and the mountains beyond. With its 37,000-mile service intervals, and a host of high-tech rider aids and convenience features, the Multistrada V4 effectively grounds the rider in the moment but also inspires dreams that put them out of place. It’s designed to carry one on grand journeys, like it did for Brett and Kenton, and bring new experiences within reach, like it did for Perry and Mercy and a score of other riders. I talked to a lot of Giro Alpino participants who said they’d never do a ride like this on their own—for starters, the cold and snow would have scared them off. That Ducati managed all the details meant they could just show up and ride. For seasoned tourers, it was an ideal destination to plug into the GPS and build a trip around. It’s safe to say that meeting Ducati NA brass and 40 other motorcyclists with similar inclinations is a far less flimsy excuse for a trip than what most of us normally conjure. Peter Egan says, “You can always start a lively debate about the best state in the Union for riding motorcycles, but I suspect Colorado would make it into the top three for anyone who’s ever been there.” Egan knows best. (Gregor Halenda/)It’s no wonder that last year, as I rode through the Eastern mountains I know so well, the Multistrada called me West. The many roads that led to the Giro Alpino carried kindred spirits on similar journeys of their own. It’s a waypoint on the map the Multistrada has drawn in every rider’s imagination—complete with good food, the best company, and unforgettable riding. Once there, we couldn’t think of ourselves outside of where we were—except, perhaps, at next year’s Giro. Getting ready to set out in the morning. (Gregor Halenda/)Gearbag Helmet: Arai XD4 Jacket: Rev’It Defender 3 GTX Pants: Rev’It Defender 3 GTX Gloves: Rev’It Caliber Boots: Rev’It Expedition GTX Source