Hugh Janus

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

Triumph’s Street Triple 765 gets significant upgrades and a new Moto2 trim level. (Triumph/)Triumph has unveiled updated versions of its highly successful Street Triple 765 R and RS nakeds, plus a track-ready limited-edition special to mark their role as engine supplier to Moto2. The aptly named, startlingly liveried Moto2 Limited features Öhlins suspension front and rear, along with razor-sharp track-focused steering geometry and a racy new riding position. Only 1,530 will be produced, and each bike will have its unique build number engraved into a machined-from-billet top yoke. The RS and R, meanwhile, benefit from significant electronic and engine upgrades and receive a host of chassis tweaks and sleek new bodywork. Street Triple 765 RS Widely regarded as the hottest, highest spec sport middleweight, the RS gets more power and torque, faster steering, and somewhat overdue lean-sensitive rider aids. Lean-sensitive traction control and ABS have been added to the 2023 Street Triple 765 RS. (Triumph/)Triumph is understandably keen to emphasize the close connection between its Moto2 powerplant and the inline-triple used by its 765 roadsters, and has introduced Moto2-derived developments to make its point. A new combustion chamber, new pistons, improved inlet efficiency, and a 4.7 percent higher compression ratio help hike peak power by 7 hp to a claimed “category leading” 128.2 hp at 12,000 rpm. With midrange drive a vital component of the Street Triple 765 experience, a redrawn torque curve sits even flatter and higher than the 2019 bike’s, reaching a fractionally higher peak of 59 lb.-ft. at 9,500 rpm. Shorter gear ratios and a revised final drive promise even sharper acceleration and meatier roll-on, while a freer-flowing exhaust system and inlet trumpets should transform the intake howl from raucous to spine-tingling. Chassis-wise, Triumph says the 2023 RS is “even more precise and more capable.” While it will still run on a 41mm Showa Big Piston Fork up front along with an Öhlins STX 40 shock at the rear, the geometry has completely changed. In response to criticism that the chassis sits slightly too flat for track use, the rear ride height has been raised for a quicker rate of turn. Rake is reduced from 23.9 degrees to 23.2 degrees, trail from 3.9 inches to 3.8 inches, and the wheelbase is shortened by 6mm to 1,399mm (55.1 inches). Making things even more lively, the bars are half an inch wider to give even more turning leverage. High-end Brembo Stylema front brake calipers replace Brembo M50s to complete a seriously focused handling package. Triumph has also responded to criticism that the older RS’ ABS intervention is too conservative for track use, reconfiguring the Track riding mode with minimal “safety net” ABS. With a six-axis IMU onboard for 2023, the other road-based riding modes feature “cornering-optimized” (lean-sensitive) ABS and traction control, with front and rear brakes linking to minimize stopping distances under hard braking. The RS retains its up-and-down Shift Assist quickshifter. The new bodywork is rather obvious. Sleeker, pleasingly minimalist, and with an even tinier nose cone on this most naked of nakeds, the Street Triple 765 is moving away from its traditional Brit streetfighter look, although the signature all-LED twin headlights remain. Bodywork on the 2023 Street Triple 765 RS gets even smaller and more minimal. (Triumph/)Jacking up the rear increases seat height by 0.4 inch to 32.9 inches, but Triumph will offer a 1.1-inch-lower seat option, along with some 50-plus accessories including cruise control and Bluetooth connectivity. Those with a taste for longer rides into the country will be disappointed that the fuel tank’s capacity has dropped 0.6 of a gallon to just 4 gallons. Comparable weight figures are not yet available, but we’re not that fearful that the RS has lost its phenomenal power-to-weight ratio. Street Triple 765 Moto2 Edition Limited to a production run of just 1,530 machines, or 765 bikes in each of its two striking colorways, the Moto2 Edition shares all the engine and electronic updates of the RS. But if the RS is aimed at sporty road riders who like to take in a few trackdays each summer, the Moto2 Edition is fully focused on a lap time. An Öhlins NIX 30 fork replaces the RS’s Showa, while its chassis geometry is even more extreme. Rake is steepened further to just 23 degrees, trail shrinks to 95.3mm (3.75 inches), and wheelbase shortens to a super-stubby 1,397mm (55 inches). It will turn. Claimed wet weight remains at 415 pounds while seat height climbs to 33 inches, although the 0.4-inch spacer used to raise the rear ride height can be removed for road riding, while the low seat option drops the seat a further 1.1 inches. Triumph’s Street Triple 765 Moto2 Edition is even more sharp than the RS for elevated performance on the track. (Triumph/)Clip-on bars that are 3.2 inches lower and 2 inches farther forward create a more aero and racy riding position and, in the process, move the rider’s nostrils close to a beautifully machined top yoke inscribed with each bike’s unique number. With liberal helpings of carbon trim and bodywork, the Moto2 Edition aspires to be the sharpest tool in the middleweight box. Street Triple 765 R The R may be that quiet guy in the corner, but for many, purely-road riders especially, it’s regarded as more compliant and a better value than the RS. There’s no carbon or extra-loud paintwork on the R, but the 2023 model does get the six-axis IMU and switchable cornering-optimized traction control and ABS. An extra (fourth) riding mode can be configured to personal preference, while Shift Assist, the new exhaust, bodywork, and wider bars of the RS are all present and correct. Although detuned from the RS and Moto2 Edition, the 2023 Street Triple 765 R does get a bump in power from 2022. (Triumph/)Its mildly detuned version of the 765cc triple now makes the same 59 lb.-ft. of peak torque as the RS, while power is up 2 hp from the 116.4 of the older R model to 118.4 hp at 11,500, peaking 500 rpm lower than its 128 hp sibling. The chassis sticks with fully adjustable Showa suspension and runs on Continental ContiRoad tires. Once again, the R could be the dark horse. No prices are yet available. 2023 Triumph Street Triple 765 R Specs MSRP: $9,995 Engine: DOHC, liquid-cooled, inline 3-cylinder; 12-valve Displacement: 765cc Bore x Stroke: 78.0 x 53.4mm Compression Ratio: 13.3:1 Transmission/Final Drive: 6-speed/chain Claimed horsepower: 118.4 hp @ 11,500 rpm Claimed torque: 59 lb.-ft. @ 9,500 rpm Fuel System: Fuel injection; electronic throttle control Clutch: Wet, multiplate slip-and-assist Frame: Aluminum twin-spar Front Suspension: 41mm Showa SFF-BP fork, fully adjustable; 4.5 in. travel Rear Suspension: Showa piggyback monoshock, fully adjustable; 5.3 in. travel Front Brake: Brembo Stylema 4-piston radial calipers, dual 310mm discs w/ switchable ABS Rear Brake: Brembo 1-piston caliper, 210mm disc w/ switchable ABS Wheels, Front/Rear: Alloy; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 23.7°/3.9 in. Wheelbase: 55.2 in. Seat Height: 32.5 in. Fuel Capacity: 4.0 gal. Claimed Wet Weight: 417 lb. Contact: triumphmotorcycles.com 2023 Triumph Street Triple 765 RS Specs MSRP: $12,595–$12,845 Engine: DOHC, liquid-cooled, inline 3-cylinder; 12-valve Displacement: 765cc Bore x Stroke: 78.0 x 53.4mm Compression Ratio: 13.3:1 Transmission/Final Drive: 6-speed/chain Claimed horsepower: 128.2 hp @ 12,000 rpm Claimed torque: 59 lb.-ft. @ 9,500 rpm Fuel System: Fuel injection; electronic throttle control Clutch: Wet, multiplate slip-and-assist Frame: Aluminum twin-spar Front Suspension: 41mm Showa inverted BPF fork, fully adjustable; 4.5 in. travel Rear Suspension: Öhlins STX 40 monoshock, fully adjustable; 5.2 in. travel Front Brake: Brembo Stylema 4-piston radial calipers, dual floating 310mm discs w/ switchable ABS Rear Brake: Brembo 1-piston caliper, 210mm disc w/ switchable ABS Wheels, Front/Rear: Alloy; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 23.2°/3.8 in. Wheelbase: 55.1 in. Seat Height: 32.9 in. Fuel Capacity: 4.0 gal. Claimed Wet Weight: 414 lb. Contact: triumphmotorcycles.com 2023 Triumph Street Triple 765 Moto2 Edition Specs MSRP: $15,395 Engine: DOHC, liquid-cooled, inline 3-cylinder; 12-valve Displacement: 765cc Bore x Stroke: 78.0 x 53.4mm Compression Ratio: 13.3:1 Transmission/Final Drive: 6-speed/chain Claimed horsepower: 128.2 hp @ 12,000 rpm Claimed torque: 59 lb.-ft. @ 9,500 rpm Fuel System: Fuel injection; electronic throttle control Clutch: Wet, multiplate slip-and-assist Frame: Aluminum twin-spar Front Suspension: 41mm Öhlins NIX 30 fork, fully adjustable; 4.5 in. travel Rear Suspension: Öhlins STX 40 monoshock, fully adjustable; 5.2 in. travel Front Brake: Brembo Stylema 4-piston radial calipers, dual 310mm discs w/ switchable ABS Rear Brake: Brembo 1-piston caliper, 210mm disc w/ switchable ABS Wheels, Front/Rear: Alloy; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: 120/70ZR-17; 180/55ZR-17 Rake/Trail: 23.0°/3.8 in. Wheelbase: 55.0 in. Seat Height: 33.0 in. Fuel Capacity: 4.0 gal. Claimed Wet Weight: 414 lb. Contact: triumphmotorcycles.com Source

Yamaha put its alternative-front-suspension GTS1000 into production in 1993. The bike was only in the lineup for two years in the US, but survived a while longer in other markets. (Cycle World Archives/)The telescopic fork has been the standard in motorcycle suspension seemingly forever. But that doesn’t mean that engineers haven’t also been seeking alternatives for equally as long. The early ‘90s were a boom time for modern alternative front-suspension concepts and design for a select few manufacturers. Prior to that, the seed had been planted by, of all people, French Petroleum company Elf, which funded the pioneering development of the Elf e-type hub-center steering and revised suspension system throughout the 1980s. By 1986, Elf racing boss Serge Rosset and rider Ron Haslam found success in Grand Prix racing on the ELF3, which was powered by Honda NS500 V-3 two-strokes. Then boutique-brand Bimota jumped on the bandwagon and brought the Tesi, a (very limited) production bike, to market. In 1993, Yamaha decided to take a crack at the alternative-suspension game with the GTS1000, the first production hub-steer motorcycle from a Japanese manufacturer. The GTS1000 was a novelty when it came out in 1993, however, beyond the suspension, there were some progressive features like its fuel-injection system. (Cycle World Archives/)The resulting bike graced the cover of the December 1992 issue of Cycle World. Inside we learned that American inventor James Parker had penned and patented his concept back in 1985; five years later, Yamaha licensed the rights to the design and began work on the GTS1000. “Much like the Bimota Tesi chassis, the GTS’—called Omega because the main frame and swingarm resemble the Greek letter—utilizes two aluminum plates to sandwich the engine,” said Cycle World. “Unlike those of the Tesi, these plates are cast, not machined, and are connected with welded crossmembers. A pair of steel subframes—one holds the front fairing, handlebars, lighting assembly, and instrumentation, the other supports the tailsection—are bolted to the frame.” Powered by a modified version of the FZR1000′s DOHC five-valve per cylinder inline-four, the GTS’ mill received different cams, revised ignition timing, and lower compression in an effort to enhance midrange torque. Claimed output was 100 hp compared to the FZR’s 126. The exhaust system also had a catalytic converter, which was rare at the time. The GTS’ Omega-shaped frame wraps around the five-valve-per-cylinder engine donated from the FZR1000. (Cycle World Archives/)As suspected, the suspension design received a lot of hype. But the GTS1000 had a long list of unusual attributes for its time. Among those was the fuel-injection system, which was considered “very automotive in design,” according to Cycle World. It used an independently controlled injector for each cylinder and had nine sensors to monitor all the parameters to optimize intake efficiency. Another system, directly tied to the front end, was a braking system that used a single giant 12.9-inch three-piece disc, radially and cross-drilled and vented, clamped by a massive six-piston caliper. The US models included standard ABS. Although Yamaha wasn’t the first to market with a hub-steer front end, it was the first mass-produced model to be built behind Bimota and its original Tesi. (Cycle World Archives/)Cycle World editors described the bike’s cockpit in detail. “The GTS is fitted with relatively high clip-on-type handlebars, slightly rearset footpegs, and a wide, flat saddle, offering sporting-yet-comfortable ergonomics to complement its swoopy bodywork. Instruments include a 160-mph electronic speedometer, a fuel gauge, a clock, 10,500-rpm tachometer, two tripmeters, a fuel light, and indicator lights for the ABS system, oil and coolant temperatures, high beam, and turn signals.” A few months after getting an early look at the bike, Cycle World was invited to ride the GTS in Morocco. “From the minute you fire it up and get underway, you know that there is something abnormal about the GTS,” said the first ride review in February of 1993. “At low speed, the steering is surprisingly light and very precise, but there’s something in the way the suspension works separately from the steering that lets you know straight away that this is no ordinary bike. “The engine starts cleanly and easily, and pulls briskly from below 3,000 revs to the 10,500 rpm redline. The engine, although restricted to 100 hp, is smooth and willing, blessed with an abundance of usable power and torque. This isn’t a bike that oozes brute power in the same way as a ZX-11; this is refined, nonthreatening, usable power. Enough power to have the GTS indicating 155 mph on a couple occasions. “But top speed isn’t really what the GTS is about. It’s about sport-touring, and for that you need fine handling and lots of midrange power. Up in the foothills of the Atlas Mountains, with the desert far below, the GTS was in sport-touring territory. The motor, especially between 5,000 and 8,000 rpm, is a beauty, with bags of power and torque that enable you to storm along at an impressive rate. “If the steering at low speeds felt precise and neutral, at higher speeds it started to feel quite strange. There is a distinct reluctance to turn into a corner, and to get the GTS to turn-in requires more physical effort than you might expect. Once you’ve overcome that initial reluctance, however, the GTS can be picked up or leaned farther with much less effort. “The other thing we found unsettling about the GTS was that once cranked into a turn, we weren’t at all sure what was going on beneath us. When you’ve spent your life riding motorcycles with a telescopic front fork, you pick up data from the bike and react accordingly. With the GTS, the signals are different, unfamiliar. …the handlebars seem very remote from that contact patch between the front tire and the road. There’s an awful lot of metalwork and ball-joints between the two, and with the suspension working independent of the steering, the whole feeling is one of isolation. “Despite the slight vagueness of the front end, the suspension worked very well, and it is something of a revelation to be able to trail the brakes right to the apex of a turn without upsetting the suspension and steering. “But if the handling and braking take a bit of getting used to, the GTS is easy and familiar in every other respect.” In conclusion we said: “It exudes class and style, and with its optional hard bags, should be an accomplished sport-tourer. The front end takes some getting used to, but it seems to work well, and the engine is smooth and capable. Apart from the front-swingarm suspension, the GTS is really fairly unremarkable in every way—except for the price.” If you didn’t know what you were ogling, the GTS1000 looked like any other sport-tourer of the era. But for those raised riding telescopic-fork-equipped bikes, it was radical. (Cycle World Archives/)As for that price, it was set at $12,999, very expensive for a Japanese motorcycle at the time. But it also packed a ton of innovation and features that were well outside the early-’90s norm. Still, as the review noted: “For the same money, you can buy almost anything on two wheels, from a full-dress tourer to a state-of-the-art sportbike. Sure, it’s classy and exclusive, but it’s really no better than a ZX-11, a CBR1000, or any other liter-sized sport-tourer. What you are paying for is a fancy front end. If you like it, that’s fine; if you don’t, then it’s not.” The model survived until the end of the millennium in Europe. It wasn’t so well received in the US, however, and was only sold for two model years. 1993 Yamaha GTS1000 Specifications MSRP: $12,999 (1993) Engine: DOHC, liquid-cooled inline-four; 4 valves/cyl. Displacement: 1,002cc Bore x Stroke: 75.5 x 56.0mm Compression Ratio: 10.8:1 Transmission/Final Drive: 6-speed/chain Fuel System: EFI Clutch: Wet, multiplate Engine Management/Ignition: TCI digital Frame: Cast-aluminum w/ tubular steel subframes Front Suspension: Single shock, fully adjustable Rear Suspension: Single shock, spring preload, rebound damping adjustable Front Brake: 6-piston caliper, 328mm disc w/ ABS Rear Brake: 2-piston caliper, 282mm disc w/ ABS Wheels, Front/Rear: 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: 130/60-17 / 170/60-17 Rake/Trail: 24.0°/3.9 in. Wheelbase: 58.9 in. Ground Clearance: N/A Seat Height: 30.0 in. Fuel Capacity: 5.3 gal. Claimed Wet Weight: 637 lb. Source

Ducati’s Diavel now gets the Granturismo V4 along with other significant changes and updates. (Ducati/)When Ducati introduced its current V-4 engine (not the Apollo) in 2018, the old guard Ducatisti were skeptical: OK, Claudio Domenicali, this is a nice showbike, but we all know that Ducati is a V-twin brand. No V-4 will ever replace the 1299 Panigale, the most advanced V-twin in the world. I’ll be the first to admit it: We all were wrong. The Ducati Panigale V4 desmo and Granturismo V4 are proving that the four-cylinder is a state-of-the-art engine, one that is not only capable of class-dominating power, but which is also quite versatile. In its spring-valve (non-desmo) Granturismo version, valve-clearance checks jump to an astounding 37,000 miles—a world record for just about any bike producing power at this level, and an astounding accomplishment for a Ducati. A 1,158cc DOHC V-4 powers the Diavel V4 with a claimed 168 hp. (Ducati/)This 1,158cc 168 hp unit is a monster of flexibility, delivering peak power at 10,750 rpm and peak torque—93 lb.-ft.—at 7,500 rpm. That gives the engine a 3,250-rpm-wide band of full performance for breathtaking throttle response. And just as on the Multistrada Rally, when cruising at low speeds and in traffic the V4 can switch off its two rear cylinders to reduce fuel consumption and minimize heat buildup under the seat The Diavel V4′s Frame The V-4 Granturismo engine also mates up with an equally versatile and innovative frame, a sheet-aluminum monocoque structure. Combined with the engine, the construction gets the whole Diavel package down to 465 pounds, 29 pounds less than the twin-cylinder Diavel 1260 S. For the latest bike, this same frame has been altered (should we say upgraded?) not only in its structure, but also in its geometry, with a steeper steering rake (down from 27 degrees to 26 degrees); consequently the trail is now 4.4 inches (an improvement), while the wheelbase shortens from 63 inches to 62.7 inches. A steeper steering rake and shorter wheelbase promise a more nimble Diavel than before—not that we complained about the previous model. (Ducati/)Those numbers may look modest, but the V4 hides a bigger change: Thanks to the engine’s more compact design when compared to the 1260 V-2 Testastretta, there’s a substantial alteration to the bike’s weight distribution. The front wheel moves closer to the bike’s center of gravity, while the single-sided swingarm’s center-to-center measurement has grown slightly longer to make a better use of the huge rear 240/45-17 Pirelli Diablo Rosso III radial tire. The rider’s seating position has moved forward by 20mm as well, while the seat height has increased slightly to 31.1 inches. Diavel Design The Diavel has always been the special playground for Ducati’s design and styling department, a bike where creativity has full rein to shape such a wild power cruiser. The only dictates? Excellent handling is mandatory for any Ducati, as well as rider comfort. The new Diavel V4 obviously rocks some pretty aggressive styling, with touches of sportiness in the seat and the beautifully sculpted tank. Pay particular attention to the front spoiler and how it integrates the radiators into the design, helping set the new Diavel apart from other power cruisers. The bike’s lighting is another area that makes a big design statement. An LED daylight riding light is shaped like a horseshoe. Flanking the headlight on each side are two very aggressive air intakes that convey cooling air atop the rear cylinders, helping keep the seat comfortable. But perhaps Ducati’s crowning design achievement is the Diavel’s exhaust system, featuring four chromed pipes neatly tucked just behind the engine and looking like the smoke-grenade launchers around the turret of a battle tank. Exhaust, Suspension, Brakes, Electronics The new exhaust system underlines the galloping exhaust note. It’s a unique sound, generated by the twin-pulse firing sequence and the crankshaft’s layout, which features 70-degree splined crankpins. Run through the rev band at load and the sound changes from a mild low-frequency rumble to a screaming high-pitched thunder, all while the new Diavel accelerates from 0 to 62 mph in less than three seconds (claimed numbers). Ducati claims 0–60 mph will take less than three seconds on the Diavel V4. (Ducati/)The chassis and suspension are set to handle that performance potential. The massive 50mm male-slider front fork and a gas-charged, cantilevered rear shock control wheel motion and stability. A pair of 330mm rotors and Brembo Stylema four-piston Monoblock calipers provide serious braking, the whole system naturally offering ABS with cornering modulation. As usual, Ducati doesn’t cut corners on the electronics suite. In addition to the ABS cornering management, the engine offers three selectable power modes, and the rider can select from four riding modes. The Diavel V4 includes Ducati traction control (in its cornering version), wheelie control, launch control, and—equally important for a power cruiser—cruise control. Ducati’s quick-shift technology is also standard (both upshifts and downshifts). The 5-inch TFT instrumentation display offers Bluetooth smartphone connectivity, and when the optional navigation system is present, it presents detailed “turn-by-turn” directions. Turn-by-turn navigation is now available on the Diavel’s TFT screen. (Ducati/)Ducati’s Diavel V4 will be available in the USA starting February 2023 at a starting MSRP of $26,695. 2023 Ducati Diavel V4 Specs MSRP: $26,695 Engine: DOHC, liquid-cooled, 90-degree V-4 w/ counter-rotating crankshaft; 4 valves/cyl. Displacement: 1,158cc Bore x Stroke: 83.0 x 53.5mm Compression Ratio: 14.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 168 hp @ 10,750 rpm Claimed Torque: 93 lb.-ft. @ 7,500 rpm Fuel System: EFI w/ 46mm elliptical throttle bodies; ride-by-wire Clutch: Wet, multiplate w/ slipper action; hydraulic operation Frame: Aluminum monocoque Front Suspension: 50mm upside-down fork, fully adjustable; 4.7 in. travel Rear Suspension: Monoshock, fully adjustable; 5.7 in. travel Front Brake: Radially mounted Brembo Stylema Monoblock 4-piston calipers, twin 330mm semi-floating discs w/ Cornering ABS Rear Brake: Brembo 2-piston floating caliper, 265mm disc w/ Cornering ABS Wheels, Front/Rear: Cast aluminum alloy; 17 x 3.5 in. / 17 x 8.0 in. Tires, Front/Rear: Pirelli Diablo Rosso III; 120/70ZR-17 / 240/45ZR-17 Rake/Trail: 26.0°/4.4 in. Wheelbase: 62.7 in. Seat Height: 31.1 in. Fuel Capacity: 5.3 gal. Claimed Wet Weight: 520 lb. Contact: ducati.com Source

Success in the middleweight adventure-touring category requires the right mix of power, weight, suspension travel, and cost. The Tuareg 660 is Aprilia’s entry into the ultracompetitive and rapidly growing segment. (Aprilia/)Ups Parallel-twin engine helps find traction where there is littleReally fun on the asphalt tooPredictable chassis on and off-roadDowns Lacks lean-sensitive TC and ABSCould use even shorter gearing for real off-road ridingAprilia Quick Shift an extra $249 optionVerdict The Aprilia Tuareg 660 is a well-balanced and nicely appointed midsize adventure bike that’s equally at home on the asphalt or off it. Based on Aprilia’s Tuono 660 and RS 660, this ADV version completes the brand’s family of parallel twins. The comfortable, versatile Tuareg can do it all and go just about anywhere you can think to ride it. Acid Gold (shown here) and Martian Red colors are priced at $11,999. (Aprilia/)Overview As the adventure-bike market continues to mature, it also becomes more subdivided. Middleweight ADV models are nothing new, but in recent years more and more companies have built bikes for this growing sector. A bike like Aprilia’s Tuareg 660 offers more manageable weight and power output than the 1,000cc-plus models out there. That doesn’t mean this bike is entry level; it merely means it can be friendlier and more accessible to a broader range of buyers. Newer riders and experienced vets will appreciate the Tuareg’s features. Powered by a 659cc parallel twin that receives some tweaks compared to its Tuono and RS 660 siblings, the Tuareg’s power delivery is well suited to ADV riding, with more tractable delivery and throttle response. It also features the Aprilia Performance Ride Control (APRC) system, which provides four modes to help the rider optimize the power delivery for various road surfaces. The chassis is up to the task of off-road exploration, with long-travel Kayaba suspension front and rear, but it’s also well suited to long days ripping curvy stretches of asphalt. Brembo brakes provide excellent stopping power, appropriate to Aprilia’s image as a sporty company. Good wind protection means that this is a bike that you can load up, hit the road, and do some serious miles on. Where will you go? Upgrading to the Tuareg 660 in Aprilia’s Indaco Tagelmust (blue, white, red) paint will set you back an additional $600. Other differences include the silver wheels. (Aprilia/)Updates for 2022 The Tuareg 660 is a brand-new model for 2022. The engine is based on Aprilia’s new family of 659cc parallel-twin-engined sportbikes like the Tuono 660 and RS 660. Pricing and Variants The Tuareg is available in three color options: Acid Gold and Martian Red are priced at $11,999, while the Indaco Tagelmust (blue, white, red) goes for $12,599. Notable accessories include the aforementioned quickshifter ($249.95), aluminum side bags ($1,399.95), top box ($769.95), top-box rack ($549.95), low saddle ($249.95), heated grips ($269.95), and there are tons more options. Turn-in is light and quick; once in the corner handling remains light and nimble, with the ability to change the line with just a thought and small inputs. (Aprilia/)Competition The adventure-touring class is packed to the rafters with motorcycles designed to help riders explore without having to worry about excess heft. True, engine configurations are all over the map from single-cylinder, to V-twins, triples, and parallel twins, but there are choices at every price range. The biggest competition for the Tuareg 660 remains the Yamaha Ténéré 700, KTM 890 Adventure R, BMW F 850 GS Adventure/850 GS, Husqvarna Norden 901, Triumph Tiger 900 models, and the Ducati Desert X. The Tuareg’s 659cc engine is based on the powerplant found in the RS 660 and Tuono 660, with small but significant changes. The valve train features specific valve timing, lift, and duration for more torque, while the airbox uses longer intake funnels for the same reason. (Aprilia/)Powertrain: Engine, Transmission, and Performance The Tuareg is powered by the same 659cc parallel twin that powers the RS 660 sportbike and Tuono 660 naked, but there are key differences. For instance, model-specific camshafts decrease lift and duration, tailoring the bike’s torque and power delivery for adventure riding. Aprilia claims 52 lb.-ft. of torque and 80 hp, both peaks coming lower in the rpm range than the company’s sporting street models. Aprilia also says 75 percent of that torque arrives below 3,000 rpm and 90 percent below 5,500 rpm. The connection between throttle and rear tire is linear and easy to control, though in testing, Cycle World still felt there was room for more bottom-end grunt. “I feel a larger rear sprocket might be in order if you aim to spend most of your time in the dirt,” Justin Dawes said after spending a full day in the saddle. Four ride modes are offered by the Aprilia Performance Ride Control (APRC) system: Urban, Explore, Off-road, and Individual. Each gets all 80 ponies, but throttle response is varied. Urban is the most muted, followed by Explorer; Off-road has the most aggressive response. Traction control can be quickly adjusted through four levels within each of those modes; engine-braking is adjustable as well. A narrow seat and tank area mean there’s plenty of room while standing. (Aprilia/)Handling The Tuareg’s chassis is impressive in every situation. “Dual-rate springs in the 43mm fork and a progressive linkage attached to rear shock offer a nicely balanced ride in small chop and bumps at any speed, but there is plenty of holdup when you blast it into a corner hard,” Dawes said. “And it can corner hard, especially when a rider sits down in the corner.” Motocross-inspired cut-and-thrust maneuvers are possible as the 660 squares off the turns amazingly well while sitting down. Standing up it also smashes a predictable line, despite the moderately aggressive Pirelli Scorpion Rally STR tires constantly searching for traction. “On-road performance is just as impressive if not more than the Tuareg 660′s off-road capability,” Dawes said. Brakes The braking package includes Brembo four-piston calipers biting dual 300mm discs up front and a Brembo single-piston caliper/260mm disc out back. Lever response and feel from the front brake is excellent in the dirt and merely great on the street. The rear brake is a little vague in the dirt, but has good street feel. Fuel Economy and Real-World MPG Real-world MPG is currently not available for the Tuareg, but will be listed as additional testing is completed. Making changes to ride modes, TC, and ABS settings is quick and easy via a bright and clear TFT dash. (Aprilia/)Ergonomics: Comfort and Utility A narrow seat makes reaching the ground easy despite the seat’s 33.9-inch height. “The seat shape is great, but when off-road and sitting I did find the hard plastic edges of the seat pan more than a few times,” Dawes said after a full day of riding. “The rest of the ergonomics fit my 5-foot-10 frame well.” Air management from the nonadjustable windscreen is great, flowing air right over the rider’s head at highway speeds. Electronics The Tuareg 660 has four ride modes offered by the Aprilia Performance Ride Control (APRC) system: Urban, Explore, Off-road, and Individual. Additionally, there are four levels of traction control; the adjustable ABS can be turned off completely if so desired. Last but not least are settings for engine-braking. The dash features a TFT display with warning lights around the perimeter, while LED headlights light up the road. Warranty and Maintenance Coverage Aprilia offers a standard 24-month warranty that can be extended an additional 12 or 24 months. With the Tuareg 660, Aprilia created a capable and competitive adventure bike for the dirt. (Aprilia/)Quality Fit and finish on the Tuareg 660 is quite good, while the $11,999 base price is great for a bike with this many top-notch features. 2022 Aprilia Tuareg 660 Claimed Specifications MSRP: $11,999 Engine: 659cc, DOHC, liquid-cooled parallel twin; 8 valves Bore x Stroke: 81.0 x 63.9mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/ 48mm throttle bodies; ride-by-wire Clutch: Wet, multiple disc, slipper function Engine Management/Ignition: Electronic Frame: Double cradle steel frame Front Suspension: 43mm Kayaba USD fork, fully adjustable; 9.4 in. travel Rear Suspension: Kayaba shock, fully adjustable; 9.4 in. travel Front Brake: Brembo 4-piston caliper, dual 300mm discs w/ ABS Rear Brake: Brembo 1-piston caliper, 260mm disc w/ ABS Wheels, Front/Rear: Spoked wheels w/ aluminum rims, 21 x 2.15 in. / 18 x 4.25 in. Tires, Front/Rear: Tubeless; 90/90-21 / 150/70R-18 Rake/Trail: 26.7°/4.5 in. Wheelbase: 60.0 in. Ground Clearance: N/A Seat Height: 33.9 in. Fuel Capacity: 4.8 gal. Wet Weight: 450 lb. Contact: aprilia.com Source

Now with Norton under new ownership, the Commando 961 gets more than 300 revisions. (Jason Critchell/)This is an important moment for Norton, a point when its reputation can either properly begin the journey back to respectability in the hearts of enthusiasts worldwide or confirm what the skeptics have been saying all along: that the once great British marque is destined to remain little more than an also-ran in the world hierarchy of motorcycle manufacturers. We’ve had the buildup, the buyout by Indian giant TVS Motor Company, and a 100 million pounds sterling investment in a state-of-the art manufacturing HQ in Solihull, right in the heart of the British Midlands. There’s been high-profile recruiting, notably CEO Dr. Robert Hentschel, former director of Lotus Engineering. There’s even been the relaunch of the troubled superbike, the V4, as the V4SV. Two variants of the Norton Commando 961 are offered, the SP (shown here) and the CR. The CR gets lower bars and a racier seat. (Jason Critchell/)But production of the Commando 961 is perhaps the moment that matters most so far to “new” Norton’s journey back. Like the V4SV, it was inherited from the old regime by TVS along with myriad problems, not least poor reliability. Rather than abandon the project, Norton’s new management decided to fill the three or so years it would take to conceive and build its first all-new Norton model by thoroughly reengineering every facet of the retro twin. In doing so, the firm would show that its new processes, tooling, and skilled team of craftsmen and -women could do what the old Stuart Garner–owned Norton could not: Get it right. And here it is. The same beautifully proportioned parallel twin, gleaming in the autumn sunshine, its reputation on the line. The old Commando was a handsome and purposeful-looking machine. But in the flesh, the 2023 961 looks sharper and fitter, as if it has given up junk food and invested heavily in a new gym regime. The quality of its fasteners and the depth of the gloss are both immediately obvious. Despite being assembled in a sophisticated production facility, it’s clear that skilled human hands have brought this bike together. Owning a Commando 961 will make you a tourist attraction wherever you park. There are two models to choose from, the Sport (SP) and the Café Racer (CR), with the only significant difference being the CR’s low bars and racy, integrated seat unit, making the CR 500 pounds more expensive in the UK. Both bikes are available in the Matrix Black or the Manx Platinum, and both look superb. The black contrasts with the bike’s chrome surfaces, while the Manx Platinum (silver to most of us) is reminiscent of the iconic Manx Norton of the 1950s and ‘60s. Improvements in quality on the Commando 961 are immediately evident. (Jason Critchell/)The somewhat old-school air-cooled pushrod twin looks the part too. Internally, bore and stroke remain the same, but many components have been reengineered or designed again from scratch; in fact, approximately a third of the engine can be described as totally new. It punches out a claimed 77.8 hp at 7,250 rpm and 59.7 lb.-ft. of torque at 6,300 rpm. That’s slightly less than the 80 hp and 66.4 lb.-ft. claimed by the old Norton regime, perhaps in the name of reliability or a new realism about performance figures. There’s no hiding the fact that the 961 is down on power compared to its nominal rivals in the market. Triumph’s Thruxton makes 104 hp; Ducati’s Scrambler 1100 churns out 87 hp. In reality, it’s more like an air-cooled Harley than those modern retro twins. Revs build relatively slowly; the analogue rev counter has what you might describe as a heavy needle. Those revs are accompanied by a fabulously evocative exhaust note that’s cleverly skipped past the Euro 5 emissions regulations. Enthusiasts of the ‘50s and ‘60s will love its every pop and burble, the aero-growl of a bygone age brought back to life in a package of tighter tolerances and sumptuous build quality. Instead of lots of modern free-flowing revs, there’s a traditional spread of usable torque. You ride the Commando in the midrange, short-shifting through a gearbox that is much smoother and slicker than the one of old. As it should have been years ago. Norton’s revamped Commando 961 feels right and works well. (Jason Critchell/)It’s easy to become immersed. Objectively speaking, there are noticeable engine vibrations, but most who buy a Commando will probably enjoy the sense of involvement and interaction they bring. Turn the throttle and the bike surges forward, revealing a brisk turn of speed that instinctively makes you crouch into the wind, chin forward, searching out the ton. Actually, 100 mph is easy. The 961 ain’t slow. It surges effortlessly past cars, whose drivers must fear they’ve wrong-turned into a 1960s time warp. There are only five gears to worry about too; that’s all you need on a bike with such a rich seam of torque and which, aerodynamically, stops being fun before the speeds get silly. Certainly, the Commando 961 scores poorly on the spec sheet. Its ABS system is relatively basic, there’s no traction control, no riding modes, no active suspension or six-axis IMU, not even a quickshifter. But none of this really matters in this instance. Most will love the Norton’s purity and simplicity, that old-school rideability that sometimes gets lost in the rush to be the latest and greatest. The new reengineered 961 feels more robust and tighter, and while its performance is no match for the modern water-cooled competition—the Thruxton, for instance, is capable of delivering a decent trackday—it’s sportier than before, too, albeit in an historical sense. In fact, it feels like it should have a kickstarter. Chassis-wise, new Norton has again stayed in familiar Commando territory. There is an adjustable 43mm Öhlins fork up front, twin Öhlins shocks looking after the rear, and quality Brembo stoppers all round. The frame is redesigned and MIG and TIG welded at Norton HQ. Rake, trail, and wheelbase are unchanged while the Commando’s weight is now quoted at 507 pounds, which by modern standards is heavy for an air-cooled and relatively simple bike (Ducati’s air-cooled 1100 Scrambler is 57 pounds lighter). While soft, the Öhlins suspension and tubular steel chassis handle road imperfections without a fuss. (Jason Critchell/)But somehow, like those engine vibes, a few extra kilos compared to modern twins seem to fit. There’s a solidity to the chassis that makes the steering slightly lazy but also assured and super stable. It rolls into turns, holds a predictable line, then picks up smoothly as the taps are opened. It feels good, like a thoroughly modernized version of 1960s sports riding. The Öhlins setup is on the soft side but copes with almost everything a spirited ride in the English countryside can throw at it. Around town there’s a nice balance, with the mass of the motor held low in the chassis thanks to its dry sump lubrication system. The soft setup takes road imperfections without jolts. And while the throttle response can still feel a little sharp, fueling is much improved compared to the old bike, making it a smoother ride everywhere. Those softly damped and sprung fork legs give a reassuring feel, but the initial dive under hard-ish braking is a little quick. Meanwhile, the handcrafted exhaust touches down before the pegs when you really push, and the Dunlop Sportmax GPR-300 tires lack feel. Given that they also take a while to warm up, and that there’s no traction control on the 961 as standard, I’d change these for something more deserving of the 961 at the first opportunity. Handling on the Commando 961 is stable, if not a tad lazy. (Jason Critchell/)Brembo four-piston Monoblock stoppers combine with twin 320mm discs and do an excellent job of slowing the relatively heavy Commando. ABS comes as standard, of course, but only in a conventional non-lean-sensitive format. After all, this bike is all about feel. Its numbers are average, but it brings the senses to life—it is, in many ways, the Commando that should have been. The air-cooled engine has had a complete overall. Parts have been replaced and redesigned when necessary. Testing on both road and track has been extensive. Every component has been scrutinized and improved where needed, from fuel tank to crank and cam materials, resulting in the introduction of more than 300 new components and an exciting new beginning for Norton. Only time will tell us if the goal of reliability has been achieved, but at last it seems that Norton has a Commando to be proud of. Norton now has a Commando it can be proud of. (Jason Critchell/)2023 Norton Commando 961 SP and CR Specs MSRP: 16,499 pounds sterling (SP) /16,999 pounds sterling (CR) Engine: Air/oil-cooled, pushrod parallel twin; 2 valves/cyl. Displacement: 961cc Bore x Stroke: 88.0 x 79.0mm Compression Ratio: 10.1:1 Transmission/Final Drive: 5-speed/chain Claimed Horsepower: 76.8 hp @ 7,250 rpm Claimed Torque: 60 lb.-ft. @ 6,300 rpm Fuel System: Electronic fuel injection Clutch: Wet, multiplate Frame: Tubular steel, hand TIG-and-MIG welded Front Suspension: 43mm Öhlins upside-down fork, preload, compression and rebound damping adjustable Rear Suspension: Öhlins dual shocks, fully adjustable w/ remote reservoir Front Brake: 4-piston Monoblock radially mounted calipers, dual Brembo 320mm floating discs w/ ABS Rear Brake: 2-piston caliper, Brembo 240mm disc w/ ABS Wheels, Front/Rear: Spoked w/ aluminum rim; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: Dunlop SportMax GPR 300; 120/70-17 / 180/55-17 Rake/Trail: 24.5°/3.9 in. Wheelbase: 55.1 in. Seat Height: 31.9 in. Fuel Capacity: 4.0 gal. Claimed Dry Weight: 507 lb. Contact: nortonmotorcycles.com Source

It appears that a more powerful 180-horsepower motor is in the works from Energica. (Energica/)Italian electric bike firm Energica has made quite a name for itself as the supplier for the single-make MotoE series with its high-performance Ego, Eva and EsseEsse9 models. They leapt even more boldly into the limelight with this year’s Experia adventure bike. Now there are indications that Energica will soon launch a machine driven by a powerful 180 horsepower motor. A document filed with the NHTSA this month explaining how to decode Energica’s VIN numbers hints at two additions to the firm’s range. One is that the Experia, which is a completely new platform for Energica, will spawn a second derivative. According to the document, the fourth letter in the VIN defines the model, with two new options appearing. The letter “F” indicates the Experia, which we’ve seen, but Energica has also added a definition for the letter “G” in the same spot, saying it relates to the Experia 2. The Energica Experia may have a derivative on the way soon. (Energica/)Given that the Experia is still in the pre-order stage, the Experia 2 can’t be its successor. Instead, it’s likely to be a second variant of the bike with a different specification. How that specification will differ remains to be seen, but a hint could come in another addition to the new VIN definitions, showing plans for a more powerful motor. At the moment, Energica’s most powerful option is the 148 hp (110kW) motor offered in the Eva Ribelle, Ego and EsseEsse9 models. In line with normal conventions, that number is a continuous power figure, which means the amount that the motor is capable of delivering without overheating for an unlimited time. That means it’s not really comparable to a combustion engine’s peak power, and that the Energica’s electric motor can also deliver substantially more performance for short periods. For example, their motor which is rated at 148 hp is actually good for a peak of 171. This new VIN document shows that an additional motor is due to be added to the range, with a rated output of 180 hp (134kW). Energica’s current top motor has a peak output that’s 15.5-percent higher than its rated continuous power, so if the same math applies to the 180 hp-rated motor it could have a peak power of around 208. That puts it into the same ballpark as the top internal-combustion-powered superbikes on the market. Energica’s earliest VIN decoding documents showed a vast range of power levels, covering all the bases from 15 to 243 horsepower rather than reflecting the actual outputs of the bikes in its model range, but since 2020 the company has reworked its VINs to accurately reflect power levels. The 2020 document, for instance, showed three power figures: 94 hp, 107 hp or 143 hp, matching the quoted figures for bikes in its range at the time. The 148 hp figure was added in 2021 VIN decoding documents, reflecting upgrades implemented during the year. That suggests the 180 hp bike is imminent, and with Energica likely to want to make a splash at this year’s EICMA show in November, we might not have long to wait before we see it. Source

A 2-inch-lower seat height and shortened suspension help make the new 2023 Kawasaki KLR650 S both more rider-friendly and pavement capable. (Kawasaki/)Kawasaki’s legendary KLR650 dual sport made its debut way back in 1988, and in the decades since has developed a loyal, if not fanatical, worldwide following. In 2022 Kawasaki replaced the bike’s carburetor with electronic fuel injection, improving smoothness and tractability, and with them, one assumes, tailpipe emissions. The market response remains so strong, especially in North America, that for 2023 Kawasaki has added an additional version to the three previous variants, the KLR650, KLR650 Adventure, and KLR650 Traveler. This new KLR 650 S is aimed at riders who love the crossover style but would also like a more roadworthy chassis. With the new 2023 S model, the KLR650 is now available in four trims. (Kawasaki/)The KLR650 is a big bike: Its 456-pound curb weight is substantial, and its tall profile and long-travel suspension are a recipe for compromised handling on fast pavement. To boost agility and steering response, the new S model gets reduced suspension travel and new damping settings. The 41mm male-slider fork offers 6.7 inches of front-wheel travel, while the Uni-Trak rear suspension has been reset as well: The new linkage results in 7.0 inches of rear-wheel travel. This means the front has 1.2 inches less travel, and the rear 0.3 inch less than Kawasaki’s other KLRs. More important, the seat height has been radically cut back to 32.1 inches, more than 2 inches lower; this comes from reshaping the seat’s profile and reducing the thickness of the specialized padding. Other minor ergonomics include a shorter sidestand and different footpeg-to-shifter dimensions. The new KLR650 S is available in two colors (Storm Gray shown here) as well as with- or without ABS. (Kawasaki/)All 2023 KLR650 models including the S share the same engine and basic chassis components. The huge liquid-cooled 652cc four-valve DOHC single is equipped with dual balancing shafts, much needed with a bore and stroke of 100mm by 83mm. The compression ratio is comparatively mild at 9.8:1, and the fuel-injection system uses a 40mm throttle body, relatively small for an engine of this size and chosen to help smooth out throttle response and flatten the torque curve. An oxygen sensor in the exhaust system transfers information to the injection ECU. Except for the S model’s suspension settings, the basic Kawasaki KLR650 chassis platform remains unchanged: the same semi-double-cradle frame, braking system, wheels, and tires. The front brake uses a single 300mm rotor and a two-piston caliper, with ABS available as an option. The KLR650 S rolls on a 21-inch front wheel shod with 90/90-21 semi-knobby tire and a 17-inch rear (130/80-17). Among the options are heated grips and a set of additional LED front lights; to help power them the electrical system puts out 26 amps. The generous fairing offers adequate comfort for long hauls, while electronics here are limited to a large TFT instrumentation display. A KLR and a full tank of gas are a dream come true for thousands of two-wheeled wanderers. (Kawasaki/)Source

Alpinestars Tech-Air 3 costs $599.95 and is available now. (Courtesy of Alpinestars/)After years of saving lives and reducing injuries on the racetrack, Alpinestars brings its airbag technology to the street in the form of the Tech-Air 3, a more compact and casual package. Designed to fit over or under a riding jacket, the Tech-Air 3 looks like a simple vest but has life-saving potential. The airbag inside Tech-Air 3 covers a rider’s full chest, full back, and collarbones. Shoulders and elbows remain unprotected, which is why Alpinestars recommends also wearing a padded jacket. A small argon canister at the back left of the vest holds the gas required to inflate the system. A total of six sensors inside the vest, three accelerometers and three gyroscopes, work with a complex road-tuned algorithm to control when the airbag is deployed. When an impending crash is detected, the system inflates in 50 milliseconds and remains fully inflated for five seconds. Coverage of the airbag inside Alpinestars’ Tech-Air 3 system. (Courtesy of Alpinestars/)The Tech-Air 3 vest automatically powers on as you close the zipper and connect an internal magnet, which in turn connects the battery. After a few seconds, a light on the left side of the vest will turn blue and vibrate twice to let you know that the system is active. The vest is comfortable and doesn’t feel heavy or bulky. The airbag inside is nearly undetectable. I typically wear a size large in Alpinestars jackets, but sized down to a medium in the Tech-Air 3. There was still plenty of room to wear the vest over my large Astars jacket with shoulder padding. Alpinestars says it’s safe to wear the Tech-Air 3 system with a backpack, as long as the straps aren’t cinched too tight and there is some room for expansion. I found the system to be uncomfortable with my Kriega Trail18, as the argon canister prevented the pack from fitting flat against my back. To power off the system, simply unzip the main closure and disconnect the power source. Be careful to wait for the haptic signal that the system is powered off though. One rider on our test was too quick while removing his vest and accidentally set his airbag off. If the vest is zipped up on a hanger, the system will turn on as it’s zipped up, turning off shortly if it doesn’t sense any motion. An LED light on the chest of the Tech-Air 3 displays the system’s status and haptic alerts communicate with the rider while the vest is worn. (Courtesy of Alpinestars/)Each time the airbag fires, the system needs to be returned to Alpinestars and refilled for a cost of $99. After the third inflation, you’ll need to replace the inner airbag altogether, for an added $99. Alpinestars currently claims a turnaround time of seven days, but says it’s working on an East Coast facility to speed things up. The system records crash data 30 seconds before and after deployment, so in the case of a non-crash inflation like the one mentioned above, Alpinestars will replace the argon canister for free. Alpinestars has developed the Tech-Air app to work with its airbag systems. While the app adds some excellent functionality, it isn’t needed to use the Tech-Air 3. Connect by scanning the QR code on inside the vest, and the app offers ride tracking, battery life, and the current status of the system. The system can also be manually powered off through the app. Charging occurs through a USB-C port; the system has a claimed battery life of 40 hours. Front and back of Alpinestars Tech-Air 3 autonomous airbag system. (Courtesy of Alpinestars/)The Tech-Air 3 is designed to stay on at red lights and to be more sensitive to extreme lean angles than the track-tuned system used in the Tech-Air 10. The algorithm is being developed constantly, and wireless updates are available through the app. The system seems slightly oversensitive now, but is getting better every day thanks to regular updates. Considering the intended use of the Tech-Air 3, it’s likely better to be too sensitive than not sensitive enough. Alpinestars’ guarantee to replace the gas canister after any non-crash deployments is also reassuring. For now, the system adds a high level of rider confidence and impact protection with negligible cost to comfort or convenience. Source

Supermoto-inspired bodywork and hardware separate the KLX300SM from the dual-sport models. (Kawasaki/)Overview The KLX300SM lightweight supermoto motorcycle takes the fun to the streets in full supermoto style. Developed alongside the KLX300 dual-sport, the KLX300SM shares a similar engine and chassis with its dual-sport counterpart. The models differ in terms of styling and purpose, as the KLX300SM receives a host of supermoto inspired components. These include 17″ front and rear wheels paired with street tires, supermoto tuned suspension, and unique styling. A quick-revving engine, paired with light, agile handling, brings out the bike’s playfulness. The 2023 KLX300SM is available in two color options: Lime Green and Fragment Camo Gray. (Kawasaki/)Pricing and Variants The 2023 KLX300SM is available in Lime Green for $5,899 and Fragment Camo Gray for $6,099. A compact and purpose-built chassis is designed to offer lightweight, maneuverable handling. (Kawasaki/)2023 Kawasaki KLX300SM Claimed Specifications MSRP: Lime Green ($5,899) / $6,299 (Fragment Camo Gray) Engine: 292cc, DOHC, liquid-cooled single; 4 valves Bore x Stroke: 78.0 x 61.2mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: DFI w/ 34mm throttle bodies Clutch: Wet, multiple disc; cable operation Engine Management/Ignition: Digital DC-CDI Frame: Semi double-cradle Front Suspension: 43mm inverted cartridge fork with adjustable compression; 9.1 in. travel Rear Suspension: Uni-Trak with adjustable preload, compression, and rebound; 8.1 in. travel Front Brake: 2-piston caliper, 300mm disc Rear Brake: 1-piston floating caliper, 240mm disc Wheels, Front/Rear: Spoked; 17-in. / 17 in. Tires, Front/Rear: 110/70-17 / 130/70-17 Rake/Trail: 25.0°/2.8 in. Wheelbase: 56.5 in. Ground Clearance: 9.3 in. Seat Height: 33.9 in. Fuel Capacity: 2.0 gal. Wet Weight: 304 lb. Contact: kawasaki.com Source

2023 BMW M 1000 RR in Light White Non-metallic. (BMW/)BMW Motorrad has unveiled an updated M 1000 RR homologation-special superbike. Extensive wind tunnel testing has increased the top speed of the M 1000 RR without increasing the power output of the 999cc inline-four despite adding more downforce. BMW says development from the brand’s M Motorsports department will put the M RR at the front in 2023 racing. BMW says the 2023 M 1000 RR winglets add 50 pounds of downforce at 186 mph. (BMW/)“We have achieved an engineering masterpiece in the aerodynamic development of the M RR due to our unwavering ambition, total passion and technical finesse. Thanks to countless hours in the wind tunnel as well as in road tests, we were able to considerably increase the top speed with unchanged engine output and at the same time significantly increase the downforce, also when banking in corners. Our development work will be rewarded with racing success,” said M 1000 RR Project Manager Christian Gonschor. The 2023 BMW M 1000 RR gets a new faring and winglets for more top speed and more downforce. (BMW/)A taller windscreen and newly designed carbon-fiber fairing provides the increased top-end speed by optimizing the flow of air around and over the rider. Behind the faring sits a newall carbon-fiber fairing stay. The M Winglets have also been completely revised, even with the increased top speed, contact with the tires and road had been improved. Nearly 50 pounds of downforce is imparted on the M 1000 RR at 186 mph, and 12.6 pounds at 95 mph. This increases front end grip, whether in a straight line or leaned over. New brake ducting and wheel covers have been added to the front end of the M 1000 RR. (BMW/)Another aerodynamic trick up the M RR’s sleeve is the addition of carbon-fiber air cooling ducts. Integrated into the front fender and fork guards, these ducts reduce the temperature of the radially mounted M brake calipers and disc by 50 degrees fahrenheit when pushed to the limit on the track. Drag is further reduced on the M by new carbon-fiber wheel covers (covering newly clear-coated carbon wheels) that are included in the optional Competition package. 2023 BMW M 1000 RR M Competition package in Blackstorm Metallic. (BMW/)The Competition packing also includes a GPS laptrigger, DLC-coated M Endurance chain, a clear anodized swingarm, carbon everything (including a seat cover for the newly shaped rear) and billet controls. Pricing for the M 1000 RR starts at $32,995, providing you can get your hands on one. 2023 BMW M 1000 RR Specs MSRP: $32,995 Engine: DOHC, liquid-cooled inline-four; 16 valves Displacement: 999cc Bore x Stroke: 80.0 x 49.7mm Compression Ratio: 13.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 205 hp @ 13,000 rpm Claimed Torque: 83 lb.-ft. @ 11,000 rpm Fuel System: Electronic fuel injection w/ 48mm throttle bodies Clutch: Wet, multi-disc slipper; cable operation Engine Management/Ignition: Ride-by-wire/TCI Frame: Twin-spar aluminum chassis Front Suspension: 45mm Marzocchi inverted fork, fully adjustable (semi-active damping w/ optional DDC); 4.7 in. travel Rear Suspension: Marzocchi shock, fully adjustable (semi-active damping w/ optional DDC); 4.6 in. travel Front Brake: 4-piston M Monoblock calipers, dual 320mm discs w/ ABS Rear Brake: 2-piston slide-pin caliper, 220mm disc w/ ABS Wheels, Front/Rear: M Carbon; 17 x 3.50 in. / 17 x 6.00 in. Tires, Front/Rear: 120/70ZR-17 / 200/55ZR-17 Rake/Trail: 23.6°/3.9 in. Wheelbase: 57.4 in. Ground Clearance: 4.7 in. Seat Height: 32.8 in. Fuel Capacity: 4.4 gal. Claim Wet Weight: 423 lb. Contact: bmwmotorcycles.com Source

This overlay shows how the new Transalp 750 will differ from its stablemate, the CB750 Hornet. (Honda/)Honda’s decision to launch its new CB750 Hornet at the relatively low-key Intermot show in Cologne this month, rather than waiting for November’s much larger EICMA event in Milan, is a strong indication that something even more significant is planned for the Italian expo. That arguably more important bike is expected to be the new XL750 Transalp, and a new patent application from Honda gives us a glimpse of its final styling. With the launch of the new Transalp, Honda will have revived three legendary badges in a matter of weeks. The names CB750, Hornet, and Transalp all have a strong heritage, and Honda isn’t going to throw them around without being confident that the models they’re attached to are worthy. The CB750 Hornet certainly appears to have hit its target with laser-guided accuracy; in markets such as the UK, where its price has already been revealed at 6,999 pounds sterling (around $7,780), it’s less expensive than the Yamaha MT-07, despite having significantly more power and higher-spec electronics, suspension, and brakes. If the Transalp can manage the same trick—and there’s little reason to believe it won’t—then it should prove to be instantly competitive in the middleweight adventure-bike arena. While it’s usually sensible to take patent applications with a grain of salt when it comes to cues to styling, in this case there’s good reason to believe it’s a genuine representation of the Transalp’s appearance. The styling matches long-distance spy shots that emerged earlier this year, including an identical nose fairing, side panels, windscreen, and headlight design. The patent confirms suspicions that the Transalp shares the engine with the Hornet and appears to show that the frame is also largely identical to the Hornet’s steel diamond unit. Additional fork travel and a larger front wheel give it a longer wheelbase and a more relaxed steering head angle. It also appears to have an extended swingarm. Patent drawings show the profile of the new Honda Transalp 750. (Honda/)The shared engine means we know the Transalp should match the Hornet’s power output of 90.5 hp at 9,500 rpm and 55.3 lb.-ft. at 7,250 rpm, unless Honda has opted to detune the engine for the adventure bike. That seems unlikely as reducing costs by sharing as many components as possible appears to be key to the firm’s strategy. For instance, the Transalp appears to use the same LED headlight unit as the Hornet, and if you think it’s familiar, that’s because it’s the same unit that’s already fitted to the CB500F and CB500X. Components like headlights are expensive to develop and certify, so sharing them among multiple models can represent substantial savings. The styling has a family resemblance to the CB500X beyond the headlight, with a similar (perhaps identical) front fender. The side panels also have a resemblance to both the CB500X and the current Africa Twin, and the exhaust silencer, while repositioned, is identical to the unit used on the new Hornet. The similarity to the Hornet means we can also expect to see the same instruments: a TFT panel with smartphone connectivity and voice control. Compared to the Hornet, the Transalp’s seat is larger and flatter, with a much more accommodating pillion pad flanked by large grab handles leading to a built-in rear-carrier rack. Unlike the road-biased CB500X, the Transalp is due to get wire-spoke wheels, with a 21-inch front and 18-inch rear, matching its closest rival, the Yamaha Ténéré 700, and allowing a wider range of trail-oriented tires to be fitted. Just as Honda has clearly made a point of pricing the Hornet just below the Yamaha MT-07, the target will surely be to get the Transalp into the market with an MSRP below that of the Ténéré 700. The strategy of low pricing may well be through minimalist base specifications with a wide range of options, like engine guards, a skid plate, and a host of luggage and comfort-related accessories. All these are sure to be offered to riders wanting to tailor the Transalp more toward its adventure or touring roles. Source

Although not as radical as the design sketches and teasers, the new Hornet is still sharp and modern in its design. (Honda/)Over the last few years Yamaha has proved that a range of modular bikes built around shared components can be highly effective when the basics are right; the MT-07 and MT-09 have fathered a whole array of models that hit a sweet spot in terms of price, performance, and equipment. Honda’s new CB750 Hornet looks perfectly placed to pull off the same trick, but splits the two Yamaha rivals in terms of capacity and performance. Design teaser sketches… (Honda/) The new CB750 Hornet in the flesh. (Honda/)The CB750 Hornet, revealed today at Intermot in Cologne, has been the subject of a long teaser campaign since last year, when computer illustrations and animations of a concept version were released. Those were followed by styling sketches and the announcement of details of the 755cc parallel-twin engine that powers the bike. Last month, more information emerged from a type-approval application in Europe and now Honda has finally pulled the wraps off the entire machine. Initial reactions will vary depending on expectations, but there’s no denying the Hornet’s specifications promise a successful bike, provided it can be marketed at the right price point. Related: 2023 Honda Hornet 750 Details The headlight isn’t as radical as that of the design sketches, but is fully modern. (Honda/)Perhaps it’s inevitable, but compared to the concept and the sketches, the production Hornet is somewhat toned down. The slanted headlight isn’t as closely tucked into the nose as it appeared in the design drawings, and the sharp point of the tail has become a chunky black plastic section below the slim, colored rear bodywork. That said, the CB750 isn’t meant to be a weekends-only trackbike and styling sacrifices made on the altar of practicality will surely be appreciated by buyers using it on a daily basis. Here is a good peep at the new parallel twin that powers the CB750 and likely a bunch of other new models. (Honda/)A closer look shows that Honda hasn’t skimped where it really matters. As previously announced, the engine is entirely new, though it borrows its design ethos from the Africa Twin and CRF450R. In particular it shares the same four-valve-per-cylinder Unicam cylinder head layout, with a single camshaft that acts directly on the inlet valves and opens the exhausts via a set of rockers. A set of patented vortex flow ducts aims to give an even distribution of airflow to the airbox, improving response from the ride-by-wire throttles. Peak power is 90.5 hp at 9,500 rpm, with max torque of 55.3 lb.-ft. arriving at 7,250 rpm. Like the Africa Twin’s 1,084cc engine, the Hornet’s 755cc twin uses a 270-degree crank for an uneven firing interval that adds a bit more character to its power delivery. At 87 x 63.5mm, it’s an extremely oversquare engine, in sharp contrast to the 745cc parallel twin in the NC750 range, which has undersquare dimensions at 77 x 80mm. The Hornet’s short-throw crank lends itself to more revs, with the larger bore resulting in extra piston and valve area; a recipe for far more performance than the NC’s economy-focused twin. Not that the Hornet drinks fuel at an alarming rate; Honda claims 54 mpg, giving a potential range of around 216 miles from the 4-gallon tank. The chassis is anchored by a steel frame with Showa suspension front and rear and twin Nissin radial-mount calipers up front. (Honda/)The engine sits in a steel diamond frame that Honda says weighs only 36.6 pounds. Suspension is Showa at each end. At the front there’s a 41mm SFF-BP upside-down fork, while the rear uses a monoshock operated by Honda’s usual Pro-Link system. A hint of the bike’s affordability appears in the lack of adjustment, with tweaks limited to rear preload alone. The brakes are quality, though, radial-mount Nissin four-piston calipers at the front clamping 296mm rotors, with a single-piston caliper at the rear acting on a 240mm disc. There’s ABS, of course, as well as Honda HSTC traction control with multiple modes, but none of the lean-sensitive equipment seen on more expensive bikes. Rider’s view of the cockpit. (Honda/)Riding modes include Sport, Standard, Rain, and User, each selecting one of three presets for the engine power, engine-braking control, and HSTC. The User setting is programmable, and a 5-inch TFT screen keeps you informed about your choices. That screen also includes Bluetooth phone connectivity, including a voice-control system for management of messages, calls, music, and navigation, if you add a helmet-mounted headset. A closer view of the all-new 5-inch TFT display. (Honda/)All in with a full tank of fuel the Hornet weighs 419 pounds. Honda says the result is the best power-to-weight ratio in its class. The top speed, first revealed in the type-approval documents and confirmed in Honda’s official launch specs, is 127 mph, a number that might seem low for a 90 hp machine, but is likely to reflect the Hornet’s gearing and the fact that it’s tailored to be a sprightly streetbike, with little focus on outright top speed. Wheelbase is 55.9 inches, with 25 degrees of rake, 3.9 inches of trail, and a seat height of 31.3 inches. Honda will offer multiple accessory packages and a variety of luggage options. (Honda/)Honda’s planned accessories for the Hornet include three packages: a Sport Pack with a quickshifter, fly screen, seat cowl, and new footpegs; a Style Pack with aluminum bar end weights, a tank pad, wheel stripes, and frame crash protectors; and a Touring Pack with a stitched seat, panniers, a tank bag, and a seat bag. In Europe, the Hornet is offered in white, black, gray, or yellow for 2023, with prices yet to be announced. There’s no word yet on Honda’s plans for the bike in the US, or if it will even come here. Later this year we’re expecting to see the second model using the Hornet’s 755cc twin-cylinder engine in the form of the reborn Transalp, a baby Africa Twin that will rival the likes of Yamaha’s Ténéré 700. Rumors in Japan suggest that a faired CBR750R model is also on the cards for the future, as well as a retro-inspired CB750 Hawk cafe racer. Honda CB750 Hornet in black. (Honda/) Honda CB750 in gray. (Honda/) Honda will offer multiple luggage options. (Honda/) Honda CB750 in white. (Honda/) Honda CB750 in yellow. (Honda/) Close-up of Honda CB750 TFT dash. (Honda/)2023 Honda CB750 Hornet Specifications MSRP: TBD Engine: DOHC, liquid-cooled Unicam parallel twin; 8 valves Displacement: 755cc Bore x Stroke: 87.0 x 63.5mm Compression Ratio: 11.0:1 Transmission/Final Drive: 6 speed/chain Claimed Horsepower: 90.5 hp @ 9,500 rpm Claimed Torque: 55.3 lb.-ft. @ 7,250 rpm Fuel System: PGM-FI fuel injection w/ 46mm throttle bodies Clutch: Wet, multiplate, slipper/assist Engine Management/Ignition: Ride-by-wire Frame: Steel, diamond type Front Suspension: Showa 41mm SFF-BP USD fork Rear Suspension: Monoshock, Pro-Link Front Brake: Nissin radial-mount 4-piston calipers, 296mm discs Rear Brake: 1-piston caliper, 240mm disc Wheels, Front/Rear: 5-spoke cast aluminum Tires, Front/Rear: 120/70-17 / 160/60-17 Rake/Trail: 25.0°/3.9 in. Wheelbase: 55.9 in. Ground Clearance: 5.5 in. Seat Height: 31.3 in. Fuel Capacity: 4.0 gal. Claimed Wet Weight: 419 lb. Contact: powersports.honda.com Source