Hugh Janus

The CBR650R is a sporty-ish sportbike with everyday manners and practicality. (Honda/)Ups Smooth inline-four engineNot overly sporty, which makes it great for daily ridingWho can say no to Fireblade-like styling?Downs Only comes in Matte Black MetallicLimited suspension adjustmentHigher MSRP than some middleweight twinsVerdict Riders looking for a bike with sportbike styling and handling but an extra dose of practicality will be interested in the CBR650R. An inline-four engine offers more performance than comparable middleweight twins, and it’s hard to argue with the build quality of a Honda. Overview The CBR650F hit US shores in 2014 and served as Honda’s bridge between the beginner-friendly CBR500R and the track-oriented CBR600RR. The bike was renamed the CBR650R in 2019, after receiving ground-up revisions and upgrades. That was soon followed up by a move to Showa’s Separate Function Fork Big Piston (SFF-BP), new cams and intake timing, revised bodywork, revised exhaust, and improved emissions in 2021. The CBR650R is a fully faired variant of Honda’s CB650R naked bike and draws inspiration from the supersport realm with styling cues from the CBR1000RR. Consider this an easy-to-live-with commuter that simultaneously dishes out decent power (for the category) and handles well when it’s time to hit the canyons. The CBR650R returns in Matte Black Metallic for 2022. (Honda/)Updates for 2022 Honda revised the CBR650R in 2019 and 2021, and therefore left the 2022 model untouched. There was, however, a $100 price increase. Matte Black Metallic returns as the main color; keen eyes will notice the striping has changed colors though. Pricing and Variants The 2022 Honda CBR650R is available in just the one trim, with an MSRP of $9,799. Keep in mind that Honda does offer the CB650R naked bike with similar hardware, but a different look and feel for those not drawn to the CBR’s sportbike styling. Competition There’s no shortage of mid-displacement sportbikes on the market today, and each offers a little something different. Engine configurations, hardware, and intended use all vary in this space, meaning there’s something for everyone. The CBR’s biggest competitor is the Kawasaki Ninja 650 ($7,999), but the naked Suzuki SV650 ($7,399) should also be considered. Want something a little more track oriented? Yamaha has the YZF-R7 ($9,199), while Aprilia offers the RS 660 ($11,399). The 649cc inline-four engine stands out in a class that’s long been centered around twins. Not a fan of a parallel twin? The CBR650R might be the middleweight sportbike you’re after. (Honda/)Powertrain: Engine, Transmission, and Performance The CBR650R shares an inline-four engine with its naked cousin, the CB650R. Balancing performance and rideability, the powerplant has a throaty intake sound as it spools up to its peak 80.1 hp and 41.73 lb.-ft. of torque (both of which were measured on our in-house dyno). There aren’t any power modes, but that’s okay as the engine delivers ample power up top, while being docile enough in the lower revs and feeling very flexible. The slip-assist, cable-actuated clutch is claimed to lighten clutch operation by 12 percent compared to pre-2019 models, making managing the clutch easy and less tiring. Although the gearbox is easy to work, we did find that the six-speed transmission occasionally slipped into neutral when shifting between first and second gear at high rpm. There’s no ride-by-wire throttle, but the throttle is well calibrated. This is an overall easy motorcycle to ride, thanks to the smooth fueling, light clutch, and decent power. Chassis/Handling Honda switched from the Showa SFF fork to SFF-BP fork in 2021. The suspension provides a firm and sporty ride, with great front-end feel. A caveat to this is that the fork can feel a bit jarring when coming across larger sharp-edged bumps. Obviously Honda still wanted to pump some sportbike DNA into this bike. The Showa shock is refined and composed and works well when compared to other non-linkage setups. The steel diamond frame utilizes pressed swingarm pivot plates and twin elliptical spars tuned to be stiffer around the headstock and more flexible in the spar sections for balanced handling and feedback, says Honda. The CBR’s rider triangle also puts the rider in a commanding position that makes it great for flicking the bike through corners. The CBR is ready to play when you are. Brakes Radial-mount four-piston Nissin calipers bite onto a pair of 310mm floating discs up front. This setup is complemented by a Nissin single-piston caliper and 240mm disc out back. ABS is standard at both ends, but cannot be disabled. The lever and pedal provide easy-to-understand communication and there’s adequate bite at the discs for street use. The CBR650R is not meant to be a track-going sportbike (Honda saves that for the CBR600RR), but still offers up decent performance and has a worthwhile spec sheet. Front brakes use radial-mount calipers biting on 310mm floating rotors. (Honda/)Fuel Economy and Real-World MPG In testing, the CBR650R returned an average of 39.5 mpg. Ergonomics: Comfort and Utility Clip-on handlebars are mounted beneath the top triple clamp but rise up for a more relaxed riding position when compared to a true supersport. Unlike its naked sibling, the CB650R, the CBR is equipped with a full fairing and windscreen for deflecting wind from the rider. The windscreen could be a tad taller for better wind protection, but that’s nothing the taller windscreen in the Honda OE accessory catalog won’t fix. Both the rider and passenger seats are wide and well padded for all-day comfort. Seat height is 31.9 inches. Electronics Electronics are limited to ABS and Honda Selectable Torque Control (HSTC). HSTC can be turned off with the handlebar-mounted switch. And while it’s unlikely you’ll push the CBR hard enough to put the system through its paces (this is a city-oriented bike after all), it’s nice to have the extra level of safety. Dual LED headlights and an LCD dash are standard equipment. Y-spoke aluminum rims are wrapped in Dunlop Sportmax rubber. (Honda/)Warranty and Maintenance Coverage Honda offers a one-year, unlimited-mileage warranty for the CBR. Coverage can be extended with the HondaCare Protection Plan. Quality The CBR has sharp, angular bodywork that contributes to its polished appearance. And while assembled in Thailand, the CBR650R lives up to the high standards of the Japanese manufacturer. 2022 Honda CBR650R Claimed Specs MSRP: $9,799 Engine: 649cc, DOHC, liquid-cooled inline-four; 4 valves/cyl. Bore x Stroke: 67.0 x 46.0mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: PGM-FI fuel injection w/ 32mm throttle bodies Clutch: Wet, multiplate slipper/assist Engine Management/Ignition: Full transistorized Frame: Steel diamond Front Suspension: 41mm Showa SFF-BP fork; 4.3 in. travel Rear Suspension: Showa shock, preload adjustable; 5.0 in. travel Front Brake: Dual radial-mounted 4-piston Nissin hydraulic calipers, floating 310mm discs w/ ABS Rear Brake: 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Y-spoke aluminum, 17 in. / 17 in. Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: 25.3°/4.0 in. Wheelbase: 57.0 in. Ground Clearance: 5.2 in. Seat Height: 31.9 in. Fuel Capacity: 4.1 gal. (0.8 gal. reserve) Claimed Wet Weight: 456 lb. Contact: powersports.honda.com Source

Motorcycle touring is one of the most rewarding forms of travel you can do. Unobstructed views combine with a way more entertaining way to explore. (Jeff Allen/)Motorcycles are fantastic for traveling and seeing the world. There is no better view than from the saddle of a motorcycle. But the bike you choose depends on where you plan to go, what you want to carry, and if you’re going it alone or bringing along a companion. This list in no way includes all the great travel bikes out there—just scratching the surface—but instead highlights a variety of models from various manufacturers to give you an idea of what kind of options are available. A rule of thumb when picking a bike for travel is to make sure it comes with or can be optioned with luggage, has good fuel range, and provides protection from the elements. All three of those things will make your journey much more enjoyable. Asphalt Queens These bikes are for eating up big miles on the highway, with a passenger and with room to pack a ton of stuff. They all pack big engines that make big torque, to easily get it all in motion when loaded to the gunwales. You won’t find a more capable and comfortable machine for eating big miles in comfort. (drew ruiz/)Honda Gold Wing Tour The Honda Gold Wing has won more Cycle World Ten Best awards than we can recall. If you want to hit the highway and eat up huge miles, the Gold Wing and its 1,833cc flat-six engine will take you there. The Wing offers great protection for the rider and passenger, comfortable seating, and plenty of storage for a reasonable road trip. Price: $25,600 Fuel capacity: 5.5 gal. Claimed fuel mileage: 42 mpg Estimated range: 231 mi. Standard luggage: Yes, 121 liters of storage Navigation: Yes, Apple CarPlay and Android Auto compatible The BMW K 1600 GTL packs an ultrasmooth inline-six that puts out 133 lb.-ft. of torque. (BMW/)BMW K 1600 GTL BMW’s largest touring machine has been around for quite some time and has proved to be a serious challenger to the Honda Gold Wing. The GTL’s inline-six engine makes a claimed 133 lb.-ft. of peak torque, which is more than enough to move you and your passenger at entertaining speeds wherever your travels take you. Price: $26,895 Fuel capacity: 7.0 gal. Claimed fuel mileage: 40 mpg Estimated range: 280 mi. Standard luggage: Yes, 113 liters of storage Navigation: Yes, Garmin Harley-Davidson’s Ultra Limited is an American classic and defines V-twin touring. (Harley-Davidson/)Harley-Davidson Ultra Limited Harley’s Ultra Limited has defined the V-twin travel segment for ages. Powered by the Milwaukee-Eight 114 engine that grunts out 122 lb.-ft. of torque, making passes while loaded up for Sturgis won’t be an issue. And the ample luggage space can eat up to 133 liters’ worth of black T-shirts and jeans. What else do you need? Price: $29,169 Fuel capacity: 6.0 gal. Claimed fuel mileage: 43 mpg Estimated range: 258 mi. Standard luggage: Yes,133 liters Navigation: Yes, Boom! Box GTS Baggers can get you there too. You may not be able to carry as much junk in a trunk, but you’ll roll up in style. (Indian/)Indian Challenger Baggers like Indian’s Challenger give you a V-twin touring chassis without all of the oversize bulk of a full-dress touring machine. Pack light and hit the road in style and comfort. With 68 liters of storage in the locking side cases and ample protection provided by the front fairing, you can hit the road for the weekend or travel far and do laundry along the way! Price: $24,499 Fuel capacity: 6.0 gal. Claimed fuel mileage: N/A Estimated range: N/A Standard luggage: Yes, 68 liters Navigation: Yes, Ride Command Seeking All Roads Adventure bikes are really the modern-day universal motorcycles. They can eat up highway miles with the best, while allowing you to keep going when the pavement ends. Added bonuses are creature comforts and great ergos. Want a loaded ADV bike for under $11,000? The XT Adventure might just be your bike. (Suzuki/)Suzuki V-Strom 650XT Adventure Let’s be crystal clear, you don’t have to spend 20 grand to buy an adventure bike. Proof comes in the form of Suzuki’s 650XT Adventure, which comes loaded with aluminum side cases, crashbars, a skid plate, and pretty much all the features you need to get you out exploring for under $11,000. What, 650cc not enough for you? There is also a brand-new V-Strom 800DE Adventure on the way in 2023. Price: $10,799 Fuel capacity: 5.3 gal. Cycle World recorded average mpg: 40 mpg Estimated range: 212 mi. Standard luggage: Yes, 74 liters Navigation: No The OG of ADV, the BMW R 1250 GS Adventure can take you almost anywhere you can imagine. (BMW/)BMW R 1250 GS Adventure It’s impossible to talk about adventure-touring motorcycles and not bring up BMW’s GS. It is the bike that created the entire segment of ADV machines, before that segment even had a name. The GSA in particular is about as trustworthy of a travel companion as there is. But if you want to prep it to meet your needs, you’ll have to add some packages and accessories to do so. Price: $20,345 Fuel capacity: 7.9 gal. Cycle World recorded average mpg: 32 mpg Estimated range: 252 mi. Standard luggage: Optional Navigation: Optional Garmin Brute force combined with features galore makes the 1290 Super Adventure S a great mileage slayer, on highway or off. (Jeff Allen/)KTM 1290 Super Adventure S We can’t hide the fact that we love the KTM 1290 Super Adventure S. In fact, if you’re looking for a more-road-oriented ADV bike that is still very capable off highway with a different set of tires, this bike is hard to beat. It recently won our Open-Class Adventure Comparison largely based on its versatility and brute power. Price: $20,299 Fuel capacity: 6.1 gal. Cycle World recorded average mpg: 43.2 mpg Estimated range: 263 mi. Standard luggage: Optional Navigation: Yes, w/ KTMconnect app Go Fast, Go Long Sometimes you want to travel light and rip twisties all day long. That’s what sport-touring has always been about, but the face of the class has evolved with sporty ADV-looking machines featuring sporting rubber and upright seating positions. This category fills a void that we didn’t even know existed 15 years ago. An asphalt-oriented adventurer meets sportbike, meets tourer, the Tracer 9 GT can do it all. (Joseph Agustin/)Yamaha Tracer 9 GT The times they are a-changing, and the Yamaha Tracer 9 GT is a perfect example of how the sport-touring class has evolved over the years. Take the upright seating position and comfortable ergonomics of an ADV bike, combine it with sporty handling and a fun inline-triple engine and you get the Tracer 9 GT, a go anywhere machine that can eat miles as easily as it slays curves. Price: $14,999 Fuel capacity: 5.0 gal. Claimed fuel mileage: 49 mpg Estimated range: 245 mi. Standard luggage: Yes Navigation: No Cruise missile or motorcycle? The Ninja H2 SX SE’s supercharged engine borders on both. (Kawasaki/)Kawasaki Ninja H2 SX SE OK, the supercharged Kawasaki H2, in any form, is a monster. But you can’t argue against the fact that the SX SE is the most badass sport-touring machine currently available. With a claimed 200 hp and more than 100 lb.-ft. of torque, this thing can almost warp time. Throw on a set of the optional saddlebags and you should be ready for wherever the bike takes you through the time-portal wormhole. Price: $27,500 Fuel capacity: 5.0 gal. Claimed fuel mileage: N/A Estimated range: N/A Standard luggage: Optional 28 liter saddlebags Navigation: Yes, Kawasaki’s Spin infotainment system Ducati’s original crossover, the Multistrada blasts forward after almost two decades with the V4 S. (Ducati/)Ducati Multistrada V4 S Ever since the original Ducati Multistrada came out back in 2003, the bike has redefined what an upright, sporty, touring bike should be. It helped stretch the sportbike category with its potent engines, comfortable ergonomics, and travelworthy amenities. Fast-forward to 2023, and the Multi’s V-4 engine delivers 170 hp and 92 lb.-ft. of torque. Load up the optional luggage and pick the twistiest route you can find between point A and point B. Ciao! Price: $26,895 Fuel capacity: 5.8 gal. Claimed fuel mileage: N/A Estimated range: N/A Standard luggage: Optional Navigation: Yes Source

Two variations of the CL300 have been shown, a scrambler and a more traditional roadster. (Honda/)Long before the Honda CL500 was released in November, the company’s plan to make a street scrambler around the chassis and twin-cylinder engine of the Rebel 500 cruiser was leaked in patents and trademark applications. Since Honda also has the smaller, single-cylinder Rebel 300 in its range, it wasn’t a huge leap to think a CL300 might also be in the works. Trademark protections for the CL300 name were applied for earlier this year and now the bike itself has been launched in China, but at the moment there’s no indication whether it will be offered in Western markets. The more standard roadster version of the CL300. (Honda/)The CL300 was shown in China in November, at the same time Honda revealed an identical-looking CL250 in Japan, with fractionally less capacity to suit local regulations. While details of the bikes have been thin, new type-approval information from China fills in some of the blanks. In the CL300, the 286cc engine makes 26 hp, with a retune aimed at maximizing midrange torque. Its curb weight of 379 pounds means it should be exactly the sort of easy-to-handle, novice-level bike that you’d expect. A relatively long 58.6-inch wheelbase suggests stability is prioritized over sharp turn-in, essentially matching the Rebel 300′s dimensions despite the CL’s taller ride height and more scrambler-style appearance. The Japanese-market Honda CL250 has less capacity to suit that market’s tiered licensing. (Honda/)The scrambler makeover for the Rebel 300 chassis increases ground clearance to 6.5 inches and, like the CL500, the CL300 gets a new subframe that raises the rear end and pushes the seat height up to 31.1 inches, which is exactly the same as the CL500′s figure. The CL300 replaces the Rebel 300′s 16-inch wheels with a 19-incher at the front and a 17-inch rear, making a substantial contribution to the increased ride height. Japanese-market CL250 roadster. (Honda/)When it comes to styling, Honda has shown two distinct versions of the machine. The simpler one is a straightforward, twin-shock roadster with a small, round headlight and long, flat seat, just like the CL500. The second bike takes its off-road inspiration more seriously and is all the more appealing for it, with a hint of 1980s enduro bike to its look thanks to a plastic nose cowl and an oval number plate on the left-hand side. It also gains hand guards, and in the Japanese market the CL250 version has a high-level front fender to emphasize the off-road look—although that component is missing in the Chinese type approval. Many similar parts are being offered as options on the new CL500, allowing it to be tailored into “scrambler” or “cafe racer” appearance, and the same is likely to apply to the CL300 when it’s officially launched. The Japanese-market CL250 with the scrambler styling. (Honda/)The CL300 has been approved in China because it’s manufactured there by the Sundiro/Honda joint venture. However, Honda has also trademarked the CL300 name in other countries, including Thailand where it has factories building many models for global markets, including the Rebel 300. Although there’s no indication whether the CL300 could come to the States, the fact that the Rebel 300 is sold here means it should be relatively simple to make a US-compliant version of the CL300, given the large number of components they share. Source

Aprilia’s Tuono V4 1100 is one of the finest naked bikes money can buy. It’s also an exceptional value in its class. (The Piaggio Group/)Few motorcycle categories move the soul as quickly as liter-and-above sized naked bikes. This streetbike segment offers superbike-like performance with added comfort and everyday road civility. Year after year, the class continues to grow with manufacturers vying for the top spot in our comparisons and in motorcyclists’ garages. Here are five options that performance-minded enthusiasts should consider. 2023 Aprilia Tuono V4 1100 The Italian factory basically invented the modern performance naked-bike segment when it shoehorned its original V-twin superbike engine into a stretched chassis with more upright ergonomics. Fast-forward to today, and Aprilia continues to manufacture one of the top specimens in the class, with its 2023 Tuono V4 ($15,999) and up-spec semi-suspension equipped Tuono V4 Factory ($19,499). Both bikes are powered by a roaring 1,077cc 65-degree V-4 that will be written in the history books as one of the greatest internal combustion engines ever manufactured. Last overhauled for the 2021 model year, this V-4 configuration is good for more than 160 hp at the 200-section Pirelli. And it delivers it with an exhilarating powerband that makes riders want to yank on the twist grip. It’s paired to a class-leading electronics package that allows fast laps to come with ease. We value the greatly improved user interface that modern Tuono V4s feature. This makes it easier to tweak vehicle settings to your liking. Well-thought-out ergonomics and suspension that is neither too rigid, nor too soft make for a pleasing daily ride, yet it has more than enough road holding for trackdays. “Aprilia’s Tuono V4 Factory is awesome,” we said during our 2021 Aprilia Tuono V4 Factory MC Commute Review video. “It’s fun. It’s fast. It’s charismatic. It’s comfortable. It looks neat. It’s a big improvement from the previous Tuono V4.” 2023 BMW S 1000 R Originally introduced for the 2014 model year, BMW Motorrad’s Single R brings the German brand’s hardcore liter-bike sport performance to all with its 2023 S 1000 R ($13,945 starting price). Based off the new-for-2020 S 1000 RR superbike, the Single R naked bike features BMW’s new and improved ShiftCam-equipped 999cc inline-four with a lighter chassis and high-end and easy-to-use electronics package. It’s hard to consider BMW as a value motorcycle, but the 2023 S 1000 R offers the most affordable base MSRP in this five-bike group. (BMW Motorrad/)“BMW is also keen to point out some of the new R’s ‘real-world’ benefits: longer gearing in the top three gears, a tighter turning circle, and state-of-the-art rider aids and electronics like the new 6.5-inch TFT display,” we wrote during our 2022 BMW S 1000 R First Ride Review. The S 1000 R offers upwards of 150 hp at the back tire and delivers it with a shrieking wail that only an oversquare inline-four delivers. This engine is characterized by its raw and visceral feel that makes for an entertaining ride as you row through the slick-shifting six-speed gearbox. Yet, it offers creature comforts like heated grips and smooth-riding suspension that helps shield the rider from the effects of worn out pavement. “No matter what type of roadster you may be looking for, BMW Motorrad has a model for you,” BMW Motorcycle Communications manager Oleg Satanovsky says. “The 2023 165 hp [claimed] S 1000 R fits in perfectly between the 99 hp F 900 R roadster and the 205 hp M 1000 R roadster in terms of price and performance.” Priced just under 14 grand in base configuration, it’s also the least-expensive motorcycle in this list, while boasting the most robust warranty coverage. 2023 Ducati Streetfighter V4 Ducati’s 2023 Streetfighter V4 (starting at $22,095) is easily one of the most droolworthy naked bikes on the road. Unveiled for the 2020 model year, the Streetfighter V4 is based on Ducati’s wildly successful Panigale V4—a superbike that helped Ducati regain its footing atop the podium at racetracks worldwide. It replaces the original L-twin-powered Streetfighter that was quietly retired a few years ago. Devilish inside and out. That’s the best way to describe Ducati’s Streetfighter V4 (V4 S pictured). (Ducati/)It’s powered by the Italian firm’s rev-happy 1,103cc V-4 engine that delivers a mesmerizing spread of power. Hang on tight, because the engine pumps out a whopping 208 ponies according to Ducati. “The sound, character, performance, and overall smoothness of the V-4 are a highlight of the Streetfighter,” we wrote during the 2020 Ducati Streetfighter V4 S MC Commute Review. “The engine delivers plenty of oomph at lower rpm and runs more smoothly than we recall the last time we rode the Panigale V4 S. The engine is playful at any rpm and things go into hyperdrive when the tach needle goes north of 10,000 rpm. The last time we dyno tested the Panigale V4 it churned out nearly 187 hp. The Streetfigher feels just as fast.” In typical Ducati form, the Streetfighter V4 stands out in the aesthetics department. It commands attention with its devilish front end adorned with downforce-generating winglets. The color TFT dash display is easier to use than previous Ducatis and lets you tailor all aspects of the powertrain to your liking, including semi-active suspension adjustment on S models. 2023 KTM 1290 Super Duke R Evo In lieu of production sportbikes, KTM focuses on the naked bike segment with its rowdy 2023 1290 Super Duke R Evo ($20,399). First introduced for the 2014 MY stateside, the Super Duke R features a huge 1,301cc V-twin engine that is unique in the class. Although a tad older in terms of architecture, it delivers the most amount of usable torque—making it difficult to keep the front wheel on the pavement.’ “Since its introduction the Beast has continued to keep changing the naked bike segment,” KTM’s North America’s media and product manager Tom Moen says. “It underwent its most radical reinvention in 2020, boasting a number of tweaks and engineering improvements, including a reworked 1,301cc LC8 engine and an all-new chassis.” Like the Ducati, KTM’s 1290 Super Duke R Evo is one the more rowdy riding liter-and-above class naked bikes. (KTM/)“Short-shift and run a gear high, or pin the throttle in the lower cogs until redline,” we wrote during the 2020 KTM 1290 Super Duke R Review First Ride. “The orange bike is well suited to either riding style. Plus the optional electronic quickshifter keeps the engine spinning in the meat of its wider powerband. The last time we dyno tested the 2018 Super Duke R, it belted out 154.7 hp. We estimate the updated mill is good for another 3–4 ponies at the top.” Not to rest on its laurels, the Austrian brand continues to evolve its Super Duke R. “In 2022, the latest incarnation of the Beast was launched and dubbed the EVO, thanks to the evolution of the second generation WP Apex Semi-Active Suspension,” Moen continues to explain. Those seeking a hard-hitting naked bike that rides as aggressively as it looks, with its praying mantis–inspired bodywork, the 1290 Super Duke R is worth a look. 2023 Yamaha MT-10 Aside from Aprilia, the Tuning Fork brand has the most storied history of manufacturing capable liter-class naked bikes. Overhauled last year, the 2023 MT-10 ($14,199) is sharper (and more expensive) than ever. “The 2023 Yamaha MT-10 is the pinnacle of Yamaha’s Hyper Naked range boasting the iconic 998cc CP4 engine, YZF-R1-derived frame, and six-axis IMU based electronics,” Yamaha Motor’s US street motorcycle communications specialist tells us. “It offers superbike levels of performance in a refined, street-focused package.” Overhauled last year, Yamaha’s MT-10 is one of the more affordable bikes in this list. We love the character of its unique crossplane crankshaft-equipped 999c inline-four and high-end electronics package. (Yamaha/)“Over the years, this bike has become one of our favorites,” we wrote during the 2022 Yamaha MT-10 Review. “It has good feel at the business end of the Bridgestone Battlax S22 tire and is very playful. The implementation of the YZF-R1′s IMU and electronics takes this naked into the modern era.” As usual the highlight of the MT-10 is the crossplane crankshaft-equipped 999cc inline-four. This configuration gives a unique character both in terms of sound and engine power pulses. At lower rpm, the engine behaves much like a traditional rumbling V-twin. Hold the throttle wide and you’re greeted with a euphoric rush of inline-four power to the tune of over 160 hp, claims Yamaha Motor Europe. “Overall we like what Yamaha’s done with the ‘22 version of the MT-10,” we said in the Is Yamaha’s 2022 MT-10 the Best Naked Bike in its Class? article. “We like the styling, we like the R1-based electronics; it’s all a nice step up, especially for track riders; street riders may find this upgrade less of a big deal.If we were looking for a high-end, liter-class naked, this would be on our shopping list.” Source

Bring on the odd, bring on the weird, we love some out-of-the-box thinking. (Husqvarna/)We were always told that if you don’t have something nice to say, then don’t say anything at all. But don’t take the word weird to heart so seriously. Weird in this application more so means unusual, against the grain, unique. But when we decided we should compile a list of the five weirdest motorcycles that you can currently buy, we weren’t trying to be mean, we just wanted to highlight some standout motorcycles. Some on this list look odd, some are apparently in the middle of an identity crisis, and others are just engineered in such a way that function precedes form, almost to a fault. So here we go in no particular order. The Bimota Tesi H2, is the perfect combo of weird and wonderful. (Ula Serra/Felix Romero/)1) Bimota Tesi H2 What do you get when you take one of Italy’s most iconic and rare motorcycles, the hub-center steered Tesi and mash it together with a supercharged Kawasaki H2. Well, duh, you get the Tesi H2. Bimota may be tiny, but it has survived more buyouts, and new owners than almost any other Italian motorcycle company, and trust us most have had a few. Back in 1991, Bimota tried to shake up the establishment with the Tesi and its alternative front suspension. Thirty years later, it’s still trying to prove that point. The most current twist in the company’s tale, was another brand-saving injection of cash, which came from Kawasaki. But the result is not only eclectic and crazy in appearance, but a marriage that can only be described as perfectly fitting. The $72,000 Tesi H2 is powered by Kawasaki’s 228 horsepower supercharged engine held together by the radical frameless chassis and then adorned with trick carbon-fiber bodywork and billet pieces galore. Read our most recent road test here. Trike, three-wheeler, whatever you call it, the MP3 is hugely popular. (Courtesy of Piaggio/)2) Piaggio MP3 Okay, it’s a scooter, let’s get that out of the way, but it has three wheels, so yeah that instantly makes the weird list. Since Piaggio first released the MP3 back in 2006 the company has sold literally hundreds of thousands of them. Maybe the rest of us have a screw loose for not owning one. The recipe appears so simple, take away perhaps the one thing that is a potential intimidator to riders wanting inexpensive, compact urban transportation: learning to ride a motorcycle. With that thrown out the window, the MP3 appeals to a much wider audience, one that is not shopping for a high-performance alternative to a car, but just wants to get to and from work, and be able to easily navigate the urban congestion of large cities. That’s perhaps why Europe is littered with these Italian-interpretations of the trike. So why is the MP3 so loved? Easy, the twin front wheels double the contact patch up front and create stability that pays huge dividends when navigating slick cobblestone roads in rain, snow, and everything else. A powerful 530cc engine delivers 44 horsepower allowing it to easily smoke a Renault diesel through roundabouts. That right there spells success. Fun, funky, and freakin’ weird. But BMW’s CE 04 is made to filter urban congestion. (BMW Motorrad/)3) BMW CE 04 We’re not going to pretend that the CE 04 isn’t just plain funky. But hey, it’s an electric scooter so it already has a chip on its shoulder. Once again, it’s the urban-transportation segment that is pushing the boundaries of styling, or maybe the designers over at BMW have watched the movie Tron one too many times. But like so many of the vehicles designed to infiltrate the urban grid, function defines form. For those looking to commute, get some groceries, drop a kid off at school, the CE 04 should be a totally practical and fun scooter to do the job. A long, flat seat offers plenty of room for a passenger, while a trunk resides under the seat with a door pivoting down to reveal a lit compartment that can swallow up a few bags from the grocery store or a full-face helmet. The permanent magnet liquid-cooled synchronous motor is rated at 42 horsepower, and good for a claimed 80-mile range with the 8.9kWh battery that is carried super low in the chassis in the floor. You can read our First Ride Review here. A fun urban scrambler for under $6,000. Yes please. (Husqvarna/)4) Husqvarna Svartpilen 401 Depending on your tastes, you may not think that the Husky Svartpilen 401 is weird at all, and may even think it’s pretty awesome. We think it’s far less strange and more unique than anything. But what exactly is this odd-ball streetbike coming from a company renowned for its off-road chops? A few years back, Husqvarna decided that it needed a handful of streetbikes in its lineup that weren’t based on its enduros—before its Norden 901 ADV bike broke cover. There were a few midsized 701 versions of the Svartpilen and Vitpilen names, but the two bikes that have survived in the US are the 373cc-single powered Svartpilen 401 scrambler and Vitpilen 401 roadster. If you’re going to push the radical image, the Svartpilen’s chunky knobby-tire-shod scrambler vibe is pretty cool. An upright seating position is commanded by a moto-style handlebar, while the fat knobbies are definitely meant to open the door to backroad exploring and not just urban posing. For under $6,000, this is one cool bike. All work and no play? Nope. The Cake Ösa+ promises both. (Cake/)5) Cake Ösa+ :work Dang! Where do we even begin here? Well for starters, Cake, since its inception, has never been afraid to stray away from the visual perception of what a motorcycle should look like. Clearly, the Ösa focuses on functionality blended with whatever it is that influences Scandinavian design and creates forms that are minimalistic and simple. If you tripped over the Cake Ösa+ while lost in the maze at IKEA, you wouldn’t even bat an eye at it, it would be in perfect context. But after you’ve stuffed your face with Swedish meatballs, and rolled out from under the shadow of the giant blue and yellow box, the Ösa stands out a bit more. So, what is this thing and what is it for? This version of the Ösa is an all electric working machine. Not only can it get you there with a 56-mph top speed, and haul a ton of stuff (not literally) on its heavy-duty front and rear racks, but once you’ve arrived you can plug in to its integrated outlets to power your tools. The battery is a 70Ah / 3.5kWh unit that provides a claimed 70 miles of range. Think of this bike as the ultimate mobile urban workshop. Source

The 500cc X500 shares an engine with Benelli’s Leoncino 500. (Harley-Davidson/)The idea of a small, parallel-twin Harley-Davidson was first announced way back in 2019 as part of a plan to join forces with China’s giant Qianjiang group; now not one but two such bikes have been type-approved for sales in China. Originally, this small Harley was to be called the 338R, reflecting a 338cc capacity achieved by combining the stroke of Qianjiang’s 300cc twin with the bore of its larger 500cc motor. However, since then, the Chinese firm has introduced its own 353cc version of the engine, and that’s the unit that will appear in the smallest of the Harley-Davidsons, internally called “HD350″ but wearing badges that appear to read “X350.” As shown in the sole photograph accompanying the type approval, the production machine is essentially identical to the sketches Harley showed back in 2019, with a flat-track-inspired shape. It’s wrapped around a set of ready-made chassis components, largely borrowed from the Benelli 302S roadster. Benelli is, of course, owned by Qianjiang. The Chinese market QJMotor SRK350 also uses the same parts, as well as an identical 353cc engine. The 353cc engine in the Harley-Davidson X350 is shared with other Benelli models. (Harley-Davidson/)That engine, according to the approval documents, is good for 36 hp in the Harley HD350, but it has a relatively hefty load to move. Ready to ride, the quoted weight of the smallest Harley is 430 pounds. The type approval says the result is a top speed of 89 mph. Other figures on the paperwork include a wheelbase of 55.5 inches, while the wheels, which appear identical to those used on the Benelli 302S, wear 120/70-17 rubber at the front and 160/60-17 at the rear. The suspension and brakes are straight from the Benelli 302S, including the petal-style front discs and upside-down fork. But the HD350 isn’t the only fruit of the project. Harley is also making the HD500 (potentially to be called X500), a 500cc twin based around the chassis and engine of the Benelli Leoncino 500. Also type-approved in China, the X500 makes 47 hp and weighs in at 456 pounds wet. Top speed is 99 mph, and the wheelbase is 57 inches, while the wheels and tires are the same sizes as the HD350. The larger bike has bigger brake discs and radial-mount calipers—directly from the Leoncino 500—and its styling is more traditional cruiser than the HD350, particularly toward the rear. Both bikes are made by a joint venture company set up by Harley-Davidson and Qianjiang, going by the name Zhejiang Jisheng Motor Vehicle Co., Ltd. This brand was originally established in 2021, but was only awarded a license to manufacture motorcycles by the Chinese government as recently as November 2022. This delay likely explains the long gap between the announcement of the project and the type approval of these finished-looking bikes. Will the small Harleys be sold outside Asia? That remains unknown at the moment. The intention is clearly to attract new riders to the brand in markets like China where full-size Harleys are unaffordable to most riders. However, given the components shared with globally sold Benelli models there’s no reason that the bikes couldn’t be approved for sale in Western markets if there’s a hunger for them. Source

MotoGP world champion Pecco Bagnaia and World Superbike champion Alvaro Bautista celebrate their accomplishments aboard their limited-run Panigale V4 models. (Ducati/)Ducati is celebrating a remarkable year, winning both the MotoGP and World Superbike championship titles. Now it is commemorating the achievements with the unveiling of two limited-edition motorcycles: the Panigale V4 Bagnaia 2022 World Champion Replica and the Panigale V4 Bautista World Champion Replica. Pecco Bagnaia’s MotoGP title marks the first for Ducati since Casey Stoner’s championship in 2007, while Álvaro Bautista took Ducati’s first championship in World Superbike since 2011. Surely, a reason to celebrate. The Panigale V4 Bautista World Champion Replica gets a unique touch of a brushed aluminum fuel tank that the other model does not. (Ducati/)Both models are based upon the already-potent Panigale V4 platform, but receive a number of technical and aesthetic upgrades to show their significance. Much of the functional upgrades are influenced by the track-ready V4 SP2, including STM-EVO dry clutch, Akrapovič silencer, top-shelf Brembo Stylema R brake calipers with a remote-adjustable MCS master cylinder, and billet Rizoma rearsets. The Ducati Data Analyzer+ data acquisition system is also standard equipment. Each model also comes in a single-seat configuration and a billet top triple clamp with laser engraving of the model and number. Both of these bikes speak racing in both functional and aesthetic terms. (Ducati/)Each model is dressed in the rider’s respective racing livery of the 2022 season and signature on the fuel tank. They are also given a carbon fiber treatment of various trim, including front and rear fenders, front brake ducts, alternator cover, and swingarm cover. The Bautista model receives a brushed aluminum fuel tank found on the more premium Panigales. Finishing touches for both models include a special packing case, custom bike cover, and certificate of authenticity. A run of 260 units will be made for each model and will be offered at $63,000. Bikes will be available stateside in fall of 2023. A little late to the party… Source

You wouldn’t immediately guess that the modern-looking roadster is from Royal Enfield. The new 450cc liquid-cooled engine will power multiple new models. (S. Baldauf/SB-Medien/)The renaissance of Royal Enfield has been remarkable to witness over the last few years as a brand that was once mocked for its old-fashioned throwbacks has become envied for its growth and sales success. Now it’s preparing to take another huge leap forward by introducing water-cooled, DOHC machines that throw off any lingering sense that Royal Enfield is an anachronism. The bike you see here, was spotted in Spain near the Idiada test facility south of Barcelona, which is a huge testing ground for cars and motorcycles that has long been favored by brands such as Triumph and KTM for its year-round good weather. With many of Royal Enfields’ staff at its UK-based R&D facility having history at Triumph’s factory, situated just a few minutes’ drive away, perhaps it should be no surprise that the company is using the same proving grounds. With no branding or logos, you probably wouldn’t guess that the machine was a Royal Enfield. First, there’s no old-fashioned air-cooled engine, and the styling isn’t overtly retro. It’s a straightforward roadster-style machine with a midsized, modern single-cylinder engine that could as easily be a Japanese or Italian model as one that’s set to be manufactured in India. It is a Royal Enfield, however, and we understand that the new engine has a capacity of around 450cc. The same motor was spotted earlier this year in England, when Royal Enfield was caught evaluating its next-generation Himalayan adventure bike, which will also use it. In this instance, the more standard style of the bike it’s fitted to, has sparked suggestions that it’s the replacement for the Himalayan-based Scram 411. Although the use of 17-inch alloy wheels instead of 19-inch front / 17-inch rear wirespoke units of the Scram 411 eliminates any lingering “scrambler” elements, so a different name might make more sense. Royal Enfield has a hoard of unused trademarks including Constellation, Flea, Flying Flea, Sherpa, Roadster and Shotgun (given the standard look of this bike, the simple “Roadster” might suit it). Although designed at RE’s R&D facility in the UK, the bike clearly has the Indian market in mind. There’s a saree guard fitted on the left-hand side under the passenger seat to stop long clothing from getting tangled in the rear wheel or chain—something that’s usually present on Indian-market bikes—but given Royal Enfield’s global presence, any new model is likely to appear in all markets once launched. In terms of specifications, there’s speculation that the single-cylinder engine makes around 40 to 45 hp, which is a huge step up compared to the 24.3 hp of the current Scram 411′s 411cc, air-cooled, SOHC single. However, the fact that the front brake appears to be carried over from the existing Scram, with a two-piston sliding caliper and single 300mm disc at the front, suggests the performance isn’t high enough to merit stronger stoppers. The frame is a steel-tube design that appears to be identical to the chassis featured on the next-gen Himalayan, but gets a straight, cast-alloy swingarm where the Himlayan’s curves downwards to add more ground clearance. The bike in these images has a simpler, standard fork instead of the inverted one seen on spy pictures of the next Himalayan. Although largely hidden in these images, the rear suspension is catered for by a surprisingly long monoshock that’s mounted almost horizontally, directly connecting the swingarm to the frame without any rising-rate linkage. This slightly different angle shows the modern headlight and front end. (S. Baldauf/SB-Medien/)Several elements of the bike look to be close to production. The headlight, for instance, is a stylized unit with a horizontal split between the upper and lower sections and is expected to be shared with the coming Himalayan. It’s flanked by LED turn signals, matched by similar units at the rear, while the fuel tank also looks similar to the design seen on prototypes for the Himalayan’s replacement. The exhaust, complete with heat shields and catalytic converter, also looks showroom ready, suggesting that the mechanical side of the bike’s development is largely complete. However, there are several elements of the bike in these pictures that are still very much in the prototype stage. There are no instruments, for instance, and the bars are mounted on temporary, adjustable risers to help establish the riding position. The mirror mounts are also prototypes designed to offer extensive adjustment for width and height, helping to nail down the design parameters for the final units, and the pillion footpegs are bolted to bodged, bare steel brackets, again indicating the production parts haven’t been finalized yet. Earlier prototypes of the water-cooled Himalayan replacement and this more road-oriented model were spotted in India early this year but since neither model has appeared as part of Royal Enfield’s 2023 range, they’re expected to have several months’ more development ahead of them before they’re officially launched, probably in late 2023, as key components of the company’s 2024 line-up. Source

While plenty of motorcycles look stunning in a designer’s sketch, something is often lost when it comes time to make the actual parts. Not with the new Tamburini F43 Tributo—it’s as pure and true as the master intended. (Tamburini/)Massimo Tamburini is an icon of motorcycle design, a man whose name should generate admiration in the heart of every motorcycling connoisseur and enthusiast. One of the founders of Bimota (the first two letters of “Tamburini” form the company’s last syllable), while today he’s best known as the man principally responsible for the legendary Ducati 916′s look, the maestro earlier specialized in transforming MV Agustas and putting them into race tune. The maestro’s signature graces the fairing, like an artist signing his artwork. (Tamburini/)Andrea Tamburini is Massimo’s son, and has been struggling to keep the family name alive, especially when it comes to motorcycles. Before his passing in 2014, Massimo was working on another masterpiece, the T12. He’d almost completed it when he lost his battle with cancer. Andrea finished the project, and he and his partners expected a big financial return from their efforts. Alas, while the project was well received and generally admired, it was never a commercial success—in part because the partners started feuding, an outcome all too typical of such ventures. Underneath that skin, you’ll be astride an MV Agusta F4. Tamburini will sell you just the bodywork, or source out a bike to go with it. (Tamburini/)Andrea pivoted, designing and developing a body kit on his own, refreshing the legendary MV Agusta F4, one of Massimo’s greatest creations. The kit is called Tamburini F43 Tributo (from the year of Massimo’s birth: 1943) and it includes every component right down to the most minor, all manufactured in carbon fiber and finely polished alloy. Since the MV Agusta F4 is no longer in production (having been supplanted by its naked sister, the Brutale 1000 RR), the Tamburini faithful will need to source a tarnished F4. Perhaps you already have one cluttering up your garage? Another option: Andrea may try to adapt his body kit to make it appropriate for the Brutale 1000. Crisp lines, a unique exhaust system and much more, the Tributo is all about making a statement. (Tamburini/)For now the plan is for 25 units. The styling shows its T12 inspiration in the fairing nose section, while tank and seat are more bulbous. The pairing has clean sides, but its lower rear section is very large in what appears to be an attempt to obtain a rear lower spoiler. Price for the kit has been set at 16,000 euros (approximately $17,000). Want to buy a complete bike based on an MV Agusta F4 turned? That’s going to be 35,000 euros (about $37,200). The kit comes in five color executions: Tamburini, Veltro, Mamba, Viper, and Serie Oro, all priced the same. Good luck, Andrea! Shown here in red, the F43 Tributo is available in five color choices: Tamburini, Veltro, Mamba, Viper, and Serie Oro. (Tamburini/)Source

The 2022 Harley-Davidson Low Rider S has a starting MSRP of $17,530. Gunship Gray will set you back an additional $450. (Harley-Davidson/)Ups H-D’s biggest engine, the Milwaukee-Eight 117Traditional cruiser look, sound, and feelExcellent clutch and throttle feelDowns Single rider onlyLimited cornering clearanceSmall/obscure instrumentation The third version of Harley-Davidson’s Low Rider S features the same defining elements you’ve come to expect from the platform: T-bars, a headlight cowl, and solo seat. (Jeff Allen/)Verdict The Low Rider S is an excellent example of a modern Harley-Davidson Big Twin. It’s big and loud, but smooth and refined all at the same time. Overview The Low Rider S was introduced as an extension of the Dyna platform, then as a Softail in 2020. That initial Softail model has been refined and updated for 2022 without losing the muscular character and classic style that defined previous LR S models. The Milwaukee-Eight 117 engine is well-tuned and strong. Ergonomics are somewhat tight for more relaxed rides, but great for shifting your weight around in corners—at least compared to other H-D models. Unfortunately, cornering clearance is still somewhat limited. The S is a great example of the high level of fit and finish we expect from Harley-Davidson. Paint is smooth and shiny, cables and wires are all neatly tucked away, and there is no clutter, making it easy to focus on the bike’s overall form and performance. The Low Rider S is a balance of style and performance, with style dictating the measure of performance allowed. (Jeff Allen/)Updates for 2022 For 2022, Harley-Davidson equipped the Low Rider S with its biggest engine yet, upgrading from the Milwaukee-Eight 114 to the 117. The ‘22 S now has a small digital dash system integrated into the handlebar riser, as well as a slightly taller monoshock that adds an inch of travel in the rear. Pricing and Variants The 2022 Low Rider S in Vivid Black starts at $17,530. Gunship Gray will set you back an additional $450. Competition Direct competitors for Harley-Davidson’s Low Rider S would be Indian’s Chief Bobber Dark Horse, the Ducati XDiavel, and new Ducati Diavel. Keep in mind that success in this space is about balancing performance with style, and each of these bikes bring a little something different to the table. The Low Rider S has a bigger engine that puts out more power than any previous Low Rider. (Jeff Allen/)Powertrain: Engine, Transmission, and Performance Harley-Davidson’s 2022 Low Rider S is powered by the brand’s largest powerplant, the Milwaukee-Eight 117. The engine is strong and loud with tons of torque available immediately from idle. But while it’s every bit a hot-rod engine, the powerplant feels surprisingly smooth and refined on the road. “Initial power delivery is very smooth but there is plenty of power on tap throughout the running range,” Cycle World testers said in a first test on the bike. The 117 produces over 100 lb.-ft. of torque from 500 rpm after idle to 500 rpm before redline, peaking at 115 lb.-ft. at 3,200 rpm. The character of the M-8 does not change drastically with the increased size, but sounds more full. Also, power delivery feels similar; there’s just more of it. Updated rear suspension has added 1.2 degrees of available lean angle, compared to the previous Low Rider S. (Jeff Allen/)Chassis/Handling The Low Rider S is built on a tubular steel frame with a 43mm inverted fork and a single rear shock. Updates for 2022 see a new, longer monoshock that adds a half inch of stroke and a full inch of travel. “The fork had a different feel than the shock,” Cycle World commented during testing. “It was more plush and forgiving, but still maintained a nice firm feel while being pushed through a canyon or mountain road. The fork only felt too soft on hard brake application, which would bring about more dive than is preferred.” Braking equipment remains unchanged from the previous Low Rider S model, with dual four-piston calipers on 300mm discs. (Jeff Allen/)Brakes Braking duties are handled by dual four-piston calipers on 300mm discs at the front and a single two-piston caliper on a 292mm disc in the rear. Feel at the front brake lever is exceptional until you activate ABS, then it will push back with steady pulses as the system works to stop the bike. Rear brake feel is vague but present. In testing, the Low Rider S stopped from 60 mph in just over 135 feet, on par with the performance-oriented bikes like the Yamaha MT-09 SP or a Ducati Multistrada V4 S. An interesting comparison, sure, but it highlights the performance capabilities of the Low Rider S. Ergonomics on the FXLRS are tight and aggressive. Some taller riders complain about this seating position and would prefer forward controls. (Jeff Allen/)Ergonomics: Comfort and Utility Mid-mounted foot controls and a straight bar on high risers put the rider in an upright position with their feet below their knees. Some taller riders may find this cramped, but aggressive riders often prefer this stance to the more relaxed forward-control-equipped ergos. This Low Rider S is premium and has some of the best equipment H-D has to offer, but the gauge right in the rider’s sight line is still the same old analog unit that’s been used for years. (Jeff Allen/)Electronics Things on the Low Rider S are kept intentionally analog. The gauge system is minimal and tucked into the handlebar riser. ABS comes standard, but there is no traction control. Warranty and Maintenance Coverage The Low Rider S comes with a two-year warranty. Quality Harley-Davidson sets a high standard for fit and finish, which is exemplified in the Low Rider S. Paint is smooth and high quality. Wires and hoses are neatly tucked out of the way. The S has a durable and permanent feel, while still feeling high-end. 2022 Harley-Davidson Low Rider S Specs MSRP: $17,530 / $17,980 (Gunship Gray) Engine: Oil/air-cooled Displacement: 117ci (1,917cc) Bore x Stroke: 103.5 x 114.3mm Compression Ratio: 10.2:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 94.8 hp @ 4,750 rpm Cycle World Measured Torque: 115.1 lb.-ft. @ 3,200 rpm Fuel System: Electronic Sequential Port Fuel Injection Clutch: Wet, multiplate Frame: Steel tubular Front Suspension: 43mm inverted cartridge fork Rear Suspension: Coilover shock, spring preload adjustable Front Brake: 4-piston caliper, 300mm discs w/ ABS Rear Brake: 2-piston floating caliper, 292mm discs w/ ABS Wheels, Front/Rear: Radiate cast aluminum; 19 in./16 in. Tires, Front/Rear: Michelin Scorcher 31; 110/90B-19 / 180/70B-16 Rake/Trail: 28.0°/5.7 in. Wheelbase: 63.6 in. Ground Clearance: 5.7 in. Seat Height: 28.2 in. Fuel Capacity: 5.0 gal. Claimed Wet Weight: 679 lb. Contact: harley-davidson.com Source

Surrounded by the white caps of the Himalayas and dotted with Tibetan temples, it's easy to be distracted on Upper Mustang on the way to Lo Manthang. (Jeff Allen and Ankit Sharuna/)Moments before cresting an unnamed Nepalese hilltop, my Royal Enfield Himalayan and I were gasping for oxygen in the high elevation, both motorcycle and rider sluggish from a touch of altitude sickness. We were also determined to stay on the gas, to be the first to the top and soak in the view before the others arrived, to see another view of a sky that can’t decide whether to rain or snow, the scene beautiful and mournful in the same moment. A featureless crowned mesa at 15,000 feet on the Tibetan plateau, nestled in a barren basin ringed with the snowcapped peaks of the Himalayas. This is a place I never imagined existed. All I could hear was my own attempts to catch my breath and the distinct ticking sound of the Royal Enfield as the motor tried to cool itself. Miles below, at the other end of a serpentine tract that would suddenly disappear in the mist and reappear just as suddenly, lies the ancient Forbidden Kingdom of Lo Manthang. Wandering about on the seat of a motorcycle is endlessly beautiful. (Jeff Allen and Ankit Sharuna/)Each year, except when briefly interrupted by the pandemic, a team at Royal Enfield has organized and supported a handful of rides across India and Nepal. These rides visit many stunning locations, presenting many challenges for the machine-mounted human along the way. The biomes of the destination options are wide-ranging: Desert, mountains, low heavy heat or frigid high cold, pick your poison. Beyond this gate is the ancient city of Lo Manthang. (Jeff Allen and Ankit Sharuna/)At a price of just $1,900, the Himalayan Adventure Mustang is an incredible bargain—so incredible, in fact, that I diligently confirmed the numbers with each and every member of the Royal Enfield team. And the price of the tour to Lo Manthang includes just about everything a rider might need: rental of the motorcycle, hotel accommodations, breakfast and dinner, luggage support, and bike maintenance and repair as and when needed. After airfare, the expenses required of each rider are lunch and fuel, easily covered with a few Nepalese rupees per day. It’s the kind of bargain motorcycle tour that can only be produced in India, and Royal Enfield is uniquely positioned, both geographically and philosophically, to produce it. It’s common practice to purchase fuel in plastic drinking bottles. This “station” was full service. (Jeff Allen and Ankit Sharuna/)That said, the adventure of a lifetime requires no small effort from the adventurer. I’ve already come literally halfway around the world, from the Republic of California to the city of Kathmandu, arriving in Nepal’s capital exhausted from sleep deprivation after two full days of air travel with not a minute spent in a proper bed. Then, during our first riders’ meeting just before dinner, tour leader and Royal Enfield Rides trail boss Santhosh Vijay Kumar informs our group that there had been a problem days before our arrival at the border. Royal Enfield Rides trail boss Santhosh Vijay Kumar. (Jeff Allen and Ankit Sharuna/)It seems Nepali customs agents were a bit uptight when the transport truck attempted to cross from India into Nepal with a payload of some 30-odd Royal Enfield motorcycles in the trailer. International borders can be tricky like that. The motorcycles have not arrived here in Kathmandu, and will not arrive. This was not too much of a burden, we were told, easily solved by just a few hours’ ride to Siddharthnagar…in a tourist bus. Our motorcycle tour would now begin there. It’s no great inconvenience. No one complains. We are adventure motorcyclists, after all. Oh, yay, free stickers! (Jeff Allen and Ankit Sharuna/)So this intrepid international band of brothers packed into two small buses like packages in an Amazon delivery van. We bounced along the dirty, impossibly crowded streets of Kathmandu, the Doorway to the Himalayas, criss-crossing the mountain passes of the Middle Hills. From the rear seat of the van I saw more than a dozen heads swaying side to side and up and down as the van careened down heavily potholed roads. Between the heads bobbing, the music playing in my headphones, and jet lag, I imagine the crowd at a heavy metal concert. Tibetan Buddhist mask is intended to scare evil forces. (Jeff Allen and Ankit Sharuna/) Buddhist monks in Lo Manthang. (Jeff Allen and Ankit Sharuna/)This first morning arrives in Siddharthnagar and I’m introduced to my machine. It’s a silver Royal Enfield Himalayan equipped with crashbars and well-worn Ceat Gripp XL dual sport tires. Adventure motorcycles existed long before RE introduced the Himalayan as a new model in 2016, and the Hima is nostalgic, classically styled, and vintage inspired. With 411cc of engine displacement and 21.81 hp, this ADV from India will not be doing anything in a hurry. And that’s perfect. Not being in a hurry in Nepal is a good thing. During the eight-day journey it will become apparent the Himalayan’s motor and suspension are well paired. The mixture of tarmac, dusty roads, and mud suits the Enfield well. Keep the front wheel up if you want your boots to stay dry. (Jeff Allen and Ankit Sharuna/)Because of the delay at the border it is necessary we reposition ourselves from Siddharthnagar to Pokhara. Pokhara, an adventurer’s outpost, is a popular lakeside tourist town overloaded with foreign visitors seeking all sorts of experiences. It’s also the original planned starting point of this tour and the last Western-style accommodations we’d see for a while. From here until we return to Pokhara we will be sleeping in basic lodges known as Tibetan-style tea houses, a popular form of housing for trekkers and now motorcyclists throughout the region. Eyes front. No left turn ahead. (Jeff Allen and Ankit Sharuna/)Riding at the foot of the Himalayas we experience the unforgettable sight of the world’s most majestic mountains rising to the sky. As we ride back and forth over the foothills, snaking along rivers and creeks, Nepal offers up incredible views of rich green terraced landscape, misty hilltops, and more than the occasional motorcycle graveyard. In this part of the world two-wheelers rule the road to the tune of more than 2.5 million units, and abandoned bikes are picked clean of any useful parts. Castle in the sky sits at the foot of the Himalayas above the ancient city. (Jeff Allen and Ankit Sharuna/)The isolated land on the Tibetan Plateau that’s our ultimate destination lies within the Last Forbidden Kingdom, a region officially known as Upper Mustang. In the shadow of the Himalayas sits the ancient walled-in city of Lo Manthang, settled in 1380 and off-limits to foreigners until 1992. Even today, only a limited number of tourists are allowed to enter by permit only. It’s just about as remote as remote gets. Roadside temple in Upper Mustang. (Jeff Allen and Ankit Sharuna/)Like rugged single-cylinder magic carpets, our machines will take us to magical places huddled in the shadow of great mountains, through Pokhara, Lo Manthang, Samar Village, Marpha, Tatopani, and finally back to Pokhara. Over the course of eight days we would experience each place in turn while coming to know the six elements of adventure biking: long days, dust, heat, rain, cold, and snow. Nights are cold at 14,000 feet. (Jeff Allen and Ankit Sharuna/) Compulsory stop in Kagbeni for Yak Donalds’ Happy Meal. Yak burger and fries are A+. (Jeff Allen and Ankit Sharuna/)The ride from Pokhara promises to be hot and humid. We are advised to be ready for an early departure, but after a leisurely breakfast, we’re reminded that large groups and strict start times are at odds; wrangling a group of 30 motorcyclists is akin to herding cats, so we roll into the Nepali heat well after the recommended hour. Navigating Siddharthnagar’s busy city traffic through a spicy aromatic blend of burning oil and overheated brakes is comparable to defending against an angry swarm of bees. Cars and motorcycles buzz about on all sides, and just to raise the degree of difficulty, Nepalese traffic drives mostly—there’s always a chance of a rogue operator—on the left side of the road. It’s a chorus of slow-moving diesel trucks and small-displacement motorcycles roaring, accompanied by a choir of constantly honking horns. The first sign of mud. There will be more, much more. (Jeff Allen and Ankit Sharuna/)And the first few miles are at least as exciting as they are deafening. I’d no more settled into the bike to begin the process of acclimating to the low-level benevolent chaos going on around me when a scooter-mounted Nepali woman in flowing white robes with two small children as passengers darted out into traffic directly in front of me. She seemed to appear from nowhere, showing not even the slightest hint of a concern about what might be to her left or right. All I can do to keep our machines from colliding into a bloody mess is to lock up the rear wheel until smoke trails off the tire. As it is, I somehow avoided ruining the day for all involved; unfazed, the woman calmly continued across traffic without a care, apparently free from concern over what nearly came to be. On a positive note, I’d proved that the brakes work. Word is this suspension bridge crossing is 1,000 feet high. I didn’t look down. (Jeff Allen and Ankit Sharuna/) Fork rebuild in the hotel parking area. (Jeff Allen and Ankit Sharuna/)Twisting through the hot and humid lower valley elevations as the day drew on, we were treated to miles of paved road, dusty trails, and the occasional monkey sighting. The way was dotted with lovely villages, strung with brightly colored laundry, populated by barefooted kids and stray dogs, punctuated by outdoor restaurants. The sight was comfortable and homey, but also served as a reminder of how much of the world lives. We were lucky; friendly, gracious people with smiling faces were everywhere. Each Nepalese we encountered was impossibly polite, usually greeting us by performing a slight bow of the head, hands brought together with a soft, courteous Namaste. A Nepalese woman walks with her cattle in the walled-in city. (Jeff Allen and Ankit Sharuna/) Terrific moments like this. We’re all laughing despite the fact we had no idea what each other were saying. (Jeff Allen and Ankit Sharuna/)The people may have been alike in their humbling good manners, but the road was a different story. And when the quality of the road changes, it changes dramatically. Getting to Lo Manthang means riding a long, winding road that mostly follows the Kali Gandaki River. Over millions of years the waterway, known as the Black River for the dark coloration imparted by suspended clay particles, has carved what is often called the deepest gorge in the world, and the road follows along. An Instagram moment in Upper Mustang. (Jeff Allen and Ankit Sharuna/)If it sounds majestic and scenic, well, by rights it should be. But what began as a busy two-lane main road quickly degraded into lumpy dirt with dust and diesel exhaust partially obscuring boulders and holes big enough to swallow a Mahindra. Narrow sections became bottlenecks as buses and dump trucks tried to occupy the same piece of road. It may not be anarchy, but there were no rules we could figure; from what I could gather, the driver most feverishly honking the horn has the right of way. Of course, this means every honking driver assumes they alone have earned that right of way. This scene repeats itself over and over again endless times per day. Views like this are tempting. Gaze at your peril. (Jeff Allen and Ankit Sharuna/)In the high elevation, the 411cc Himalayan would struggle at times, and rider and machine both suffered in some of the highest passes, which reached 14,000 feet. Still, the Royal Enfield is about the quickest machine on these backroads. Then came the rain, and along with it the mud. All that everyday dust makes a deep, delicious mud that loves to reach out, grab the front wheel, and wrench it to the ground. Worse, it loves deflecting the wheel off cliffs and overhangs, down into the river below. The challenges of each day were rewarded with a plate of momos, steamed dumplings filled with buffalo meat, and a cold refreshing Gorkha beer, named for the fiercely proud Nepali soldiers. They must have known I was coming. Ice-cold Gorkha beer on arrival in Marpha. (Jeff Allen and Ankit Sharuna/) Typical breakfast of flatbread and soup. (Jeff Allen and Ankit Sharuna/) The Daily Special—for lunch you’ll happily have whatever it is they’re serving. (Jeff Allen and Ankit Sharuna/)The return route from the walled city Lo Manthang was a quiet mirror of the ride up. I was finally feeling somewhat at ease, relaxed in the saddle of my motorcycle and comfortable with the terrain. This made it too tempting not to take in the incredible scenery as I rode. Maybe a bit too tempting; with my eyes gazing up at the brilliance of my surroundings instead of down the road, I drove the front wheel straight into a deep hole. The wheel popped violently out of the pit with such fury that my hand flew off the grip. Things got exciting; unable to control or even recapture the handlebar, I careened off the road into a steep downhill ravine. No sooner had I serenely accepted my fate when I realized I had also miraculously managed not to crash, so I grumpily and painfully found my way back to the road. Splashing through streams, the Royal Enfield is right at home. (Jeff Allen and Ankit Sharuna/)As I retraced the route back to Pokhara, I studied the uniqueness of Upper Mustang with a few days’ more perspective (and with a little more caution). I saw, as traveling motorcyclists often do, contrasts much like the one I presented by riding a modern bike on ancient roads. Young mothers, their babies swathed in the latest child-care backpacks, carted baskets from one side of the village courtyard to the other. Women washed laundry in creeks while engaged in conversation on a smartphone. And our final night in Lo Manthang would coincide with the dedication of the city’s new solar-powered outdoor lighting, the first night ever that its age-old streets and alleys would be lit by electric light. It’s a place where tradition doesn’t so much collide with progress as blend with it, embracing it in happy coexistence. For that reason as much as any other, it’s truly the spiritual birthplace of the Royal Enfield Himalayan. Something beautiful in the sky. (Jeff Allen and Ankit Sharuna/)2022 Royal Enfield Himalayan Specs MSRP: $5,299 Engine: SOHC, air-cooled single Displacement: 411cc Bore x Stroke: 78.0 x 86.0mm Compression Ratio: 9.5:1 Transmission/Final Drive: 5-speed/chain CW Measured Horsepower: 21.8 hp @ 6,300 rpm CW Measured Torque: 20.95 lb.-ft. @ 4,400 rpm Fuel System: Electronic fuel injection w/ 33mm throttle body Clutch: Wet, multiplate Frame: Half-duplex, split-cradle steel frame Front Suspension: 41mm telescopic fork, nonadjustable; 7.9 in. travel Rear Suspension: Monoshock w/ linkage, preload adjustable; 7.1 in. travel Front Brake: 2-piston floating caliper, 300mm disc w/ ABS Rear Brake: 1-piston floating caliper, 240mm disc w/ disengageable ABS Tires, Front/Rear: 90/90-21 / 120/90-17 Rake/Trail: 36.0°/4.4 in. Wheelbase: 57.7 in. Ground Clearance: 8.6 in. Seat Height: 31.5 in. Fuel Capacity: 4.0 gal. Claimed Wet Weight: 439 lb. Availability: Now Contact: royalenfield.com Source

The CFMoto 650 Adventura was designed as a capable yet affordable entry into the ultra-popular middleweight adventure bike category. (CFMoto/)Ups Peppy 649cc parallel-twin engine5-inch full-color TFT displayAttractive stylingDowns Poor airflow funnels engine heat directly toward rider17-inch standard wheels The 650 Adventura is available in two colors, Nebula White and Athens Blue. The MSRP is $6,799, and the bike comes with a two-year manufacturer warranty. (CFMoto/)Verdict The CFMoto 650 Adventura doesn’t quite have what it takes to compete toe-to-toe in the middleweight adventure category. That isn’t to say that the bike isn’t a quality machine with a generous feature set, but it takes more than that to fully capture the adventure bike spirit. Instead, the Adventura feels like a bulkier, less comfortable version of the company’s 650NK naked. That said, for its modest price, the 650 Adventura is worth considering for entry-level riders looking to break into the touring/adventure scene. Unlike typical adventure-style motorcycles with 19-inch front wheels, the 650 Adventura has a 17-inch front wheel, signaling its pavement-focused intentions. (CFMoto/)Overview CFMoto came out full throttle with its 2022 moto lineup, debuting seven new models that fill a long-standing need for premium quality at entry-level price points. The company may be a new name to most consumers, but Chinese-based CFMoto has been a prominent force in the ATV and side-by-side market for years; its US headquarters has been in Plymouth, Minnesota, since 2007. The company’s foray into motos is still relatively fresh, but with close ties to KTM, CFMoto may be well positioned to break into the US market. The 650 Adventura is the company’s adventure-touring option, a fully featured, well-built 649cc parallel-twin-powered machine. On paper, with its 5-inch full-color TFT display, J.Juan brakes front and rear, fully adjustable upside-down front fork and monotube rear shock, and contemporary styling, the 650 Adventura seems competitive. Riding it in the real world, though, leaves a bit to be desired, with smaller issues like excess heat in the cockpit area. That said, the bike’s low price point will most likely be enough for entry-level riders to overlook any flaws. The 650 Adventura offers just enough ground clearance and suspension travel to explore off the beaten path. (CFMoto/)Updates for 2022 As this is the first year of production for the 650 Adventura, there are no updates to report. Pricing and Variants The 650 Adventura isn’t the only model in CFMoto’s lineup with a 649cc parallel twin, adjustable front and rear suspension, 5-inch TFT display, and J.Juan disc brakes; much of this is shared with CFMoto’s 650NK. The Adventura seems to be, more or less, a restyled version of the NK with a taller seat and a heftier price tag. The only variations on the Adventura are trim color; it’s available in either Athens Blue/Matte Titanium Gray or Nebula White/Matte Titanium Gray. Detachable, hard-sided panniers provide adequate storage for touring, while an oversized seat offers comfort on long rides. (CFMoto/)Competition CFMoto’s 650 Adventura is intended to compete in the middleweight adventure class, where it goes up against bikes such as the Aprilia Tuareg 660 and Suzuki V-Strom 650 (soon to be replaced by the V-Strom 800DE). Other standouts in this category include the Yamaha Ténéré 700, KTM 890 Adventure R, BMW F 850 GS Adventure and 850 GS, Husqvarna Norden 901, Triumph Tiger 900 models, and the Ducati DesertX. While the Adventura may be less capable in off-road riding, its modest price tag may justify a reduction in versatility, especially if on-road touring will be the bike’s primary use. CFMoto’s 649cc DOHC counterbalanced parallel-twin engine is outfitted with Bosch EFI. The powerplant produces a claimed 60.3 hp at 8,750 rpm, and 41.3 lb.-ft. of torque at 7,000 rpm. (CFMoto/)Powertrain: Engine, Transmission, and Performance The 650 Adventura’s 649cc parallel-twin engine produces a moderate 60 hp and 41.3 lb.-ft. of torque, providing riders with adequate pep for around-town riding and touring. While a bit lacking in the midrange, the engine’s Bosch EFI system makes for a smooth, predictable powerband. Power goes through a six-speed transmission, with a CF/SC slipper clutch for quick and accurate shifts. In testing, the bike performed decently, but compared to its naked counterpart the Adventura feels notably less refined on the street. Despite the low MSRP, CFMoto’s machines aren’t short on nice features. The 650 Adventura’s fork features 12 clicks of rebound damping adjustment through easy-to-access knobs. The shock offers eight clicks of rebound damping adjustment, and stepless preload adjustment. (CFMoto/)Handling The 650 Adventura is fitted with premium upside-down adjustable dampers front and rear, including rebound-adjustable front fork and rebound/preload-adjustable rear offset monotube shock. The dampers perform well out of the box for riders weighing around 180 pounds; however, larger riders may need to increase damping to get the most out of the bike. Handling is approximately what you’d expect from any middleweight adventure bike with a 33-inch seat height. Steering is moderately light and overall good for spirited riding, though not as sporty as the shorter-wheelbased and lower-seated CFMoto 650NK. J.Juan front semi-floating dual disc brakes provide excellent braking feel and fade-free performance. (CFMoto/)Brakes As on the 650NK, the Adventura’s J.Juan front brakes are one of the bike’s better aspects, providing excellent braking feel and fade-free performance. Up front, CFMoto uses dual 300mm rotors and two-piston calipers, while a single-piston caliper acts on the bikes’ single rear 240mm rotor. The model also features standard dual-channel Continental ABS, which performed well in both wet and dry conditions during test sessions. Fuel Economy and Real-World MPG There is currently no fuel data for the CFMoto 650 Adventura. The windscreen is adjustable and provides great wind protection for long-distance touring, though it can trap heat near the cockpit. (CFMoto/)Ergonomics: Comfort and Utility Overall, the 650 Adventura isn’t a bad first attempt at an adventure bike. It simply isn’t as refined as bikes from competitors with more experience. For instance, the upright seating position isn’t necessarily uncomfortable; it’s adequate for touring and around-town riding. However, the bike’s bodywork seems to funnel engine heat directly upward. When paired with the oversized windscreen, heat ends up trapped directly in front of the rider for an uncomfortably toasty riding experience. Perhaps this is a side effect of basing operations out of Minnesota? In any case, the excess heat will almost certainly get some complaints in warmer climates. The Adventura includes a set of roomy hard-sided panniers and an oversized seat for long-distance comfort. Other nice features include the aforementioned adjustable windscreen, integrated hand guards, and a USB charging port. A lower fairing/engine guard is sold separately. Even more high-end features from CFMoto. The 650 Adventura comes equipped with a 5-inch full-color multifunction thin film transistor (TFT) display screen. (CFMoto/)Electronics The 650 Adventura’s electronics include a full-color 5-inch TFT display, dual-channel Continental ABS, and LED lighting. The bike is also equipped with dual riding modes, Eco and Sport, allowing riders to choose between fuel economy and total performance. Warranty and Maintenance Coverage CFMoto’s 650 Adventura comes with a two-year factory warranty. The 650 Adventura’s quality is just as impressive as that of the rest of CFMoto’s lineup. Defined welds can be seen on the carbon-steel trellis frame, fit and finish appears excellent, and the company has opted for tried-and-tested components to deliver a pleasant feel and appearance. 2022 CFMoto 650 Adventura Claimed Specs MSRP: $6,799 Engine: 649cc, DOHC, liquid-cooled parallel twin; 4 valves/cyl. Bore x Stroke: 83.0 x 60.0mm Transmission/Final Drive: 6-speed/chain Fuel System: Bosch EFI Clutch: Wet, multiplate slipper Frame: Tubular steel w/ aluminum alloy swingarm Front Suspension: Inverted fork, rebound damping adjustable Rear Suspension: Cantilever, rebound damping and preload adjustable Front Brake: Radial-mounted 2-piston J.Juan caliper, 300mm disc w/ ABS Rear Brake: 1-piston floating J.Juan caliper, 240mm disc w/ ABS Wheels, Front/Rear: Aluminum alloy; 17 x 3.5 in. / 17 x 4.5 in. Tires, Front/Rear: 120/70R-17 / 160/60R-17 Rake/Trail: 24.5°/4.1 in. Wheelbase: 56.0 in. Ground Clearance: 5.9 in. Seat Height: 33.0 in. Fuel Capacity: 4.75 gal. Claimed Wet Weight: 480 lb. Contact: cfmotousa.com Source

The 2022 Ducati DesertX and the 2022 Husqvarna Norden 901. (DW Burnett/)The Husqvarna Norden 901 and the Ducati DesertX are opposing sides in a game of chess. Black and white. Swedish and Italian. They move across the light and dark squares from pavement to dirt, from twisty canyon road to superhighway, from the bitter cold of the north to the searing heat of the desert. Their captivating style of play is substantiated by technical proficiency and competitive pedigree. The game is afoot. White moves first. Opening with the Italian Game, made famous in the 17th century by Gioachino Greco, the famous Il Calabrese, the move sends a valuable bishop to attack Black squarely in its own territory. Ducati takes to the dirt, meeting the competition in its own element armed with an arsenal of Borgo Panigale’s best weapons: high-spec components, a premium feel, and the allure of its name. Husqvarna begins with the Scandinavian Defense, the oldest recorded opening move by Black in modern chess. Husqvarna uses its pawns—a history of off-road competition, Scandinavian design, and competitive price—to prevent White from controlling the center of the board. Ducati claims its 937cc Testastretta-powered contender produces 110 hp at 9,250 rpm and 68 lb.-ft. of torque at 6,500 rpm. Husqvarna claims the Norden 901’s 889cc LC8c parallel twin produces 105 hp at 8,000 rpm and 73 lb.-ft. of torque at 6,500 rpm. For an inconvenient apples to oranges comparison, Ducati claims the DesertX has a wet weight of 492 pounds, while Husqvarna claims the Norden has a dry weight of 449 pounds. (DW Burnett/)The DesertX ($16,975) and Norden 901 ($13,999) are natural competitors. Only 48cc, 5 hp, 5 lb.-ft. of torque, and roughly 10 pounds separate the two. Equally relevant, both bikes prioritize style by reinterpreting 1990s rally racer aesthetics to establish a modern design language that creates a lineage between today’s adventure bikes and yesterday’s built-for-competition dune pounders. The lineage may be an artifice, but manufacturers realize that making converts out of ADV apostates requires a bit of seductive imagery, ordinarily rather hard to come by in the form-follows-function adventure bike world. A good-looking motorcycle can be evangelical. If time proves the 2020s a golden age of adventure bikes, the DesertX will likely be the face of the era. It expresses like only an Italian machine can that beauty is a virtue in itself. From the dual headlights to the ducktail rear fender, the DesertX explicitly references Edi Orioli’s 1990 Paris-Dakar-winning, Desmodue-powered Cagiva. The greatest similarity to that historic machine, however, may be its imposing stature. It’s not so much the seat height, which at 34.4 inches, isn’t unreasonable—it’s everything else. A 63.3-inch wheelbase, nearly 4 inches longer than the Norden’s, is even slightly longer than that of the Ducati Diavel power cruiser. The tall, wide handlebars and broad-shouldered fuel tank are almost literally in your face. It looks intimidatingly purposeful yet strikingly beautiful. The DesertX test unit is equipped with crash bars ($700), hand guards ($187.20), skid plate ($500), heated grips ($388.17), radiator guard ($165), handlebar bag ($75), and Termignoni homologated silencer ($2,000). The as-tested price of the DesertX is $20,990,37. (DW Burnett/)Similarly, the Norden is an expression of its Swedish heritage—never mind its designers are French and Italian and it’s built by KTM. Scandinavian design is known for its simplicity and egalitarianism, prizing function over ornamentation. The Norden embodies the design philosophy, prioritizing functionality by rationalizing the spec sheet to satisfy both consumer desire and budget. From nicely contoured grab handles to corrosion-resistant dual-drive screws and in-mold graphics, the Norden has a toollike aesthetic merit. It’s also nearly $3,000 less than the DesertX. There’s nothing overly precious about it, which means it wears scratches and dents like badges of honor (says the author who damaged the bodywork prior to installing rugged Outback Motortek crash protection). Our Norden test unit, generously on loan from a friend of the author’s, has Barkbuster Storm hand guards and universal mount kit ($154.85), Outback Motortek Ultimate Protection Combo (upper and lower crashbars and skid plate for $543), Garmin Zūmo XT GPS ($500), and MotoPumps Zumo XT Security Lock ($70), and MotoPumps Articulating GPS Mount ($100). The as-tested price of the Norden (including the GPS) is $15,366.85. (DW Burnett/)As pretty as both bikes are to look at, they beg to be ridden hard. Through a twisty stretch of tarmac, the DesertX exhibits Ducati’s road-going expertise. With 21/18-inch wheels and long-travel suspension (9.1 inches in front and 8.7 inches in the rear), the DesertX feels like it’s on stilts, but handles with poise and genuine sportiness. Its spacious cockpit provides ample room to move around in the seat, so hanging off in the corners in a decidedly un-ADV-ish posture quickly becomes second nature. A couple clicks of compression and rebound make the KYB suspension plenty firm for spirited street riding and gives good feedback in spite of that big, narrow front tire and a relatively raked-out front end. Sportbike-spec Brembo M50 calipers encourage one to brake with authority into corners before hitting the apex and grabbing a fistful of throttle on the way out. In the meat of the rev range, from 6,000 rpm to its 10,000 rpm redline, the engine comes into its own and starts making the right noises. For all the music coming out of the airbox, one would believe that someone at Ducati studied the acoustics at La Scala, replicated the famous opera house in plastic, and shoved it inside a trellis frame. The velocity stacks are the orchestra pit and the rider has a front row seat. The Ducati’s Testastretta benefits from the engine updates already applied to the Monster and Multistrada V2 but receives dedicated gearing with shorter first–fifth gears and a taller sixth gear. (DW Burnett/)Overall, the engine is surprisingly refined in the optimal zone of its rev range, with a linear powerband, perfect primary balance, and smooth throttle response. Below 3,000 rpm, however, the Testastretta isn’t so content. Single-digit speeds require slipping the clutch to prevent the engine from shuddering. Unfortunately, the hydraulic clutch has an unusually small friction zone (even for a hydraulic clutch), so precise control is paramount. While the Husky’s basic cable clutch is immediately intuitive, the Ducati’s takes some getting used to. Ultimately, the Testastretta’s lightweight engine internals are great for building revs quickly, but that quality comes at the expense of down-low tractability. Work around the shortcoming, however, and the engine is pure class. Its sense of refinement is bolstered by a slick-working gearbox. The lever has a short throw and the quickshifter is dialed in for fast, slick gear changes, except between first and second gears where the gear ratio is so wide that it’s smoother to shift the old-fashioned way. Visible light between the engine and frame downtube alludes to the compact nature of the LC8c engine. The “c” stands for “compact,” after all. (DW Burnett/)Jumping on the Husqvarna reveals how differently these bikes go about the same tasks. While the DesertX is drinking ristretto out of a tiny cup with its pinky in the air, the Norden downs a shot of aquavit and shakes its fist at continental fanciness. The LC8c engine is raw and a bit rowdy—but also incredibly easy to get along with. At 1,500 rpm with the clutch out and zero throttle input, the Norden tractors along happily; wind on the throttle and it pulls cleanly. It’s all about low- and midrange grunt, so the first touch of the throttle provides all the good stuff. Power wheelies are a common occurrence, as are bouts of in-helmet giggling. Above 6,000 rpm, where the DesertX hits its stride, the Norden has gotten the wild streak out of its system, and power tapers off to its 8,500 rpm redline—some 1,500 rpm lower than the Ducati’s. Grabbing another gear is as lovely an experience on the Norden as it is on the Ducati: at the lever, it’s a bit notchier but incredibly light and satisfying to use. The LC8c engine exemplifies KTM, er, Husqvarna’s effort of rationalization. Its compact size makes it easier to package in the frame and it’s surprisingly fuel efficient. With big bottom-end grunt, it performs like a hot-rodded twin, but it never stops feeling like half a quick-revving, kinda buzzy inline-four—which of course it is. The DesertX’s Testastretta 11° is peakier and faster-revving than what’s typically associated with the classic 90-degree desmo twin but it still has the round, even power pulses and that “Ducati feel” that a 270-degree parallel twin simply can’t emulate. One can imagine the Austrians and Swedes saying, “Who cares about how an engine feels?!” while the Italians say, “Performance is nothing without feeling!” Autumn in New York. (DW Burnett/)Back in the real world, on a twisty paved road, the Ducati walks away from the Husqvarna. (“Come ti senti?” the Italians jab). It’s not just down to the Testastretta’s sporting origins. In the chassis department, the Norden doesn’t offer the same level of front-end feedback as the DesertX, making it feel more awkward to carry the same lean angles. Attacking corners with a more point-and-shoot style becomes the natural remedy. The Husqvarna’s J.Juan braking setup is perfectly adequate, but lacks the outright power of the Brembos, while its WP Apex suspension, which is plush and comfortable for touring, doesn’t offer the same degree of feedback or braking support as the DesertX. The Norden is a perfectly enjoyable streetbike, but riders won’t delude themselves into believing they’re riding an 890 Duke. The Norden’s more compact ergonomics puts the rider in the attack position while the DesertX’s big ’n’ tall ergos are more relaxed. (DW Burnett/)Speaking of Dukes, the Norden’s compact rider triangle is somewhere between its naked-bike cousin and the DesertX. With lower, narrower bars and slightly more tucked-in footpegs, the Norden doesn’t have the old-school ride-through-a-brick-wall posture of the DesertX. The Norden’s seat, wide at the back and narrower at the front, makes moving around on the bike easy and the way it wraps around the tank gives an easy-on-the-knees point of contact while standing off-road. The Ducati’s 5-inch TFT display is simple to navigate. The included tripmaster is a nice nod to rally “roots,” but makes it difficult to read other useful info (like the tacho) at a glance. Fortunately, Ducati allows riders to select the standard display instead. Ducati switch gear is excellent as usual and navigating through menus is intuitive. Ducati’s UX continues to be exceptional. (DW Burnett/)The DesertX’s premium equipment extends to its electronics package. Six ride modes encompass four power settings that allow customization of power output and throttle response, three levels of ABS, eight levels of traction control (plus “off”), four levels of wheelie control (plus “off”), and three levels of engine-braking control. The Norden’s three ride modes offer far less adjustability. Throttle map and power output are tied to the ride mode and can’t be adjusted independently. ABS can be set to road or off-road; traction control can be set to either “on” or “off.” Explorer mode, available as an add-on at the dealership, offers more on-the-fly TC adjustability, but was unavailable on our testbike. See Executive Editor Dawes’ explanation of how the system works in his first ride article. There are no complaints about how well the Norden’s preset modes work, however, and some riders may appreciate having all the technology without dealing with the perceived complexity of more adjustability. On the Norden, beguilingly, ABS mode is not tied to ride mode. Each time riders switch from “street” to “off-road” mode, for instance, “street ABS” automatically remains selected until they go into the menu to change it. For 2023, Husqvarna and KTM have remedied this. There is a handy KTM-style Quick Selector that theoretically allows riders to use the up/down arrows for preset settings (such as ABS or ride mode), but it’s not much of a shortcut in terms of number of button presses and on our test unit it, the presets were deleted at every key-off, rendering it completely useless. (DW Burnett/)From street to dirt via long stretches of tarmac, both bikes come across as fairly compromised. Short windscreens look cool, but on the highway, the wind noise can be uncomfortably loud. Out of the box, the DesertX is marginally better as a tourer with a slightly quieter screen and a smoother-performing engine at freeway speeds. At 70 mph on the Norden—4,500 rpm in top gear—the engine feels busy and a bit vibey. Getting off the highway, the DesertX’s internal homing beacon leads one to twisty tarmac; on the Husqvarna, the rider can’t help but be drawn to dirt and gravel. Few ADV bikes fill riders with as much confidence as the Norden, spurring them to seek out terrain they’d avoid on other motorcycles. Like its KTM counterparts, the Norden’s compact parallel twin and pannier-style tank create a low center of gravity that’s a game changer. Negotiating obstacles is as easy as weighting the footpegs and looking where you want to go: the off-road equivalent of “telepathic handling.” When the rear end kicks sideways over a sharp-edged rock, the Norden gathers itself up predictably. Tractorlike torque and analog-feeling throttle response give the sense that it’s damn near impossible to stall, encouraging one to leave it in a gear too high and crawl through difficult terrain. Quite simply, the Norden’s blend of agility and stability give it a dynamic ride quality that makes it feel like a much smaller, lighter motorcycle. Unintentional power wheelies (such as they are) are common on the Norden. The OE Pirelli Scorpion Rally STR tires, standard on both bikes, do a nice job of hooking up in gravel. (DW Burnett/)In terms of suspension, compression and rebound on the forks can be adjusted on the fly with convenient finger adjusters, but the lack of compression adjustability on the rear shock is an omission that should not be on any dirt-slinging motorcycle. Hitting large sharp-edged rocks at speed causes the shock to travel through its stroke too quickly. The bottoming that follows overwhelms the rebound damping, giving a pogo stick feel to the rear end on big bumps. Overall, however, spring rates are a good compromise between touring comfort and off-road performance. Where the Husqvarna feels light, the Ducati feels unduly burdened by the force of gravity. Its Achilles’ heel is that it constantly feels physically large and top-heavy. When the motorcycle gets off balance at low speed or at a stop, its greater moment of inertia is evident. Let’s just say, it’s easy to look like an idiot if one executes a trials stop less than perfectly. In insignificant ways, like pushing it around the garage or loading it in the back of a truck, it’s merely a nuisance, but in more critical situations, like riding up rocky off-camber hills—the kind where you really don’t want to stop and try to put a foot down—it can, in the rider’s mind, make the difference between going for it or turning around. At least that’s the case for novice and intermediate riders whose relative lack of technical ability means confidence is critical to success. Ducati provided its accessory low seat which is 10mm lower than the stock saddle. Every little bit helps, but shorter riders may wish for more. The author, with a 32-inch inseam, had no trouble with seat height, but even with the low saddle, straddled the bike on tiptoe. (DW Burnett/)Still, in terms of outright capability, the DesertX shines in the hands of those who can take advantage of its higher-spec components. The KYB suspension has greater adjustability and its performance-oriented spring rate is better at soaking up bumps and rocks that on the Norden would be jarring. One could argue that what the DesertX lacks in off-road agility, it makes up for with sure-footedness due to a longer wheelbase and more trail; what it lacks in low-speed ease of use, it makes up for with a higher performance potential in high-speed environments. There’s no doubt Ducati has made a capable off-road motorcycle. Only, riders must ask themselves if they’re capable enough to truly enjoy its strengths. Star White Silk color scheme looks best dirty. (DW Burnett/)For many, that may be an irrelevant question. Engaging on-road performance and premium components are enough to justify the DesertX to concerned parties. Beyond that, Ducati excels at endowing its machines with an undeniable “must-have” quality. The DesertX is desirable, and as an adventure bike it’s worthy of desiring. In many ways, it’s the adventure bike Ducatisti have always wanted, and at the same time, it’s the Ducati so many adventure bike riders have always hoped for. Black and White take turns emptying the chess board of its pieces. It becomes clear over the course of play that the Norden’s strengths are the DesertX’s weaknesses, and vice versa. They are polar opposites, yin and yang. The Norden is raw where the DesertX is refined. The DesertX is up-spec where the Norden is more basic. The Norden is approachable where the DesertX is more demanding. On and on it goes. But this is no armageddon game in which a draw is automatically ruled a victory for Black. While both bikes share a similar position in the market, they go about their jobs in very different ways. (DW Burnett/)The Norden 901 and DesertX’s off-road capabilities will ensure they’re hits with ADV die-hards, but what distinguishes them in the middleweight category is style-forward designs that will attract riders who’d never found adventure motorcycles particularly desirable. In that regard, they’re gateway bikes. But the Norden’s ease of use off-road, its charismatic engine, and rugged utility make it a gateway in more than just a superficial way. That it executes its mission while being less well-equipped than the Ducati testifies to the breadth of its strengths and the magical way it makes the archetypal big, tall adventure bike more universally accessible. Its lower price tag is merely icing on the cake. At the heart of it, middleweight adventure motorcycles exist to take riders to far-flung places they’d never dream of going on a lightweight dual sport and to terrain they’d never risk on a big-bore adventure-tourer. The further and faster they go, the dirtier they get, the more they’ve succeeded. In that sense, they’re all about enabling riders to find their own limits. And that’s where the Norden excels. It’s not that it’s a more capable motorcycle than the DesertX; it’s that many riders will likely feel more capable on it. At the end of the game, a rider’s confidence is King. And so it is that the final piece on the chessboard is black. Like the KTMs on which it’s based, the Norden extends the motorcycle’s use case by filling the rider with confidence. Pierer Mobility, which owns KTM and Husqvarna, can only hope the Norden’s styling will also extend its market appeal. (DW Burnett/) High-tech, capable, and beautiful, the Norden and DesertX go a long way in proving that we’re living in a golden age of adventure bikes. (DW Burnett/) Laying out the red carpet for the Ducati. (DW Burnett/) The Norden’s 5-inch TFT display is easy to use and looks great. The prewired mounting point simplifies the installation of an above-screen GPS, in this case a Garmin Zūmo XT, with a MotoPumps articulated mount designed specifically for the Norden and KTM 390/790/890. Gotta love KTM/Husqvarna for making it easy for riders to put another screen right where they want it. (DW Burnett/) The Norden’s switch gear is typical KTM fare, so the buttons feel like Chiclets, though backlit Chiclets it must be said. In-mold graphics look more high-quality than stickers. (DW Burnett/) <i>CW</i> tester Ron Lieback is still waiting to take delivery of his preordered DesertX. Lieback, who rides a KTM 1190 R off-road, loved his first taste of the Ducati. (DW Burnett/) Our Norden test unit’s fuel cap doesn’t seal properly. Not only do gas fumes perfume the garage, but when the bike is on its side, fuel gushes out. Husqvarna says it has not received similar complaints. (DW Burnett/)Gear Bag Husqvarna Norden 901 rider: Helmet: Shoei VFX-EVO Jacket: Rev’It Component H2O Armored Jacket: Rev’It Proteus Jersey: Rev’It Sierra Pants: Rev’It Peninsula Boots: Rev’It Expedition GTX Gloves: Rev’It Caliber Socks: Rev’It Andes Ducati DesertX rider: Helmet: Arai XD4 Jacket: Klim Latitude Pants: Klim Latitude Gloves: Klim Vanguard GTX Short Boots: Spidi X-Trail OutDry Underlayers: Touratech Primero Alpine and Primero Allroad 2022 Husqvarna Norden 901 Price and Specs MSRP $13,999 ENGINE DOHC, liquid-cooled 4-stroke 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 hp @ 8,000 rpm CLAIMED TORQUE 73 lb.-ft. @ 6,500 rpm FUEL SYSTEM EFI w/ 46mm DKK Dell’Orto throttle bodies CLUTCH Wet, multiplate PASC slipper; cable actuation ENGINE MANAGEMENT/IGNITION Bosch EMS; ride-by-wire FRAME Chromium-molybdenum steel FRONT SUSPENSION 43mm WP Apex USD fork, fully adjustable; 8.7 in. (220mm) travel REAR SUSPENSION WP Apex monoshock, rebound and preload adjustable; 8.5 in. (215mm) travel FRONT BRAKE 4-piston radially mounted caliper, dual 320mm discs w/ cornering ABS, Off-road mode disengageable REAR BRAKE 2-piston floating caliper, 260mm disc w/ cornering ABS, Offroad mode disengageable WHEELS, FRONT/REAR Tubeless aluminum spoked wheels; 21 x 2.50 in. / 18 x 4.50 in. TIRES, FRONT/REAR Pirelli Scorpion Rally STR; 90/90R-21 / 150/70R-18 RAKE/TRAIL 25.8°/4.2 in. WHEELBASE 59.6 in. GROUND CLEARANCE 9.9 in. SEAT HEIGHT 33.6 in. (adjustable to 34.4 in.) FUEL CAPACITY 5.0 gal. AVG. CONSUMPTION 49.3 mpg CLAIMED DRY WEIGHT 449 lb. CONTACT husqvarna-motorcycles.com 2022 Ducati DesertX Price and Specs MSRP $16,975 ENGINE Testastretta 11° desmodromic, liquid-cooled L-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 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 M50 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 N/A SEAT HEIGHT 34.4 in. FUEL CAPACITY 5.5 gal. AVG. CONSUMPTION 42.2 mpg CLAIMED CURB WEIGHT 492 lb. CONTACT ducati.com Source

Yamaha’s MT-10 in the SP trim adds electronically adjustable semi-active Öhlins suspension. (Peter Callister/)Bucket lists aren’t for everyone. We get that. Not all of us want to ride up Mount Kilimanjaro on a 1952 Royal Enfield or pull a third-gear wheelie a Honda Gold Wing across the entire span of Manhattan Bridge. But every human with a pulse and a license should experience the visceral pleasure of a Yamaha CP4 crossplane crank engine. The 16-valve 998cc beast first appeared in the R1 in 2009, the broken, gravelly exhaust note of its irregular firing order a thrilling new soundtrack for an inline-four. With its crankpin angles set at 90 degrees instead of a mundane 180, the CP4 had forensic feel at the throttle and V-twin-like traction at the tires. It ripped up the superbike rulebook. But it was in the MT-10, Yamaha’s first true hyper-naked, that it arguably found its true home. All that torque and midrange muscle made Yamaha’s new flagship MT the story of 2016, and a match for almost any naked, on the road at least. While the MT-10′s chassis and cycle parts were clearly produced to an affordable, middling price point, the CP4′s drive, responsiveness, and relentless energy made it the perfect power unit for street-fighting naked. Yamaha’s most technically advanced hyper-naked to date: the 2022 MT-10 SP. (Peter Callister/)A higher-spec SP version of the MT-10 added a little more poise to the chassis but in recent years the MT, in both formats, has started to show its age, especially in terms of electronic technology and rider aids. The MT-10 was always on the thirsty side, and the brakes were lacking by modern standards, especially with top-spec Brembo Stylema calipers becoming increasingly de rigueur in class. It was time for an update, which is why for 2022 Yamaha introduced a new MT-10. Engine-wise there wasn’t much to do. Peak power was increased to 164 hp at 11,500 rpm, which is 5.5 hp up from the old bike. Torque was boosted slightly too, from 81.9 lb.-ft. to 82.6 at the same 9,000 rpm, and Yamaha claimed the engine was 15 percent more efficient than before. Peak power has been increased on the MT-10 SP’s engine by 5.5 hp, to a total of 164. (Peter Callister/)Major updates were made to the electronics with the implementation of a six-axis IMU, which means all rider aids became lean-sensitive. Slide control, traction control, cornering ABS, front wheel lift control, and changeable engine-brake strategies (as found on the R1) were linked to the IMU. An up-and-down quickshifter was installed as standard, along with cruise control, a speed limiter, and four riding modes. All this new info clearly shown via a new 4.2-inch full-color dash. A 4.2-inch TFT dash conveys all info clearly. (Peter Callister/)Now, the $16,899 version of the MT-10 gets all that plus braided brake lines, which accompany the new Brembo radial master cylinder which was introduced on the standard bike this year. The SP is also distinguishable from the standard bike with the three-piece belly cowl and R1M-inspired colors. But the update that will make the competition take serious note of the 2022 SP is its Gen 2 Öhlins electronic suspension. The new system features uprated NIX 30 fork and a TTX 36 rear shock fitted with new spool valve (SV) design which, according to Öhlins, enables quicker damping adjustment than a conventional needle valve while providing increased sensitivity and responsiveness at the low and high ends of the adjustment range. It’s a first for any production bike and replaces the older SP’s KYB system while offering the rider three semi-active and three manual modes. Of the active (A) modes, A-1 is the sporty/track setting, A-2 is more suited for the road, and A-3 is the touring and comfort-focused setting. Yes, touring and comfort. The M options let’s riders electronically tune the suspension to individual taste, then store the settings. Gen 2 suspension adds 4.4 pounds to the weight of the bike, but there are many advantages to this system. At the press of a button, suspension settings can be instantly changed while on the move, and you don’t have to be a suspension nerd to get the best performance of the bike; anyone can grasp the parameters and feel what the system is attempting to do. And you certainly don’t have to use tools or get your hands dirty. In fact, the three active settings create almost three bikes in one. Suspension settings can be changed on the fly. (Peter Callister/)On the racetrack, in this case tight and twisty Cadwell Park in Lincolnshire, England, the bike was mainly kept in A-1 mode, the sportiest of the active settings. The base MT is no slouch on circuit but can lack the finesse and precision of some of its rivals when pushed hard, but on excellent Bridgestone S22 rubber the new SP was noticeably more poised and balanced. Crucially there was no vagueness or lack of feel at the contact patch, which some electronic suspension systems are prone to. If we’d fitted slick or trackday rubber with tire warmers and had really wanted to push for a fast lap, we could have used one of the manual modes to create a specific track setting, particularly as the pegs were starting to touch. Certainly more support would have helped. But on standard rubber the A-1 mode was excellent. The A-1 setting was also ideal for fast, early morning blasts on the speed-limit-free sections on the Isle of Man TT course, where the SP spent a week being put through its paces. A-2 was the go-to road setting, used on track for one session and mainly used for 70 percent of the journey. A-3 was used on long hauls up and down the motorway, its plush soft ride perfect when you just want to crack out the miles—and makes the SP noticeably more comfortable during a long day in the saddle. More precision and versatility have been added to the MT-10 SP. (Peter Callister/)The new Gen 2 setup adds precision and versatility to the MT, though to be critical, the MT-10 SP’s claimed 476-pound wet weight is still noticeable on fast direction changes, particularly on track. It is not as flickable as BMW’s S 1000 R, for example, but that extra weight brings with it reassurance and stability; larger and taller riders, especially, enjoy the muscular feel of the MT-10. Stopping power, a relative weakness of the old bike, has been improved with a Brembo radial master cylinder and, on the SP, upgraded braided brake lines. The Yamaha four-piston calipers up front remain the same as the previous bike’s but like the standard MT cornering ABS now comes as standard. Despite the upgrade, the base MT’s stoppers were still slightly dull and uninspiring when that bike was tested earlier in the year, but the SP stoppers were sharper on both road and track. This might be down to the braided lines or maybe the pads had been bedded in differently. Meanwhile, despite best attempts at provocation, there was no indication of fade on track while the ABS wasn’t too intrusive. The introduction of a six-axis IMU on both 2022 MT-10 models has made the electronics lean-sensitive. There are four riding modes available but, for most riders, Mode B is the optimum setting given that throttle response in Mode A is a little too sharp, while C and D are more suited for town or slippery conditions, especially for inexperienced riders. A six-axis IMU gives the MT-10 SP lean-sensitive traction control and ABS. (Peter Callister/)The list of rider aids available is extensive; there’s even engine-brake management. But their operation isn’t as intuitive as it could be. The navigation wheel is mounted on the right bar, which isn’t ideal, and some adjustments can’t be performed on the fly, same as the standard MT-10 and R1. As mentioned, the jewel in the MT’s crown, that crossplane engine, is the same as the standard MT-10, which is a positive. Yamaha claims the engine is 15 percent more efficient than before, with a quoted 41.4 mpg. This has been achieved through new fueling. The throttle is no longer directly linked, there’s a new intake and airbox configuration and a new exhaust, some of which has been changed for Euro 5 compliance. The exhaust, for example, now has four catalytic converters; to compensate for the weight the header pipes are titanium. Our bike averaged 37.3 mpg on the test, including some hard riding on the Isle of Man and a trackday. It’s easy to assume that normal riding would deliver Yamaha’s claim of 41 mpg. Irritatingly, the digital fuel gauge reports that the tank is fully fueled for ages and then, suddenly, drops dramatically, just like gauges did in the good old days. During our testing the MT-10 SP showed versatility, being usable in various conditions on the street as well as the track. (Peter Callister/)The motor is incredibly versatile. Around town, the fueling is soft and friendly, especially if settings are used to soften the power. Then away from town, there’s low-down grunt and a lovely spread of midrange from 4,000 rpm to 8,000 rpm. On track or on the unrestricted roads as on the Isle of Man, you can really let it sing, and 164 hp is more than enough. Like many, I have always loved the distinctive sound of the CP4, and for 2022 Yamaha has amplified its rasping growl with a new induction system. Those air scoops on top of the fuel tank are not just for show; they’re new acoustic sound grills in the tank designed to direct the intake noise to the rider. Now riders can almost feel the induction noise as you open the throttle. At higher revs the howling exhaust takes over, giving the Yamaha a character that no other Japanese bike can match. There’s much to like about the MT-10, and the SP adds a shot of quality to an already excellent bike and gives the MT-10 even more versatility. The new Gen 2 Öhlins suspension modes mean the SP can be a composed track bike, complete with great feel from the tires, on one day; a compliant but sporty road bike the next; and a relaxed mile-eater the next, with a ride quality to match that of many dedicated tourers. It’s an impressive system which adds to an already desirable all-round and charismatic road bike. Yamaha’s up-spec MT-10 SP carries a $2,900 premium over the base model. (Peter Callister/)The only problem is it’s going to cost you an extra $2,900. It’s a quality system, and for the few who choose to fork out the extra cash, it’s worth it. 2022 Yamaha MT-10 SP Specs MSRP: $16,899 Engine: DOHC, liquid-cooled inline-four; 16 valves Displacement: 998cc Bore x Stroke: 79.0 x 50.9mm Compression Ratio: 12.0:1 Claimed Horsepower: 164 hp @ 11,500 rpm Claimed Horsepower: 82.6 lb.-ft. @ 9,000 rpm Transmission/Final Drive: 6-speed/chain Fuel System: Electronic fuel injection w/ YCC-T Clutch: Wet, multiplate w/ assist and slipper functions Engine Management/Ignition: Electronic Frame: Aluminum Deltabox Front Suspension: 43mm Öhlins Gen 2 electronic suspension, fully adjustable; 4.7 in. travel Rear Suspension: Öhlins Gen 2 electronic suspension, fully adjustable; 4.7 in. travel Front Brake: Radial-mount 4-piston calipers, dual 320mm hydraulic discs, Brembo master cylinder, w/ ABS Rear Brake: 2-piston caliper, 220mm hydraulic disc, w/ ABS Wheels, Front/Rear: 5-spoke cast-aluminum Tires, Front/Rear: Bridgestone Battlax Hypersport S22; 120/70-17 / 190/55-17 Rake/Trail: 24.0°/4.0 in. Wheelbase: 55.3 in. Ground Clearance: 5.3 in. Seat Height: 32.9 in. Fuel Capacity: 4.5 gal. Average MPG: 37.3 mpg Claimed Wet Weight: 476 lb. Contact: yamahamotorsports.com Source

LiveWire claims the 15.4kWh battery can provide 146 miles of in-city riding power. (Adam Campbell/)So here’s the thing: LiveWire claims the LiveWire One gets 146 miles of in-city range and 95 miles in mixed highway/city riding, although those numbers are greatly affected by factors like temperature, wind, and elevation changes. The company also claims the bike can fully recharge in as little as 60 minutes. So the bike is a known, or at least knowable, quantity. But just as important as understanding this electric motorcycle, and by extension this whole new segment of motorcycling, is an understanding of the infrastructure required to power it. After all, using a charging station is not like using a gas station. Therefore, to truly experience what it’s like to own an EV in America, we had to live with the bike, travel, and experience it in new and different settings. In other words, we had to take it on a road trip. LiveWire One is currently available in Liquid Black, Nebula Red, or Horizon White (seen here). (Adam Campbell/)This test began with a very specific goal: Not to repeat what Michael Gilbert had already done in his 2020 Road Test or what Don Canet had done in his comparison between this bike and Zero’s SR/F Premium, but to try to experience LiveWire as an owner might. This meant spending a few weeks using the bike as my sole mode of transportation; getting to know the bike around home, commuting to the office, and slowly pushing the boundaries of exploration, culminating in a 500-mile round trip to California’s Central Coast and back. The LiveWire One, or LW1, is essentially a naked electric sportbike. Ergonomics are not terribly aggressive, but with rearsets and low bars, the rider leans slightly forward over the not-a-gas-tank. A small cowl surrounding the headlight is all but aesthetic and does little to shield the rider’s body. A clearly laid out and highly customizable full-color 4.3-inch LCD screen serves as the bike’s instrumentation. Ride modes are clearly displayed and easily switched. The manufacturer suggests a retail price of $22,799. The LiveWire is incredibly easy to ride and can change personality with the push of a button. There is no clutch, as there are no gears, or only one, depending on how you look at it. Sport mode gives the bike rapid acceleration; the One clocked our 0–60 mph test in 3.1 seconds every time without variation. Rain mode slows down power delivery and maximizes traction control. Eco and Road modes feel similar on acceleration, with a little more engine-braking in Eco. In any mode, throttle response is perfectly consistent and launches are predictable. LiveWire claims the One can reach 80 percent charge in as little as 40 minutes, and a full charge in 60 minutes, which our testing confirmed. (Adam Campbell/)The LW One weighs 544 pounds ready to ride. This weight is low and well centralized, definitely sensed as the bike is lifted up off of its centerstand, but much less so while moving. As I first got to know the LW1, I focused more on the bike than the use of local charging infrastructure. Those first weeks of testing rarely required a public charging station, as daily errands and casual rides were usually a 30-mile round trip at most. But I found this had a wonderful result on how I used the bike. Coming up the hill to my house, most often in Road or Eco mode, I would see 60–70 percent of the battery’s charge remaining and decide to pass my street. I would switch the bike into Sport mode and head for the hills. Not for long, just a quick blast, say 20 or 30 minutes to get the blood pumping and use up some charge. Then I’d cruise back down the hill with my adrenaline itch scratched. I’d soon discover that this is how the LW1 is best enjoyed. As I branched out and went for longer rides, I encountered the first harsh reality of EV ownership: Not all chargers are created equal. Many of them are very slow. Some don’t work at all. There are several smartphone apps to locate chargers, some of which feature reviews that let you know if they’re currently working or not, but you can ride to a location and use up whatever energy it takes to get there, only to arrive at a nonoperable charger. Electrify America charging stations are often found in the parking lots of shopping centers and outlet malls. (Adam Campbell/)I used a few different apps to try and avoid this. I downloaded PlugShare, A Better Route Planner (ABRP), and Electrify America’s app. ABRP is a navigation app that takes things like elevation changes and estimated range of your specific vehicle into account while planning your route. PlugShare is a user-based mapping system that shows where the chargers are and their current state of operation, but it’s based on user reviews and therefore not always current; it’s a bit of a gamble. Electrify America supplies many of the fast-charging stations along highways 1 and 101, and the company’s app updates as the units are in use. This last app was the most consistent and therefore the most trusted, but that was largely because of where I was going. On another highway, fast chargers from another manufacturer may be more common, making this app much less effective. For my first tour of any appreciable length, I planned to ride a familiar path from my home in Pasadena: West to the coast, then north along Highway 101 to my uncles’ home in Atascadero. I recently completed this 212-mile ride on a BMW K 1600 Grand America; it took just over three hours. On this LiveWire it would take much longer. The charging process for the LiveWire One is rarely as simple as plug and charge. (Adam Campbell/)The bike charged all night. I unplugged the 110-volt home charger and tucked it back into its spot underneath the seat, attached my Enduristan soft bags, and started off toward my first destination, an outlet mall just outside of Oxnard. With range in mind, I was soft on the throttle, accelerating casually to preserve the battery. Once on the highway, I locked cruise control at 65 mph, tucked in, and arrived at my first charger in 70 minutes with 25 percent battery remaining. Most gas stations are built near major roads and highways for convenience. Fast-charging stations along highways 1 and 101 are almost exclusively positioned around shopping centers. Chargers also stand alone, commonly on parking lot islands, not in a building with refreshments and a restroom. If you need to use the bathroom, you need to go into a nearby shop. It feels intentional, premeditated, almost as if you’re forced into the nearest Panera Bread or Gap Outlet just because you need human amenities. If you’re charging an electric car, you have the option to sit inside it, run the air conditioning, maybe get some work done or play games on your phone. That isn’t an option on a motorcycle. Ergonomics on the LiveWire are sporty but relaxed. (Adam Campbell/)Charging is rarely, if ever, as simple as plugging in the bike and waiting. Charging errors were common until I developed a meticulous system that I had to repeat every time. I would pull into a charging station and first make sure that the charger and payment system were working as intended, no bashed screens or clogged ports. The most common failure among Electrify America chargers, I found, was broken card readers. Then I would turn the LW1 off completely and wait for the screen to go black. Once it was fully powered off, I would power it back on and wait for the screen to wake up, then plug in the fast charger and wait for communication with the charger to begin. Assuming this all worked, I could finally pay and charging would begin. At this point I was using ABRP to plan my route, which suggested I leave Oxnard with a minimum of 64 percent state of charge and head to Santa Barbara 47 miles away. I cautiously charged the bike up to 95 percent before leaving. I was soon very glad I did, as I pulled into Santa Barbara with only 18 percent battery left. Cruise control was still locked at 65. Surprise, surprise: The Santa Barbara charger was in the parking lot of a bank across the street from a mall. I went to a familiar burger joint and got some onion rings and an iced tea to kill the time. Blizzard saddlebags from Enduristan fit the LiveWire One like they were made for it and provided much-needed storage on our journey. (Adam Campbell/)I left Santa Barbara near 2 p.m. with a 92 percent charge. I’d found that ride times and charge times were pretty well balanced; I could ride for about an hour, charge for about an hour, then get back on the road to repeat the process again. At the behest of my ABRP app, I headed toward more outlet stores near Pismo Beach. This was an 82-mile stretch, which was more than I had done in a single bound at that point. But the app assured me I could do it, and the total journey was still less than the bike’s claimed max highway range. Shame on me for trusting the app over instinct. I had traveled 69 miles and had 13 to go, but the bike was displaying only 10 percent battery life remaining. If I didn’t make it to Pismo Beach, I’d be forced to find a wall outlet and spend hours waiting for the bike to even get enough charge to make it to a fast charger. I decided to turn around and head about 5 miles back into Santa Maria, where a slow charger is available outside of a Best Western. Stuck outside of a Best Western with a nearly dead battery. (Staff/)It was now after 5 p.m. With only 1 percent battery, I pulled into the Best Western hotel and jumped through the hoops to start charging the bike. This was a very slow charger, estimating over 13 hours until a full charge. I waited 30 minutes until the bike had 9 percent and rode to a nearby fast charger I’d found in a Target parking lot. After another 59 minutes, the LW1 was at 93 percent. With 50 miles to my destination, I was confident it would be enough, so I loaded up and once again continued on my way. I had been calling my uncles along the way, so they knew not to worry. They also knew I would be tired and frustrated, as anyone would after spending 10 hours on a three-hour journey. David opened up the garage and showed me to the wall charger, then handed me a beer. Bob had dinner in the oven. A fire was already burning in the fire pit out back. I showered, enjoyed the lovely company and the delicious meal, then slept like a damn baby. I should have double-checked the bike first. When I woke up the next morning I immediately went to make sure the LiveWire had achieved a full charge. At some point in the night the garage circuit breaker had tripped and shut off current to the charger. I was at 30 percent, not enough to make it to the Pismo Outlets but enough to make it north to the fast chargers in Paso Robles. I was exhausted just thinking about another 10-hour day, but it seemed that’s what I was in for. Done with your errands but still have some charge? Hit the hills and see what the LiveWire One can do in Sport mode. (Adam Campbell/)Slowly but surely I made my way back to Los Angeles, tucking in and trying to draft behind trucks to increase my range. Even with my initial detour, I was able to make it home in about 10 hours, the same amount of time it took me to ride north. On my ride home, however, I had accepted this as the reality and come to terms with it. It was to be another day of Cinnabon, Wetzel’s Pretzels, and outlet malls. But as we often say: “A bad day on two wheels is still a damn fine day.” After weeks of regular testing, it took one full day in the saddle to understand and predict the LiveWire’s range more accurately than the apps I was using. A stiff wind or a steep hill can come along any moment and change your percentage in an instant. After my ride north, I only used my phone to locate chargers. I had learned the bike’s range. I had learned how to charge it. I was still learning how to maximize range. But most importantly, I had learned that the LiveWire is a tool that does a specific job very well, and I had been using it incorrectly. Motorcycles are freedom machines. They encourage exploration and often bring us to places that we would never go without them, destinations that we find ourselves at for no other reason than their proximity to twisty roads. At times, the LW1 took away this feeling, took away my desire to explore, especially if I was far from home. Destinations held special discounts, not scenic lookouts. But back home, running errands in a less-than-50-mile loop, the opposite was true. To know the limits of a system, person, or machine, you must push expected boundaries. Like any tool, the LiveWire One was designed for a specific job, and it does that job very well. The One is not a Great American Freedom Machine, built to cross state lines and freely explore backroads. This is a tool for a modern age, for destinations that are much closer together. It will help you achieve your daily tasks quickly and efficiently. It will help you explore your neighborhood and your city, and eagerly whir down your nearest riding road for a shot of lean-angle-induced adrenaline. If the task is pure, joyful riding, that task is easily achieved on the LiveWire. Just be mindful of the task this tool was built for. The 2022 LiveWire One has an MSRP of $22,799. (Adam Campbell/)2022 LiveWire One Specs MSRP: $22,799 Motor: Revelation internal permanent magnetic synchronous w/ water jacket cooling Battery: 15.4kWh Rechargeable Energy Storage System (RESS) Transmission/Final Drive: 1-speed/belt Claimed Horsepower: 100 hp Claimed Torque: 84 lb.-ft. Frame: Cast aluminum Front Suspension: Showa SFF-BP (Separate Function Front Fork-Big Piston); 4.5 in. travel Rear Suspension: Showa BFRC (Balanced Free Rear Cushion-Lite) monoshock; 4.5 in. travel Front Brake: Dual radial-mounted 4-piston Brembo Monoblock calipers, 300mm discs w/ ABS Rear Brake: 2-piston caliper, 260mm disc w/ABS Wheels, Front/Rear: 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: Michelin Scorcher; 120/70-17 / 180/55-17 Rake/Trail: 24.5°/4.3 in. Wheelbase: 58.7 in. Ground Clearance: 5.1 in. Seat Height: 31.3 in. Cycle World Measured Wet Weight: 544 lb. Contact: livewire.com Source

Yamaha’s MT-10 is designed for sport-riding enthusiasts who want their superbike-level performance in a comfortable, upright package. (Yamaha/)Ups Yamaha’s CP4 engine is ideal for a nakedSix-axis IMU means top-notch electronicsGreat chassis and suspensionDowns Transformers styling isn’t for everyoneFeels a bit short of Euro competition in outright powerVerdict Riders who want the everyday practicality of an upright-naked sportbike but don’t want to spend north of $20,000 should take a serious look at the MT-10. The bike delivers in every aspect of the riding experience, from soulful engine to tight and predictable chassis. The MT-10 SP benefits from Öhlins semi-active suspension and comes in a YZF-R1M-inspired Liquid Metal/Raven color scheme. Other upgrades include steel braided brake lines. (Yamaha/)Overview The Yamaha MT-10 and higher-spec MT-10 SP are the pinnacle of Yamaha’s hyper-naked lineup, offering superbike performance in a uniquely styled package that helps Yamaha stand out in a very competitive space. The mission with the MT-10, like the FZ1s before it, has remained constant over the past 20-plus years: To provide open-class power and performance in a more street-focused motorcycle with little, or at least less, bodywork. Since its introduction in 2016, the bike has accomplished this goal by drawing from Yamaha’s superbike package and using technologies from Yamaha’s ultra-successful R1. One thing that the previous-gen MT-10 lacked was the more sophisticated electronics package of the R1. That’s all changed for 2022, with the current model getting some serious upgrades to put it into contention with European competition. The MT-10’s styling is not for everyone, but there’s no denying the bike stands out on the road. (Joseph Agustin/)Updates for 2022 The biggest news for 2022 is the addition of a six-axis IMU with rider aids. In Cycle World’s first ride review, we noted that “The inertial measurement unit is the latest generation, both lighter and smaller, allowing such things as lean-sensitive traction control and ABS, Slide Control (SCS), front wheel Lift Control System (LIF), Engine Brake Management (EBM), and cruise control, and a programmable top-speed limiter called the Yamaha Variable Speed Limiter (YVSL).” Engine updates for 2022 include new fuel-injection settings, plus intake and exhaust mods intended to move the torque lower in the rpm range. Advanced ride-by-wire is managed by the Yamaha Chip Controlled Throttle and new Accelerator Position Sensor Grip throttle. Also new is an improved up-and-down quickshifter, working in harmony with a clutch that has assist and slipper functions. With a short 55.3-inch wheelbase and aggressive front-end geometry, the MT-10 handles tight canyon roads without breaking a sweat. (Joseph Agustin/)Pricing And Variants The standard model MT-10 has an MSRP of $13,999, while the MT-10 SP gets Öhlins semi-active suspension front and rear, exclusive Liquid Metal/Raven paint, and braided stainless-steel brake lines as standard for $16,899. Competition There are a ton of bikes in the open-class naked category, including the Aprilia Tuono V4 Factory, BMW S 1000 R, Ducati Streetfighter V4, KTM 1290 Super Duke R, and Triumph Speed Triple 1200 RS, Suzuki GSX-S1000, and Honda CB1000R Black Edition. The MT-10’s engine delivers smooth tractable torque down low and through the midrange, combined with an inline-four’s revvy nature. (Joseph Agustin/)Powertrain: Engine, Transmission, and Performance The engine in the MT-10 is Yamaha’s 998cc liquid-cooled, crossplane-crank CP4, borrowed from a previous-gen YZF-R1. The engine gets lightweight forged pistons with fracture-split connecting rods. A stacked six-speed transmission keeps the unit compact and allows ideal placement of the engine in the chassis. A Yamaha assist and slipper clutch helps get power to the ground efficiently. For 2022 the bike’s power increases from 158.2 hp to 163.6 hp; torque increases from 81.9 pound-feet to 82.6 pound-feet. Peaks are at at 11,500 rpm and 9,000 rpm, respectively. These are European figures, as Yamaha doesn’t reveal US performance numbers, but they’re likely to be representative of what we get here. “We were instantly reminded why we love the CP4 engine,” Cycle World said in its first ride review. “Not only is the sound—now amplified into the cockpit—truly a sonic masterpiece, but the power delivery of the crossplane-crank engine is utterly satisfying. The engine’s grunty power is managed by a new ride-by-wire throttle, which is extremely precise and predictable, with delivery based on the riding mode selected.” “Let the CP4 engine eat and you’ll know right away you’re on an open-class sportbike. The beauty of this engine is that, like the R1, it delivers smooth tractable torque down low and through the midrange, combined with an inline-four’s revvy nature. In this application, it definitely lacks the superbike’s last bit of top-end power, but by the time the engine reaches the top of the rev range the bike is rocking along at a pretty decent clip.” Acoustic sound grills in the tank are designed to direct the intake roar to the rider. (Joseph Agustin/)Chassis/Handling The MT-10s use an aluminum Deltabox frame and uses the engine as a stressed member. The 55.3-inch wheelbase is shorter than most of Yamaha’s Euro competitors, such as the KTM Super Duke, Aprilia Tuono V4 Factory, and Ducati Streetfighter V4; the MT-10′s steep 24-degree rake and 4.0 inches of trail are also a bit more aggressive than those of its competitors. From Cycle World’s first ride in North Carolina: “The route included quite a few offshoots off the Blue Ridge Parkway, which meant fewer of the flowing long sweepers and many more tight hairpin and carousel turns. Wet patches were still possible around any given corner, so the MT-10′s front-end confidence was welcome. Turn-in was sharp and predictable, with the fork keeping the bike composed over nasty mid-corner bumps and seams. “At speed, the big MT is stable and composed. Most of the BRP is a billiard table, but some of the side roads were likely to throw a curveball at speed when least expected. Through it all, the bike felt planted and never shook its head or got out of shape.” Brakes Braking hardware includes a pair of radial-mount, four-piston calipers pinching 320mm diameter discs up front and a twin-piston caliper and 220mm disc on the rear. Yamaha’s advanced Brake Control System and lean-sensitive ABS use a six-axis IMU, bringing the MT-10 up to date with its Euro rivals. Despite the 2022 MT-10 having a slightly more aggressive riding position than previous models, the relationship between the seat, pegs, and handlebar is still comfortable for average-height riders. (Joseph /)Fuel Economy and Real-World MPG Cycle World has yet to grab full testing numbers on the MT-10. Ergonomics: Comfort and Utility Despite a slightly more aggressive riding position than on the previous model, the relationship between the seat, pegs, and bars is just about perfect for average sized riders. A relatively comfortable seat sits at a claimed 32.9 inches and is covered in a plush-feeling Alcantara-like material. Wind protection from the mini-fairing is quite good and keeps the airflow smooth over the rider’s helmet and upper body. A 4.2-inch color TFT display was all-new for 2022. (Joseph Agustin/)Electronics The new Accelerator Position Sensor Grip and full ride-by-wire throttle in concert with the six-axis IMU open the door to a whole list of electronic rider aids. The inertial measurement unit is the latest generation, both lighter and smaller, and provides lean-sensitive traction control and ABS, Slide Control (SCS), front wheel Lift Control System (LIF), Engine Brake Management (EBM), and cruise control, and a programmable top-speed limiter called the Yamaha Variable Speed Limiter (YVSL). The MT-10 also comes equipped with an up-and-down quickshifter and full LED lighting. A most welcome addition is the new R1-derived 4.2-inch full-color TFT display, a much improved screen for navigating through menus to customize ride modes and access other functions. Warranty and Maintenance Coverage The MT-10 comes with a one-year factory limited warranty. A capable chassis and exciting engine character combine to make the MT-10 a lot of fun to ride in the twisties. (Joseph Agustin/)Quality We’ve yet to spend extended time with the MT-10. However, Cycle World’s initial impressions with fit, finish, and paint quality were all positive. 2022 Yamaha MT-10/MT-10 SP Specifications MSRP: $13,999 / $16,899 (SP) Engine: DOHC, liquid-cooled inline-four; 16 valves Displacement: 998cc Bore x Stroke: 79.0 x 50.9mm Compression Ratio: 12.0:1 Transmission/Final Drive: 6-speed/chain Fuel System: Electronic fuel injection w/ YCC-T Clutch: Wet, multiplate w/ assist and slipper functions Engine Management/Ignition: Electronic Frame: Deltabox aluminum frame Front Suspension: 43mm KYB inverted fork, fully adjustable; 4.7 in. travel / 43mm Öhlins electronically controlled suspension, fully adjustable; 4.7 in. travel (SP) Rear Suspension: KYB piggyback shock, fully adjustable; 4.7 in. travel / Öhlins electronically controlled suspension, fully adjustable; 4.7 in. travel Front Brake: Radial-mount 4-piston calipers, dual 320mm discs, Brembo master cylinder w/ ABS Rear Brake: 2-piston caliper, 220mm disc w/ ABS Wheels, Front/Rear: Five-spoke cast-aluminum Tires, Front/Rear: Bridgestone Battlax Hypersport S22; 120/70-17 / 190/55-17 Rake/Trail: 24.0°/4.0 in. Wheelbase: 55.3 in. Ground Clearance: 5.3 in. Seat Height: 32.9 in. Fuel Capacity: 4.5 gal. Claimed Wet Weight: 467 lb. / 472 lb. (SP) Contact: yamahamotorsports.com Source

At a time when other OEMs are abandoning their inline fours, MV Agusta doubles down on their Brutale RR and RS by updating the engine with a new balance shaft. (MV Agusta/)When MV Agusta’s 1000cc four-cylinder F4 engine first appeared in World Superbike, it was so poorly designed that catastrophic connecting-rod failures were common. Then MV Agusta’s chief project engineer Brian Gillen got involved, and now the same powerplant is both reliable and immensely strong, cranking out 208 horsepower at 13,000 rpm. It seemed there wasn’t much more to do. Yet for 2023 Gillen has once again improved that magic four in a big way. It’s All About Balance While often smooth, inline fours are not fully balanced; they have an inherent secondary imbalance that intensifies as the engine revs higher. One solution is to use very long connecting rods, say a center-to-center measurement that is 2.5 times the stroke. This is what many Formula 1 builders do with their flat-crank V-8s, as these engines also suffer the same secondary imbalance. While this is a mechanically elegant and rational solution, it generates taller engines, and when working within a predetermined set of dimensions, taller won’t work. Gillen has taken an alternative route; the new MV engine features a balance shaft turning at twice crankshaft speed. Along with the engine updates, the Brutale gets a new upswept four-pipe exhaust. (MV Agusta/)In a time when so many manufacturers are abandoning inline fours due to tightening emissions standards, the 2023 Agusta 1000cc F4 engine is being evolved with the goal of making it one of the most refined and advanced engines of its type, both powerful and smooth. Both the 2023 Brutale 1000 RR and RS will use the new engine. In addition, both bikes have received minor aesthetic updates, most notably the new high-mount four-pipe exhaust. The Brutale engine’s redesign is a meaningful step in the evolution of this production inline four, and representing a big effort by MV Agusta to stay at the top of the game. 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/)Everybody’s doing it, and that now includes Suzuki, who released (after a long gestation) its 776cc parallel-twin engine of 84 x 70mm bore and stroke. As reviewed on this site by Ben Purvis, parallel twins have strong attractions in the present era: affordability, low parts count, lightness, and a compactness that gives flexibility in positioning the engine in different chassis. Suzuki has a new parallel twin used in two models, seen here in the GSX-8S. (Suzuki/)Mr. Purvis also points out that this engine’s ancestor was shown as long ago as 2013 as the 588cc turbocharged Recursion. The word “recursion” means “return,” referring perhaps to the 1950–1970 popularity of British parallel twins like the Triumphs, BSAs, and Nortons of that era. After the economic disaster of 2008, makers cast about for novelties that might catch on in the resulting down market. Automobiles were then adopting smaller, more economical engines that were turbocharged to provide zippy performance. Could this work in bikes? Most evidence was negative. Turbo bikes are fast in the quarter-mile, but so far no one has been able to give a turbo bike the fine torque-to-tire matching needed to confidently stay with unsupercharged engines on real roads. Thinking has now swung away from quirky and back to basics: How do we bring the well-loved qualities of traditional motorcycles to market at prices people are now able to pay? Yamaha sampled this direction in the ‘90s with TDM850, but BMW started the current trend in 2008 with its F-series. Others have joined since. Suzuki’s 776cc parallel twin. (Suzuki/)Aren’t such twins a big comedown in performance from the high-horsepower four-cylinder sportbikes of the previous era? Not necessarily. A big handicap of those 16,000 rpm rockets was that in order to sell, they had to win Supersport races; in order to win, they had to be given spiky, hard-to-ride powerbands that required constant up- and downshifting. They were very far from being twist-and-go bikes. All manufacturers have conducted what we might call “drivability studies,” because in 1990s focus group testing found that average riders overwhelmingly preferred high rideability bikes that delivered usable torque everywhere, rather than just above 10,000 or 12,000 rpm. High rideability makes us all into better riders by asking less of us. Today’s new parallel twins benefit from this work, as they uniformly have wide, smooth, surprise-free powerbands that give riders confidence. Such engines accelerate much more strongly at real-world rpm than Supersport bikes ever did. Suzuki, as we shall see, has done things a bit differently in its version. I have previously referred to a recent trend that I call the “Euro 5 powerband.” It is flat and easy to ride without having to bury the tach, because to meet Euro 5 emissions limits, large valve overlap and very long valve timings in general have had to be given up in favor of more valve lift. The fact that this also delivers high driveability is a happy accident. Suzuki’s new 776 twin is conventional in that it has double overhead cams with narrow valve angle, giving a compact, fast-burning combustion chamber. It moves away from the 25-year sportbike trend toward ever-shorter strokes and bigger bores because it is designed to accelerate most strongly at revs riders actually use rather than at revs capable of winning those close Daytona 600 races. Its ratio of bore to stroke is just 1.2. Compare this with MotoGP, which is limited by rule to 1.68. Or with the most extreme of Formula 1 engines, way out at 2.3! Because it doesn’t need valves big enough for operation at 16,000, the bore can be made smaller. This speeds combustion by shortening flame travel and it also improves economy by reducing the heat-loss surface area of combustion chambers and piston crowns. Are you skeptical? Back when World Superbike was mainly a contest between big Ducati twins and everyone else’s fours, why was it that the fours always had much bigger radiators than the twins? We know it wasn’t that the fours were more powerful, because Ducati was then doing most of the winning. The reason was that two big cylinders lost heat through a smaller total area of combustion chamber and piston crown than did the fours. A smaller bore also reduces the total piston circumference that must be sealed by piston rings: in this 776 it is 20.8 inches, while in the last of the GSX-R750 fours (having roughly the same displacement) it is 34.6 inches, or 66 percent greater. Suzuki’s new parallel twin utilizes twin counterbalancers. (Suzuki/)Why worry about this? Emissions agencies do the worrying, because during a cylinder’s compression stroke, unburned fuel-air mixture is forced into piston ring crevice space (cylinder pressure is what “inflates” the rings, making them seal). The steep rise of combustion pressure after the ignition spark keeps that mixture trapped there until much later in the engine cycle—too late for it to make any contribution to power. But out it comes during the following strokes, straight into the exhaust pipe as unburned hydrocarbons; meters in the air pollution labs swing toward the red. For equal displacement, the two bigger cylinders of a twin generate less of this than the more numerous but smaller cylinders of a four. Emissions agencies aren’t the only ones watching. The insurance industry, without whose product we can’t ride, has learned to charge us extra if our chosen ride is a pavement-wrinkler. Therefore it makes sense to own a machine whose image attracts less of their attention. Going on with the usual list of powertrain features, we find the expected six-speed gearbox with a dual-action slipper/assist clutch and an up-or-down quickshifter. The fuel system is digital port injection by dual 42mm throttle bodies plus two 10-hole injectors. The two crankpins are separated by 270 degrees because, frankly, people find the resulting syncopated exhaust sound more to their liking than the snore of even firing intervals from a classic 360-degree British parallel twin. Back when British was king, anyone who complained about numb fingers, feet, and butt was told, “Vibration will make you tough!” Because numb body appendages no longer appeal, the 776 has two crank-speed contrarotating balancers with eccentric weights. Long intake pipes could help give Suzuki’s 776cc parallel twin a midrange bump in torque. (Suzuki/)When a single-cylinder engine is balanced to 50 percent of the mass of its reciprocating parts—piston, rings, wristpin, and small end of the con-rod—the resulting imbalance is a constant force rotating opposite to the crankshaft. That being so, provision of an equal and opposite force, also rotating opposite to the crank, will cancel primary shaking force. That is what these two balance shafts do. Are you tempted to complain that these extra rotating parts will make the engine slow-revving (like the old Cosworth-Norton definitely was)? Or will you conclude, as I did, that the presence of the balance shafts allowed corresponding reduction in the mass of the crankshaft itself? I will not list the usual suite of electronics having to do with engine modes, anti-wheelspin, and so on. Every maker has them now, each with its own forgettable corporate acronym. What Suzuki has done differently is coyly revealed in nondimensional power and torque curves (they give no actual numbers—just the shapes of the curves). In place of the expected flat torque of a Euro 5–compliant engine, we find instead a nice hump of extra torque right in the middle of the range. What could be creating this? We know that torque is boosted by higher compression ratio; this engine’s CR of 12.8 is high but not extreme for its bore size. And we know that raising compression benefits torque at all rpm, not just in a narrow zone. So what is causing that hump in the 776′s torque? Scrolling down through Suzuki’s release, we come to two images of its rather long 6-liter (not very big) intake airbox, positioned behind the engine. Much of its interior volume is taken up by much longer-than-usual intake pipes. Thanks to all these past years of thinly disguised race engines with the shortest possible intake pipes, we’re not used to this. But those long intake pipes may be generating that nice hump in the 776′s torque curve, right where we’d like to find it when accelerating up on-ramps or during passing. Drivability! Source

The 2023 BMW R 1250 RS receives a number of upgrades for the new model year, but remains at the same $15,695 base MSRP. The RS is seen here in its Style Sport Light White/Racing Blue/Racing Red. (BMW/)BMW Motorrad has announced several updates to the boxer-powered R 1250 RS sport tourer for 2023. The changes are focused on refinement over revolution, primarily focusing on the motorcycle’s electronic rider-aid equipment while leaving the core elements the same. Dynamic Traction Control is now fitted to the R 1250 RS as standard equipment, aiming to enhance on-road safety. Previously, DTC was offered as an add-on via the Premium package for an additional $3,175. Its inclusion should be a welcome touch for every rider. The same pair of Brembo 4-piston radial-mount calipers and 320mm discs handle stopping duties, but BMW Integral ABS Pro is now standard equipment. (BMW/)An all-new ECO riding mode, focused on maximizing fuel efficiency and range. joins the existing Rain and Road modes. Fuel savings are achieved by softer throttle mapping and moderate torque reduction, and the upper left of the TFT dashboard now displays an efficiency reading to track real-time consumption. The new R 1250 RS is also equipped standard with BMW Integral ABS Pro to further improve safety while braking. The interesting Dynamic Brake Control (DBC) function is new as well; this system helps avoid unintended throttle inputs during panic braking by reducing drive torque. The BMW R 1250 RS is also offered in Style Triple Black for a premium. (BMW/)BMW’s Riding Modes Pro package, available as an option via the Premium package, allows for custom configuration of riding modes. It also includes adjustable Engine Drag Torque Control (MSR) to complement ABS upgrades, effectively adjusting engine brake settings for tailored off-throttle deceleration characteristics. An additional USB-A socket with a 5-volt power supply complements the existing 12-volt power socket for 2023. (BMW/)A few new add-on packages are now available, including two optional paint schemes, Style Triple Black and Style Sport Light White/Racing Blue/Racing Red. Both packages feature gold front and rear brake calipers, unique frame colors, and a solo seat. On the Triple Black, the passenger seat is replaced with a cosmetic cover and passenger pegs and grab handles are removed. Option 719 spoked wheels are also available as an add-on. Despite the new functional upgrades, the base MSRP of the BMW R 1250 RS remains the same for 2023 at $15,695 in the Light White paint scheme. BMW says bikes will be available in spring of next year. The Light White paint scheme seen here is standard for the 2023 BMW R 1250 RS. (BMW/)2023 BMW R 1250 RS Specs MSRP: $15,695 Engine: air/liquid-cooled opposed-twin Displacement: 1,254 cc Bore x Stroke: 102.5 x 76.0 mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/ shaft Claimed Horsepower: 136 hp @ 7,750 rpm Claimed Torque: 105 lb.-ft. @ 6,250 rpm Fuel System: Fuel injection w/ 52mm throttle bodies Clutch: Hydraulically operated anti-hopping wet clutch Frame: Two-section frame, front, and bolted-on rear frame; load-bearing engine Front Suspension: 45mm inverted fork; 5.5-in. travel Rear Suspension: BMW Paralever, WAD strut (travel-related damping), adjustable for spring preload, rebound damping; 5.5-in. travel Front Brake: Dual 4-piston radial-mount calipers, 320mm discs w/ ABS Rear Brake: 2-piston caliper, 276mm disc w/ ABS Wheels, Front/Rear: Cast aluminum, 3.5 x 17/5.5 x 17 Tires, Front/Rear: 120/70 ZR17/180/55 ZR17 Rake/Trail: 2-piston caliper, 276mm disc w/ ABS Wheelbase: 59.6 in. Seat Height: 32.3 in. Fuel Capacity: 4.8 gallons Claimed Wet Weight: 536 lb. Contact: bmwmotorcycles.com Source

For 2023, Honda has released the new Rebel 1100T DCT bagger. The “T” apparently stands for “travel” or “touring.” (American Honda/)If you’re like us, the past year has left you wondering just how many iterations Honda’s workhorse parallel-twin Unicam engine could possibly have. The Unicam engine/frame platform is now in its fourth iteration and we’ve already seen several variations on the original CRF1100L ADV model, the NT1100 sport-tourer, more recently the Hawk 11 cafe racer. And who can forget the unexpected shoehorning of the Unicam mill into a cruiser chassis, creating the Rebel 1100 cruiser? Welp, Honda’s now rolling out yet another variant of the Unicam engine, this one also based on a cruiser theme. Meet the 2023 Honda Rebel 1100T DCT. The 1100T retains the standard 1100’s underpinnings, and adds a fairing and hard saddlebags. It’s available only with a DCT transmission. (American Honda/)If Honda meant to time this release to coincide with the official opening of the EICMA show in Italy, it’s done a good job. Opening day is today, and the firm’s new bagger comes less than two years after the debut of its Africa Twin–based cruiser predecessor. The 1100T is more a trim level of that standard Rebel 1100 than a revision or even an evolution thereof, but no matter; the new bodywork and added cargo capacity give it an entirely different visual identity. You won’t find any mechanical surprises or refinements under the new plastic—nor did we expect any—with this new “bagger” variant using an identical 1,083cc liquid-cooled parallel-twin engine, supplemented with electronic fuel injection and throttle-by-wire. Which means we’d expect similar performance characteristics on the new bagger, though it’s worth noting that all the new plastic does add some 16 pounds (compared to the standard 1100 DCT trim). Suspension components carry over as well, with a 43mm nonadjustable conventional fork and preload-adjustable dual Showa shocks supporting the rear. Related: 2021 Honda Rebel 1100 First Ride Review Honda is sure milking the Unicam parallel-twin engine these days. On the 1100T, it’s unchanged from the standard Rebel 1100’s tune. (American Honda/)Using the same steel trellis frame, the new Rebel 1100T is also dimensionally unchanged, with an identical 59.8-inch wheelbase, 28-degree rake, and 27.5-inch seat height as the base Rebel 1100. A larger fuel tank on a touring-oriented model would’ve been a nice upgrade, but it likely would’ve raised the price point, so the 1100T’s tank stays 3.6 gallons, just like its standard 1100 siblings. Given that we measured the Rebel 1100 DCT’s as having 37.1 mpg in a recent test, that’ll probably suffice for some. The handlebar-mounted fairing gets a sliver of a “shield” at the top. LCD Instrumentation and electronics carry over from the standard 1100 as well. (American Honda/)We’re also happy to see that much of the tech from its 1100cc stablemates appears on the 1100T, with adjustable power (three selectable power modes and four levels of traction control), ABS, cruise control, and six-speed DCT all making the jump to the new model. It appears the LCD dash carries over, with the round dial serving as speedometer, tachometer, gear-position indicator, and fuel indicator display. An all-LED lighting package is standard as well. The stuff that puts the “T” at the end of this Rebel’s name is a step up in amenities and comfort, but style is a big part of the equation too, with the familiar batwing-style fairing being a-not-so-subtle nod to modern “bagger” cues. The 1100T’s fairing (which is handlebar mounted) integrates an oh-so short shield along the upper edge, and the bike also includes a pair of top-opening, lockable hard saddlebags that offer a combined 35 liters of space. The 1100T plays up current trends with a raft of blacked-out engine pieces, and black on the frame and fork; even the exhaust is black. The weather-resistant saddlebags are top loading and lockable, and provide 35 liters of capacity (combined). (American Honda/)For 2023, the new Rebel 1100T is only available with Honda’s dual-clutch transmission (DCT) and will be wearing Metallic Black or Bordeaux Red Metallic. Honda’s stated MSRP is $11,299. The 2023 Honda Rebel 1100T in Bordeaux Red Metallic. (American Honda/) The standard Rebel 1100 returns to the lineup for 2023 unchanged, and is still available with either manual or DCT transmission. (American Honda/)The two standard Rebel 1100 models, the Rebel 1100 and the Rebel 1100 DCT, are returning to the 2023 lineup unchanged. All three Rebel 1100 versions feature the same water-cooled parallel-twin engine mounted in a steel frame, plus ABS, cruise control, and three ride modes. For the two standard Rebel 1100 models, both are available in Iridium Gray Metallic or Green Metallic. Price starts at $9,499 for the non-DCT model. 2023 Honda Rebel 1100T DCT Specs MSRP: $11.299 Engine: 1,083cc, SOHC, liquid-cooled Unicam parallel twin; 4 valves/cyl. Bore x Stroke: 92.0 x 81.5mm Compression Ratio: 10.1:1 Transmission/Final Drive: 6-speed/chain Fuel Delivery: PGM-FI electronic fuel injection w/ 46mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Ride-by-wire/full transistorized ignition Frame: Steel-tube trellis construction Front Suspension: 43mm conventional telescopic fork w/ dark titanium oxide coating, spring preload adjustable; 5.5 in. travel Rear Suspension: Dual Showa shocks w/ piggyback pressurized reservoirs, spring preload adjustable; 3.7 in. travel Front Brake: 4-piston radial-mount caliper, floating 330mm disc w/ ABS Rear Brake: 1-piston caliper, 256mm disc w/ ABS Wheels, Front/Rear: Cast; 18 in. / 16 in. Tires, Front/Rear: Dunlop D428; 130/70-18 / 180/65-16 Rake/Trail: 28.0°/4.3 in. Wheelbase: 59.8 in. Ground Clearance: 4.7 in. Seat Height: 27.5 in. Fuel Capacity: 3.6 gal. Wet Weight: 542 lb. Contact: powersports.honda.com Source

Ducati’s Scrambler comes in three trims for 2023: Icon, Full Throttle, and Nightshift (right to left). (Ducati/)Ever since the first edition was revealed back in 1962, Ducati’s Scrambler has stood as an icon of the company’s extroverted creativity. Conceptually, the original was light-years away from the firm’s sport-oriented models like the 250 Mach 1 or the Mark III. The only connection they shared was that lovely bevel-gear SOHC single, one of the most elegant motorcycle engines ever. The Scrambler’s second edition was inspired by AMA flat-trackers, and indeed Ducati 250s achieved plenty of racing success on America’s dirt ovals. The design was so neat, fluid, and aggressive that a young maestro Massimo Tamburini spent hours in front of the Ducati dealership in Rimini, dreaming of owning one. Those first Scramblers suffered through the ups and downs of Ducati’s crankshaft reliability problems, but that never really tarnished its image with the public, who complained loudly when the death of Ducati’s legendary air-cooled SOHC single forced the Scrambler out of production. The Scrambler was unique in that it allowed the rider to sit upright, was agile and surefooted, and offered good performance potential, with especially strong acceleration in the 350 and 450 versions. And best of all, it was beautiful. The Modern Scrambler Ducati never had plans to resurrect the Scrambler until 2014. The new bike’s styling was strongly inspired by the original, just a little fatter because now it used Ducati’s versatile Pantah-based air-cooled SOHC 90-degree V-twin. The return was much welcomed by the public, to the point that “Scrambler” became a separate brand. Ducati kept working on it, adding versions and engines from 690cc to 1,100cc. Once again, the new Scramblers became the easy, accessible, fun-to-ride Ducatis, and more than 100,000 have been sold. 2023 Ducati Scrambler Icon: $10,995 (Ducati/)The New Ducati 2023 Scrambler Now the time has come for a major overhaul in order to keep the model relevant and near the top of the enthusiast’s wish list. The newest Scrambler comes in three versions: Icon, Full Throttle, and Nightshift. These latest Scramblers are 9 pounds lighter than the previous bikes thanks to a new triangulated-steel-tube trellis chassis that uses the engine as a stressed member. Total dry weight now is 375 pounds. The rear suspension is completely new and based on a new cast-aluminum swingarm that directly actuates a cantilevered shock absorber. The shock itself has migrated from the bike’s left side to a central position. To make the Scrambler both agile and fun to ride both in town and on twisty roads, Ducati has revised the steering geometry by pulling the rake back to 24 degrees with 4.25 inches of trail. A 110/80-18 Pirelli MT 60 RS and 180/55-17 front/rear tire combo mount on cast-aluminum wheels featuring an elegant 14-spoke design. Both the Icon and the Full Throttle versions share these wheels, while the Nightshift adopts classic wire wheels. Wire wheels and a dark motif set the 2023 Ducati Scrambler Nightshift apart from the Icon and Full Throttle. (Ducati/)A 41mm Kayaba fork provides front suspension, while the braking system is based on a Brembo single 330mm front disc with a four-piston caliper and the new addition of Bosch cornering ABS. Adopting an electronically controlled throttle has opened the door to add traction control and two riding modes, Road and Wet, as well as a quick-shift system that comes as standard equipment on the Full Throttle version and as an option on the other two versions. Another addition to the technological evolution is the Scrambler’s electronics suite, exemplified by new instrumentation with a 4.3-inch TFT display. All the lighting equipment is LED. The Engine The core of the engine remains the same: Ducati’s reliable 803cc air-cooled SOHC two-valve twin, polished to comply with Euro 5 emission standards and delivering 73 hp at 8,250 rpm with 48.1 lb.-ft. of torque at 7,000 rpm. There is a new hydraulically actuated slipper-type wet clutch working in tandem with a new ball-bearing-supported gear-selection drum for smoother shifting. The 2023 Ducati Scrambler Full Throttle gets a race-inspired look, complete with number plates. (Ducati/)As expected, great attention was also dedicated to the bike’s styling and graphics for a freshened look that’s still faithful to the Scrambler’s roots. The Icon version adopts a polished steel tank while the colored sections are a plastic cover; the Full Throttle and the Nightshift offer a wide range of standard and optional paint jobs. We can’t wait to ride one. 2023 Ducati Scrambler Icon/Full Throttle/Nightshift Specs MSRP: $10.995 (Icon) / $12,195 (Full Throttle, Nightshift) Engine: Air-cooled desmodromic L-twin; 2 valves/cyl. Displacement: 803cc Bore x Stroke: 88.0 x 66.0mm Compression Ratio: 11:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 73 hp @ 8,250 rpm Claimed Torque: 48.1 lb.-ft. @ 7,000 rpm Fuel System: Electronic fuel injection w/ 50mm throttle body; ride-by-wire Clutch: Wet, multiplate; hydraulically controlled slipper and self-servo Frame: Tubular steel trellis Front Suspension: 41mm Kayaba USD fork; 5.9 in. travel Rear Suspension: Kayaba monoshock, preload adjustable; 5.9 in. travel Front Brake: Radial 4-piston caliper, 330mm disc w/ Bosch Cornering ABS Rear Brake: 1-piston floating caliper, 245mm disc w/ Bosch Cornering ABS Wheels, Front/Rear: Aluminum alloy (Icon, Full Throttle) / spoked aluminum (Nightshift); 18 x 3.00 in. / 17 x 5.50 in. Tires, Front/Rear: Pirelli MT 60 RS; 110/80R-18 / 180/55R-17 Rake/Trail: 24.0°/4.3 in. Wheelbase: 57.0 in. Seat Height: 31.3 in. Fuel Capacity: 3.6 gal. Claimed Wet Weight: 408 lb. (Icon, Full Throttle) / 421 lb. (Nightshift) Contact: ducati.com Source

Think some other sportbikes look angular? You haven’t seen anything until you’ve seen the new Bimota KB4 RC. (Bimota/)When Bimota revealed its KB4 at EICMA 2021, enthusiasts were surprised by its relatively soft look and mild performance, both of which were in direct contrast to Bimota’s aggressive, immensely powerful 2020 Tesi H2. That bike represented Bimota’s return to the motorcycling stage after becoming a member of the Kawasaki Group. The KB4 is powered by the highly flexible 142 hp edition of the Kawasaki 1,043cc four (77 x 56mm bore and stroke, 11.8:1 compression) and is intended to be a real sportbike in the best Bimota tradition, a combination of a refined chassis and a smooth yet strong engine. The styling is relatively retro, with a rounded top fairing underscoring the bike’s purpose. Bimota also announced a naked edition that was not on display at EICMA 2021. Notice the lack of radiator in this image. Bimota takes the base Kawasaki and gives it a total makeover. Also note the twin air ducts flanking the chassis; guess where they lead? (Bimota/)Now we see it, and the result is quite striking. The bike’s key technical specifications are unchanged, yet its exclusive features are more clearly visible and appreciated. This much is undeniably clear: The KB4 RC is definitely a pure cafe racer, and it looks immensely tougher than the earlier dressed edition. The front view is dominated by a pair of air intakes reminiscent of the McDonnell Douglas F-4 Phantom’s. These route cooling air to the engine’s radiator, located diagonally between the seat and the rear wheel. The ducts are specifically shaped to ensure a correct, comfortable seating position for the rider while keeping them insulated from radiator heat. An electric fan located behind the radiator draws in cooling air at low speeds; at higher speeds the ducts’ intakes scoop in plenty of ram air. Once it has cooled the radiator, the hot air exits through a duct at the end of the tail. The answer to the “where’s the radiator?” question—it’s under the seat. And not a winglet in sight. (Bimota/)The KB4 RC has a compact 54.7-inch wheelbase. Steering rake is a sport-inspired and relatively steep 24 degrees with 3.97 inches of trail. Both front and rear suspension components are semi-active electronically controlled Marzocchi units, a 50mm male-slider fork and a monoshock rear. The braking system is all Brembo: twin 320mm front discs with Stylema four-piston calipers and a single 220mm rear disc with a two-piston caliper, all with ABS. The forged-aluminum wheels are mounted with 170/70-17 (front) and 190/50-17 (rear) radials. Seat height is an easily accessible 31.9 inches, and dry weight is a claimed moderate 412 pounds. Source

Think Bimota only makes streetbikes? Meet the new Bimota BX450, the company’s first foray into the off-road world. (Bimota/)Bimota’s new BX450 is a revolutionary motorcycle. For decades, Bimota has created exclusive and ultrarefined streetbikes, but the BX450 is the design house’s first-ever enduro model. It’s not a crossover ADV bike, but a genuine competition machine intended to compete in major enduro and ISDE events. Kawasaki requested that Bimota take the iconic KX450 and hone it into a lighter, more competitive motorcycle. The Bimota technical team worked with the basic Kawasaki KX450 platform, starting from the massive aluminum twin-spar frame with classic lower double cradle. This is a very solid structure that houses a powerful 449cc liquid-cooled DOHC four-valve single (96 x 62.1mm, 12.5:1 compression). In the new Bimota BX450, this unit features an electric starter, receives a more advanced ECU with specific mappings and a traction-control program, and is augmented with an Arrow exhaust system. While retaining Kawasaki’s frame, the Bimota BX450’s engine gets a new, Bimota-specific ECU as well as an Arrow exhaust. (Bimota/)While Bimota hasn’t revealed much about the engine’s performance, it is more open about the chassis and suspension. Here, Bimota has retained the original parts: a fully adjustable 49mm Showa male-slider fork with an offset axle at the front and Kawasaki’s Uni-Trak monoshock rear teamed linked to an aluminum swingarm. Front and rear each offer 12 inches of wheel travel. Nissin provides the brakes, a single front disc with a four-piston caliper as well as a single rear disc. Wheelbase is 58.5 inches and features typical off-road steering geometry: 27.6 degrees of rake and 4.7 inches of trail. The spoked wheels are shod with Metzeler 6 Days M+S tires, 90/100-21 front and 140/80-18 rear. The BX450 deftly combines Bimota’s classic white, red, green color palette with a dirt bike, and the result really cleans up the Kawasaki’s lines. Note the new fuel tank. (Bimota/)Bimota’s execution of the bike has cut the curb weight down to 242 pounds. Harder to measure but more immediately impactful is the bike’s visual appearance, especially the attention Bimota has paid to detail and the refinement of the BX450′s slim lines. Like most Bimotas, production will be limited to a few hundred units at the most. Whether it’s their only dirt endeavor or the first of many, the BX450 is certainly an interesting new direction for Bimota’s creativity. 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/)At present we can read that during a certain day a certain nation operated for several hours on 100 percent renewable energy sources, which currently means wind and solar. Surely that’s progress toward a carbon-free energy future? We are also bombarded with powerful and haunting images of giant wind turbines ponderously revolving as they make their growing contribution to world energy, or the glint of light reflecting from vast solar arrays, often located in desert regions where sunlight is powerful and the sky mostly clear. News bulletins tell us that this or that nation, state, or city plans to ban the sale of new combustion-powered vehicles as soon as 2035 or even 2030. At the same time, we know or at least suspect that we’ve gotten ahead of ourselves here and there in this process. Seeking to anticipate trends, investors have started withholding financing necessary for “traditional” power generation. Have we persuaded ourselves that we can magically force electrification into being by ceasing to develop new sources of such traditional energy—heating oil, diesel, Jet-A, and natural gas? A moment’s thought reminds us that the rate at which we can develop replacement energy sources is limited by what potential investors are willing to support. In addition, let us consider the extra energy we will need to carry out that transition. Related: Choose Your Energy Source Vehicle electrification will be gradual and will take many years if not decades. (Adam Campbell/)Hidden Costs—and Profits Extra energy? The US presently has about 115,000 gas stations. Creating, wiring in, and powering ever more electric-vehicle charging stations will require capital, and the only thing that attracts capital is the promise of profit. Just for perspective, and to see how far we still have to go to achieve carbon-free or at least carbon-neutral energy, I’ve dug out the following figures for world energy use during 2021. Source Contribution, in Terawatt-Hours % of World Energy Use Oil 53,369 30.6 Coal 43,700 25.1 Natural gas 39,063 22.4 Hydroelectric 11,154 6.4 Biomass 11,111 6.3 Nuclear 7,073 4.1 Wind 3,745 2.1 Solar 1,856 1.1 From these figures (from the 2021 71st annual BP Statistical Review of World Energy) we see that over 80 percent of total annual world energy consumption is fueled by combustion. How fast can the people of this earth afford to change this? Replacement Costs One illustrative example is the fleet of registered cars and light trucks in the US—roughly 260,000,000 vehicles. Americans are at present replacing their vehicles at the rate of 6 percent per year, and the average car on the road is a surprising 12 years old. If all 260 million were to be replaced by electrics this year, we’d have to come up with quite a lot of money. According to Kelley Blue Book, the June 2022 average price paid for new cars in the US was just over $48,000. Multiply that times 260 million and you get a bill for $12.48 trillion, or roughly half of the nation’s GNP. But wait. The average price paid for electric cars in the US during that period was closer to $66,000, so we must revise our fleet replacement cost upward by about 37 percent, bringing it to $17.1 trillion. EV sales in the US during 2021 were 2.5 percent of the total sold. These figures suggest that the process of decarbonizing world energy will be gradual, taking many years, and it will have to be thoughtfully managed to prevent energy shortages and the economic downturns we have learned to expect from them. Source

2022 <i>Cycle World</i> Editors’ Choice. (Robert Martin/)Few decisions are tougher than naming the best bike currently made. Much of this depends on the priorities of the person pondering the question. Do you have an on-road background or off? Are you looking for the ultimate adventurer or a practical performer that won’t break the bank? Cycle World highlights the strongest performing motorcycles of the year with its Ten Best Bikes awards, a list of the top bikes in 10 categories. Yet there are many more motorcycles worth discussing, bikes that might not shine as bright as their competition, bikes that might not fit squarely in any one category, but bikes with a lot to offer, especially to the right rider. With an abundance of great motorcycles in mind, Cycle World’s editors have compiled a list of their favorite bikes of 2022. Our wide range of backgrounds, interests, and idiosyncrasies—much like, we’re guessing, your own—means we’ve come up with a pleasingly diverse list of bikes. Odds are, somewhere on that list is a Best Bike for you. Sportbike Editors’ Choice 2022 Ducati SuperSport 950 S. (Ducati/)Ducati SuperSport 950 S Not everyone wants or needs a 190 hp superbike. Enter Ducati’s SuperSport 950 S. Designed to be an everyday sportbike, this bike pays homage to the original 900 SuperSport, a simple, practical, and above all else charismatic air-cooled V-twin sportbike. The formula remains the same: trackdays, street riding, backpack day touring, this bike’s good for a little bit of everything. We absolutely enjoy the Ducati SuperSport 950 S; it looks cool; it’s very comfortable. It has touches of Ducati’s old-school motorcycle manufacturing and engineering practices, yet still offers some touches of modern technology. If you’re looking for a casual sportbike that encapsulates Ducati style, history, and undeniable charisma, you’re going to like the $16,395 Ducati SuperSport S. —Adam Waheed 2022 Suzuki Hayabusa. (Kevin Wing/)Suzuki Hayabusa Few bikes have the near-divine aura of the Hayabusa, Suzuki’s living legend. Long, low, and purposeful, the GSX1300R is what fast motorcyclists talk about when they talk about fast motorcycles. The ‘22 Hayabusa marks the model’s transformation into a modern gentleman’s express. Suzuki achieved this by enhancing the electronics package and massaging the motorcycle’s powertrain, chassis, and of course, styling. Contrary to popular opinion, Suzuki’s Hayabusa is more than a one-trick pony. Naturally, it’s still fast in a straight line, with an astounding top speed. But this new version adds better track capability to its well-rounded résumé. From road to track, the Hayabusa has been elevated to one of the most comfortable and versatile large-displacement sportbikes available today. —Adam Waheed 2022 Yamaha YZF-R7. (Jeff Allen/)Yamaha YZF-R7 Yamaha’s sportbike lineup continues its evolution thanks to current models like the YZF-R7 and the potential release of a YZF-R9. The R7 in particular is a budget-friendly approach to the middleweight sportbike category, aimed at accommodating less-experienced riders without sacrificing the fun factor and hardcore image of the supersport glory days. The 66.3 hp and 45.7 lb.-ft. of torque it produces on the Cycle World dyno (watch the video) means that the YZF-R7 is hardly the most powerful middleweight twin to hit the road, falling behind its closest competitor—the Aprilia RS 660—in terms of outright power. But take a moment to consider its lower price and Yamaha’s very large dealer network, and the R7 presents itself as a great option for the developing rider. This is a bike that tyros can rip up and down the canyons, take to trackdays, or even race, as demonstrated by the R7′s success in MotoAmerica’s Twins Cup class. —Bradley Adams Cruiser Editors’ Choice 2022 Harley-Davidson Heritage Classic. (Harley-Davidson/)Harley-Davidson Heritage Classic Harley-Davidson has been making Heritage Softail models for more than 35 years now. As you might hope with any bike that’s been tested and developed over three and a half decades, the 2022 Heritage Classic is an incredibly refined beast. It’s versatile, smooth, and predictable without losing the visceral qualities that helped give this model its incredible staying power. The Heritage Classic comes with H-D’s 114ci Milwaukee-Eight engine, with more than 107 lb.-ft. of torque available immediately off idle. Power delivery is smooth and linear, throttle feel is excellent, and the 45-degree V-twin Milwaukee-Eight still looks and sounds quintessentially Harley-Davidson. But what really sets the Heritage apart from the rest of the Softail line is its versatility. Leather-covered hard bags can be removed in less than a minute. The windshield can be pulled off after flipping only two latches. And just like that, the Heritage goes from light tourer to stripped-down cruiser. —Morgan Gales 2022 Indian Chief Bobber Dark Horse. (Indian/)Indian Chief Bobber Dark Horse Indian Motorcycle’s flagship cruiser line was completely redesigned for 2022, giving customers the option between base model Chief, light-touring Super Chief, and stylized Chief Bobber. The three Chief models are built around the same engine and chassis, but with different ergonomics and trim. With the largest engine Indian makes, forward controls, solo saddle, blacked-out paint, and mini-apehanger handlebars, the Chief Bobber Dark Horse stands out as an excellent balance of style, comfort, and power. The Chief Bobber Dark Horse keeps the massive 116ci Thunderstroke V-twin engine as the star of its show. On the Cycle World dyno, we saw this engine produce 80.2 hp at 4,690 rpm and 107.43 lb.-ft. of torque at 2,890 revs. From the outside, you have to look for the technology to find it. But as you ride this bike you find modern tech is integrated seamlessly and is easy to use. The Chief is deceptively simple from the outside. It represents a wonderful balance between modern performance and traditional cruiser style. Whether cruising easy or riding hard, around town or across the state, it’s an easy bike to enjoy. —Morgan Gales 2022 Indian Pursuit Limited. (Kevin Wing/)Indian Pursuit Indian’s Pursuit is essentially an Indian Challenger with broader touring intent and passenger accommodations. This American take on sporty touring does a fine job of eating up tarmac, but perhaps its most surprising quality is all the attention the Pursuit attracts. Then again, maybe that’s not a surprise after all. This great looking motorcycle is just as much fun to ogle as it is to ride. Beneath the top case, behind the lower fairings, you’ll find the same hardware and powerplant as in the Challenger, excepting the new electronically adjustable suspension if you’ve opted for the Premium Package. A PowerPlus V-twin engine with unchanged intake and exhaust put out 104 hp and 114 lb.-ft. of torque on the Cycle World dyno, making smooth, tractable open-road power. A stable and well-balanced chassis means the bike doesn’t feel unwieldy on tighter, slower roads. And the bike is remarkably comfortable both solo and two-up, with plenty of wind protection through the adjustable windscreen. One Cycle World passenger went as far as to rate overall comfort higher than that of the Honda Gold Wing. That puts the Pursuit in great company. —Bradley Adams 2022 Harley-Davidson Street Glide Special. (Harley-Davidson/)Harley-Davidson Street Glide Special I’m not usually one to stare at the wall of motorcycle keys at the CW office and choose a cruiser, but when a Harley-Davidson Street Glide Special is on offer, I’ll make an exception. It’s H-D’s most popular bagger for many good reasons, but the best way to explain why is just to say you know it when you ride it. Everything is in the right place for a comfortable ride, the fit and finish is nearly unmatched in the segment, and the Milwaukee-Eight 114 engine bristles with character while staying smooth on the road. After a long-distance bagger touring shootout out earlier this year, I took the up-spec Glide home for even more miles. It’s not often I want to stay with a bike after three intensely analytical days in the saddle, but no other machine in my garage turned a mile until Harley asked for the Street Glide Special back a month or so later. For me, that’s pretty damn special. —Justin Dawes Standard/Naked Editors’ Choice 2022 Yamaha XSR900. (Adam Campbell/)Yamaha XSR900 There’s no denying that the Yamaha XSR900 has been a Cycle World favorite since its inception. The updated 2022 model takes it a step further, packing all the performance of Yamaha’s renowned MT-09 platform while its styling pays elegant homage to vintage TZ two-stroke Grand Prix motorcycles. This is one of the best looking bikes on the market. Looks, and even performance, mean little without personality, so it’s fortunate that the XSR packs so much charisma. For 2022, Yamaha updated its CP3 inline-triple powerplant, revising internals and bumping displacement from 847cc to 890cc. Laying down 106 hp with a mean triple growl and lofting the front wheel skyward has rarely been so glorious. Add chassis and suspension updates that improve stability and overall balance, and you get an XSR that’s comfortable for cruising, hooning, and everything in between. —Michael Gilbert 2022 KTM 890 Duke R. (KTM/)KTM 890 Duke R If you need proof that the stalwarts at KTM don’t shy away from the company’s Ready to Race philosophy, allow us to present the 890 Duke R. This motorcycle is just as happy to dance around apexes at a racetrack as it is to take you to and from work Monday through Friday. There are three 890 Dukes available (890 Duke, 890 Duke GP, and 890 Duke R), but it’s hard to argue with the performance and value of the more aggressively tuned R model. Adjustable suspension, more performance-oriented tires, and a sportier engine map combine to offer the performance you’d expect from a bike nicknamed the Super Scalpel. Highlights include extremely nimble handling, excellent braking performance from Brembo Stylema Monoblock calipers, and a midrange punch powerful enough to easily loft the front end in the first three gears. —Bradley Adams 2022 Triumph Trident 660. (Triumph/)Triumph Trident 660 My favorite aspects of the Triumph Trident 660? The usable performance and legendary refinement of the DOHC 659cc inline-four powerplant in an approachable platform that welcomes riders of all skill levels. It’s friendly on the wallet too; the relatively low $8,395 MSRP represents a remarkable value. The Trident’s overall balance of performance makes for a great time on two wheels. The silky smooth power delivery is made even greater by rock-solid chassis composure that’s happy at any pace. But the inline-triple howl is what will keep you on the throttle. A comfortable riding position, light clutch pull, and modern-day technology all adds to its grace. —Michael Gilbert 2022 Yamaha MT-10. (Joseph Agustin/)Yamaha MT-10 I’ll admit I’m a sucker for inline-four-powered sportbikes. I definitely wouldn’t kick a V-4 Aprilia or Ducati out of my garage, but we tend to gravitate toward the machines we grew up with, and for me that was ‘90s Yamaha FZRs, and Honda CBRs. When the naked-streetfighter craze clicked into sixth gear, Yamaha jumped in with its FZ1 in 2001, and I was in love. An upright sportbike with just enough wind protection, an awesome 20-valve R1-derived engine and fun chassis, made the first-gen bike a rookie sensation. Somewhere between the decades that ensued and now, Yamaha’s formula lost its luster. But the current-generation MT-10 seems to have found the magic all over again. It’s a similar recipe, but the ingredients have improved. Take an R1-based CP4 crossplane-crank engine, tune it for real-world riding, throw a space capsule’s worth of technology at it like a six-axis IMU, advanced ride modes, and ABS, give it a killer chassis with either manually adjustable KYB suspension (or semi-active Öhlins units on the SP version), and it’s game on. On the street it has just the right combination between civility and excitement, which is kind of what a naked sportbike is all about. Real-world comfort married to great overall performance. —Blake Conner 2022 Royal Enfield INT650. (Jeff Allen/)Royal Enfield INT650 The Royal Enfield INT650 is that elusive ideal: an unassuming yet ridiculously entertaining roadster that mixes vintage charm and authenticity with modern-day performance. It deserves serious attention from any enthusiast looking for an approachable, do-it-all machine. The heart of the INT650 is a modest SOHC 648cc air/oil-cooled eight-valve parallel-twin engine punching 41 hp. A 270-degree firing order gives the INT650 a throaty rumble during low-end power delivery, but lets it remain relatively vibration-free throughout the rev range. The Harris Performance–built chassis gives it neutral handling so it confidently holds its line while attacking the twisties. Better yet, like any Royal Enfield, the INT650′s timeless styling will draw big attention. “Man, what year is that thing?” “It’s a 2022 model, sir.” —Michael Gilbert 2022 Aprilia Tuono V4 1100. (Aprilia/)Aprilia Tuono V4 1100 Few motorcycles are more exhilarating than Aprilia’s Tuono V4 1100. The ruthless power delivery of the legendary 1,077cc 65-degree V-4 powerplant is viscerally thrilling, and often results in catapulting wheelies. Extremely often, as a matter of fact. And the chassis is so well balanced that you’ll likely spend more time on one wheel than two, which may be difficult to explain to the various authority figures in your life. Surprisingly, and happily, it’s also an amazing all-around bike. The moderately aggressive ergonomics are comfortable enough for the daily commute, especially as smooth suspension action delivers a remarkable ride. Agile handling and immediate power remind you that this bike belongs to the super-naked category, and help make the most of any ride. —Michael Gilbert 2022 Royal Enfield Continental GT 650. (Royal Enfield/)Royal Enfield Continental GT 650 It’s great to ride the most powerful, most advanced, most expensive motorcycles on the planet. But not once when riding the Royal Enfield Continental GT 650 have I wanted more of anything besides fuel, asphalt, and time. No suspension adjustments except rear shock preload, tube tires, oil-cooling: The Continental GT 650 is bare-bones, but because of that it represents, along with its INT650 sibling, one of the most phenomenal values in modern motorcycling. Despite being rather simple, the Conti’s parallel twin and steel-tube chassis casually puts you down any road with composure and classic style. There’s fuel injection and ABS, both of which work so well you don’t think about either. Instead you think about the road, the weather, the scenery, and how good it is to be alive. It’s old-school cool with modern reliability. Really, it’s everything you need in a motorcycle. —Justin Dawes Touring/Sport-Touring Editors’ Choice 2022 BMW K 1600 B. (Jeff Allen/)BMW K 1600 B BMW Motorrad has something special for sport-touring motorcyclists with its six-cylinder K 1600 series platform, now celebrating its 10th year in the United States. For 2022, BMW Motorrad modernized the platform. Sport-oriented luxury-touring riders will love the K 1600′s pedigree; it’s fast when you want the zoom, yet equally capable purring placidly down the freeway for hours on end. Aside from the foot-cooking floorboards and somewhat peculiar smartphone/app navigation integration, performance-minded long-haul riders will adore what the big-six BMW brings to the table. —Adam Waheed 2022 Moto Guzzi V100 Mandello. (Moto Guzzi/)Moto Guzzi V100 Mandello Motorcycling, at its essence, is overwhelmingly about character and soul, two things Moto Guzzis have historically possessed in buckets. But when it comes to building new motorcycles, their old air-cooled V-twin engines are a dying breed. Ever-tightening emissions regulations mean that if Moto Guzzi wanted to ensure its funky future, it was time to build a modern liquid-cooled engine. The V100′s new engine is compact, efficient, and powerful. It’s also accompanied by a suite of electronics including a six-axis IMU, meaning it gets advanced traction control and ABS, plus multiple ride modes, a big TFT display, and cruise control. Looking for something even more unique? The V100 Mandello uses semi-active aero winglets that deploy to help shape the flow of air around the rider and passenger. The chassis features top-end components from Öhlins and Brembo, the styling is beautiful, and the riding position is sporty but comfortable. This really is a sport-tourer in the classic mode, a bike that can attack big sweepers all day and carry just enough stuff in its luggage to keep it tight, light, and simple. —Blake Conner MiniMoto Editors’ Choice 2022 Honda Trail 125. (Drew Ruiz /)Honda Trail 125 From my first moment on a Honda Grom, I knew that there was some special type of magic in the miniMOTO lineup. Years have passed and Honda has expanded the line to include retro models like the Monkey, Super Cub C125, and this Trail 125. Like the rest of Honda’s minis, the goal of the Trail 125 is pure motorcycling fun. It is not fast or incredibly lightweight, but just like the Trail 110 of old, the 125 is uncluttered, simple, and almost impossible not to enjoy. Powered by a 125cc single that produced 7.9 horsepower and 7.1 pound-feet on the Cycle World dyno, the Trail is well suited for jaunts across town or weekend exploration. With a top speed of around 55 mph, you aren’t likely to cross the state, at least not quickly. But one tank of gas will get you around 159 miles. The Trail 125 makes no mystery about what it is. It does not try to be some exclusive high-end machine. It’s a simple, easily accessible tool that brings mountaintops closer and encourages a couple more miles down that dusty fire road. —Morgan Gales 2022 Honda Navi. (Honda/)Honda Navi It was hard to guess that Honda would bring a bike like the Navi to the US, especially considering the success of its Grom and other Grom-based miniMOTOs like the Trail 125, Monkey, and Super Cub C125. Each of these happy little bikes gives great around-town performance and lots of character for a relatively low MSRP. And yet the Navi takes things a step further, coming in at just $1,807 and offering some pretty handy features of its own, not the least of which is a 15-liter key-locked and water-resistant storage compartment. It’s best to think of the Navi as a mix between a scooter and a traditional motorcycle. Thanks to its CVT, there are no gearshifts to worry about. And while power isn’t the focus here, the Navi can still accelerate up to 45 mph pretty quickly, with top speeds reaching around 55 mph. All this in a package that, while it might not be dripping in high-end hardware, still meets Honda’s fit and finish requirements with enough style to still attract attention as you run errands around town. In terms of affordable, two-wheel transportation, there really is nothing quite like the Navi. —Bradley Adams Dual Sport/Adventure Editors’ Choice 2022 BMW R 1250 GS Adventure. (BMW/)BMW R 1250 GS Adventure A little bit of nostalgia goes a long way, even with the pillar of utility that is BMW’s R 1250 GS. BMW has been making GS motorcycles for over 40 years, and nowhere is this line more celebrated or better exemplified than the R 1250 GS Anniversary Edition. Painted in the classic bumblebee scheme of the late ‘80s, the Anniversary Edition GS adds style and relevance to a platform that’s been a favorite for years. Both on and off road, the 1250 GS has cemented its reputation as one of the greatest touring bikes and go-anywhere machines of our time. This machine has been developed and refined into what it is today through countless tests and trials, and that heritage can be felt while riding it, especially in this livery. Analog feel and modern ride-assisting technology are balanced beautifully. Dynamic ride modes will make riders feel more capable and confident without machine intervention that’s too obvious or distracting. And the engine, while feeling modern and robust with over 117 hp, has not had all of the character tuned out of it; there’s still a bit of shimmy and shake as the horizontally opposed twin boxer comes to life. It’s just delightful. —Morgan Gales 2022 Ducati Scrambler Desert Sled. (Ducati/)Ducati Scrambler Desert Sled The Ducati Desert Sled has been on my If-I-could-only-have-one list since it was first introduced in 2017. Highways, twisty roads, or trails, the Sled is quick and capable wherever you take it. Styling is just retro enough while still feeling modern and authentic. A 19-inch front wheel and 17-inch rear keep plenty of tire options open for riders who want to focus more on streets or trails, but the Pirelli Rally ST tires developed for this bike fit its character perfectly. We haven’t seen any major updates to the Desert Sled since its introduction, but that’s just fine with us. Jordan Graham’s success in the Mint 400, winning the inaugural Hooligan class by a longshot, is a testament to just how off-road-capable this machine can be with a little modification. The Desert Sled is high quality and sturdy. It’s quick and feels lighter than its 456-pound curb weight suggests. And most of all, it’s simply a lot of fun to ride, no matter where you find yourself. —Morgan Gales 2022 Ducati Multistrada V4 Pikes Peak. (Jeff Allen/)Ducati Multistrada V4 Pikes Peak Ducati does performance. It’s simply what they do, and sometimes that means sacrificing mere human considerations like comfort. With the 2022 Multistrada V4 Pikes Peak, the Italian marque sought to change that while proving it can still deliver the best of all things Ducati. The foundation of this platform is the same as what’s made the Multistrada so capable; the flexible and wickedly entertaining 1,158cc Grandturismo V-4 engine, a superb chassis, and nearly every amenity imaginable. The Pikes Peak stands out thanks to a number of functional and aesthetic changes, including a nod to Ducati’s racing roots in a paint scheme inspired by the Desmosedici GP21 MotoGP project. Optimized steering geometry is paired with top-shelf Öhlins semi-active suspension for sharp handling. Forged Marchesini wheels shave unsprung weight and increase agility as if you’re hammering Ducati’s Streetfighter V4. On the flip side, Ducati’s Adaptive Cruise Control is standard equipment and relatively comfortable ergonomics are welcomed for the long haul. —Michael Gilbert 2022 Kawasaki KLR650 Adventure. (Kawasaki / Drew Ruiz/)Kawasaki KLR650 There are better bikes than the KLR650. As in, lots of them. More capable, more well-rounded dual sport bikes. True adventure-touring rigs that’ll far outpace the venerable Kawasaki. And yet venture off the beaten path and you’ll see countless KLRs, a line of grunty, slightly porky singles stretching from Alaska down to the beaches of Baja, Mexico, and then ambling off in all directions. There’s something to be said for a proven package, and this bike has been building a fan base since its introduction in 1987. Need used parts or help troubleshooting a problem with your KLR? Hop on a KLR forum and you’re almost sure to find someone who’s been there before. Sure, the fuel-injected (!) 2022 KLR650 is still a little heavy. And while its upgraded brakes and suspension are nice, the KLR still falls a bit short of today’s standard for adventure-touring bikes. But there’s today’s standard and there’s the universal standard. And there’s huge value in a practical machine that’s willing to go just about anywhere. —Bradley Adams 2022 KTM 1290 Super Adventure S. (Jeff Allen/)KTM 1290 Super Adventure S Jacks of all trades and masters of none: That pretty much describes adventure bikes in a single phrase. But it’s exactly what you’re trying to master that determines the accuracy of that statement. Like most motorcycling categories, the ADV concept continues to fracture into more specialized segments. It wasn’t good enough to have motorcycles that were just pretty good at everything. Now we have some that are better at climbing boulders, some that are highway queens, and everything in between. But ultimately, at least in this editor’s opinion, a bike has to be über-balanced between on road and off to be a truly great adventure machine. The folks at KTM have been refining the company formula for decades now, but in order to meet the demands of every type of customer, they’ve had to split platforms into sub models to do so. Hence the R and S designations. The 1290 Super Adventure S is the more street-biased version of KTM’s flagship Travel lineup. But as we found in our recent Open-Class comparison test, despite its street-biased wheel and tire combo, the off-road DNA runs deep. Owners who simply want a big, ridiculously powerful, upright, comfortable tourer will be stoked. And those who want to explore the occasional dirt road are only a set of tires away. It’s truly amazing how electronic engine management and semi-active suspension can make a 540-pound motorcycle exhilarating and predictable in every riding situation. —Blake Conner 2022 Ducati DesertX. (Gregor Halenda & Scott Rounds/)Ducati DesertX Recently, bikes like KTM’s 790/890 Adventure, Yamaha’s Ténéré 700, and a few others have changed the definition of what an ADV bike is capable of. Lighter weight, more manageable power, and much better chassis dynamics have started to bridge the gap between big-bore enduros and open-class adventure models. With the 2022 DesertX, Ducati joins in the fun. Few bikes possess the DesertX’s combination of ideal engine output, optimized electronic-engine-management modes, excellent suspension, and chassis balance. Ducati’s first ADV with a 21-inch front- and 18-inch rear-wheel/tire combo not only opens the door to a huge variety of legit off-road rubber but contributes to making the bike feel like a big enduro instead of a giant streetbike with knobbies. The DesertX can pick its way through rocks, chunder like a mountain goat, and fly straight and true when launched off obstacles. Then hit the road, and it’s a comfortable, quick, competent tourer. That’s everything an adventure bike was meant to be in the first place. —Blake Conner Ural Gear Up Geo (2021 model shown). (Jeff Allen/)Ural Gear Up On paper, Ural’s two-wheel-drive Gear Up should be an awful motorcycle. It’s not. True, it has only 40 hp but weighs 730 pounds. Its three wheels compromise handling. There’s no ABS, no ride modes, no traction control. But power, handling, and technology don’t factor into fun. As you trundle down the road, valve lifters a-tickin’, you and your passenger (human or canine) will have smiles slapped across your mugs as the entire world becomes a parade route. Children wave, riders crane their necks, and everyone has so many questions that you’ll need to add time to your trips to accommodate discussions of what the heck it is and where the heck it came from. And the where is worth discussing. Following sanctions on Russian products in 2022, IMZ-Ural moved its business from Irbit in Russia to Kazakhstan with an impassioned declaration. It’s already back to shipping units. That’s a great thing for those looking for unconventional adventure, because adventure is what the Gear Up does best. There’s room in the trunk for plenty of camping gear, plus more space on the rear rack. When going gets tough, flip the lever and carry on in two-wheel drive. No matter how nasty it gets while riding the Ural, you can’t wipe the smile off my face. Or my dog’s. —Justin Dawes 2022 Husqvarna Norden 901. (Adam Campbell/)Husqvarna Norden 901 Choices in the adventure motorcycling market run the gamut from hardcore trail-slaying beasts to sheep in wolves’ clothing. Deciding the best each year is tough because riding needs vary widely from one ADV’er to another. But there are a few bikes that satisfy the needs of most, and when I first rode the Husqvarna Norden 901, I recognized it as the adventure bike for 95 percent of riders. It has a highly entertaining 889cc fuel-injected parallel twin with all the ride modes and traction control settings you need for street and dirt, and the chassis is ready for all but the most aggressive riding. It’s easiest to think of it as a softer, kinder KTM 890 Adventure R. The suspension is, in fact, softer. The accommodations are also kinder, the seat wider and better padded, the fairing providing better protection from the elements. Fit some bags to the Norden and point it at the horizon, over and over again. —Justin Dawes 2022 Aprilia Tuareg 660. (Aprilia/)Aprilia Tuareg 660 When Aprilia unveiled its new 660 powerplant ahead of the RS 660 and Tuono 660 models, I had a gut feeling that an adventure model would follow not far behind. It did, and it’s great. Although the engine in the Tuareg 660 makes less peak horsepower than its sportbike and streetbike stablemates, torque delivery is strong and sooner, perfectly matching its intended use. It’s so sweet you almost don’t even need the ride modes and traction control, though they’re very useful when the road or trail is nasty. As impressive as the Tuareg 660′s engine is, the chassis is the real shining light in the ADV segment. On the road there’s little doubt this is an Aprilia. Handling is sharp and stable, despite running on 21- and 18-inch wheels. And in the dirt, it’s hard to believe that Aprilia doesn’t produce motocross models at the moment. No other adventure motorcycle can stick to the inside of a corner like the Tuareg. Cut-and-thrust moves that aren’t possible on many ADVs in the dirt are easy. On the other side of the coin, it’s confidence-inspiring and stable at speed. Aprilia’s Tuareg 660 will always be on my short list for fast, aggressive adventures. —Justin Dawes Dirt Bike/Off-Road Editors’ Choice 2022 Husqvarna TE 150i. (Mason Owens/)Husqvarna TE 150i There’s no doubt 300cc two-stroke dirt bikes rule the roost when it comes to hard enduro riding, but that doesn’t mean smaller-displacement machines don’t kick up plenty of dust of their own. One such example is Husqvarna’s TE 150i. Thanks to a transfer port injection (TPI) system, the 150i doesn’t require premixed fuel or carburetor jetting, which means less hassle and more time ripping. The 144cc engine spins 30.8 hp and 17.6 lb.-ft. of torque on our in-house dyno, so it’s more than capable of hauling the mail no matter the trail. Oh, and it lugs ridiculously low in the rpm range—just one attribute that makes it so adept in areas filled with obstacles. A comfort-focused setup of the WP Xplor 48mm coil-spring fork and WP Xact shock helps soak up even the most abrupt technical hits. Add in an agile chassis that weighs just 218 pounds dry on the Cycle World scales, and you have one quick-handling motorcycle that’s easy to maneuver in extreme terrain. Icing on the cake is a buttery smooth Braktec hydraulic clutch, strong Braktec binders, and convenient ODI lock-on grips. The TE 150i boasts all of the same world-class features of Husqvarna’s flagship two-stroke enduro, the TE 300i, but with a fun-sized engine. And fun it is. —Andrew Oldar 2022 KTM 300 XC-W Erzbergrodeo. (KTM/)KTM 300 XC-W Erzbergrodeo Technology has turned two-stroke enduros into survivors. Flash back just a few years ago, and the writing was not only on the wall, it was a billboard, spelling the demise of two-strokes for good. Transfer Port Injection (TPI), fuel-injected models changed that. While most of the Japanese companies, except for Yamaha, abandoned the smokers in favor of four-strokes, KTM felt (and rightly so) that there were still a lot of customers who wanted the simplicity, ease of top-end maintenance, and light flickability of 250 and 300cc two-strokes—without wrestling with jetting or premixing fuel. Five years in, the TPI models continue to be refined, and get better every year. The 300 XC-W Erzbergrodeo is about as close to a factory, hard-enduro winning machine that customers can walk into a dealership and buy. The Erzbegrodeo is preloaded with a ton of parts from KTM’s accessory catalog making it ready to rock (crawl) from the first press of the starter button. Braaaap! —Blake Conner 2022 Honda CRF250RX. (Honda/)Honda CRF250RX Japanese motorcycle manufacturers have followed KTM’s lead in offering off-road competition versions of their motocross bikes. Honda is one such maker that has expanded its dirt bike offerings in recent years, having added a pair of cross-country racers to its CRF lineup among others. Since hitting the market in 2019 and receiving minor revisions in the following years, the CRF250RX was radically redesigned for 2022. The fuel-injected liquid-cooled DOHC four-stroke 249cc engine offers impressive low-end to midrange power. Peak horsepower numbers aren’t earth-shattering, at 37.3 hp and 17.7 lb.-ft. of torque, but it pulls well into the higher rpm range without an abrupt signoff. Suspension is tuned more for fast-paced racing rather than technical enduro terrain. And although the Showa 49mm coil-spring fork and Showa shock are set up softer than the CRF250R’s, they deliver remarkable bottoming resistance. Along with sharp-handling lightweight feel, the CRF250RX’s chassis is more forgiving than ever, allowing the rider to focus on going fast rather than looking for an escape route off the course in case things go sideways. It also lives up to Big Red’s reputation of having outstanding ergonomics. The CRF250RX is the most fun and well-rounded dirt bike Honda currently offers, and it’s one of our first picks whether we’re heading to the trail or track. —Andrew Oldar 2022 KTM 350 XC-F. (Mark Kariya/)KTM 350 XC-F While Japanese motorcycle manufacturers stick with traditional 250cc and 450cc displacements for their four-stroke dirt bikes, KTM broke that mold over a decade ago when it introduced the 350 SX-F motocrosser. Since then, the Austrian company has expanded its mid-displacement thumper lineup to include the 350 EXC-F dual sport, 350 XCF-W enduro, and 350 XC-F cross-country racer. This unique engine size has proven to be ideal for countless veteran riders, with plenty enough power to win in the woods of Grand National Cross Country (GNCC). On Cycle World’s in-house dyno, the 350 XC-F churns out 50.3 hp (more than one particular 450cc motocross bike) and 26.8 lb.-ft. of torque. Linear power delivery makes it controllable and easy to ride regardless of conditions. Plus, it pulls gears seemingly forever, making for less shifting from corner to corner. WP’s Xact 48mm air fork and Xact shock are tuned to a nice middle ground; in addition to being an ideal setup for fast-paced single-track riding, the components handle low-speed technical sections and high-speed whoops remarkably well. Versatility is the 350 XC-F’s standout quality. It can be taken on a motocross track, down wickedly tough trails like Five Miles of Hell, and win premier-class GNCC championships in the right hands. It’s the do-all dirt bike. —Andrew Oldar 2022 Yamaha YZ250F. (Mason Owens/)Yamaha YZ250F Since Yamaha reversed the cylinder head on its YZ250F in 2014, the bike has been pretty much unstoppable. The 2022 version of this mighty motocrosser is more competition-ready than ever. Although its 38.9 hp and 17.8 lb.-ft. of torque, as measured on Cycle World’s in-house dyno, aren’t the highest peak figures in the 250 four-stroke segment, the engine produces power unlike any other bike in the class, with unmatched low-end to midrange and an abundant torque feel throughout the rpm range. The bLU cRU’s KYB Speed Sensitive System (SSS) 48mm coil-spring fork and KYB shock are not only the best OEM suspension components, but the most well-tuned in standard trim. Now more than ever, these suspenders reward aggressive and fast riding, which is encouraged when at the controls of the YZ250F. Handling is focused more toward stability, making this one of the most predictable dirt bikes to ride at speed. Carving corners is not an issue, however, as the quarter-liter YZ will gladly lean into any turn and follow a rut with precision. Ergonomics aren’t perfect, due to relatively wide radiator shrouds and a pocketed seat, but that’s easy to overlook considering how great the YZ250F package is as a whole. Whether it’s comparison tests or professional racing championships, Yamaha’s 250 four-stroke motocrosser is a winner. —Andrew Oldar 2022 Yamaha YZ125. (Mason Owens/)Yamaha YZ125 There’s nothing quite like holding a 125cc two-stroke dirt bike pinned around a motocross track. True, you’re likely getting passed by four-strokes with double or more displacement, but there’s a certain satisfaction that comes with riding a bike at or near its full potential. While all other Japanese motorcycle manufacturers have ceased production of full-size premix-burning dirt bikes, Yamaha continues to offer them year after year. Although the YZ125 went untouched for quite some time, that changed for 2022 with the smaller-displacement model getting a heavily updated engine, revised suspension, and new bodywork. Stronger midrange to top-end power rewards aggressive riding, while a firmer setup of the outstanding KYB Speed Sensitive System (SSS) 48mm coil-spring fork and KYB shock complement the proven chassis. Streamlined bodywork encourages better riding form and gives the bLU cRU smoker a more modern appearance as well. We like to call 125cc two-stroke dirt bikes “Fun25s”; the YZ125 is everything that term implies. —Andrew Oldar Source