Hugh Janus

V-Strom 650’s 2017 face-lift finally gave it the adventure-bike looks it was crying out for, and continues on through 2023. (Suzuki/)Ups V-twin engine still a gem after all these yearsOutstanding comfort, balanced handlingImpressive range and economyDowns Electronics relatively rudimentary by 2020s standardsSuspension and brakes aren’t cutting-edgeNot as capable off-road as its styling suggestsVerdict Suzuki might catch some criticism for lagging behind its rivals in terms of regular new model launches, but the V-Strom 650 is a good example of the benefits of gentle evolution over clean-sheet redesigns. While its chassis can trace its heritage back to the first-generation version’s introduction in 2004, and the engine’s roots are from its 1990s debut in the SV650, a steady program of improvements mean the V-Strom 650 still hits modern emissions targets and makes a compelling case for itself as a road-biased, low-cost adventure-tourer. With an all-new parallel-twin-powered replacement currently under development, the smaller V-Strom’s days might be numbered, but it’s still a bike that never fails to please. V-Strom 650 is a good example of the benefits of gentle evolution over clean-sheet redesigns. (Suzuki/)Overview Following the launch of the bigger V-Strom 1000 in 2002, the 650cc version was an obvious addition to the range when it reached showrooms in 2004. Initially it suffered the same problems as the larger machine: Its styling was frumpy, and despite its high-rise riding position, the aluminum frame and cast wheels meant it was always on the “touring” side of adventure-touring. There was no real off-road element to either its appearance or its abilities, and that worked against the V-Strom as riders rushed for bikes that made them look like they were planning on an overland trek to Mali even when they were really only heading to the mall. Once you’d come to terms with the styling, that original V-Strom 650 was an impressive middleweight, turning in more performance and better handling than might be expected from its appearance and selling well as a result. A styling refresh in 2011 helped, increasing the fuel tank capacity and range and increasing the ground clearance. But it took until 2015, when Suzuki launched the first-generation V-Strom 650XT, for the bike to really start to grasp the “adventure” side of its nature with the addition of wire wheels and a “beak” on the nose. For 2023, V-Strom 650 is available in white paint with gold-anodized wheels. (Suzuki/)That beak had already become the signifier of the entire adventure bike class, but Suzuki’s original DR Big was where it all started. With a complete refresh in 2017 the V-Strom fully embraced that heritage, gaining the styling that’s still unchanged on the 2023 model half a decade later. While the bigger V-Strom 1050 has since become even more closely aligned to the DR Big, with a rectangular headlamp and blocklike bodywork that pays direct homage to Suzuki’s formative 1980s adventure bike, the V-Strom 650 has kept the sleeker look of the 2014-2019 V-Strom 1000. It’s unlikely to get a visual update to match the bigger model, as a new 700cc parallel-twin Suzuki adventure bike is waiting in the wings to replace the V-Strom 650, probably as soon as 2024, with more serious off-road abilities to compete with the Yamaha Ténéré 700. Updates for 2023 Colors aside, the 2023 versions of the V-Strom 650 are unchanged from previous years. The base model’s sole color option switched from white to blue, while the XT’s went from blue/silver with blue-anodized wheels to white with gold-anodized wheels. Meanwhile, the XT Adventure continues on with a combination of black paint, blue graphics, and blue-anodized rims. Pricing and Variants The V-Strom 650 is available in three variations: standard ($8,904), XT ($9,399), and XT Adventure ($10,499). Differences between models are small but important. Standard V-Strom 650s roll on 10-spoke cast wheels, while the XT gets spoked-style tubeless wheels, hand guards, and a lower engine cowl. V-Strom 650XT Adventure adds 37-liter panniers to the XT’s equipment, as well as engine guard bars, a handlebar cross brace, and an accessory bar. Standard V-Strom 650s roll on 10-spoke cast wheels, while the XT (shown here) gets spoked-style tubeless wheels, hand guards, and a lower engine cowl. (Suzuki/)Competition Kawasaki’s Versys 650 has always been the most obvious rival to the V-Strom 650, sharing the same sort of road-biased approach with cast alloy wheels and a touring-style fairing. With the advent of the Versys 650XT and the refresh in 2017, the V-Strom took on a slightly more rugged look, but buyers looking for a twin-cylinder adventure bike with real off-road chops are likely to turn instead to Yamaha’s much newer Ténéré 700. From Europe, BMW’s F 700 GS is a direct competitor to the V-Strom 650, and again a far more recent model, while Triumph’s Tiger Sport 660 also makes a very convincing alternative if you’re sticking to the asphalt. The Tiger 850 Sport is a slightly faster, pricier option with similar mild dirt road abilities. Suzuki’s V-twin dates back to the SV650’s 1998 debut but has been regularly updated since then. (Suzuki/)Powertrain: Engine, Transmission, and Performance The 645cc DOHC V-twin engine in the V-Strom 650 might appear long in the tooth, but subtle upgrades over the years have kept its power strong while reining in emissions to meet constantly changing limits. It’s certified at 70 hp and managed a genuine 65.2 hp the last time we had one on the dyno. The 2017 update that remains in production today eliminated the power deficit to the SV650 and added traction control. On testing that bike, Cycle World’s Barry Hathaway said: “Smooth, docile, and well-mannered, engine performance will only disappoint if you decide to street race a GSX-R600.” Power gets down via a six-speed box and chain final drive and is tamed by that traction control system, but you won’t find the quickshifter technology that’s becoming increasingly common across the motorcycle spectrum in the 2020s. 2023 V-Strom 650XT Adventure is the top version, but still cheaper than many rivals. (Suzuki/)Handling Like the engine, the frame dates back to the original V-Strom 650. While it doesn’t have the sort of off-road design that its rivals are increasingly adopting, that plays into the Suzuki’s hands on the roads where these bikes will spend 99 percent of their time. The rigid aluminum twin-spar chassis and simple-but-effective suspension means the 650′s road manners are impeccable. The V-Strom makes you want to ride to the horizon and beyond, with the proviso that the V-Strom’s off-asphalt abilities don’t match up to its appearance. Hathaway wrote: “The adventure of leaving the pavement is more the ‘trying not to crash’ kind than the Paris-Dakar ideal.” Brakes One look at the V-Strom 650′s two-piston sliding caliper front brakes is an instant reminder of its age. In a world where even scooters are fitted with four-pot, radial-mount stoppers, these look like an anachronism, though the reality is that they’ll pull the V-Strom up more than sharply enough. There’s ABS, of course, but it’s neither the sort of cutting-edge, cornering ABS system that’s becoming common on modern bikes even at the middleweight level, nor can it be switched off for off-road use—another indicator that the V-Strom isn’t as serious about dirt roads as some of its rivals. V-Strom 650XT Adventure adds 37-liter panniers to the XT’s equipment, as well as engine guard bars, a handlebar cross brace, and an accessory bar. (Suzuki/)Fuel Economy and Real-World MPG Owners reports show that the V-Strom 650 will usually manage between 50 and 60 mpg depending on use, and with a 5.3-gallon tank that should mean a relatively easy 260 miles between fill-ups with the potential to stretch that to around 300 miles if you’re careful. Ergonomics: Comfort and Utility Comfort is an area where the V-Strom 650 shines, so put aside any concerns that a mere 650 isn’t big enough to cope with big miles. Testing the 2017 model, again essentially the same bike as the 2023 version, Cycle World’s Barry Hathaway said: “At 6-foot-2, I felt as though the bike was sized just for me, and that I could ride for days on end without discomfort. Virtually no vibration makes its way to the pegs or bars, regardless of engine speed. Pleasant vibes are present, but are so refined they are scarcely felt, and through the seat only. Steering is (you guessed it) neutral and precise. Can a motorcycle be too refined and comfortable, or too average? If so, this could be that bike. But it’s sure to be the ideal motorcycle for some, and the perennial selection of the V-Strom 650 by numerous Iron Butt enthusiasts is proof.” Multiple modes, available from the left hand bar, are one of the V-Strom’s concessions to modern technology. (Suzuki/)Electronics While the V-Strom 650 isn’t overburdened with gizmos, and lacks the sort of full-color TFT instruments, LED lights, and smartphone connectivity that are fast becoming the norm, it’s not backward in terms of equipment. There’s ABS and traction control, albeit without the IMU-assisted cornering functions of some rivals, and ride-by-wire throttles have brought thoughtful additions including a “low RPM assist” feature that helps prevent stalling. Warranty and Maintenance Coverage A 12-month warranty is standard, extendable via Suzuki Extended Protection (SEP). Quality Owners generally report strong build quality, but keep an eye out for corrosion on fasteners and fixings, particularly if you ride on wet or salted roads. 2023 Suzuki V-Strom 650/XT/XT Adventure Specifications MSRP: $9,104/$9,599/$10,799 Engine: 645cc, DOHC, liquid-cooled, 4-stroke, 90° V-twin Bore x Stroke: 81.0 x 62.6mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: PGM-FI w/ 34mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Fuel injection w/ SDTV Frame: Twin-spar aluminum Front Suspension: 43mm telescopic fork, nonadjustable Rear Suspension: Monoshock, preload adjustable Front Brake: 2-piston Tokico calipers, dual 310mm discs w/ ABS Rear Brake: 1-piston Nissin floating caliper, 260mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 in. / 17 in. (tubeless wire wheels on XT and XT Adventure) Tires, Front/Rear: 110/80-19 / 150/70-17 Rake/Trail: 26°/ 4.3 in Wheelbase: 61.4 in. Ground Clearance: 6.7 in. Seat Height: 32.9 in. Fuel Capacity: 5.3 gal. Wet Weight: 470 lb. / 476 lb. (XT) / 528 lb. (XT Adventure) Contact: suzukicycles.com Source

BMW’s 2023 S 1000 RR is more track focused, with modifications to the chassis, engine, and aerodynamics. (BMW/)It was only a few weeks ago that the first hard evidence of a new 2023 BMW S 1000 RR emerged. Now the bike has been officially announced, largely matching our expectations but also showing a few US-specific differences to versions seen elsewhere in the world. M 1000 RR–inspired winglets make their way down to the S 1000 RR. (BMW/)It’s perhaps easiest to start with the most visible update: a set of M 1000 RR–inspired winglets on the nose, applying up to 22 pounds of front-end downforce at high speed. They’re not quite as large as the versions used on the homologation special M 1000 RR, which can manage as much as 36 pounds, but they mean the standard S 1000 RR has now caught up with its winged rivals from Japan and Italy. Further back, and less immediately obvious, is a restyled tailsection with less bodywork than before, helping to give the impression that the bike’s mass is hunched around its front wheel. The styling updates alone might be enough to attract new customers, but BMW has gone much further than that; changes under the skin that include a substantially revised chassis and tweaked engine. The frame retains the old bike’s general design and its idea of tailored flexibility, but BMW has added more holes in the four die-cast alloy members that make up the chassis, allowing it to flex more than the previous version. The chassis has been updated with multiple track-focused features and revised geometry. (BMW/)The geometry is also new, with a 0.5-degree decrease in steering-head angle, now set at 23.6 degrees rather than 23.1 degrees. Alongside new triple clamps with 0.1 inch less offset, the change increases trail from 3.7 inches to 3.9 inches and stretches the wheelbase from 56.7 inches to 57.4. BMW’s adjustable swingarm pivot, previously found only on the M Chassis Kit, is now standard for 2023, allowing more range to tune the chassis to rider tastes while emphasizing the focus on track usage. The changes continue with a revision to the rear suspension, including the addition of a height-adjustable linkage for the shock and a change to the wheel bushings and brake, helping fast wheel changes by keeping the bushings and brake pads in place when the rear wheel is removed. Other rear-end changes include a new rear sprocket that’s grown a tooth, now up from 45 to 46, to reduce the final drive ratio and improve acceleration. Peak power hasn’t changed, but mechanical and changes to the electronics improve rideability. (BMW/)That effort is aided by a revised version of BMW’s 999cc ShiftCam four-cylinder engine. The US model has no change in its peak power or torque, making a claimed 205 hp at 13,000 rpm and 83 lb.-ft. at 11,000 rpm, while the European model gains a couple of horses and a higher peak of 13,750 rpm. Even with unaltered power, the US version has the same mechanical changes as the European bike, with new intake ports based on those from the M 1000 RR, a new airbox, and shortened variable-height intake funnels, again borrowed from the M-bike. Mechanical updates to the engine are matched by electronic changes, notably the addition of a Slide Control function to the existing traction-control system. On the 2023 S 1000 RR, a new steering-angle sensor feeds information to the traction-control computer, allowing it to estimate the drift angle of the bike once the data is combined with that from wheel-speed sensors and the IMU. The 2023 bike’s traction control has settings that allow two drift angles, allowing the rider to sustain more of a slide than would be possible with the previous model before the traction control intervenes. The optional M datalogger can be added as an accessory. (BMW/)The same steering-angle sensor is also key to a similar Brake Slide Control function that’s been added to the 2023 S 1000 RR, allowing the rear wheel to step further out of line under braking than in the past before it’s reeled back in by the ABS. The S 1000 RR further targets track riders, with a new Slick setting for the ABS, specifically intended to work when the bike is fitted with race-oriented tires. A lighter 4.4-pound lithium battery is used for 2023. (BMW/)Other tweaks to the 2023 S 1000 RR include a lightweight battery, a USB port in the rear section, an optional GoPro holder, and a redesigned wiring harness to make removing the license plate bracket easier. The Shift Assistant Pro quickshifter has also been updated for improved gear changes, and there’s a simple process to swap the conventional one-down-five-up shift pattern for a reversed version as preferred by racers and track rats. Of course, there’s no such thing as a free lunch. The 2023 S 1000 RR gets a price hike over its predecessor, with the base model’s MSRP at $17,895 compared to $16,995 for the last of the 2022 models. The $4,495 M Package adds carbon or forged wheels and some additional M parts. (BMW/) S 1000 RR in Racing Red. (BMW/) S 1000 RR in Black Storm Metallic. (BMW/) Rider’s view out of the S 1000 RR cockpit. (BMW/) An optional GoPro mount is available. (BMW/)2023 BMW S 1000 RR Specifications MSRP: $17,895 Engine: DOHC, liquid-cooled inline-four; 16 valves Displacement: 999cc Bore x Stroke: 80.0 x 49.7mm Compression Ratio: 13.3:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 205.0 hp @ 13,000 rpm Claimed Torque: 83.0 lb.-ft. @ 11,000 rpm Fuel System: Electronic fuel injection w/ 48mm throttle bodies Clutch: Wet, multi-disc back-torque-limiting; cable operation Engine Management/Ignition: Ride-by-wire/TCI Frame: Twin-spar aluminum Front Suspension: 45mm Marzocchi inverted fork, fully adjustable; 4.7 in. travel Rear Suspension: Marzocchi shock, fully adjustable; 4.6 in. travel Front Brake: 4-piston Monoblock calipers, dual 320mm discs w/ ABS Rear Brake: 1-piston slide-pin caliper, 220mm disc w/ ABS Wheels: Front/Rear: Cast aluminum; 17 x 3.50 in. / 17 x 6.00 in. Tires: Front/Rear: 120/70ZR-17 / 190/55ZR-17 Rake/Trail: 23.6°/3.9 in. Wheelbase: 57.3 in. Ground Clearance: 4.7 in. Seat Height: 32.8 in. Fuel Capacity: 4.4 gal. Claimed Wet Weight: 434 lb. Contact: bmwmotorcycles.com Source

Spy photos show a brand-new Suzuki V-Strom model powered by a new parallel-twin engine. (BMH Images/Bernhard M. Höhne/)For years, the parallel-twin engine design has dominated the affordable midrange displacement segment. Its advantages include relatively compact packaging, low weight, and comparatively low production costs. The dominant manufacturers producing bikes in this class include Yamaha (MT-07, etc.), BMW (F 850 GS, F 900 R, etc.), and KTM (890 Adventure, 890 Duke), while Honda is also preparing a brand-new parallel-twin engine to power the next Hornet and Transalp. One of the few manufacturers that has instead stuck with a high-character V-twin up until now is Suzuki, most recently with the SV650 and V-Strom 650. But recent spy shots of two camouflaged prototypes indicate that the Hamamatsu manufacturer is preparing a turn to the parallel-twin-engine configuration in the near future. The first models using the new engine are evidently a naked bike and an adventure model, each of which can be seen in the photos here. Both models seem to be completely new motorcycles, a development step Suzuki has avoided taking in recent years. We believe this new parallel-twin model is a naked middleweight aimed to compete with Yamaha’s MT-07. (BMH Images/Bernhard M. Höhne/)Source

BMW world superbike racer Eugene Laverty leaves the paddock on his Goodwood Revival racebike, a 1929 R 57 supercharged 500cc flat twin that rips out about 75 hp in its rigid frame. (BMW/)This was better than real life. We were living the myth of previous times that probably never existed quite like this, worshiping at the altar of combustion, abundance, and gracious living on the green and pleasant pastures (and black and exciting tarmac) of the world’s finest vintage race meeting and costume dress-up. World-class talent learning the ropes on a world-class prewar grand prix racer, Eugene Laverty dropped lap times significantly over the two races at the Goodwood Revival. (Oli Tennent/)The Goodwood Revival Meeting celebrates transportation in the physical and spiritual sense of the word. The most exquisite motorcycles and cars well and truly raced in anger (so much sliding; why yes, I’ll tap you with my bumper!) on an historic circuit in Sussex and a 12,000-acres-large estate with an elaborate retro stage set to celebrate the glory days of motor racing. Editor Hoyer sporting founding publisher Joe Parkhurst’s 1960s embroidered raincoat in the motorcycle paddock at Goodwood, getting the word on a 650 Triton (a Triumph-powered Norton featherbed) and Manx Norton. (No credit/)Your journey begins in the morning, when you dress for the period you like. I pulled founding publisher Joe Parkhurst’s 1960s raincoat, complete with “Cycle World Magazine’' embroidered across the back, out of the archive. I paired it with a white dress shirt and narrow black tie, proper trousers, wingtips, woolen flat cap, and Wayfarers, just as I’d seen Joe wear in black and white photos from Cycle World’s early days. Time travel to the Goodwood Revival took place in this 1949 Bedford OB coach powered by a 3.5-liter Chevrolet Stovebolt inline-six (Bedford was GM’s British truck division). (Mark Hoyer/)The journey continued in the art deco-styled 1949 Bedford (part of Vauxhall and owned by GM) bus that carried our group to the circuit. After that, it was but a few steps through the gate before nostalgia’s warm and cozy blanket wrapped us in the glory of motor racing’s past. In the same way that movies and costume parties let us escape daily mundanity through suspension of disbelief and wholehearted engagement in something else, the Goodwood Revival carries us away. We were here for the BMW motorcycles, but it was the BMW Group as a whole, owners of Mini and Rolls-Royce, that made all the magic happen. As a company, BMW celebrates its own heritage in the showroom with R nineTs and R 18 cruisers on the Motorrad side, while the automotive side cares for its classics with genuine parts support at BMW dealers (sadly, for my 2002-enthusiast friends, this is more outside the US than in). As for its British brands, well, the Rolls factory is on the Goodwood grounds, and Minis are built in Oxford, not far to the north on beautiful, narrow green lanes, where we found it even rains in England when the sun is shining. While I find modern Rolls styling a bit like being bludgeoned with a gold bar, I have to say they’ve honored the marque by hand-making these spectacularly grand and luxurious automobiles in England to absolutely suit the intended, more sufisticated clientele. Saphistacated? Hey, I’m still trying. For further insight into my spiritual position, I do admit I once nearly bought a 1934 20/25 “small horsepower” Rolls-Royce dashingly bodied in aluminum by Thrupp & Maberly, and of course it was one of the first models produced to be driven by the owner rather than a chauffeur. For yet still even further insight into my spiritual position, there were motorcycles to buy instead. Bike Shed London is a complete barber-tattoo-parlor-bar-restaurant-motorcycle-club experience, and suitably decorated with a custom R 18. (BMW/)We arrived in London in time for dinner at The Bike Shed, a social destination, restaurant, and club for all things stylishly two-wheeled, where we were greeted by BMW factory-supported World Superbike racer Eugene Laverty and his wife Pippa, along with Stephan Reiff, vice president customer, brand, and sales, and Dominic Thönnes from product management, among others whose avocation was to make it all happen. Peak high-octane years? Hard to argue with the Fifties and Sixties, celebrated here by a bunch of Rockers at the Goodwood Revival, the ultimate petrohead party. (Oli Tennent/)The timing of this gathering, held as it was in our current threshold moment in the history of transportation, brought a unique tension to the occasion. The efficacy and convenience of petroleum fuels is undeniable, but it’s clear human mobility is in a time of flux. Goodwood Revival is a spectacular celebration of petroleum power’s abundance, its convenience, and the huge transformation it brought to the world. In 1900, the streets of any major American or European city were a sea of horses and wagons, punctuated by the occasional trolley. By 1910, autos and motorcycles were everywhere. By the 1960s, the hi-test was flowing and tire smoke was blowing as horsepower climbed to intoxicating heights. We love the freedom of movement we’ve enjoyed in the last century. But as the world strives to burn less, governments are, ahem, asking vehicle manufacturers to look for salable alternatives that make sense for the time and place. What works to move us through the heart of London or other major cities may not get us to Saskatoon or down the farm roads of Wisconsin, and we probably won’t cross Utah on BMW’s electric CE 04 scooter anytime soon. I certainly would have been delighted to ride a CE 04 across London during our trip. BMW has made significant investment in electrics, hybrids, and alternative fuels vehicles, even introducing not long after this trip the BMW M Hybrid V8 race car that will debut in the IMSA GTP class in 2023. We are here for exciting forms of propulsion. The R nineT Scrambler was at home on British backroads. Vintage black Vanson leathers seemed right for this American journalist on a retro-inspired tour. ( BMW/)On this tour we were using petrol power, R nineTs and R 18s in both roadster and bagger/touring variants carrying us north to Oxford. In the absence of an electric scooter, I thought leaving London would best be executed on an R nineT Scrambler, thanks to its relative agility and lightness. It did a fine job of reminding me of the old days while being much better than the old days, keeping the best of the flat-twin hum and allowing me to take for granted much more horsepower, better fueling, excellent brakes, a slick gearbox, and loads of grip. Outside the city, the agile bike was very much in tune with the cadence of British backroads and we enjoyed a periodically sporting pace. There isn’t much else to report from the ride to Bletchley except that seemingly half of Great Britain appears to be under road construction in the summer months, and it needs it. Dominic Thönnes from BMW product management checks out the Marshall Amplification museum above the main reception area. Here, famous amps, including Marshall No. 1, are on display. (BMW/)Bletchley? Yes, the poetically named town is the home of Marshall Amplification, purveyors of the Marshall stack and builders of the Very Loud amps that helped blast The Who and Jimi Hendrix to stardom and countless other acts (and fans) to glorious tinnitus. This English factory still produces hand-wired tube amps in cabinets built in the on-site woodshop and covered in Tolex fabric by a guy using scissors, rollers, tuckers, and folders. It was all very much a throwback to English cottage industry (“We’ve always done it like this”) and had the inspiring combination of human touch and the suggestion of chaos beloved by musicians—at least Marshall musicians. Editor Hoyer thrashing around on a Fender Stratocaster trying a few different Marshall amps and cabinets in Marshall Studio. Totally worth doing, if not worth recording… (BMW/)Marshall has added a recording studio complete with a Holy Grail Neve mixing board and three-fifths of the patch board from the Abbey Road studio used by the Beatles. Metallica happens to have the other two-fifths. I have to admit, the songs they played that had been recorded at Marshall Studio sounded amazing. This was in stark contrast to the butchering I gave the Strat they handed me when I asked if we could turn on an actual Marshall amp in the studio and make some noise. Perhaps if I practice more, I might make it as a rock ‘n’ roller next year. “It goes to 11” Marshall head in the museum headquarters. Rock on! (BMW/)We saw the the real “it goes to 11″ Marshall head used in the classic rock ‘n’ roll comedy Spinal Tap, plus a bunch of other historic gear including Marshall number 1, mounted in glass with a mirror underneath so you could see the point-to-point wiring, caps, transistors, and other bits. This was the amp that came as a result of The Who’s Pete Townsend and John Entwistle asking Jim Marshall if he could make something louder than the American amps of the day, which were apparently too quiet and also in short supply. Jimi Hendrix showed up one day and bought six, full price. To this day, everybody, no matter how famous, buys their Marshall amps. If somebody asks for one for free, Marshall just says, Well now, Jimi Hendrix paid for his, mate, and are you bigger than Hendrix? Soldering enthusiasts unite! In the hand-wired production line where amps are built using the same techniques as the original Marshalls from the early 1960s. (BMW/)A bonus of the factory tour was that, as a tube-amp-repairer hobbyist and soldering enthusiast myself, I had the rare opportunity to talk with a woman who’d been hand-making the stuff here for years. I finally have the secrets, though perhaps not the wherewithal to use them. Fan of handmade? Marshall amplifier cabinets are completed in the on-site woodshop and sent to this fellow’s workbench, where he hand-applies the Tolex covering with a lot of skill and a few simple tools. (BMW/)Those who aren’t paying attention to BMW’s partnerships might be lost as to why we’d take a spin to Marshall, but the historic amp company was a partner on the sound systems for the R 18 B and Transcontinental. The systems do rock, and also—look, I’m just reporting the facts here—roll. Our future robot overlords practicing for world domination? No, just a modern automated car factory in the heart of England, cranking out a Mini every 67 seconds, three shifts a day, five days a week. (BMW/)In perhaps the starkest conceivable contrast, at least in manufacturing terms, our stop the following morning was the Mini plant in Oxford, a paragon of automation, organization, and cleanliness. As someone who’s owned more SU carburetors than he can count, I was most entertained by seeing the Mini museum, complete with token Morris Minor, Mini-designer Alec Issigonis’s first big project at Morris before his smash hit with the original Mini. But watching new Minis being rapidly made before our eyes was a true insight into mass manufacturing of complex goods. Our tour guide Nigel (yes!) said a new Mini is made every 67 seconds for three shifts five days a week, and that 25 percent of production there is now the battery-electric Mini. Also that solar panels provide 2 percent of the factory’s power needs. On a cooler evening in Oxford the protective fairing, heated grips, and heated seat of the R 18 B were welcome. A long, heavy bagger feels slightly incongruous on Britain’s tighter roads but was a treat on the motorways earlier in the day. (BMW/)While our September day’s low-60s Fahrenheit is not “winter,” it’s a ways from summer, so it was nice to enjoy the heated seat and grips on the R 18 B bagger. Why do I now bring up that I once saw a Cadillac in Tunbridge Wells southwest of London? Because, since I wasn’t here for the glory days of the Eighth Air Force, never had America looked bigger to me than in that moment, as the fins on that ‘59 Eldorado trimmed hedges on both sides of the road. The R 18 B, with its BMW flat-twin heart in an American-cruiser silhouette, intentionally longer, heavier, and at least as low as a Harley-Davidson, gave me a similar feeling riding on the narrow green lanes of England. The better part of the day on motorways was comfortable and relaxing. Crawling along in first or second gear through city traffic, or speeding along winding backroads, I will take an R nineT every time. Practicing to race the Revival next year or sucking it in on the saddle once again? (BMW/)On the riding days, I wore vintage black two-piece Vanson leathers (first-model AR1 jacket on top) in honor of our retro-inspired bikes and also as a possible second wardrobe for the Revival in case they needed a fill-in Manx racer for the Barry Sheene Memorial Trophy. Alas, it wasn’t to be on the riding front, but maybe next year? If anyone with an entry needs a swift, safe racer who’s sympathetic to the equipment, has tons of experience managing heat in drum brakes, and isn’t a bad vintage mechanic, I promise to lose at least one stone—that’s 16 American pounds, folks—by next year. Might be able to get a story placed here, also. Just sayin’. Glorious icing on the internal combustion cake at the Goodwood Revival? Thirty-six cylinders’ worth of Spitfire flying in formation over the racecourse and landing at the on-site Goodwood Aerodrome. (BMW/)Questions in my mind about renewable energy or the future of transportation dropped away as soon as our bus driver turned the key on that 73-year-old Bedford. Euphoria set in when I heard, then saw, three Supermarine Spitfires flying overhead, doing rolls in formation as we entered the Goodwood grounds. From there on out it was pure sensory overload: 1950s V-16 BRM Grand Prix car engines, V-12 Ferraris, 500 Manxes, and every manner of internal-combustion glory making the sounds that move us. The number 3 BMW R 57 supercharged racebike might have been the loudest machine in the paddock. (BMW/)Perhaps the loudest among them was one of the 1928 BMW R 57 Kompressor Grand Prix racers ridden by Claus Clausen and Roland Resch. We happened to be there when one of the scrutineers was taking a sound meter reading as the number 3 R 57 warmed up. It blew 131.5 db, significantly louder than any guitar amp I have ever stood in front of, at least since I missed the last Who concert I heard about in 1982. The actual sound meter reading of 131.5 db taken at the tailpipe of the BMW R 57 supercharged racebike. This might get you banned at any other race meeting, but at Goodwood, the race official holding the meter had a huge smile on his face and surely a ringing in his ears. (BMW/)It was glorious. Norbert Knerr, head of BMW Classic brand management, said the 1929 R 57 Kompressor, a 500cc supercharged OHV flat-twin, made about 75 hp at the wheel. Hand shift and shaft drive, the R 57 has no rear suspension and uses a trailing link fork with a quarter-elliptical leaf spring and friction dampers. If you’ve never seen a friction damper, it’s a bit like a clutch with circular discs and plates clamped in a stack. They work better than you might think, but they aren’t used anymore, not even on door closers. Front leaf spring and friction dampers on Eugene Laverty’s 1929 BMW R 57 Kompressor racebike. (BMW/)Eugene Laverty was racing the number 11 bike with its owner Herbert Schwab. His first practice outing on the 2.367-mile Goodwood course for the race meeting was exciting, essentially beginning with a violent, out-of-the-saddle tank-slapper and a trip across the grass. The 1929 R 57 had a hydraulic steering damper mounted, but the team removed it, thinking it wasn’t effective. After Laverty went across the grass, they put it back on. He also said they changed the seat springs to a softer rate, which we all laughed about as “rear suspension tuning” on this rigid bike. Factory riders get the best treatment. We like to think this is the moment that the mechanic “tuned” Laverty’s seat springs for better lap times, but we are pretty sure he is simply tying the rubberband to the spring that helps support the long intake and carburetor. (BMW/)Laverty also commented that altering his steering style at the bars during the two-rider team race in the latter stages helped stabilize cornering and knocked a second off his lap times. This helped them make eighth place in Saturday’s race. He was looking forward to Sunday with his newfound technique and it turned into a fourth place, which is pretty impressive given that the other top 14 bikes were all from the 1950s and had actual rear suspension. Josh Brooks and Ben Kingham won that Sunday race on a Vincent Black Shadow, while Saturday James Hillier and George Thomas won going away on a very fast Matchless G80CS. The motorcycle races begin with the fabled Le Mans start, riders running across the track to their motorcycles. Of course the bikes are also running because a big British racing single mostly doesn’t like to start in a hurry. (Oli Tennent/)It was exciting to see a full grid of glorious Manx Nortons and some choice Velocettes, from a hot-rod MSS 500cc single in a Norton Featherbed to a one-of-three 1936 MT 500 OHC factory racer with girder fork. Triumphs, Royal Enfields, and Matchless were fielded, as well as a Gilera and four-cylinder MV Agusta, and the paddock area was perfectly retro right down to a fellow inflating his tire with a foot pump. There wasn’t a compressor in sight. We motorcycle enthusiasts humbly ask for more bikes, more races, and a larger paddock. A Ferrari 250 GTO will set you back something like $50–$70 million. There were three at Goodwood Revival 2022. (BMW/)Walking the car paddocks and displays revealed three Ferrari 250 GTOs, among many historic Ferraris, Jaguars, Alfas, Fords, MGs, Triumphs, BMWs, and so many arcane marques we’ve never heard of as to add to the overload. Out in the grass beyond the track was the airfield with Spitfires, Hawker Hurricanes, P-51 Mustangs, and other aircraft, set up on a mock military camp and adjacent to a field filled with surely every tiny 1923-39 Austin Seven ever made. There was a steam-powered hay baler making bales all weekend, and if that wasn’t enough, the merry-go-round was also steam powered. Hundreds of motorcycles were parked around the Goodwood Revival grounds, both civilian and military. The level of dedication and thorough embrace of this event are embodied by this couple astride a wartime Ariel. (Oli Tennent/)Vintage motorcycles were scattered around the entire event grounds, tucked in and leaned against walls, and parked in circles not far from the “UFO crash” near the tunnel under the track. Goodwood is so thoroughly celebratory, so perfectly staged down to the finest detail, that no motorcycle or car event I have attended comes close for pure suspension-of-disbelief happiness. It is so absolutely, utterly focused on the enthusiasts that nearly all embrace it with period dress and positive attitudes. This means, therefore, that its elevation to the next level is by the fans. The Goodwood Revival delivers ambiance like no other race meeting in the world. (Oli Tennent/)And every time something glorious goes past on full throttle ripping the sky open with sound, anyone who has ever felt the deep satisfaction of speed is reminded of the transformational nature of transportation for its own sake. Never mind the fact that motorcycles and cars also make getting to the store a lot easier. Zounds the sounds! There are so many amazing cars and races here, but, alas, only two motorcycle races. We humbly request a greater mix of bikes and more races while thoroughly appreciating the four-wheel heroes on track. (Oli Tennent/)Motorized movement will always feel good. How it sounds, how it looks, and what it burns or doesn’t will almost certainly change. But we have a hard time envisioning a Goodwood Revival populated by silent vehicles. It rather seems like it would be a rock concert without amps. Perhaps we have just imprinted on the loud and fast, and our parents or parents’ parents who grew up on ukuleles and string quartets might disagree. Which just shows that generations make the world they want by working with what they have. Goodwood definitely felt like the best part of the past, but we in the present can’t neglect our job of planning a workable future. And we should be sure to build something to celebrate, something loud, something fast, something real. No vintage event we’ve attended nails the vibe as perfectly as the Goodwood Revival, although covered paddock work areas were an unknown luxury to most riders in the Continental Circus of the Fifties and Sixties. (Oli Tennent/) Cheating death at 42 mph on the motorway. Interior point of view in the 1949 Bedford OB 29-seat motor coach on the road to the Goodwood Revival. (Mark Hoyer/) For a prewar 500cc flat twin to make something like 75 hp at the rear wheel, it requires this shaft-driven supercharger, or a Kompressor, as the Germans would call it. (BMW/) Just like at NASCAR? OK, maybe a little bit different as this couple enjoys the rooftop view on a Large Horsepower Rolls Royce. (Oli Tennent/) It isn’t all tweed, flat caps, and boiler suits. (Oli Tennent/) It’s not possible for an American visiting England to skip running a picture of a motorcycle and a classic British phone box. The question remains, is there really a working telephone in there now? (BMW/) The UFO crash site at Goodwood, complete with actors protesting and lads in military dress telling you there is “No need for photos, sir! Just move along. Nothing to see here.” (BMW/) Owner/racer Herbert Schwab walks his 1929 BMW R 57 Kompressor to the start of the race to join teammate Eugene Laverty. (BMW/) The very thorough vintage vibe is augmented by hundreds of classic bikes parked on event grounds. (Oli Tennent/) Union Jack at half staff for the Queen. A cannon fired to mark the beginning and end of a minute of silence in Queen Elizabeth II’s honor during our Saturday visit. (Oli Tennent/) Laverty leads a small pack during race one at the 2022 Goodwood Revival. (Oli Tennent/)Source

Less beauty, more beast. Kawasaki’s Z H2’s styling won’t please all tastes, but at least it’s not bland. (Kawasaki/)Ups Torque “curve” like UluruSurprisingly affordable for a bike that will draw so much attentionHigh-end components even for the base model justify the price; you’re not just paying for the supercharged engine. The SE version adds even more toysDowns Styling is even busier than other Kawasaki models, with too many disconnected shapes and a massive, odd-looking exhaustIt’s no lightweight at around 530 poundsInevitable wind blast on such a fast naked bike; fuel consumption can be crazy if you use all the performanceVerdict You know we’re living in incredible times when a bike with 197 certified horsepower (167 at the wheel during our tests) and a supercharged 998cc four-cylinder engine isn’t even in the top 10 most powerful bikes on the market. But although the Z H2 doesn’t breach the 200 hp barrier, its use of forced induction to achieve its performance means it’s a different experience altogether compared to its high-revving rivals. The performance experience is just as jaw dropping as the supercharged specs suggest, regardless of the actual numbers. But what’s perhaps most remarkable is that the Z H2 somehow manages to be a usable day-to-day machine. As we head toward the twilight of the internal combustion era, it could well turn out to be a future collectable classic, just as big two-strokes of the ‘70s and ‘80s are in strong demand today. Colors are the only changes to the Z H2 and Z H2 SE for 2023, with a red/gray theme for the base model. (Kawasaki/)Overview Kawasaki first revealed its intention to create a range of supercharged four-cylinder bikes back in 2013, when a prototype H2 engine was the centerpiece of the firm’s stand at the Tokyo Motor Show, although by that stage rumors of the project were already circulating; patents for a supercharged Kawasaki had been appearing for several years. Twelve months later, the Ninja H2 superbike and its even madder 310 hp track-only H2R sibling were revealed, with deliveries starting in 2015. At the end of 2015, Kawasaki dropped hints of additional supercharged models by showing drawings of the “SC-01 Spirit Charger” and “SC-02 Soul Charger,” one half-faired, the other naked. It also showed off a new Balanced Supercharged Engine derived from the H2′s design but aimed less at outright power and more at torque. In 2018, the Balanced Supercharged Engine found a home in the new H2 SX sport-tourer, a bike that was arguably loosely derived from the SC-01 designs. For 2020, the same motor found a home in the Z H2, which took its cues from the SC-02 Soul Charger. By then, the original Ninja H2′s power had been raised to 228 hp from its original 197 hp, making space for the newer, cheaper machines to step in at that sub-200 hp power point. For 2021, the Z H2 SE was added to Kawasaki’s lineup, taking the base Z H2 and slotting KECS computer-controlled damping into the Showa fork and shock. Updates for 2023 Paintwork aside, the Z H2 and Z H2 SE haven’t been altered since their introduction. Given that the COVID-19 pandemic struck just as the original Z H2 hit the market, drying up supply chains and sales with effects that are still being dealt with today, they’re still a rare enough sight on the street to guarantee a second glance. Pricing and Variants The base Z H2 will set you back $18,500 and comes only in Metallic Phantom Silver/Metallic Carbon Gray with a red trellis frame and wheels in 2023. The Z H2 SE is $20,700 and also comes in just one color scheme, Metallic Matte Graphenesteel Gray/Ebony/Mirror Coated Black, with black wheels and a green frame and graphics. The SE also adds Kawasaki Electronic Control Suspension (KECS) with Showa Skyhook EERA technology, Brembo Stylema front calipers, and stainless steel braided brake lines. Competition If you’re stuck on the idea of a supercharger, then there’s nothing to compete with the Z H2 outside of its sister H2 models in the Kawasaki range or the frighteningly expensive Bimota Tesi H2 using the same engine. However, the options for powerful naked bikes have expanded considerably over the last couple of years, with Ducati’s Streetfighter V4, V4 S, and V4 SP setting the bar at 205 hp from its 1,103cc V-4 engine, a figure that’s matched by MV Agusta’s Brutale 1000 RR, Brutale 1000 RS, and Rush. Step down a power class to the 170–180 hp region and the market grows; KTM’s 1290 Super Duke R, Triumph’s Speed Triple 1200, and Aprilia’s Tuono V4 all sit here, as well as the EBR 1190SX, with BMW’s S 1000 R falling just a fraction behind them in terms of outright grunt. Meanwhile, buyers who want the Z H2 for its combination of vast torque and unique engineering might also be tempted by the likes of Triumph’s 2.5-liter 180 hp Rocket 3 R. The supercharged 998cc four-cylinder will always be a talking point and marks the Z H2 as a future classic. (Kawasaki/)Powertrain: Engine, Transmission, and Performance The main draw of the Z H2 is inevitably that supercharger, spinning at 110,000 rpm and forcing more air into the 998cc four-cylinder engine than it would otherwise be able to inhale. Essentially that means it behaves like a larger-capacity motor. There’s a slight hesitation on initial throttle openings, but after that the flow of torque and power is enough to allow wheelies on demand and sub-10 quarter-mile times. That power, all 197 hp at 10,500 rpm and 101 lb.-ft. at 8,500 rpm according to Kawasaki’s spec sheet, or 167.2 hp at 10,580 rpm and 87.6 lb.-ft. at 8,560 on the CW dyno, travels through an assist-and-slipper clutch to a quickshift-aided six-speed transmission. Testing the Z H2 SE for Cycle World, Doug Toland said: “To say it ‘peaks’ may actually be a bit misleading; the H2 has an almost electric torque feel starting from 2,000 rpm and basically adds 20 hp with every 1,000 rpm.” Handling Whether you opt for the base Z H2 or the semi-active damped Z H2 SE, you’re buying a high-spec set of suspension components. It shows in the way the bike hides its mass (529 pounds for the base model, 531 pounds for the SE). It’s not a track-focused machine, but with so much power on tap, the stability of the chassis is a blessing. It also means that while the Z H2 can be a top-rate adrenaline pump when required, there’s a sensible side that lets it swallow miles without leaving your nerves frayed at the end of every journey. The 320mm discs and Brembo calipers are always a solid combination, and Kawasaki’s KIBS system makes the most of them. (Kawasaki/)Brakes Like the suspension, Kawasaki hasn’t cheaped-out on the Z H2′s brakes. Brembo M4.32 Monoblock calipers grab 320mm front discs, assisted by Kawasaki’s KIBS antilock system, which monitors brake pressure, wheel speed, throttle position, clutch position, and gear to optimize the level of braking provided, limiting rear wheel lift, and helping to make any intervention by the ABS to be less intrusive. The front brake is very strong with good feel to the point of ABS intervention, at which point the rider loses some feel but no stopping power, unless the ABS fully takes over to avoid what it determines to be impending wheel lockup. Use the Z H2’s performance to its fullest and you’ll run a tank of fuel to its emptiest in no time. (Kawasaki/)Fuel Economy and Real-World MPG During testing we managed 40–45 mpg on the freeway and 28–30 mpg on more involving roads. With a 5-gallon tank, that means 150–200 miles per tank is possible depending on how brutal you are with the throttle. But, as Doug Toland discovered, you don’t get to use all that supercharged performance for free. He wrote, “The H2 can devour gasoline at an alarming rate if you spend a lot of time deep in boost. I once saw 7—that’s seven—mpg.” Ergonomics: Comfort and Utility There may be superbikes that offer even more performance than the Z H2, but chances are you’ll crawl off them after a day’s riding with a back like Quasimodo. That’s where another of the Kawasaki’s strengths shines through as it’s a surprisingly comfortable, roomy machine. “Vibration is surprisingly low despite a high-rpm blower, seat comfort is surprisingly high even after many 200-mile days, and seat-to-footpeg distance is good and generous; I never touched a footpeg (or anything else) to the ground,” said Cycle World’s test. “The rider triangle is pretty comfortable and well proportioned; the only noticeable quibble was that the passenger seat seemed a little close for my 5-foot-10 frame at times.” Color TFT display gives access to all the Z H2’s gadgets and settings. (Kawasaki/)Electronics Although not quite as packed with electrickery as the Ninja H2 SX SE, Kawasaki’s first radar-assisted motorcycle, the Z H2 and Z H2 SE aren’t short of toys. Both versions get cruise control, launch control, traction control, and ABS with an IMU-assisted Kawasaki Cornering Management Function (KCMF) that assists braking and acceleration in turns, multiple riding modes, smartphone connectivity, and a standard up-and-down quickshifter. On top of that, the Z H2 SE gains Kawasaki’s KECS semi-active damping, using a Skyhook algorithm to alter the suspension settings as you ride and adding multiple modes for different conditions. Warranty and Maintenance Coverage A one-year, transferrable, unlimited-mileage warranty is standard, with the option of Kawasaki Protection Plus to extend it. Quality All the H2 bikes are Kawasaki’s flagship models, and their build and spec reflect that. The Z H2 lacks some of the top line elements offered on the Ninja H2, such as self-healing paint, but it’s still at the apex of the firm’s quality. 2023 Kawasaki Z H2/Z H2 SE Claimed Specifications MSRP: $18,500/$20,700 Engine: 998cc, DOHC, liquid-cooled inline-four w/ supercharger; 16 valves Bore x Stroke: 76.0 x 55.0mm Transmission/Final Drive: 6-speed/chain; quickshifter Fuel Delivery: Fuel injection w/ 40mm throttle bodies Clutch: Wet, assist-and-slipper clutch; hydraulic actuation Engine Management/Ignition: TCBI w/ Digital Advance Frame: Trellis steel chassis Front Suspension: Showa 43mm SFF-BP fork, compression, rebound and preload adjustable (KECS semi-active damping adjustment on Z H2 SE); 4.7 in. travel Rear Suspension: Uni-Trak Showa gas shock, compression, rebound and preload adjustable (KECS semi-active damping adjustment on Z H2 SE); 5.3 in. travel Front Brake: 4-piston Brembo M4.32 calipers, dual 320mm discs w/ ABS (Brembo Stylema on Z H2 SE) Rear Brake: 1-piston caliper, 260mm disc w/ ABS Wheels, Front/Rear: Aluminum, 17-inch Tires, Front/Rear: 120/70-17 / 190/55-17 Rake/Trail: 24.9°/4.1in. Wheelbase: 57.3 in. Ground Clearance: 5.5 in. Seat Height: 32.7 in. Fuel Capacity: 5.0 gal. Wet Weight: 529 lb. / 531 lb. Contact: kawasaki.com Source

The KTM 890 Adventure R receives some major revisions for 2023, so riders can do more of this. (KTM/)The KTM 890 Adventure R arrived on the scene in 2021, offering a major upgrade to the aging 790 Adventure R. In it, a 889cc parallel-twin engine that produced 105 hp and 74 lb.-ft. of torque due to its extra 900cc, 2mm-larger bore, and 3mm-larger stroke over the 790 model. The bike became a favorite of many famed world-class riders, including New Zealand’s Chris Birch, the Say No to Slow dual sport riding school instructor. Those who trained with Birch or know his riding abilities know he’s the perfect customer for a mid-weight adventure bike. Birch worked closely with KTM to develop the all-new 2023 890 Adventure R. The KTM 890 Adventure R’s WP suspension gets updated for 2023 for improved handling off-road. (KTM/)For 2023, the 890 Adventure R gets many technical, ergonomic, and aesthetic updates, including many that take cues directly from the Dakar-winning KTM 450 Rally. KTM’s press release says, “Harnessing attributes of KTM’s pure Ready to Race legacy, the hyper-focused development goals of the new KTM 890 Adventure R are clear: further offroad excellence, dependability and suitability for whatever lies on the road ahead. The new graphics surely stick out among the noise for 890 Adventure R fans. (KTM/)“Launched in the diverse landscape of western Idaho at the 2022 KTM Adventure Rider Rally, the next-level capability and mettle of the reshaped KTM 890 Adventure R was witnessed in the heart of the Idaho mountains by adventurers from all over the world.” The 890’s lower windscreen and cowl revisions. KTM says that aerodynamics and protection from the elements have improved. (KTM/)The first major upgrade was directly influenced by the KTM 450 Rally. The 890 Adventure R now arrives with a fully adjustable 43mm WP Xplor fork and WP Xplor PDS (Progressive Damping System) rear shock; no linkage is needed. With much input from Birch, the race-ready suspension was retuned for improved riding feeling and damping to help alleviate fatigue during long stretches of riding off-road terrain. The 2023 KTM 890 Adventure R arrives with 10.4 inches of ground clearance, which is needed for riding like this. (KTM/)The factory 450 Rally bike also influenced the redesigned bodywork, which features a new fairing, fuel tank, and cowling. All were redesigned for improved aerodynamics and ergonomics. And although the windshield may be lower, KTM says it provides better protection from the elements while increasing vision while standing off-road. Other improvements include a higher front fender and engine protection. The updated rider aides help smooth impact after power wheelies. (KTM/)Another change arrives in improved 9.3 MP ABS, which uses a control unit that takes readings from the 6D (six-axis) sensor that communicates with all rider modes. KTM’s press release says the new ABS system “continually informs the CMU on the angle, pitch, speed and general behavior of the motorcycle to apply the correct amount of braking force for any given situation.” This provides cornering ABS, and the Off-road ABS is automatically selected when choosing Off-road or the optional Rally mode. This setting reduces front-wheel ABS, and completely deactivates the rear wheel’s ABS for sliding through corners. A closer look at the front of the 2023 KTM 890 Adventure R. Notice the higher front fender and shorter windscreen. (KTM/)The 2023 890 Adventure R also gets the latest lean-sensitive MTC (Motorcycle Traction Control) that regulates not only rear-wheel slip, but also uncontrolled front-wheel lift. Once data is collected from the lean angle sensor, MTC controls power wheelies for smoother front wheel landings. The 2023 receives some stronger protection for the underslung 5.3-gallon fuel tank. (KTM/)The 5-inch TFT display with USB connector was also updated for 2023 with a new look and simpler menu navigation, as well as a surface that resists scratching and glare. An optional Connectivity Unit is available to hook the TFT to the KTMconnect app for turn-by-turn navigation, music, incoming calls, and KTM roadside assistance. A new phone call-out function also allows a favorites call option, with a maximum of 10 numbers, or the option to call one of the 10 last numbers called. With off-road riding the main focus, the 2023 KTM 890 Adventure R arrives with 21/18-inch wheels spooned in Continental TKC 80s. (KTM/)To incentivize riders to order-option packages, including Rally mode, KTM provides a free demo mode of all upgrades for the first 930 miles of ownership. The ergonomics were slightly revised for less rider fatigue on the 2023 890 Adventure R. (KTM/)Other highlights of the 2023 KTM 890 Adventure R include: LED headlight, brake light, and turn signalsRevised graphicsLarger aluminum guards mounted to the low-slung 5.3-gallon fuel tankSpoked 21-inch front and 18-inch rear wheels with anodized hubs and Continental TKC 80 tiresOptional equipment that includes Quickshifter+ for clutchless up- and downshifts, heated grips, heated seat, cruise control LED lights are now found on everything, including the turn signals and brake lights. (KTM/)The 2023 KTM 890 Adventure R is expected to hit stateside dealerships in December 2022. KTM has yet to release an MSRP, but buyers can expect to pay slightly more than 2022′s MSRP of $14,599. For additional information, visit KTM’s 890 Adventure R page. KTM has yet to release the MSRP on the 2023 890 Adventure R, but it’s expected to hit dealerships in December. (KTM/)2023 KTM 890 Adventure R Specifications MSRP: N/A Engine: DOHC, liquid-cooled 4-stroke parallel twin; 4 valves/cyl. Displacement: 889cc Bore x Stroke: 90.7 x 68.8mm Transmission/Drive: 6-speed/chain Fuel System: DKK Dell’Orto w/ 46mm throttle bodies Clutch: PASC (Power Assisted Slipper Clutch); cable operated Engine Management/Ignition: Bosch EMS; ride-by-wire Frame: Chromoly tubular steel, engine as stressed member Front Suspension: 48mm WP Xplor inverted fork, fully adjustable; 9.4 in. travel Rear Suspension: WP Xplor fully adjustable monoshock w/ PDS; 9.4 in. travel Front Brake: Radially mounted 4-piston calipers, dual 320mm discs w/ ABS Rear Brake: 2-piston floating caliper, 260mm disc Wheels, Front/Rear: 21 x 2.50 in. / 18 x 4.50 in. Tires, Front/Rear: Continental TKC 80; 90/90-21 / 150/70-18 Wheelbase: 60.2 ± 0.6 in. Ground Clearance: 10.4 in. Seat Height: 34.6 in. Tank Capacity: 5.3 gal. Claimed Dry Weight: 432 lb. Contact: ktm.com Source

OK, so maybe we’re not ready for the Nuda’s two-wheel drive and power steering quite yet—and the Nuda concept is 25 years old. Technology is more likely to catch on when it’s evolutionary and not revolutionary. (Cycle World Archives/)How is it that motorcyclists so strongly resist change? After all, their choice of two wheels is in itself an act of rebellion against the bland conformity of four wheels and travel in a motorized living room. Had we successfully resisted change, today’s motorcycles would lack rear suspension (“Nothing steers like a rigid”) and their engines would require our direct control; we’d still be using the handlebar-mounted spark and mixture levers found on so many bikes—including racers—right into the 1970s. Frames Never Stop Evolving Around 1925, rising motorcycle performance forced adoption of taller engine configurations, shorter wheelbases, stronger duplex-cradle construction, and bulbous “saddle tanks” set over the top frame tubes. Riders who had loved the spidery, long-and-low look of Edwardian bikes with their bendy bicycle frames and soldered flat-sided tanks disliked this new look. They could blame Howard R. Davies (who would later become the “HRD” of Vincent-HRD). Sorry, my good fellows; whatever won TT races was soon perceived as beautiful. Wire wheels would remain the only kind available until the early 1970s (“if the good Lord had intended the motorcycle to roll on cast wheels, He’d have created it so”) and chassis would continue to resemble their ancestor the bicycle, with steel tubing spelter-brazed into joining lugs, all tubes used in the least efficient way, loaded in bending. A compromise in our own time is the “trellis” frame created by Massimo Tamburini for the 1994 Ducati 916. Its steel tubes are used more efficiently in tension and compression, as in bridge construction. The trellis is a refuge for those who reject the new orthodoxy of today’s twin-aluminum-beam chassis. KTM has now shown that steel trellis frames can win in MotoGP. Rip Out All the Electronics! In our own time, the response of older journalists to the coming of electronic rider aids (first in MotoGP, then in showrooms) was something like, “If I were Emperor of the World, I’d rip out all the electronics and return racing to what it should be: a contest of rider against rider.” Yet here we are, 20 years later, and all have calmed down. We’ve ridden in rain mode on big, powerful bikes, and have actually liked it because it makes us feel like better riders. Yes, some early rider aids were clunky interfering uncles. Such initial problems have been or are being overcome. The best systems allow you to perform well with a larger margin of safety. Shifting Gears Is a Rite of Passage? From the 1960s onward, motorcycle manufacturers have tested the waters with automatic shift. Save for the scooter market, for decades riders have rejected automatics, even though in automobiles automatic gearboxes have fast been pushing the manual shift aside. So why do motorcyclists reject automatics? Did we want motorcycling protected by the “skill barrier” of synchronizing the operation of clutch and throttle? Shifting gears is not a high-order skill—World War I taught the world to drive more than a hundred years ago. If You Can’t Kickstart it, You Don’t Deserve to Ride When Honda’s 1959 Benly 125 twin brought reliable electric starting to motorcycling, it made sense. Six years later, Harley-Davidson offered electric start on its Big Twins. But some resisted and decried electric start for “turning bikes into cars.” Kickstarting big bikes did attract onlookers. After last call at the Revere Beach’s Ebb Tide Lounge north of Boston, people lined up to see tipsy young men stiff-leg their Sportsters to life. Yet kickstarters have quietly disappeared. Electronic Ignition Will Leave You Stranded at the Roadside Mechanical contact-breaker-triggered ignition came to an end in the 1980s, replaced by electronics. For those too young to remember, a small ignition cam rotated at half crankshaft speed. At the crank angle where the spark was required, it opened the ignition circuit, causing a spark to jump the spark plug electrodes. The wear of the contact breaker’s rubbing block on the points cam caused the points gap to shrink, requiring—every thousand miles or maybe more often—what was called a “tune-up.” This involved cleaning and gapping the spark plugs, resetting the engine idle, adjustmenting the points gap, and setting the spark timing. (“Wanna hand me that strobe light?”) Every. Thousand. Miles. Yet when electronic ignition—a fine step toward civilization—was offered, I heard worrying and moaning. “A rider can see what’s wrong with a points ignition and fix it. But with this new black-box thing? We’ll be stranded.” There were some black-box failures. I had my share at the track. But with the Cold War driving electronics, reliability quickly became as solid as that of Japanese electric start. The expression “tune-up” has taken on entirely new meanings. Are You a Mikuni Guy? A Keihin Guy? An Amal Guy? Same applies with fuel injection versus carburetors. When technology takes a step forward, the priests of the Old Way curse the New. Those who learned carburetor tuning with main jets, slides, and metering needles resented fuel injection because it made their skills irrelevant. But their real skill is making engines run well, and fuel injection is a better, more versatile tool for achieving that. In the mid-1990s, the late Don Tilley found the electronic injection on his new Harley VR1000 Superbike racer hard to understand at first. “I decided to take the manual home and learn it,” he said. “Then it all made sense.” It made sense because carbs and digital fuel injection (DFI) have the same purpose, simply to provide a correct fuel-air mixture over the widest possible range of conditions. As it turned out, DFI could produce a mixture under that most important of all conditions: EPA emissions testing. When the emissions laws hit, the best that carburetors could do was stutter and stall from leanness. Fuel injection, controlled by what we want rather than being tied to engine intake vacuum as carburetors are, has eventually become able to please both the riders and the EPA. Two-Stroke, Four-Stroke, Electric? Humans always face problems and can’t stop devising solutions. That makes technology never-ending. I was a two-stroke guy in the 20 years after 1965, so I saw the confusion and anger of the old-timers who came before me as the two-strokes took over. Later, it was my turn when emissions laws ended the two-stroke era. I had to remind myself that in four-strokes, it’s the same air, the same fuel, and the same laws of physics at work. Like so many others before me, I had the choice of learning the new way or going without. Some say change is difficult for children, but in my experience, it’s not that easy for any of us. Source

Flagship adventure bikes from three manufacturers head to head to head on asphalt and dirt. (Jeff Allen/)Adventure riding is many things to many people. For some, it’s exploring gnarly mountain double-track after riding there in total comfort. For others, it’s touring on the asphalt and exploring some dirt roads along the way. Others simply like the comfort and capability of an ADV bike and don’t really intend on leaving the predictability of blacktop. In this case, our shootout is focused on that exploratory middle ground, emphasizing the pavement while still taking the bikes’ capabilities on dirt into account. With that in mind, we left the stock road-centric rubber on these 19-inch-front-wheeled machines. In 2021, we held a Big-Bore Adventure Shootout which included the BMW R 1250 GS, Ducati Multistrada V4 S, and the new-to-the-scene Harley-Davidson Pan America 1250 Special (KTM had no appropriate test units available at that time). Those three bikes were all equipped with off-road-oriented wire-spoked wheels and knobby tires. When the Utah dust settled after a week, the Harley-Davidson Pan America emerged as the winner. Our returning champion, the Harley-Davidson Pan America Special 1250, was delivered in Mineral Green Denim Deluxe paint and rolling on wire-spoked wheels. (Jeff Allen/)As the big-bore incumbent, Harley is back to defend its title. For this year’s test we received a 2022 Pan America 1250 Special G.I. (Enthusiast Collection) with its exclusive Mineral Green Denim Deluxe paint and graphics celebrating H-D customers who have served in the armed forces. As delivered, the bike came equipped with spoked wheels ($624 option); however, they come in the same diameters (19-inch front, 17-inch rear) and with the same Michelin Scorcher tires as the cast wheels. It also came with the optional Adaptive Ride Height, which adds another $1,200, bringing the sticker price to $22,623. A heavily revised KTM 1290 Super Adventure S entered the fray as the lightest and most powerful machine of the test. (Jeff Allen/)There is no denying that the KTM 1290 Super Adventure S is the sledgehammer of this group. For 2022, the bike got a whole host of changes: a new frame, a 15mm-longer swingarm, and a ton of engine updates to help it meet current emissions standards while still delivering monster power. Like its little brother the 890 Adventure, the Super A gets fuel tanks that straddle the engine for a lower center of gravity. A new pair of split radiators improves cooling. Other highlights include a new airbox and exhaust, updated clutch and transmission, and revised electronics. Our bike came equipped with the $969.99 Tech Pack, bringing the total price to $20,469. Triumph’s 2022 Tiger 1200 GT Pro is one of five brand-new Tiger 1200 models in the British company’s lineup. (Jeff Allen/)Triumph has made no bones about the new Tiger 1200s targeting the BMW R 1250 GS as the performance benchmark. In the case of this shootout, the Union Jack will have to go up against both the Stars and Stripes and the Unchained Eagle, as the BMW was defeated in our last comparison. While there are five different Tiger 1200 submodels, our Snowdonia White model is the $21,400 GT Pro, the middle offering of the three more street-oriented bikes. For 2022, the Tiger is completely revamped from the ground up with a brand-new engine, an all-new chassis, Showa semi-active suspension, and updated electronics. The GT Pro comes pretty much loaded, with the only real options being heated seats ($225 rider, $200 passenger) and tire pressure monitoring ($250). Road-focused but adventure-capable wheel and tires sizes align the GT with our two other models. Not only is Utah a photographer’s dream, but it’s an ADV lover’s ultimate playground. (Jeff Allen/)Location As they say in the world of real estate, it’s all about location. So we once again found ourselves in southwestern Utah, in the areas around Cedar Breaks National Monument, Bryce Canyon National Park, Esclante, and the Highway 89 corridor framing Panguitch. The region absolutely sings of adventure, thanks to winding ribbons of pavement, a seemingly endless supply of gravel roads, and magnificent scenery. Our group of three test riders included former Cycle World staffer, current contributor, and former FIM World Endurance champion Doug Toland; young buck Evan Allen, the newest CW staffer; and my humble self. As the early July heat was making itself known, we planned our routes over higher terrain, into the pine forests when possible. By day 3, however, we found ourselves exploring the beautiful region between Lake Powell and Boulder, finding it well worth a little extra sweat in the triple-digit heat. Over the course of our testing we recorded around 1,000 miles on the three bikes, at least a quarter of that on dirt. Engines and Performance As this test is weighted more toward asphalt than dirt, the outright oomph of the engines powering these bikes is one of the more critical factors in their performance. All three are liquid-cooled and have four valves per cylinder actuated by double overhead cams. Apart from that, they go their own way. The Pan America’s 60-degree Revolution Max 1250 V-twin displaces an actual 1,252cc. The KTM LC8 engine opens up the vee of the cylinder angle to 75 degrees and actually displaces 1,301cc; why it’s called a 1290 we may never know. Triumph’s 1,160cc inline-triple has a T-plane crank, which creates an uneven firing order with 180-270-180-degree intervals between combustion events. Despite their differences, all these bikes are impressively quick, ripping off near-sportbike-like quarter-mile times even with their size, weight, and blunt, bricklike profiles. The KTM shredded the asphalt to the tune of an 11.22-second, 125.68-mph pass, while the Tiger clawed its way to the lights in 11.32 seconds at 124.30 mph. The Harley was right on their heels with a 11.43-second, 119.90-mph run. As the defending champ, the Harley-Davidson had a lot to prove. (Jeff Allen/)The Harley-Davidson received the most polarizing comments from our test riders. Power was not the issue; the Pan America’s Revolution Max engine puts it right into the hunt out of the gate. On our Dynojet 250i dynamometer, the Harley spun the drum to record 127.63 hp at 9,040 rpm, with 78.35 lb.-ft. of peak torque at 4,480 rpm. What was clear, both theoretically and in the real world, is that the engine delivers its peak twist at an extremely useful part of the rev range, aided no doubt by the engine’s use of variable valve timing, recording the best roll-on times of any of the machines here. On the road, that means less time grabbing a quick downshift before blasting past slow-moving sightseers. However, on the subject of changing gears, it’s worth noting that the Harley lacks a quickshifter. That isn’t a deal breaker, but after three days rotating between machines, its absence was notable when hopping on the H-D. Thankfully, the bike’s cable-operated, drag-assisted clutch works with a very slick-shifting transmission, allowing riders to toe through the gears and keep the engine on the boil. The Pan America’s engine provides smooth power and strong torque; we’d love to add a quickshifter to our wish list, please. (Jeff Allen/)And that boiling is our biggest complaint about the Pan America. When it comes to heat management, every tester had a story about the Harley, which was especially uncomfortable on our triple-digit-hot testing days. Simply put, that capable engine dumps a ton of heat on the rider’s legs, the right in particular. Keeping with tradition has its price; those exhaust headers emit a ton of heat on a hot summer day. (Jeff Allen/)Still, from a pure performance standpoint, the Harley’s engine is extremely versatile. On the road it provided good performance, with crisp EFI mapping and plentiful bottom-to-midrange torque. On those long gravel roads, the combination of the H-D’s smooth engine, which vibrates and shakes the least of these three, and its well-sorted ride modes and electronics demonstrated why it won last year’s more off-road-oriented test. The Super Adventure S proves over and over why it has that superlative in its name. (Jeff Allen/)For years, KTM’s 1290 has proven to be more howitzer than six-shooter in a duel. The Austrian company continues to tweak and refine its LC8 engine. Some changes are required to meet ever-tightening emissions, while others address durability, but all of them are done to ensure that the big 1,301cc twin shells the competition into submission with a one-two punch of torque and power. On the dyno, the Super ADV made 134.08 hp at 9,060 rpm, with 87.51 lb.-ft. of torque coming at 6,820 rpm; both figures are at the top of this heap. And though those peak numbers scream “look at me,” it’s the manner in which the KTM delivers its power that’s most impressive. While the engine’s torque curve isn’t quite flat enough to pitch a tent on, it stays at or above 80 lb.-ft. from 4,000 to 9,000 rpm. And while the H-D may just nip the KTM on measured roll-ons, the 37-pound-lighter KTM just feels more lively and snappy, easily lofting the front wheel in first, second, or third gears, while the other two bikes require some clutch abuse to accomplish what comes naturally to the Super Adventure. Although it’s partially hidden by the new twin fuel tanks that straddle it, KTM’s LC8 engine continues to evolve and impress. (Jeff Allen/)Since no one can prove it, and we’re innocent until proven guilty, we might have had a few impromptu roll-ons that went well past the 80-mph figures we publish in our test data. Let’s just say that when the Triumph hit its speed limiter a bit past 125 mph, the KTM came ripping by with such authority that the poor Tiger seemingly let out a soft mewl. Spicy is the word for the KTM; there is no question who is the performance king in this trio. Before discussing the electronics in detail, let us stress that with the stock, street-oriented Mitas Terra Force-R tires, we really liked having the KTM’s excellent electronics to back up the skills of our right wrists. On smooth dirt roads with reasonable traction, the Super Adventure makes you feel like Chris Carr at Peoria. On roads topped with ball-bearing gravel, you feel like a poor chimpanzee launched into space in a Mercury rocket, a mere passenger. Top-tier traction control gives you the tools to tame this powerful beast. Advanced electronics and engine management ensure big power, while meeting strict emissions requirements. (Jeff Allen/)Comments about the Super A’s drivetrain were all positive; the combination of the PASC clutch, with assist and slipper functions, plus the updated transmission and the excellent quickshifter had everyone beaming. The quickshifter’s timing was spot on throughout most of the engine’s rev range, especially in the top four gears. Our biggest complaints about the Super Adventure’s engine are that it’s a bit buzzy and relays that vibration through the bars, especially as it approaches 8,000 rpm, and that the new side-mounted radiators deliver a bit more heat than wanted, but not as much as the Harley. Like the competition, the new Tiger 1200 GT Pro is essentially a long-legged, off-road-capable sport-touring bike. (Jeff Allen/)Predictably, the Harley and KTM twins feel somewhat similar in the manner in which they make power. But look over the dyno charts and the Triumph’s power and torque curves appear almost identical to the KTM’s. Power from the triple is smooth and linear; there isn’t a single dip in the graph from idle to redline, and like the Austrian bike, the Tiger’s torque curve is pretty darn flat from 2,500 to 9,000 rpm. On our dyno, the 1200 produced 127.43 hp at 8,600 rpm, and 83.42 lb.-ft. of peak torque at 6,840 rpm. Out on the road, the Triumph feels very different compared to the twins. We settled on “sneaky” as the best word to describe the power delivery. Once we found mode settings that we liked, we could really experience the Tiger’s almost electric delivery. Except for a little abruptness off a closed throttle, power is seamlessly delivered across the rev range. The engine never delivers a hit, power just builds in a smooth and refined manner. On asphalt, you could almost argue that it lacks a bit of excitement, except we can’t fault this engine for doing its job so well. Of note, the engine does deliver a bit of vibration through the bars when cruising at 75 to 80 mph. In the company of V-twins, the Triumph’s T-plane crank, inline-three totally matches up. Smooth, rich torque makes for a great companion on road or off. (Jeff Allen/)Off the pavement and onto the dirt, and after throwing a few tantrums getting the right mode selected, that smooth power makes for an incredibly predictable companion. With TC off, you can literally dial in the amount of rear-wheel drift you want with the throttle. You want it to step out a few inches? Fine, that’s easy. Want it to step out a few feet? No worries, just twist the grip a bit more. Very predictable. Very fun. Coming to terms with the Triumph wasn’t all smiley-face emojis, at first. Right off the bat on the morning of day 1, the shifter was absolutely giving me fits. I couldn’t for the life of me get my ADV boot’s toe under the shift lever. The quickshifter also seemed to be malfunctioning. At lunch we busted out some tools and tried to change the angle of the lever by rotating the clamp on the shift-shaft spline, but then the clamp started hitting a frame member. After going back to the stock index, we actually got it to quit binding up and to a point where it vastly improved. This also magically made the quickshifter start functioning properly, though never as precisely as the KTM’s. Unique to the Triumph in this trio is the Tiger’s virtually maintenance-free shaft final drive. Save the centerstand for flat tires. (Jeff Allen/)If riding the other two bikes in the summer heat felt at times like sitting on 50-gallon-drum smokers, the Triumph gets high marks for doing a much better job of managing engine temps. As Toland pointed out, placing the exhaust headers and radiator in front of the engine helps to keep heat from finding its way onto the rider much more effectively than the twins. Over the course of our three days testing, we’ll readily admit that the throttles spent more time wide open than closed, but the fuel economy figures are still respectable. Our averages worked out to 43 mpg on the KTM with its new overdrive sixth gear, 39 mpg on the Harley, and 38 mpg for the Triumph. The KTM has the most fuel capacity, and therefore range, with its tanks holding 6.1 gallons, while the Pan America carries 5.6 gallons and the Triumph 5.3 gallons. Utah is packed with amazing ribbons of asphalt and traffic is sparse if you get away from the national parks. (Jeff Allen/)Ride Modes and Electronics Power is useless if you can’t get it to the ground. All three of these bikes are very difficult to fault in terms of engine performance on the road. But as adventure bikes, they will likely spend at least some time off the asphalt, meaning ride modes are critical. With these systems, ease of accessing and selecting the different modes is nearly as important as their actual performance. The Pan America includes modes galore: Sport, Road, Rain, Off-road, Off-road Plus, and three additional customizable modes. After day 1, testers discussed a few little aspects of performance that we wanted to improve and proceeded to set up a custom mode for the street that combined softer suspension settings with the most aggressive engine settings. Once dialed, all agreed that we had found the sweet spot. The best thing about the Harley’s mode logic is that the modes can easily be toggled through on the fly, such as when transitioning from asphalt to dirt or vice versa. It’s also the only bike that has a big traction control button allowing riders to simply switch it on or off when stopped without going into a bunch of menus; we let the rear Michelin sling roost more often than not. The preprogrammed modes do a good job of managing the systems, but once we had our custom mode, we pretty much bounced between that and Off-road Plus, which provided smart ABS modes on the dirt while allowing a bit of fun with the throttle. If you like info, the Pan America’s dash delivers. Almost anything you want to know is right in front of you. Additionally, navigation and menu logic was very intuitive. (Jeff Allen/)At first glance, the Pan America’s giant 6.8-inch TFT seems to display an overwhelming amount of information, but it is in fact well organized, clear, and thorough. One complaint remains: Even though the font size has been kicked up this year, we still think it’s too small for the generation (mine!) that will be most likely buying. Navigating through the pages of menus is intuitive once you have a few minutes of practice. If there is a bike in this group that will make riders feel inclined to use its modes, it’s the KTM. The Super Adventure has four modes standard, Sport, Street, Rain, and Offroad, plus the optional Rally. One of the KTM’s best attributes is that the navigation logic of the buttons and menus is instantly intuitive. After exploring for a few minutes we all felt like seasoned pros; it was simple to jump on and off pavement and switch modes quickly. Our Super Adventure S came with the aforementioned Tech Pack, adding the Rally Pack, Quickshifter+, Suspension Pro, Motor Slip Regulation (MSR), Hill Hold Control (HHC), and the Adaptive brake light. In fact, there are so many customizable electronics on the KTM that addressing them all would take a week; basically, riders can tweak almost anything to their liking. Not only is the Super Adventure’s information-rich dash easy to read, the menus are the easiest to navigate and most logical for choosing parameter changes. (Jeff Allen/)On the street, Sport mode was intoxicating and fun, but depending on the road surface those suspension settings could be too harsh; a mere few button presses would have the bike dialed in again. Toland really liked to get the KTM up on its nose and typically had the rear preload dialed way up. The combination of the KTM’s power and its street-oriented tires meant that I wasn’t personally willing to push the envelope too far when on dirt and kept some layer of TC active there. This kept things fun without constantly feeling that I was destined for the ditch. At first glance the Triumph’s dash is stylish and modern, but after a few days fiddling with all three bikes, some definite and maddening drawbacks become obvious. Compared to the other two machines, a great deal of information is hidden behind layers of menus. Why isn’t it possible to see the tripmeter, and some of the most basic bike info, all the time? The Tiger has five modes, Sport, Road, Rain, Off-Road, Off-Road Pro, and the customizable Rider, but took all of us a few days to get used to not just switching the bike’s modes, but then actually locking them in. If you like visual simplicity, the Tiger’s dash is for you. For us, however, we wish more info was pinned to the main screen, and we really had to come to terms with its menu navigation and selection. (Jeff Allen/)Getting a mode to “stick” wasn’t always intuitive. This is partly because switching between on-road modes is only possible while moving. That means when pulling off the asphalt and onto the dirt, the bike must be brought to a stop to select an Off-Road mode, which then must be confirmed. At one point, I thought I had selected Off-Road Pro, and then went blasting down a sandy dirt road. The Triumph’s TC was working so hard to keep the rear wheel from spinning that when going through one sandy uphill wash that crossed the road, the bike literally came to a stop and stalled. It was only then that I realized that I had never actually confirmed the Off-Road mode. That was absolutely my fault, but the point remains; the Tiger requires a few extra steps for everything. By the third day all of us had become accustomed to the labyrinth of menus and found our prefered settings. On the road, we wanted all the aggression the bike could dish out, while off highway, the smooth power delivery invited us to forgo TC and let the rear tire perform smooth drifts. Chassis and Suspension Giant dual-purpose machines like these just wouldn’t be the same without semi-active suspension. When these bikes are ridden as intended, riders will change road surfaces on a frequent basis. Having the ability to instantly and drastically transform a bike’s behavior is a luxury unique to ADV bikes. The Harley-Davidson and Triumph are equipped with Showa suspension, while the KTM of course comes with house brand WP. Not only can the rider usually rely on these systems to seamlessly provide near-perfect damping for their unique circumstances, but if the automatic response isn’t quite the right fit, a few button clicks will likely fix it. Three different marques from a trio of countries. Semi-active suspension is the game changer that has transformed ADV bikes into the versatile machines of today. (Jeff Allen/)Both the Triumph and H-D systems provide automatic rear preload, while the Pan America takes it a step further with its Adaptive Ride Height, a system that lowers the rear approximately 2 inches when a rider comes to a stop to allow firm footing, then rises back to normal as the bike pulls away again. On the KTM, the optional Suspension Pro automatically adjusts rear preload while also letting riders override it manually. On the road, the KTM felt totally dialed, with great suspension, chassis, and brakes. (Jeff Allen/)On road, the KTM felt sporty and controlled without feeling harsh; Evan, a lighter rider, preferred the softened Road settings, while Toland and I liked Sport with some added rear preload. The Harley, as mentioned, felt unusually stiff until we set up a custom mode with Road suspension and Sport engine characteristics. The Tiger’s damping was liked by all, though there was a lot of movement through the stroke both front and rear and not quite as much support as we would have liked under hard braking. The Harley Pan America was at home in the dirt. The best ADV tires of the group helped provide confidence on roads that gave the other two bikes fits. (Jeff Allen/)Dirt roads don’t allow deficiencies to hide. The Harley felt really good over smoother surfaces, but the extra weight would often make the bike blow through the travel on harsh G-outs. Overall the Pan America, aided by the most aggressive ADV tires of the group, was very predictable in the dirt. The front end felt planted on corner entry, and the suspension worked well over washboard roads, erosion ruts, and unseen embedded rocks. The KTM may have almost all the tools it needs to succeed, but the OE tire choice is a total mystery to us. The Mitas rubber fitted has no business on a dirt-bound adventure bike. The sportbike tread pattern provided virtually zero front-end stick on a few of the gravel-covered dirt roads. That lack of grip led to a slow-speed visit to the ditch on our final day. This is an ADV bike, after all, and the suspension and chassis are completely and absolutely up to any off-highway task; it’s a shame the tires let it down. We fully expected the Tiger 1200 to be a great streetbike, but the Triumph was very good on the dirt as well. (Jeff Allen/)What felt soft at speed on the road paid dividends on the dirt for the Triumph. Overall, the Tiger has a solid combination of suspension performance, geometry, and tire choice that lands in between the KTM’s and H-D’s level of off-road grip. Again, a more aggressive adventure tire would improve the bike’s off-road manners massively. Braking performance differences really come down to electronics. From a hardware standpoint, all three machines use radial-mount Brembos of one flavor or another and performance was excellent. All three are also equipped with six-axis IMUs, and therefore have lean-angle-sensitive ABS. Each also has off-road modes that either allow the rear brake’s ABS to be turned off completely or to provide very little in the way of intervention. The fact that there were zero complaints about braking performance means we all found something to our liking for all conditions. Ergonomics and Rider Comfort I don’t think any of us would complain about taking any one of these machines on a long multiday road trip at the drop of a hat. But after rotating through them for three days and 800 miles, it was easy to find details we liked and disliked. The Pan America has the most comfortable seat, and an excellent riding position, but we don’t love the windscreen-adjustment lever. (Jeff Allen/)All three allow the rider’s seat height to be altered for a comfortable relationship between rear end and footpegs. Of the three seats the KTM’s is the thinnest and therefore firmest, the Harley’s is the softest and most comfortable, and the Tiger splits the difference. All three are well-shaped for aggressive riding on road or off. There were no complaints about handlebar position; all of them have quick adjusters for brake- and clutch-lever span. Each bike’s footpegs have rubber inserts, providing better comfort for everyday riding, but these can be easily removed for better boot-to-peg grip if it’s muddy or wet. And we’ve already mentioned our issues with the Tiger’s shift lever. The KTM’s seat feels thin and firm, but the riding position is great on road or off, while the windscreen provides good protection and is easy to adjust. (Jeff Allen/)On adventure bikes, wind protection is a big deal. On long highway stints, getting out of the airflow, or the rain, can be the difference between bliss and misery. All three of these bikes’ windscreens provide excellent protection and are adjustable to allow you to lower them for better off-road visibility or to raise them when you want to get behind the bubble. However, the Triumph’s pull/push mechanism was easily the best on-the-fly, followed by KTM’s giant dials, leaving the Harley’s awkward pivot lever in last place. Each bike comes with a centerstand, useful for chain maintenance on the Pan America and KTM, but something you won’t ever have to worry about with Triumph’s shaft drive. All will come in handy in the instance of flat tires. We really like the Triumph’s windscreen and especially its adjuster. A comfortable riding position and nice seat, make long days a no-brainer. (Jeff Allen/)Conclusion This wasn’t meant to be the hardcore be-all, end-all knobby-tire dirtapalooza. Two of the machines are the more street-oriented models in their respective families, while the Pan America is truly the black sheep of its brand’s family. It’s true we rode a lot of dirt to confirm what these bikes can or cannot do, but the intention was always to keep the focus weighted more toward asphalt without losing sight of what an ADV should be. Three spectacular adventure bikes in some of the finest scenery the world has to offer. (Jeff Allen/)Only after days of riding, hours of performance testing, painstaking dyno runs, exacting weights and measurements, candid roadside discussions, and combing through everyone’s thorough notes, did we finally arrive at our verdicts. The defending champion Harley-Davidson Pan America continues to impress on many levels. On the street it’s competent, fun, and totally comfortable. All riders enjoyed clicking through its slick gearbox on a winding backroad, riding it like a jumbo supermoto. Off the highway its superior tires, well-sorted suspension, and smooth power delivery definitely impressed. However, the Pan America had a few things working against it in this crowd: Its higher weight was apparent in more than one situation, making it feel less lively and requiring more effort at the bars to get turned, both on and off-road. “The Harley-Davidson needs much improved heat management for the rider,” Toland said. “Additionally, cooler-running engine temperatures, an easier-to-read meter display, slightly more intuitive electronics programming, and I’d love a quickshifter. Those would pull it up even with the competition.” Allen added: “I enjoyed my time on the Pan America and loved the beautiful exhaust notes the Milwaukee monster produces, however, when jumping from one bike to the next I found myself a bit disappointed with its outright performance compared to the 1290 S and Tiger 1200.” But make no mistake: The Pan America came out swinging and is here to stay. It must be considered by anyone shopping for an ADV bike. Harley-Davidson’s Pan America is the real deal, and here to stay. (Jeff Allen/)If there’s a most-improved award, the Tiger 1200 takes it. Since Triumph started making its open-class ADV models ages ago, its bikes have always come up a bit short of the class leaders. But by benchmarking the BMW GS, the OG of ADV, as its performance target, Triumph has dragged the Tiger onto an entirely new playing field. Not only is the Tiger 1200 a fantastic streetbike, something we never doubted it could be, but it has improved its off-road chops dramatically. And remember we’re talking about the GT version, not one of the two Rally models. The inline-three, with its uneven firing order, is a great engine in an adventure bike. Off the highway it delivers smooth power that’s both fun and predictable, while on the street its massive torque plateau means almost any gear is the right gear. Our biggest complaints are centered around the navigation of menus and selection of modes on the display, plus the few quirks we had with shifting. “The display on the Triumph felt a little bit lackluster and difficult to navigate compared to the KTM and Harley-Davidson,” Allen said. “Although I found the Triumph unit to be generally prettier than the Pan America’s display, the Triumph caused me to constantly second-guess if I had chosen the right map or hit the right button.” Not deal breakers by themselves, but in this group the competition is stiff. Toland added: “The Triumph isn’t the best at anything, but is an excellent all-arounder that needs better attention to detail in terms of chassis settings, an improved meter display, better mode-settings accessibility, less engine vibration, and passenger pegs and a luggage rack that are more tucked in to not interfere with the riders legs.” Never has the Triumph Tiger been better than this new model. The GT Pro is well balanced on and off-road. (Jeff Allen/)Sometimes brute force is the most prudent path to victory. Once again, KTM and its big 1,301cc twin have used that formula to great effect. When the Austrian off-road powerhouse throws the prefix “super” on anything, pay attention. Like the naked 1290 Super Duke R, the Super Adventure S rolls in like The Closer. It emphatically gets the job done. On the road, the 1290 makes the other two bikes seem almost tame. On paper the KTM’s power and torque figures may not seem that far beyond the other two, but don’t forget it weighs almost 40 pounds less when fully fueled—while hauling an extra half gallon over the others—and that pays huge dividends. While performance testing, the KTM’s limiter didn’t kick in until around 155 mph. Remember, this is an adventure bike. “The 1,301cc V-twin engine was by far the liveliest and most exciting of the three,” Allen said. “Producing one-of-a-kind, arm-tugging characteristics. The KTM engine offers a visceral experience that alone could be a selling point on the showroom floor.” More realistically, it’s a sportbike in rally clothing. When it came to off-road performance, it was brilliant at times. But all test riders hated the KTM’s tires when off-road, though they were good on the street. The group lost count of the times the amazing electronics saved us from near catastrophe; at least the one time the situation was unsavable, the damage was only minor. KTM’s Super Adventure S is a monster on the road, has amazing electronics, a killer chassis, and despite less than ideal tires, still was at the top of everyone’s list. (Jeff Allen/)The competition actually got lucky. If the KTM had been equipped with a 50/50 tire, like the Continental TKC 70 or Dunlop Trailmax Mission, this test would have bordered on a blowout. In fact, Toland only listed a few items he would change on the bike: “I’d change the seat and the tires for a better on/off-road balance and be good to go.” When you add it all up, the KTM has the least expensive as-tested price, the most powerful engine, produced the best performance figures in most of our measured testing, is the lightest bike with excellent electronics and the best rider interface. Look at it like that and all agree: The KTM 1290 Super Adventure S is this year’s class champion. Utah is the ultimate ADV amusement park. (Jeff Allen/)2022 Harley-Davidson Pan America 1250 Special (G.I. Enthusiast Collection) MSRP: $22,623 (as tested) Engine: DOHC, liquid-cooled, 60-degree V-twin; 4 valves/cyl. Displacement: 1,252cc Bore x Stroke: 105.0 x 72.3mm Compression Ratio: 13.0:1 Transmission/Final Drive: 6-speed/chain Fuel System: Electronic Sequential Port Fuel Injection (ESPFI) Clutch: Wet, multiplate slipper/assist; cable actuation Engine Management/Ignition: Electronic Frame: Stressed-member alloy steel trellis; forged aluminum mid-structure Front Suspension: 47mm inverted fork, electronically adjustable semi-active damping, optional Adjustable Ride Height; 7.5 in. travel Rear Suspension: Piggyback monoshock, electronically adjustable semi-active compression and rebound damping, automatic electronic preload, optional Adjustable Ride Height; 7.5 in. travel Front Brake: 4-piston Brembo Monoblock calipers, 320mm discs w/ ABS Rear Brake: 1-piston Brembo caliper, 280mm disc w/ ABS Wheels, Front/Rear: Anodized aluminum laced tubeless; 19 x 3 in. / 17 x 4.5 in. Tires, Front/Rear: Michelin Scorcher Adventure Radial; 120/70R-19 / 170/60R-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 62.2 in. Ground Clearance: 8.3 in. Seat Height: 31.1 in./32.1 in. Fuel Capacity: 5.6 gal. Cycle World Recorded Average MPG: 39.0 mpg Cycle World Measured Wet Weight: 577 lb. Contact: harley-davidson.com Performance Numbers CW Measured Performance Horsepower: 127.63 hp @ 9,040 rpm Torque: 78.35 lb.-ft. @ 4,480 rpm Quarter-Mile: 11.43 sec. @ 119.90 mph 0–30: 1.58 sec. 0–60: 3.35 sec. 0–100: 7.23 sec. Top-Gear Roll-On, 40–60 mph: 2.81 sec. Top-Gear Roll-On, 60–80 mph: 2.91 sec. Braking, 30–0: 129.39 ft. Braking, 60–0: 32.82 ft. The Pan America has Brembo radial-mount calipers and twin 320mm discs aided by lean-sensitive ABS up front. (Jeff Allen/) The Harley’s semi-active suspension is from Showa. (Jeff Allen/)2022 KTM 1290 Super Adventure S MSRP: $20,469 (as tested) Engine: DOHC, liquid-cooled, 75-degree V-twin; 4 valves/cyl. Displacement: 1,301cc Bore x Stroke: 108.0 x 71.0mm Compression Ratio: 13.1:1 Transmission/Final Drive: 6-speed/chain Fuel System: Electronic fuel injection Clutch: PASC slipper; hydraulic actuation Engine Management/Ignition: Keihin EMS w/ RBW, cruise control, double ignition Frame: Chrome molybdenum steel trellis Front Suspension: 48mm WP electronically adjustable semi-active damping; 7.9 in. travel Rear Suspension: Piggyback WP monoshock, electronically adjustable semi-active compression and rebound damping, automatic electronic preload, optional Adjustable Ride Height; 7.9 in. travel Front Brake: 4-piston Brembo Monoblock calipers, 320mm discs w/ ABS Rear Brake: 2-piston Brembo caliper, 267mm disc w/ ABS Wheels, Front/Rear: Cast aluminum Tires, Front/Rear: 120/70-19 / 170/60-17 Rake/Trail: 24.7°/ N/A Wheelbase: 61.3 in. Ground Clearance: 8.8 in. Seat Height: 33.4 in./34.3 in. Fuel Capacity: 6.1 gal. Cycle World Recorded Average MPG: 43.2 mpg Cycle World Measured Wet Weight: 540 lb. Contact: ktm.com Performance Numbers CW Measured Performance Horsepower: 134.08 hp @ 9,060 rpm Torque: 87.51 lb.-ft. @ 6,820 rpm Quarter-Mile: 11.22 sec. @ 125.68 mph 0–30: 1.58 sec. 0–60: 3.28 sec. 0–100: 6.56 sec. Top-Gear Roll-On, 40–60 mph: 2.96 sec. Top-Gear Roll-On, 60–80 mph: 2.92 sec. Braking, 30–0: 127.78 ft. Braking, 60–0: 33.90 ft. Radial-mount Brembos with 320mm discs here too, aided by lean-sensitive ABS. (Jeff Allen/) Unlike the other two, KTM’s semi-active suspension is from house brand WP. (Jeff Allen/)2022 Triumph Tiger 1200 GT Pro Specifications MSRP: $21,400 (as tested) Engine: DOHC, liquid-cooled inline 3-cylinder; 4 valves/cyl. Displacement: 1,160cc Bore x Stroke: 90.0 x 60.7mm Compression Ratio: 13.2:1 Transmission/Final Drive: 6-speed/shaft Fuel System: Multipoint sequential electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slipper/assist; hydraulic actuation Engine Management/Ignition: Electronic Frame: Tubular steel frame, aluminum subframe Front Suspension: Showa 49mm USD fork, semi-active damping; 7.9 in. travel Rear Suspension: Showa monoshock, semi-active damping, automatic electronic preload adjustment; 7.9 in. travel Front Brake: Brembo M4.30 Stylema Monoblock radial calipers, dual 320mm floating discs w/ OC-ABS Rear Brake: Brembo 1-piston caliper, 282mm disc w/ OC-ABS Wheels, Front/Rear: Cast aluminum; 19 x 3.0 in. / 18 x 4.25 in. Tires, Front/Rear: Metzeler Tourance; 120/70R-19 / 150/70R-18 Rake/Trail: 24.1°/4.7 in. Wheelbase: 61.4 in. Ground Clearance: N/A Seat Height: 33.5 in./34.5 in. Fuel Capacity: 5.3 gal. Cycle World Recorded Average MPG: 38.5 mpg Cycle World Measured Wet Weight: 543 lb. Contact: triumphmotorcycles.com Performance Numbers CW Measured Performance Horsepower: 127.43 hp @ 8,600 rpm Torque: 83.42 lb.-ft. @ 6,840 rpm Quarter-Mile: 11.32 sec. @ 124.30 mph 0–30: 1.62 sec. 0–60: 3.42 sec. 0–100: 6.84 sec. Top-Gear Roll-On, 40–60 mph: 3.08 sec. Top-Gear Roll-On, 60–80 mph: 3.28 sec. Braking, 30–0: 125.55 ft. Braking, 60–0: 31.10 ft. Three’s a charm. Another set of radial-mount Brembos with 320mm discs, also managed by advanced lean-sensitive ABS. (Jeff Allen/) Like the Harley, the Tiger uses Showa semi-active suspension front and rear. (Jeff Allen/)Evan’s Gearbox: Helmet: Shoei Hornet X2 Jacket: Klim Badlands Pro Pant: Klim Badlands Pro Gloves: Klim Badlands Aero Pro Short Boots: Alpinestars Corozal ADV Drystar Oiled Doug’s Gearbox: Helmet: Arai XD4 Jacket: Rev’It Dominator 3 GTX Pant: Rev’It Dominator 3 GTX Gloves: *Doug wore his own gloves from a different manufacturer. But they look a lot like the Rev’It Hawk Boots: Revit Everest GTX Blake’s Gearbox: Helmet: Arai XD4 Jacket: Alpinestars Ketchum Gore-Tex Pant: Alpinestars Halo Drystar Gloves: Alpinestars Mega Watt Boots: Alpinestars Tech 7 Enduro Source

No, it’s not one of those rolling knee scooters for people with a broken leg; it’s an electric urban-transportation vehicle. (Yamaha/)Yamaha has been pursuing the idea of a stand-up, electric three-wheeler for at least five years now, after first showing the TriTown as a concept back in 2017, and later revealing a near-production version in 2019. But until now it’s been a low-speed-bicycle replacement rather than something intended to be used on the street. However, that all looks set to change with a road-oriented version of the same concept, updated and reworked to include equipment like lights, a license plate, and turn signals that all suggest it’s intended to have enough performance to be classed as a motorcycle or moped rather than a power-assisted bicycle. Earlier this year, in its medium-term future plan, Yamaha announced an intention to push into “new mobility market areas” and specifically targeted two emerging segments. One sits between the traditional motorcycle market and cars—as indicated by machines like the 2019 MW-Vision, a hybrid-powered, leaning three-wheeler with a car-style seat and roof—the other slides between motorcycles and power-assisted bicycles. It’s into that latter segment that the TriTown falls, in its new road-legal form. Top view of the TriTown shows more clearly where the rider places their feet. (Yamaha/)As you’d expect, it’s an electric vehicle rather than one packing a combustion engine, but the new version is much less spindly and delicate looking than the original TriTown, which has seen limited use as transport in closed parks in Japan. Like the original, it features a hub-mounted motor inside the rear wheel and a set of swappable battery packs mounted in the main part of the frame between the rider’s legs, but the chassis and tilting front end have been redesigned to suit a higher-performance application. While there’s too much bodywork to see details of the frame, the design now incorporates front and rear fenders for the first time, as well as a cowl around the vertical steering column and a new headlight on the nose. It also appears that Yamaha has added some sort of rear suspension, with clearances in the bodywork to allow the back wheel and its fender to move up and down. At the back, the addition of a license-plate bracket indicates that the machine’s performance is too high to slot into power-assisted bicycle categories, which vary from country to country but usually range from 15 mph to 28 mph depending on the category of bike. Ebikes capable of exceeding 28 mph almost universally require license plates and other road-going equipment. A more detailed look at the front end and its leaning front-suspension system. (Yamaha/)It’s not clear whether there is front suspension, but the new design has stronger-looking mag-style wheels rather than the wire-spoked wheels of the earlier, lower-speed machines demonstrated since 2019. What the new design does share with the earlier models is the tilting steering arrangement, similar to the TriCity and Niken but with an unusual set of footplates rather than a seat. These footboards are attached to the front tilting system, just behind each wheel, and pivot at their rear mountings. That means they stay essentially level with the ground as the rest of the bike tilts, giving a sensation that’s said to be something like skiing. Although that might not be something that appeals to hardened motorcyclists, once combined with the stability of the three-wheeled layout it’s easy to see how it could attract urban riders looking for an alternative to public transportation or cars but not yet prepared to move to two wheels. As personal mobility moves increasingly into new areas, blurring the traditional lines between cars, motorcycles, and bicycles thanks to different powertrains and wheel arrangements, riders taking on transport like this surely more closely resemble motorcyclists than car drivers. Source

The 2022 Harley-Davidson FXRST Low Rider El Diablo is the second member of the highly limited Icons Collection. (Adam Campbell/)Harley-Davidson has just unveiled the 2022 FXRST Low Rider El Diablo, the second member of its exclusive Icons Collection. Built on the 2022 FXLR Low Rider ST, El Diablo models feature a heavily flaked and paneled paint job inspired by American West Coast customs, as well as the Harley-Davidson Rockford Fosgate in-fairing audio system. The FXRST Low Rider El Diablo will be limited to 1,500 serialized models worldwide, with a manufacturer suggested retail price of $27,999. The El Diablo’s engine and chassis are no different than the standard FXLR ST. So this means 94.89 hp and 114.79 lb.-ft. of torque from a 117ci Milwaukee-Eight V-twin and the capable and comfortable Softail chassis. But paint and audio have a powerful effect on the overall presence of a machine. The ST in Gunship Gray or black feels muscular and understated, but El Diablo feels more like a show bike. Sure, it has the same hot-rod character as the base model, but now the bike broadcasts that attitude in new ways, both visually and sonically. Horns and a tail adorn the Harley-Davidson painted tank badge on the limited El Diablo model. (Adam Campbell/)Inspiration for the El Diablo’s paint scheme comes from the original 1983 FXRT finishes, and a modern custom movement happening on America’s West Coast. Often called West Coast style, club style, or tall-bike style, this cult of customs is defined by aggressive ergonomics and high-performance upgrades, typically focused around a twin-shock V-twin platform. If you’re thinking of the Born-Free Show, or even hot-rod vans and lowriders, you’re on the right track. But there is more too, as Brad Richards, Harley-Davidson’s VP of design and creative director of motorcycles, explains. “I remember the early ‘80s, skateboarding, it was punk rock, custom van culture with incredible paint schemes like this, lowriders with paint schemes like this, and a lot of the status quo being questioned,” Richards says. “What’s interesting about FXRT is that it’s a bike that was really questioning the status quo of Harley-Davidson at the time. There are all these things that were kind of aligning in terms of the narrative of the motorcycle, so we just decided to lean into that era with the paint, the bike—it made sense. We really wanted to celebrate Low Rider ST and how popular this bike has been.” 2022 Harley-Davidson FXRST El Diablo models will retail for $27,999. (Adam Campbell/)Harley-Davidson debuted its Rockford Fosgate–developed audio system as an accessory available for the Low Rider ST, but it’s a standard part of the El Diablo package. The system features two 5.25-inch speakers and two 1-inch tweeters putting out a total of 250 watts. The system is designed to work by pairing directly to your phone or other device’s Bluetooth, not to the bike, so to speak. Audio is loud and clear, but other than having a separate Bluetooth remote or a phone mounted to your handlebars, there’s no way to control playback. I have had bad experiences with my phone mounted to the handlebars, so for me, this meant that I had to either wear a Bluetooth audio system on my helmet, which sort of defeats the point of speakers, or start a playlist and crank up enough raw volume to ensure clear audio on the highway; so I was that obnoxious guy blasting music way too loud as I made my way to the on-ramp. We hope for better integration from a factory stereo motorcycle sound system and a solution that doesn’t rely on the user’s device as the sole means of control. Ripping loud system with deep rich lows and crisp clear highs is especially cool to use when parked. The FXRST has only a small digital gauge on the handlebar riser, keeping the rider’s line of sight clean and clear. (Adam Campbell/) The clamshell saddlebags used on ST models are shared with the Softail Sport Glide, but mounted as high as possible for an aggressive look. (Adam Campbell/)El Diablo models are built one at a time with hand-applied paint from Gunslinger Paint Shop, the outfit known for painting a large number of CVO components. Deep reds fade into bright ones; hand-painted pinstriping separates light panels from dark. Riding the El Diablo around discreetly before it was even announced proved easier than some other pre-embargo motorcycles, so well does it blend into custom culture here in Southern California. As we rode through the Santa Monica Mountains crossing into Malibu, the El Diablo glowed in the afternoon light, gold and red hues shining as we carved into and out of the sun on Mulholland Drive. Everything we love about the ST is present, but seeing this wild paint every time I looked down simply felt cool—flashy, premium, and exclusive. The FXRST shares an engine, chassis, and all its lovely handling qualities with Low Rider ST models. (Adam Campbell/)Creating desirability and focusing on profitability in H-D’s most successful segments—touring, large cruiser, and trike—are clearly laid out in The Hardwire, Harley-Davidson’s 2021-2025 strategic plan. Models in the Icons Collection are to be produced in limited numbers for a single year only, with a maximum of two Icons per year. This limits risk for The Motor Company while creating a sense of urgency around new and exclusive models. El Diablo’s paint glows in the Southern California sun. (Adam Campbell/) A small badge on the FXRST’s rear fender marks the bike as a member of the Icons Collection. (Adam Campbell/)A badge on the gas tank’s dash shows the El Diablo logo with its horns and tail. Beneath it is a number plate, ours was 1148/1500. On the rear fender, a painted badge designates this model as a member of the Icons Collection. So much of the V-twin market is how the motorcycle makes you feel. At the extreme, choppers are not great motorcycles but they do evoke a specific and strong feeling parked or in motion. The Low Rider ST is a great motorcycle, and this special paint and exclusive touches combine with the standard stance and design to add up to something more. “You have to pay attention to function and form, and you also have to pay attention to emotion,” Richards says. “It’s something that Willie kind of beat into our heads.” According to several Southern California Harley-Davidson dealerships, 2022 Low Rider ST models have been selling before they reach the showroom floor, many dealers having waitlists in the double digits. “In the 15 years that I’ve been full time in the vehicle sales department here at Laidlaw’s Harley-Davidson, the Low Rider ST has been the highest in-demand motorcycle that I’ve ever seen,” says Matt Laidlaw, general sales manager at Laidlaw’s Harley-Davidson. 2022 FXRST Low Rider El Diablo models are expected in dealerships by fall of 2022. The 2022 FXRST Low Rider El Diablo is limited to a one-time production run of 1,500 models. Our testbike is number 1148. (Adam Campbell/) Developed by Rockford Fosgate, the fairing-mounted speakers on FXRST models produce a total of 250 watts. (Adam Campbell/) Like the Low Rider ST, the El Diablo features a mixture of matte and gloss black components which highlight the paint scheme. (Adam Campbell/) 2022 FXRST Low Rider El Diablo models are powered by H-D’s largest current production engine, the Milwaukee-Eight 117. (Adam Campbell/) With only a solo saddle, the Low Rider El Diablo is not designed for two-up cruising. (Adam Campbell/) At 6-foot-4, editor Morgan Gales was quite comfortable on the FXRST, though other taller riders may prefer forward controls to provide a bit more leg room. (Adam Campbell/) A cover on the side of the engine shows its displacement. (Adam Campbell/) Long and low, mufflers on the El Diablo model will scrape if you lean much past the footpeg’s feeler point. (Adam Campbell/) Upholstery on the El Diablo’s solo seat is a little loose, a complaint on the FXLR ST as well. (Adam Campbell/) 2022 FXRST Low Rider El Diablo models are expected in dealerships by fall of 2022. (Adam Campbell/)Source

Ducati’s brand-new DesertX is legit off-road. (Gregor Halenda & Scott Rounds/)Motorcycle teaser videos, those gaudy sources of temptation, are baldfaced attempts to fire the buying public’s frenzy through breathtaking images of performance and adventure. And Ducati’s, and its DesertX promos in particular, work like a charm. Early footage of Antoine Méo blasting desert dunes and ripping a motocross track worked their seductive magic; customers went running to dealerships, deposit in hand, for a motorcycle unlike anything the Italian company has produced before. But when we get past the undeniably amazing images, the real question is whether the DesertX can live up to all the hype. And before we answer that question, we need to take a deep dive into the bike itself. A few things about the DesertX make Ducati’s offering unique. The press kit emphasizes early on that this is the first modern Ducati with 21-inch front and 18-inch rear wheel sizes. That’s important because it defined the direction that designers wanted to take with the bike, namely, building an extremely off-road-capable adventure motorcycle. The riding position was optimized to make standing on the pegs comfortable without compromising the seated position. The engine may be the tried-and-true 937cc liquid-cooled Testastretta 11° twin that has powered a whole stable of models, but it’s been painstakingly tweaked for this demanding application. And the styling is a departure from the sharp angular lines of the Multistrada, for instance, with a much more retro-rally vibe. Engine If there is a do-all be-all engine in Ducati’s lineup, it’s the 11-degree Testastretta. Found in the Hypermotard 950, Monster, Multistrada V2, and SuperSport 950, this has been the engine powering the company’s middleweight non-superbike machines in recent years. In the DesertX, the liquid-cooled DOHC desmodromic four-valve L-twin has the same 94-by-67.5mm bore and stroke measurements. It’s fed by a pair of 53mm throttle bodies with ride-by-wire control, passing exhaust gases through a stainless steel system with a single catalytic converter into a single muffler, which in our case was an accessory Termignoni unit. Using the Testastretta 11° engine found in a bunch of other Ducati models was a savvy choice, as it’s ideal for aggressive off-road riding. (Ducati/)The engine produces a claimed 110 hp at 9,250 rpm and 68 lb.-ft. of peak torque at 6,500 rpm. For reference, the last SuperSport 950 we put on the Cycle World dyno produced 98.1 hp at 9,220 rpm and 62.3 lb.-ft. of torque at 7,770 rpm at the rear wheel. Another nice advantage of the engine is that the desmo valve check intervals are 18,000 miles apart, with 9,000-mile maintenance intervals. In comparison to other models, such as the Multistrada V2, that use the same basic engine, the DesertX uses much shorter first and second gears (38/14 and 31/17 versus 37/15 and 30/17); gearing is shorter all the way through fifth, with a tall sixth (23/25 versus the Mutli’s 23/24) for on-road cruising and fuel efficiency. The final drive ratios are also dramatically different: The DesertX running a 49-tooth rear sprocket versus the Multi’s 43 (both have a 15-T on the front). The goal here is clear, to optimize the gearing for real slow-speed off-road riding. The wet eight-disc clutch has slipper functionality and hydraulic actuation. Electronics We can’t talk about engine performance without first talking about the bike’s electronic rider-aid systems. In the convenience and comfort department, the bike has cruise control and an up-and-down quickshifter. The DesertX features six riding modes, a Ducati first, with Sport, Touring, Urban, Wet, Enduro, and Rally. All modes have presets for three levels of Engine Brake Control (EBC); eight levels of Ducati Traction Control (DTC); four levels of Ducati Wheelie Control (DWC); three levels plus Off of Cornering ABS; four power settings, Full, High, Medium, and Low; and the ability to set throttle response to Dynamic or Smooth. The 5-inch TFT display has been turned vertical for better viewing seated or standing. (Ducati/)The Enduro and Rally rider modes, in their base settings, are the biggest departure from the other four modes. In Enduro, horsepower defaults to Low (75 hp) with Dynamic response, ABS on 2, DTC on 3, no wheelie control, and EBC set to 2. Rally mode has Full power (110 hp), Dynamic response, ABS set to 1, DTC set to 2, wheelie control off, and EBC set to 2. The cool thing is that all of these can be customized. ABS can also be completely deactivated in dirt modes. In order to access all of the bike’s settings and also display basic info, there’s a new 5-inch TFT color display, which has been cleverly rotated to a vertical orientation so as to be easier to see while the rider is in the standing position. The display can be set in a Standard info mode, with a giant tach in the middle, or in Rally info mode, with rally-style roadbook coordinates that can be toggled and reset via the handlebar; this view also has a less prominent bar-graph style tach. You won’t mistake the DesertX’s headlights for anything else on the road. LED running lights and inner projectors light up the night. (Ducati/)The headlights on the DesertX are unique and instantly recognizable, with LED ringed daytime running lights wrapped around the inner LED projector lamps. Another cool feature that’s starting to become more common is a brake light that flashes during aggressive braking to warn following vehicles that the bike is stopping suddenly. Chassis The case could easily be made that the chassis is the most critical aspect of overall performance for a bike like the DesertX. The core features that engineers focused on to ensure good off-road capability were an off-road-ready chassis with a tubular steel trellis frame and double-sided aluminum swingarm. The aforementioned wheel sizes, 21-inch front and 18-inch rear, allow the use of aggressive off-road tires. The bike has a near-10-inch ground clearance and long-travel suspension front and rear; the wheelbase measures 63.3 inches between the axles, while front-end geometry is set with 27.6 degrees of rake and 4.8 inches of trail. Ducati’s claimed wet weight is 492 pounds with fuel filled to 90 percent capacity. Our test units were accessorized with the Rally and Off-road packages. (Gregor Halenda & Scott Rounds/)Ducati purposefully chose to forego the semi-active Skyhook suspension available in the Multistrada lineup for several reasons. There were considerations about additional weight, complexity, and the fact that testers felt the conventional Kayaba units would perform much better in real-world off-road riding conditions. Up front is a fully adjustable 46mm inverted fork with just a tick over 9 inches of travel, while a fully adjustable, unlinked Kayaba monoshock with 8.7 inches of travel resides at the rear. Standard seat height measures 34.4 inches, while an optional low seat brings that down to 34.1 inches; this can be dropped further with the low suspension kit, which gets it down to 33.1 inches. Fully adjustable Kayaba suspension front and rear forgoes electronic adjustment, for weight savings and improved performance. (Ducati/)Rolling gear includes cross-spoke tubeless wheels in 2.1 x 21 inch front and 4.5 x 18 inch rear sizes. The standard tire available is the Pirelli Scorpion STR in 90/90-21 front and 150/70-18 rear. But the bike can also be optioned with the more road-oriented Pirelli Scorpion Trail II or the aggressive Pirelli Scorpion Rally knobby. Braking is handled by a pair of radial-mount Brembo four-piston Monoblock calipers and 320mm discs at the front, while a twin-piston caliper and 265mm disc reside at the rear. The system is managed by Bosch’s lean-sensitive ABS, which gets info from the six-axis IMU. Radial-mount Brembos pinch 320mm discs up front and are managed by Bosch’s lean-sensitive ABS. (Ducati/)Riding Impression It’s pretty obvious that Ducati has a lot of confidence in the DesertX, which is why it set a dirt-heavy route for our test ride around Aspen. The route incorporated a ton of supersmooth fast gravel roads and rocky, chunky fire roads; we literally rode straight up the Aspen Mountain Ski area, topping out at 11,455 feet above sea level and ripping around on the alpine Jeep trails that reside on top. Of course we also got enough seat time to get a feel for how the bike performs on road, which is, realistically, where many buyers will spend their time. Not only did we tackle plenty of off-road sections, but got some good seat time on the road. (Gregor Halenda & Scott Rounds/)Like so many modern bikes, adventure bikes in particular, the first order of business must be familiarization with the rider interface for ride modes, traction control, ABS, and so on. Getting into the settings and changing them on the sexy new TFT is very straightforward; the only complaint would be that getting out of Ducati’s menus requires about as many clicks as getting in. But once you get the hang of it, it’s logical and simple, if a bit involved. The DesertX was set to Sport mode to start, as the ride began on asphalt and we wanted to get a feel for the engine’s unmuzzled power and street settings. Power delivery is crisp and responsive with throttle response defaulting to Dynamic, and power at maximum, while DTC is set at a very conservative 5, and wheelie control at 2. The new bike definitely doesn’t have the shove of its big brother the Multistrada V4, but then again the DesertX weighs about 40 pounds less, which doesn’t make it feel that far off. The Touring mode is quite similar to Sport, however; it uses the Smooth throttle response, which would likely be most people’s preferred mode for cruising around at a less aggressive pace. The standard seat height tops out at 34.4 inches, but higher and lower options are available. Comfort was very good. (Ducati/)A few miles on the asphalt made it apparent that the engineers didn’t neglect the attributes that make ADV bikes capable of logging big miles. Protection from the fixed windscreen was good, directing airflow smoothly over the rider’s helmet; an optional taller screen is available. While the standard hand guards aided in directing air around the rider’s torso. Despite its fairly tall height, the standard seat tapers at the tank, allowing me to get my feet firmly on the ground at stops. One thing worth noting: Compared to other bikes we have tested recently, the Ducati’s quickshifter requires a bit more pressure at the shift lever. It’s unclear if this is designed to keep accidental shifts to a minimum or if it’s just the character of the system. Either way, we would prefer a bit lighter action, especially on pavement. After the brief foray on the pavement to warm up, we jumped on some dirt roads. The first section had been treated with magnesium chloride to prevent washboarding and was so smooth that it may as well have been paved. We didn’t even bother taking the bike out of Sport mode right away. But the very next section was a double-track Jeep road, with lots of erosion ruts, water-drainage bars, and embedded and loose rocks. The bike was toggled into Enduro, which chops the power down to its lowest setting, but the standard DTC setting of 3 was moved down to 1, allowing more rear-wheel slip. This seemed like a decent compromise for getting used to the bike in the dirt, allowing good sideways fun while also making the engine feel very manageable. Hopefully buyers will appreciate the versatility of the DesertX and get out of the garage and ride it like they mean it. ( Gregor Halenda & Scott Rounds/)Once we got a feel for the chassis and wound our way up the double-track, we started hitting some of the water bars and quit worrying so much about avoiding all but the biggest rocks in the trail. The initial impression was that the DesertX is very well balanced for off-road riding. Immediately obvious is how the bike’s front to rear weight distribution feels spot on. Hit a jump and the bike flies level and straight without any drama, giving the rider instant confidence to push just a bit harder. What’s more impressive is how composed the bike is through rocks and chop. Hit an unexpected grapefruit-sized rock and the chassis simply deals with it and snaps the wheels back into line almost instantly. That’s an attribute that even some enduro bikes don’t have. Weight distribution front to back is spot on, so letting it fly is totally predictable. (Gregor Halenda & Scott Rounds/)The equipped Pirelli Scorpion Rally STR tires are chunky, but definitely not full-on enduro tires. But even on loose trails, bite from the front end was excellent. On a few occasions descending twisty switchbacks, with pretty serious consequences for a mistake, the bike could simply be turned into the corner, the rear brake worked a bit, and the bike would rotate without any drama. In this regard, the DesertX feels much closer to an enduro machine than to a behemoth adventure bike. We can’t wait to try this bike on serious knobbies. The DesertX’s riding position was optimized for riding in the standing position, but is equally comfortable sitting. (Gregor Halenda & Scott Rounds/)A major contributor to the way the bike reacts is its riding position. Ducati stressed that it spent a lot of time and effort to get the layout dialed, especially for standing up on the pegs, and the test riders totally nailed it. For my 5-foot, 11-inch frame, the reach to the bars was darn-near perfect, while the footpeg location and the feel of the bike at my knees was as good as any ADV bike I can recall. Not only does the rider feel totally in command when standing, but the bike reacts with complete predictability, allowing riders to find traction, break traction, or get a better feel while braking. Speaking of the brakes, the DesertX’s Brembos provide very good feel both on and off road, with ample power and progressive with smooth ramp-up. When combined with the sophisticated ABS, the front brake could be used hard when needed, while the off-road modes allowed good control of the height-adjustable rear brake while allowing riders to switch it off completely and be able to lock the rear wheel for better control in the dirt. Switch the mode over to Rally, and you end up with a sportbike for the dirt! (Gregor Halenda & Scott Rounds/)Before heading to lunch, we traversed more ultrasmooth gravel roads, our chance to toggle the bike into Rally mode. Think of Rally as Sport mode for the dirt. The default settings are Full power with Dynamic response, ABS on its minimum setting, wheelie control off, and traction control at 2 (although I set mine to 1 or off most of the time). This is, for sure, the most playful setting available on the DesertX. With just a touch of safety net provided with the ABS and TC, the bike can be ridden aggressively with just enough peace of mind in case the rider does something stupid. Finding the loose stuff on the edges of the road and hanging out the rear end was fun and predictable, the bike feeling totally happy sideways. But once in Rally mode, the bike was kept in either that mode or Enduro the rest of the day, even on the street. Rally offers all the performance of Sport while also ditching the wheelie control and applying minimal TC. In short, all the fun, all the time. As equipped, our bikes were set up for any kind of dirt riding you can throw at it, but if that isn’t your thing, there are other packages that optimize it for touring, sport riding, or even urban environments. (Gregor Halenda & Scott Rounds/)Heading into Aspen proper, we went up the front of the ski mountain on the service road. From the base to the top we gained 3,500 feet of elevation in just over 4 miles of loose, silty dirt. Toggling the bike back into Enduro kept the bike moving forward without letting the rear tire spin out of control and hamper drive. At the top of Aspen Mountain is where the DesertX was really put through the grinder: Rocky two track, lots of erosion ruts, roots, and some fun ledgy hill climbs all challenged the bike. It came out swinging. What impressed most about the bike off-road is its suspension and, again, balance. The Kayaba units, both front and rear, were set up near-perfect for me. Full disclosure here: Prior to this launch ride, I sent Ducati my weight and the mechanics put their recommended settings on the bike. For the type of riding that I was doing, I was totally happy. At the top of Aspen Mountain, the route was even rougher than any of the sections from the morning. There was even a nasty little hill climb up through some rocky chunder with a ledge at the top. The DesertX picked its way through without any drama at all. Not only does the bike hide its weight quite well, but the chassis and suspension can trick riders into treating the bike like an actual enduro machine, with a light front end, plush suspension action and totally composed stability. Rocky, ledge-topped climbs were no problem with the DesertX’s excellent suspension and chassis. (Gregor Halenda & Scott Rounds/)That balance also pays dividends when it comes to traction. The electronics help a lot here, but even when riding with the traction control on its lowest setting or off, the rear tire did a great job of hooking up. When clawing up some of the rocky stuff, the rear would always snap back into line, allowing the rider to stay on the throttle and keep up my momentum. There was never the nervous feeling of having to get off the gas, even when big rocks kicked the rear wheel off line momentarily. Although we concentrated on dirt, we also got a fair bit of time on the road, and the bike is equally at home there. Through some tight, twisty apexes the DesertX feels light and composed, with the 21-inch front tire/wheel setup providing lots of confidence and never feeling wonky. Sometimes adventure bikes on tall skinny tires don’t provide the feel that wider 17- or 19-inch tires and their broader footprints typically provide. Handling can also at times be more abrupt, not transition from edge to edge as smoothly. But even when an afternoon shower soaked the roads, the DesertX and its Pirellis provided plenty of front-end feel and grip and were totally predictable. Conclusion Early hype can be really hard to live up to, but at the end of the day it was a shame the ride was over. It honestly seems that the DesertX has lived up quite well to the hype and promise. Early on, Ducati really focused its marketing efforts on the bike’s off-road capabilities, which definitely earned the company the attention it was after. But after riding the bike, it’s clear the DesertX is a true adventure bike in every sense of the term. On-road comfort was very good, as were its blacktop manners. The Testastretta 11° engine is a great choice, providing just the right amount of power while also keeping overall weight down to respectable levels. Looking at the KTM 890 Adventure, its most obvious competitor, the DesertX weighs 10 pounds more, but has more displacement and makes about 10 more horsepower. That should be a very interesting comparison. Squint your eyes and you’re looking at a Dakar racer. Styling is retro-modern and yet looks very Ducati. (Ducati/)As a guy who rides lightweight enduro bikes frequently, the thing that I loved most about the DesertX is the chassis. I’ll repeat: The bike’s suspension, balance, and off-road handling left me deeply impressed. Ducati also did a great job with the electronics and ride modes, which really add to the bike’s versatility by optimizing all systems for almost any condition. The DesertX definitely isn’t inexpensive at $17,095, but if you’re shopping for an Italian motorcycle, you already know you’re looking at a premium market. And if you have any extra cash you don’t know what to do with, Ducati offers recommended accessory packs to optimize the bike for the type of riding you prefer. There’s a $2,805 Touring package (aluminum side bags and mounts, heated grips, centerstand), a $1,550 Off-road package (engine guard plate, radiator guard, steel tube bars, and hand guards), a Sport package, pricing TBA (homologated silencer, number plate holder, billet aluminum fuel tank cap), a $1,320 Urban package (aluminum top case w/top rack, handlebar bag, top-case cushion), and a $1,850 Rally package (2.1-gallon rear-subframe-mounted auxiliary fuel tank, front headlight grille, rally seat). Our testbikes were equipped with both the Off-road and Rally packages. All of these can also be purchased individually. The optional auxiliary fuel tank holds an additional 2.1 gallons and can be easily added or removed when needed in less than a half hour. When the bike’s main fuel tank has used more than 2.1 gallons, a message appears on the dash asking if you would like to transfer the auxiliary supply into the main tank. Then the rider can confirm, and the fuel is pumped into the main tank. This ensures that weight distribution remains as close to normal as possible. (Ducati/)The beauty of what we have to now call middle-ish-weight ADV bikes is that they offer good street performance that isn’t far off the open-class machines while running circles around those heavyweights off-road. The Ducati DesertX has all the right ingredients baked right in and easily lives up to the hype as one of the tastiest ADV bikes in a long time. 2023 Ducati DesertX Specifications MSRP: $17,095 Engine: Testastretta 11° liquid-cooled L-twin; 4 valves/cyl.; desmodromic valve train Displacement: 937cc Bore x Stroke: 94.0 x 67.5mm Compression Ratio: 13.3:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 110 hp @ 9,250 rpm Claimed Torque: 68 lb.-ft. @ 6,500 rpm Fuel System: Bosch electronic fuel injection w/ 53mm throttle bodies, ride-by-wire Clutch: Wet, multiplate slipper and self-servo; hydraulic actuation Frame: Tubular steel trellis Front Suspension: KYB 46mm upside-down fork, fully adjustable; 9.1 in. travel Rear Suspension: KYB monoshock, fully adjustable, remote preload adjustable; 8.7 in. travel Front Brake: Radial-mount Brembo Monoblock 4-piston caliper, dual 320mm semi-floating discs w/ Bosch Cornering ABS Rear Brake: Brembo floating 2-piston caliper, 265mm disc w/ Bosch Cornering ABS Wheels, Front/Rear: Cross-spoked, tubeless; 21 x 2.15 in. / 18 x 4.5 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 90/90-21 / 150/70R-18 Rake/Trail: 27.6°/4.8 in. Wheelbase: 63.3 in. Ground Clearance: 9.8 in. Seat Height: 34.4 in. Fuel Capacity: 5.5 gal. Claimed Curb Weight: 492 lb. Contact: ducati.com Gearbox: Helmet: Arai XD4 Jacket: Alpinestars Ketchum Gore-Tex Pant: Alpinestars Halo Drystar Gloves: Alpinestars Megawatt Boots: Alpinestars Tech 7 Enduro Source

The 2022 Kawasaki Z650RS is eye candy in Candy Emerald Green. (Kawasaki/)Ups Decent grunt at all speeds; an especially usable midrange and low-endRelaxed, comfortable ergonomicsBeautiful paint and retro stylingDowns Snatchy throttleSuspension is soft and has its limitsSome cheap plastic bits on an otherwise high-quality bikeVerdict The 2022 Kawasaki Z650RS pairs beautiful ‘70s-inspired styling with a modern middleweight package. Its 649cc engine is plucked straight from the Z650 so there’s a healthy grunt low to midrange, and it’s even more fun to ride around town than it is to look at when it’s parked in front of the coffee shop. Overview Rich histories are the backbone for rad throwbacks. Like many manufacturers, Kawasaki continues to satiate buyer’s enthusiasm for all things retro with its new-for-2022 Z650RS. This bike marries timeless 1970s Z1-inspired looks with a compact and modern middleweight design that attracts heritage-loving enthusiasts seeking modern reliability. The 649cc liquid-cooled parallel-twin engine, same as found in the sugomi-styled Z650, is agreeable to novice or veteran riders desiring something less aggressive than the Z900RS’ inline-four, but still want playful and flexible power delivery. The 650RS is not an aggressive sportbike, since the suspension is more comfort-oriented and ergonomics are decidedly more upright. But this makes it a great bike for the casual enthusiast who wants something that’s easy on the eyes and also practical for around-town riding. Kawasaki chose the iconic “Fireball” colorway of the 1972 Z1 to celebrate the five-decade milestone of the Z heritage. Production for this particular trim is limited. (Kawasaki/)Updates for 2022 The Z650RS is a new model for 2022, but shares nearly all of its architecture with Kawasaki’s Z650 naked, right down to its punchy DOHC 649cc engine, which is completely unchanged. The main changes from the Z650 are on the ergonomic and styling fronts: minimal bodywork; a differently shaped, smaller 3.1-gallon teardrop tank; and an exposed headlight bucket to distinguish it from the naked model. Pricing and Variants The 2022 Kawasaki Z650RS comes in two trims: the base ($8,999) and the 50th Anniversary edition ($9,249). The latter includes the two-tone Candy Diamond Brown/Orange color, commemorative logos, passenger grab bar, gloss black frame, chrome headlight and meter trim rings, gold-colored rims, textured seat with contrast stitching, and a Z 50th Anniversary coffee-table book. Competition Similarly styled middleweights include the Royal Enfield INT650 and Yamaha XSR700 whereas more modern designs that compete in homogenous middleweight circles include the Suzuki SV650, Triumph Trident 660, Honda CB650R, Yamaha MT-07, and Aprilia Tuono 660. The RS shares the same engine as the Z650. It also has the same steel trellis frame and rake and trail dimensions. (Kawasaki/)Powertrain: Engine, Transmission, and Performance The DOHC 649cc liquid-cooled parallel-twin engine is the same as the one seen in the Z650, even down to its tuning. With that, the engine shines in the low to midrange with a nice punch of power at 5,000 rpm. When pulling away from a stop, the snatchy on/off throttle is noticeable and can take some getting used to, especially for newer riders. But when speeds pick up, the twitchy throttle is soon forgotten and the Z-RS’ 48.5 pound-feet of torque and flexible power delivery steal the show. Kawasaki’s claimed 67 hp is not intimidating, yet perfectly capable of higher speeds when asked. The bike has a six-speed transmission and slipper/assist clutch, the latter contributing to a light lever pull. Handling The bike’s 24-degree rake and 3.9-inch trail, narrowness, and leverage from the wide handlebar make the Z650RS nicely balanced and agile for side-to-side transitions. Pushing the bike on high-speed sweepers, however, tests its stability and suspension. The Z-RS’ softly sprung nature means it’s tuned more for comfort than sport. The bike is stable on straight, well-maintained roads, but the limits of its 4.9 inches of travel at the front are revealed when picking up the pace on a canyon road’s pockmarked pavement. The horizontal back-link shock has 5.1 inches of travel and offers preload adjustability. “For 90 percent of our ride, damping was more than adequate, but get all squidly and this machine will let you know you’ve gone too far,” our test rider noted. Consider this a great, comfortable bike for the street, with some potential for fun weekend rides. Brakes The braking package is reliably powerful, with dual two-piston calipers and 300mm discs up front and a one-piston caliper and 220mm disc out back. During testing we found the brakes had good feel and no fade. The standard ABS never came on intrusively to spoil the party, despite our best efforts. The brake lever has a five-way-adjustable lever, as does the clutch. Pricing starts at $8,999. Although the Metallic Moondust Gray is the same price as the green version, it doesn’t have the same gold rims or raised Kawasaki logo. (Kawasaki/)Fuel Economy and Real-World MPG Fuel economy for the Z650RS is not currently available. Ergonomics: Comfort and Utility Longer fork tubes raise the upper triple clamp 20mm compared to the Z650 and situate the wide, flat handlebar higher for a neutral upright riding position. Kawasaki says that the handlebar grips are 50mm higher and 30mm further back, compared to the Z650. Cycle World found that “the RS’ taller and wider handlebar sets the rider up in a relaxed upright position, while the seat’s narrow front portion gives stubby legs an easy stab to the asphalt.” A low, 31.5-inch seat height helps contribute to no-fuss touchdown. Hollow-centered rubber pads on both the rider and passenger footpegs help reduce vibration and improve rider comfort. Dual analog gauges flank an LCD screen. (Kawasaki/)Electronics Kawasaki has done an admirable job blending modern with retro. Take the lighting, for example; there’s a circular round headlight and an oval taillight design, the latter an homage to the old-school Z model, but full LED. The dual analog gauges also contribute to the retro vibe, but a white-on-black LCD screen with modern format provides extra information in between the dials. While a few of the 650′s competitors have ride modes, the Z650RS does not. Note, however, that it’s equipped with ABS. Rich histories serve as a great platform for modern throwbacks. (Kawasaki/)Warranty and Maintenance Coverage Kawasaki offers a one-year limited warranty that can be extended up to 48 months. Quality Kawasaki’s Z650RS has a high-quality paint job that’s especially striking in the Candy Emerald Green 50th Anniversary heritage dual tone color, plus eye-catching gold rims. Some cheap plastic parts are evident in the instrument and tail areas. 2022 Kawasaki Z650RS Claimed Specifications MSRP: $8,999/$9,249 (50th Anniversary) Engine: 649cc, DOHC, liquid-cooled parallel twin; 4 valves/cyl. Bore x Stroke: 83.0 x 60.0mm Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 67 hp @ 8,000 rpm Claimed Torque: 48.5 lb.-ft. @ 6,500 rpm Fuel Delivery: Digital fuel injection w/ 36mm throttle bodies Clutch: Wet, multiplate slipper/assist Engine Management/Ignition: TCBI with electronic advance Frame: Steel trellis Front Suspension: 41mm telescopic fork; 4.9 in. travel Rear Suspension: Horizontal back-link, spring preload adjustable; 5.1 in. travel Front Brake: 2-piston calipers, dual 300mm discs w/ ABS Rear Brake: 1-piston caliper, 220mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.50 in. / 17 x 3.50 in. Tires, Front/Rear: Dunlop Sportmax Roadsport 2; 120/70ZR-17 / 160/60ZR-17 Rake/Trail: 24.0°/3.9 in. Wheelbase: 55.3 in. Ground Clearance: 4.9 in. Seat Height: 31.5 in. Fuel Capacity: 3.2 gal. Claimed Wet Weight: 412 lb. Contact: kawasaki.com Source

Rapper Killer Mike on his Indian Challenger, custom built by Carey Hart and Big B. (Steve West/)At motorcycle rallies all over America, black bikes seem to outnumber those of any other color. Yet go to a custom motorcycle show and you’ll see it’s a much less popular choice with builders. Black paint is clean, cool, and always fashionable, but executing a blacked-out paint job in a way that will truly stand out from the crowd is a major challenge. And that was the challenge rapper Killer Mike presented to freestyle motocross legend and custom bike builder Carey Hart: build an Indian Challenger that would match Mike’s custom car collection, all in black paint. Carey Hart is best known, at least for now, as the man who brought the backflip to FMX. More recently, Hart and his best friend Big B have been making a name for themselves building custom motorcycles out of Hart’s Central California workshop. Mike Render, better known as Killer Mike, is a man in full: an Atlanta rapper with a list of hits going back 20 years, half of hip-hop duo Run the Jewels since 2013, and host of the hit Netflix show Trigger Warning. Killer Mike’s custom Indian Challenger at the Hoonigan headquarters in Compton, CA. (Sean MacDonald/)Hart and B have worked with the Challenger platform before, but never for a customer. Most of the builds that have rolled out of Hart’s shop have been personal, for Hart, Big B, or Hart’s wife Alecia. Working around a customer’s direction would present a new set of challenges. “I think of my collection as Batman,” says Mike. “My wife got me into all black cars, so for me, what was Batman’s car or motorcycle?” Bronze accents around the speakers and gauges add pops of color to keep things interesting. (Steve West/)Killer Mike is a car guy, with 1968 and 1969 Firebirds and a 2018 Dodge Challenger SRT Hellcat in his garage. Naturally, he wanted his first custom bike to match his other machines. The use of high performance and racing-inspired components have been a major movement in the V-twin world, particularly among touring models, which can look to King of the Baggers or Bagger Racing League for inspiration. While Mike’s build won’t be scraping floorboards around any racetracks, the trend encourages the use of lighter weight and higher-spec components that would make the bike easier to ride while simultaneously looking more custom and high end. Mike’s Indian Challenger next to his Dodge Challenger SRT Hellcat. (Steve West/)“We don’t want anything too flashy, but we want it to work really well and we want it to be custom,” Hart says.”So it’s a fine line of making it not look like a fishing lure but also not make it look like a stock bike with a couple parts bolted on.” They decided to go with bronze accents throughout the build, which would go with the whole Batman theme and allow for some subtle details without ruining the blacked-out aesthetic. Chris Wood at Airtrix used a mixture of high gloss and matte black paint on the fairing, saddlebags, fenders, and gas tank, before Mr. Oz added some bronze leaf and pinstriping accents. A custom stainless steel exhaust was fabricated by Fab 28 for the perfect look and sound. Galfer wave rotors, Brembo brake calipers, and carbon fiber wheels all fit the high-performance aesthetic of the build while enhancing the bike’s overall performance. (Steve West/)A set of BST carbon fiber wheels were ordered, stock size in the front but with an 18-inch rear to raise the bike’s stance a bit. Dunlop American Elite tires were installed. Beringer supplied a clutch perch and front brake master cylinder, which feeds Brembo four-pot calipers that provide a nice little pop of red at the wheel. As far as ergonomics, it was a lucky break that Killer Mike and Big B have similar body types. The team was able to use Big B’s custom seat from Saddlemen and the custom Torch Industries handlebars he runs, both of which fit Mike like they were made for him. Floorboards and passenger pegs were ordered from San Diego customs, and it wouldn’t be a Carey Hart build without ODI grips. There was a time when these Challenger-specific components would take a long time to make custom, but now as the bike has gained popularity as a platform, that’s changed. Big B used his own custom seat pattern, made by Saddlemen and detailed with bronze accents, to ensure the Challenger would fit Killer Mike. (Steve West/) Chris Wood from Airtrix used a mixture of high gloss and matte black paint for a contrast of textures. (Sean MacDonald/)“We were definitely the guinea pigs at the start of Challenger customizing, and it’s great to see now that some of the people that we were working with are profiting and making parts that people are purchasing,” Big B says. “It makes me smile a little bit to know that we had a part in that.” The finished bike was delivered to Killer Mike in grand fashion before a full film crew from DUB Magazine. Not only does the Challenger look custom and exude quiet high performance, but it’s classy, understated, and fits Mike perfectly. Perhaps most impressive of all, they’ve built a motorcycle that will stand out in a crowd and doesn’t need loud paint to do so. Killer Mike’s blacked-out Indian Challenger. (Sean MacDonald/) From left to right, Big B, Carey Hart, and Killer Mike pose with the custom-built Challenger. (Sean MacDonald/)Source

Bikes like the Yamaha MT-07 are proof that riders shopping for a sub-nine-grand motorcycle don’t need to sacrifice style or fun. Whether you’re looking for a naked bike, adventure bike, sportbike, or something in between, there are affordable options in every manufacturer’s lineup. (Yamaha/)With costs spiraling upwards everywhere, you’d think it would be difficult to find a great new motorcycle for a decent price. Naturally, all the attention is focused on glamorous bikes dripping in high-tech features and performance, but one look at price tags in the five-digit range and the fun of window shopping gets frustrating. After all, lots of people just want a good, solid motorcycle that provides plenty of fun without breaking the bank. But all is not lost. We’ve decided on $9,000 as a reasonable price point and decided on with ten bikes that provide outstanding value at that much or less. It’s a diverse enough list that we’re sure one of these bikes will fit your needs. An industry icon, the SV650 hits all the right marks, especially for riders in search of a proven package for commuting and the occasional ride through the canyons. (Suzuki/)Suzuki SV650 MSRP: $7,299 / $7,749 (ABS) It’s frankly impossible to build a list of best-buy or bang-for-the-buck motorcycles without the Suzuki SV650 coming up in the conversation. And for good reason; since its debut in 1999, the SV has been a very hard-to-beat combination of amiable manners, very good performance, and sheer fun, all for a price tag that made it Suzuki’s best-selling model for many years. The 645cc DOHC V-twin engine’s wide, charismatic powerband is friendly enough for newbies while still providing plenty of torquey thrust to satisfy experienced riders (a 2017 update resulted in both more horsepower and emissions clean enough to meet ever-stricter standards). The steel tube trellis chassis gives the bike responsive yet neutral and stable handling, and the 30.9-inch seat height means the SV won’t intimidate novices at a stop. There are no electronic rider aids to complicate matters, just a cable-operated throttle and simple but effective engineering. And Suzuki is one of the few manufacturers still selling non-ABS versions, with a $7,299 price tag that’s easy on your wallet (the ABS model is $7,749). The brilliance behind Yamaha’s MT-07 is that it gives you everything you need—sharp handling, torquey engine, bold styling—and strips away everything else. All of this, of course, for a price that continues to impress. (Yamaha/)Yamaha MT-07 MSRP: $7,899 Taking the crossplane crankshaft lessons learned from the bigger MT-09, Yamaha created its little brother, the 689cc parallel-twin-powered MT-07, in 2014. The bike was an instant hit. With its 270-degree crankshaft, the MT-07′s quick-revving twin-cylinder engine provides gobs of instant torque and a strong midrange boost that will loft the front wheel in the first few gears if you’re feeling frisky. There’s plenty of power on top, but without the annoying vibes or droning exhaust note that come with conventional 180-degree-crankshaft parallel-twin engines. The steel tube chassis and well-dialed suspension offer up agile handling without ever getting nervous or twitchy, letting you put the bike wherever you want with ease. A major factor in the MT’s performance is the bike’s feathery weight; at 407 pounds full of fuel and ready to ride, the MT-07 is lighter than all of its competition, undercutting some by a significant margin. That lack of mass, plus a seat that feels much lower than its 31.7-inch spec sheet number, means an unintimidating mount for novice riders. Best of all is the price: at $7899, the Yamaha is a very economical mount that’s still a blast to ride. Honda’s Navi was introduced as a cost-effective entry into the wonderful world of motorcycling. Compared to using public transportation or rideshare apps for a month, owning a Navi compares favorably, even when factoring in registration and insurance. Notice the 15-liter storage compartment that adds versatility. (drew ruiz/)Honda Navi MSRP: $1,807 And the award for least expensive bike on this “Bikes for Under $9,000″ list goes to the Honda Navi. Yes, the Navi is technically a scooter, but it has an attraction that will hopefully get more of the general public onto two wheels. No truly decent scooter these days is cheap, but the Navi’s price stands out: with an MSRP of $1,807 this fun-loving city bike significantly undercuts the $2K barrier, something that very few scooters can boast. The few that do come under that mark certainly can’t match the build quality or established dealer network of a Honda. Still, don’t assume that the Navi skimps on features or quality to achieve that price. Its 109cc OHC air-cooled single-cylinder engine and CVT automatic transmission deliver much better acceleration and power than your average 50cc scooter; it has a 15-liter keyed storage compartment where a motorcycle’s engine normally resides; and the telescopic front fork and single rear shock provide a decently smooth ride. It’s interesting that the Navi also blurs the distinction between scooter and motorcycle in that it has a sidestand, a tubular handlebar, telescopic fork, footpegs, and a rear brake pedal on the right like a motorcycle, yet still retains the swingarm-mounted engine with CVT transmission, small 12/10-inch wheels, diminutive size, and ease of use of a scooter. Honda has always been a company that tries to attract more people to motorcycling, a practice for which the company should be commended. The Royal Enfield INT650 has just the right amount of technology to make it easy to live with and fun to ride for new or experienced riders, solo or with a passenger. (Jeff Allen/)Royal Enfield INT650 MSRP: $5,999 - $6,699 In this time of ever-advancing technology, it’s a lot tougher than you might think to produce a bike that combines the authentic look and feel of a classic ‘70s motorcycle with just enough modern upgrades to keep it fun, convenient, and most of all economical. Royal Enfield has managed to do just that with its INT650. There’s no suite of electronic rider aids (other than ABS) or flashy high-tech gadgetry on this bike. Just surprisingly good overall performance and feel that reminds you that you got into motorcycling because it’s fun. The INT650′s air/oil-cooled SOHC 648cc parallel-twin eight-valve engine provides smooth, broad, accessible power with its 270-degree firing order keeping vibes to a minimum, and the steel double-downtube cradle frame with Gabriel rear shocks provides delightfully agile yet neutral handling. The comfy riding position is right out of the ‘70s, with the high-rise tubular handlebar, low-set footpegs, and long single-piece seat providing plenty of room for both you and a passenger. The Royal Enfield INT650 is backed by a 3-year/unlimited mileage warranty plus roadside assistance, which is great for peace of mind. But even greater is the price: At just $5,999, or slightly more for custom color options, the INT650 represents one of the better deals in motorcycling. The YZF-R7 is Yamaha’s budget-friendly approach to the sportbike category, targeting the less experienced rider without sacrificing the fun factor or hardcore image of the supersport glory days. (Alpinestars/)Yamaha YZF-R7 MSRP: $8,999 It’s obvious from its looks that Yamaha’s YZF-R7 is a supersport bike, but don’t assume that it’s a high-strung thoroughbred requiring expert-level riding skills to extract the slightest bit of speed. Based on the best-selling MT-07, the R7 is intended to provide much more accessible and approachable performance than the screaming 15,000-rpm middleweight sportbikes of the past. Using the same 689cc DOHC parallel-twin powerplant as the MT-07 gives the R7 entertaining yet balanced and beginner-friendly power instead of the intimidating peakiness of supersport inline-fours, while the chassis has been subtly tweaked and fully adjustable suspension added for quicker and more stable handling than even race-prepped MT-07s, even though the R7 scales in 8 pounds heavier than the MT. The riding position is obviously very sporty, but again, not quite as radical as the old R6, with the clip-on bars positioned slightly higher for less fatigue on the street. And that emphasis toward accessibility with the R7 includes the price: instead of the ever-escalating five-figure prices of the 600cc inline-fours, the R7 is listed at a much more palatable $8,999 MSRP. So whether you’re an experienced rider looking for an entertaining alternative to the usual wallet-draining supersport machinery, or a novice rider looking to hone your chops on a bike that makes the process far easier, the R7 fits the bill. Very few sub-500cc motorcycles are as easy to approach for a new rider while also being easily up to the task of spirited rides at the hands of more experienced riders. The Kawasaki Z400 really is an amazing bang for the buck. (Kawasaki/)Kawasaki Z400 ABS MSRP: $5,399 Basically a stripped-down naked version of the class-conquering Ninja 400, the Kawasaki Z400 ABS offers up all of the sprightly performance of its fully faired cousin with more comfortable upright ergos. The same 399cc DOHC eight-valve parallel-twin engine as its Ninja brother provides the type of responsive and revvy power that can keep an experienced rider entertained while remaining easy and amiable enough for a newbie to gain confidence quickly. Also identical to the Ninja is a steel tube trellis chassis that offers up light and quick handling, although the suspension rates are softened slightly to reflect the less-sporting intentions of the Z400. A big contributor to the Z400′s agile handling is the lack of heft; at a measured 364 pounds with a full fuel tank, the Kawasaki significantly undercuts most of its competition, many by as much as 50 pounds. With a wide, upright tubular handlebar that’s set 50mm higher than the Ninja’s clip-ons, the Z400′s ergos are much more comfortable, even if wind protection is a bit lacking compared to the Ninja. Further bolstering the Z400′s appeal is its list price: at just $5,399 the lightweight Kawasaki is an excellent value for your dollar. When it comes to entry-level adventure-style motorcycles, the Honda CB500X is an amazing value at $7,199. (Alpinestars/)Honda CB500X MSRP: $7,199 If you’re a rider on a budget looking for a versatile entry-level adventure-style motorcycle that’s pavement-oriented but is perfectly capable of tackling gravel roads, look no further than Honda’s CB500X. The ADV member of Honda’s CB500 trio, the CB500X is set apart from its CB500F/CBR500R brethren by its longer-travel suspension, 19-inch front wheel, pavement-leaning ADV-style tires front and back, front quarter fairing with tall two-level-adjustable windscreen, taller handlebar, and larger fuel tank. The 471cc DOHC parallel-twin engine’s impressively flat torque curve and decent power output not only make the 500X both an amiable and capable companion on the street and tractable and easy to manage on the dirt. Upgrades to the suspension in 2022, including a Showa 41mm SFF-BP fork up front, revised spring/damping rates in the rear shock, and a lighter/stronger swingarm, mean better handling on both paved and dirt roads. The change to dual 296mm brake discs up front (versus the predecessor’s single 310mm disc) provide better power with less effort. The fairing and its two-way adjustable windscreen offers decent protection, and the fuel-sipping engine will get you about 270 miles to a tankful. With its low $7,199 sticker price, you’re getting an amazing value for an entry-level ADV motorcycle. Adventures don’t have to break the bank, and KTM’s 390 Adventure is proof. Solid on- and off-road performance make this a great bike for a first foray into the adventure bike world. (Alpinestars/)KTM 390 Adventure MSRP: $6,799 It would be easy to assume that the smallest of KTM’s Adventure series bikes is an entry-level model with bargain basement features and components. Nothing could be further from the truth. The 390 Adventure is a serious ADV machine with excellent off-road capabilities to go with its superb on-road handling. The Adventure’s 373cc DOHC single-cylinder engine is the same unit used in the 390 Duke, with plenty of torque to go with its good top-end power, and the throttle response is butter-smooth. Tractability, combined with dialed-in spring/damping rates of the WP Apex fork and shock (both are also adjustable), means you can easily hang with larger and more expensive ADV machines through very challenging dirt sections. The littlest Adventure’s street handling doesn’t suffer at the expense of off-road capability. At a measured 387 pounds fully fueled, the 390 is light and agile through corners, and the firm off-road suspension rates keep the chassis from pitching excessively during braking or acceleration. There’s lean-sensitive traction control with two settings, on or off, plus cornering ABS with an off-road mode that deactivates the rear ABS so you can slide the back end if needed. Getting this kind of performance for just $6,799 is one of the best deals in motorcycling. Kawasaki’s KLR650 soldiers on as the OG affordable adventurer even after receiving modern updates like fuel injection and off-road-tuned ABS. Even the most feature-laden version, the KLR650 Adventure ABS, comes in well under the $9,000 price cutoff. (Alpinestars/)Kawasaki KLR650 MSRP: $6,899 / $7,199 (Non-ABS / ABS) MSRP: $7,599 (Traveler ABS) MSRP: $7,899 / $8,199 (Adventure / Adventure ABS) There are very few motorcycles out there that can lay claim to a 35-year production run, and even fewer that can say the first 20 of those years saw very few changes. Kawasaki’s KLR650 is the stone axe of ADV/dual sport motorcycling; there are no fancy electronic gizmos, no multi-cylinder big displacement engine or trick suspension bits. The bike didn’t even get fuel injection until the 2022 model update. And yet the KLR650 has continued to sell well over the years simply on the basis of its rugged, versatile, economical, and above all dependable performance. The tried-and-true 651cc liquid-cooled single-cylinder engine has both enough power to cruise at a good clip on the highway and plenty of bottom-end grunt to chug along more technical trails, all while sipping on regular grade unleaded fuel. The suspension is good enough to handle most off-road obstacles while still remaining compliant for pavement use. The ergos are all-day comfortable. And the 6.1-gallon fuel tank means you’ll be riding longer segments on those journeys. Needless to say, the Kawasaki has a huge aftermarket support industry, along with an online nation of KLR enthusiasts who have done literally everything with, and to, the motorcycle. The fact that you get all this for just $6,699 is just icing on the cake. The Trident 660 is one of the most approachable and affordable options in Triumph’s lineup, yet the bike makes no sacrifices in performance or in fit and finish (Alpinestars/)Triumph Trident 660 MSRP: $8,395 It’s not often that you’re able to find a noted European brand with a middleweight model under $9K. The Triumph Trident 660 not only ducks under that mark but also offers excellent performance and versatility to boot. The Trident’s 660cc inline triple engine has plenty of torquey midrange response and wailing top-end power for experienced riders, but is still smooth enough down low that it won’t overwhelm new riders. Overall handling is biased towards stability rather than nimbleness and agility; its delightfully neutral steering and a planted feel in corners promotes confidence, thanks to well-chosen suspension rates and a claimed weight of only 417 pounds fully fueled. The newbie-friendly feel also extends to the brakes, which have a softer response while still providing plenty of power for experienced pilots. And unlike the futuristic stark lines and shapes of its competitors, the Trident’s styling is a throwback to more traditional themes, with a roundish fuel tank, round headlight, and single circular TFT instrument panel. Even still, there’s plenty of modern technology underneath; two power modes, switchable traction control, ABS, and LED lighting. Fit and finish are typical Triumph excellence, which makes the $8,395 sticker price a definite bargain. 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/)We know that today’s dominant form of motorcycle chassis, the twin aluminum spar type, originated in about 1982 as Spaniard Antonio Cobas looked for a next step beyond the triangulated multi-steel-tube motorcycle chassis he and others had been building. Having studied engineering, he knew that a tube’s stiffness strongly depends on its diameter. Double the diameter of a tube while maintaining constant wall thickness; the tube’s weight doubles, but you increase its stiffness by up to 16 times. During WWII (1939-1945), aircraft structures were in the middle of a transition. Britain’s Hawker Hurricane fighter, which carried most of the burden of the Battle of Britain, had a fuselage constructed from precisely joined multiple steel tubes. The wing of the US Boeing B-17 bomber, designed in 1935, derived its strength from a riveted multi-element truss, closely resembling a bridge. Monocoque Chassis Structures Later aircraft fuselages, however, were designed as thin-walled aluminum tubes or boxes of very large diameter, taking advantage of the diameter effect described above. Fuselages were made in “monocoque” style, with the metal skin itself carrying the stress, reinforced inside by formers and stringers to prevent local buckling. When you travel in commercial aircraft today, you are riding in such a tube. As described in Ian Bamsey’s book Lotus 25—The Monocoque Revolution, Englishman Colin Chapman believed steel-tube space-frame race-car chassis had come as far as they could at the time of his 1961 Lotus 24. In 1959 Jack Brabham drove a rear-engined tubular space-frame Cooper to the F1 championship, and Maserati was designing its zillion-tube “Birdcage” chassis for its Tipo 61 racing sports car. Although such chassis were an advance over the flexing, chattering ladder frames of the previous era, designers were now acutely aware of a new need for chassis torsional stiffness; the arrival of all-independent suspension, replacing antiquities such as solid axles, de Dion tubes, and so on. Modern suspension had become systems of levers cantilevered out from the chassis, and in order for them to do all the flexing, the chassis had to get out of the flex business. That need had everyone building torsion fixtures in which they could measure the stiffness of chassis in terms of pound-feet per degree of twist. The less the chassis twisted as a wheel hit a bump, the closer the suspension could come to managing that bump 100 percent. Maserati’s Tipo 61 Birdcage. (Maserati/)As a result of those measurements, Chapman knew someone would soon take the next step: aircraft-style large-tube or box structures of thin sheet metal, which could be made both stiffer and lighter than multi-tube chassis. The question was, how best to do this? As noted in Bamsey’s book, cutting a hole in such a tube for the driver’s position defeated the whole exercise. The Torque-Box Solution When, years later, I was able to stand under a Boeing B-29 bomber’s open bomb bays, I could see how aviation practice dealt with the problem of carrying stress around an opening in the structure. There, on each side of the bomb bays, was a long riveted sheet-metal torque box. Chapman did something similar in designing his Lotus 25: A pair of riveted torque boxes, spaced sufficiently apart to provide room for the driver between, were joined to each other by front and rear bulkheads, with the engine cantilevered out to the rear as a chassis member. This was the beginning of today’s “tub” race-car chassis, although the material has changed from riveted sheet aluminum to carbon fiber. After 1972, steel-tube motorcycle chassis had been forced to evolve quickly to cope with three changes: Disc brakes from 1969Powerful slick-tire grip from 1974Fast-rising two-stroke output, exceeding 100 horsepower in the early 1970s.Chassis needed more stiffness, and they needed it fast. The goals were better resistance to bending generated by increased braking forces, and preventing instability resulting from chassis twist and self-steering. Two principal developmental directions appeared: First, the upper part of the chassis evolved into a structure to handle the bending forces of braking, and second, the connection between steering head and swingarm pivot was made stronger and more direct (Colin Seeley was an early proponent of the latter, from 1966, with his Seeley chassis for the G50 Matchless). The lower chassis members, really just engine support tubes, atrophied away. Several constructors tried aircraft sheet-metal structures. In 1969, OSSA won three 250 GPs with a welded light-alloy monocoque; in 1969-1972 Eric Offenstadt built 500 and 750 welded-aluminum monocoques; and in 1980-’82 Kawasaki fielded their aluminum box-beam KR500 two-stroke GP bike. Cobas’ Answer Cobas chose another way, analogous to the twin box beams of Chapman’s Lotus 25 chassis, and to Boeing’s approach to passing stress around large fuselage openings. From a common point at the steering head, two welded, rectangular-section box beams diverged, then passed aft in parallel, as directly as possible to the swingarm pivot behind the engine, where they were joined by crossmembers. This provided good engine access and an improved stiffness-to-weight ratio. Twin-beam aluminum frames began to appear in the late 1980s on production motorcycles and are still in use to this day thanks to an excellent stiness-to-weight ratio and easy engine access. (Aprilia/)That left the problem of vibration and its ability to fatigue and crack aluminum, particularly when welded. When the Japanese stopped or greatly reduced vibration at its source, the engine, they realized the great value of what Cobas had created. Production twin-beam aluminum chassis began to appear in motorcycle showrooms in the late 1980s, and are still with us today. Source

Team USA is ready for the journey to Albania to compete in the 2022 GS Trophy. (Jon Beck/)BMW’s GS Trophy, the worldwide motorcycling competition for those skilled and enthusiastic enough to qualify, kicks off its 2022 edition this September 4 in Albania. This year 16 three-man teams and six two-woman teams will compete in riding and teamwork tests over seven days in the wilds of Eastern Europe. Earning a spot on a national team is not easy; riders from 16 counties had to best large fields of hopefuls in regional competitions leading up to the GS Trophy final. A handful of motojournalists are being thrown into the mix as well to document the event, and I was lucky enough to get an invite. It looks like a blast, albeit a very difficult blast. I’m not one to shy away from a challenge, so I’m in. As a representative of Cycle World, I’ll be riding with Team USA through the event as an embedded journalist. “Embedded” is a word usually associated with armed conflicts and sudden danger rather than a tiptoe through the Albanian tulips, but perhaps the word is more apt than it seems. There will be riding for seven straight days—all day—with special tests thrown in for good measure. These tests could be anything: trials courses, physical challenges, or mechanical puzzles, all done as a team. When the day is done, tents must be pitched; no luxury hotels here. Then I’ll need to report back to the CW readership on the day’s events. No sleep till Tirana. In order to prepare, both BMW and I felt it was important to meet up with Team USA. We’ll be working as a unit, and it’s better to get to know each other before being thrown into the deep end with our moto boots on. So I traveled to Sand Hollow, Utah, one of my favorite riding areas, to meet up with the crew, get some photos, and take a ride. It’s amazing how quickly you can gel as friends when a motorcycle and some dirt are in the mix. Our sweat mixed with the Utah sand to make excellent binding agent. There probably won’t be much deep sand in Albania but it can’t hurt to do some work in the desert. (Jon Beck/)Three riders were chosen for the USA men’s team out of two regional qualifiers. Cory Call and Jim Duplease rose to the top at the West Coast qualifier; Ben Phaup led the field in the east. Unfortunately only six women’s teams would make the cut for Albania, and the US women’s team USA of Gala van’t Schip and Kandi Spangler did not move on to the GST final. So it was just the four of us in Southern Utah’s high desert for the meet and greet. Ben Phaup, a Marine Corps veteran who is methodical and direct in his riding, is the strongman of the team. I have no doubt that in any challenge involving our R 1250 GS units being lifted, thrown, or carried, the team will point to Ben. I watched him lift his GS like it was nothing in ways I wouldn’t dare. Ben Phaup, Team USA GS Trophy 2022. (Jon Beck/) Phaup can toss an R 1250 GS around like a minibike. (Jon Beck/)Every team needs the guy who won’t ever quit, and for the US that’s Jim Duplease. Jim arrived with the flu and toughed it out through a ride day of deep, merciless sand and triple-digit temps. He was sweating bullets and looked like hell, but he powered through without stopping. Tenacity is often underrated and underestimated in competition, but Jim will keep the team moving despite any and all adversity. Jim Duplease, Team USA GS Trophy 2022. (Jon Beck/) Team USA isn’t afraid to push it on the big GS; here Duplease crests the top of a technical hill climb. (Jon Beck/)I knew of Cory Call before our meeting; I once saw him annihilate a Kawasaki Ninja ZX-14 at Sonoma Raceway after tucking the front at an insane speed while tipping into a chicane-less turn 1. He’s the team maniac, both a joker and a very talented rider. Cory is a true competitor, and I can see him adding the X-factor that pushes Team USA to the top. With any luck there will be a wheelie special test; Cory’s got that on lock. Cory Call, Team USA GS Trophy 2022. (Jon Beck/) Call always entertains on the bike and was usually the first to charge any obstacle. (Jon Beck/)Ben, Jim, and Cory have ridden together on several occasions and are now a unit. There may be times when my performance has a chance to affect the scoring of Team USA, and I’ll make sure I don’t let them down. Near the end of our ride day, my toe caught the side of a sand dune, and I badly injured my ankle. I could have asked Ben to carry me and my bike out of there, but I didn’t want to let my new riding buddies and Team USA down. I bit the bullet and rode 90 minutes through the desert back to base camp before heading to the hospital. I wouldn’t have ridden out of there if I didn’t respect this crew so much. Looking forward to seven days of riding with Team USA. (Jon Beck/)Now the ankle is healed and it’s just 30 days until the event kicks off. It’s going to be one heck of a ride. Stay tuned for daily updates from the 2022 BMW GS Trophy beginning September 4. Go Team USA! Team USA, GS Trophy 2022. (Jon Beck/)Source

The new DSR/X may bear some resemblance to Zero’s DSR Black Forest, shown here, but will be an all-new model. (Zero/)It’s been common knowledge for quite a while that Zero has been developing a bike called the DSR/X, yet no technical information about the bike has appeared in public. That’s now changed, as the model has finally been type-approved for sale in Europe, with certification revealing key dimensions and details. The DSR/X name sounds like it’s simply a revision of the existing DSR, which is the closest Zero has yet got to an adventure bike, particularly in the Black Forest spec that includes luggage and a screen. But it turns out that the DSR/X is more akin to a completely new model. Plain view of the Black Forest; the DSR/X should be a little bigger, longer, and broader. (Zero/)Zero initially planned to launch the DSR/X as a 2022 model year bike. We know that because it’s listed as such in vehicle identification number information filed with the National Highway Traffic Safety Administration (NHTSA) back in May 2021. There, it was revealed that a bike with the model code “M” as the 12th character in the VIN was a “DSR/X (22MY).” Even at that stage the cat was out of the bag, as Zero had already filed a trademark application for the DSR/X name back in August 2020. The bike disappeared from updated VIN decoding info filed with the NHTSA in August 2021, only to show up again in a third document published in December. This time it was listed as “DSR/X (23MY+),” to be denoted by the letter “N” as that 12th VIN character, and the new type-approval documents suggest it’s actually happening. It would have been easy for Zero to warm over the existing DSR Black Forest for its next adventure bike exploits. But expectations in the electric bike field are advancing rapidly; the old Black Forest’s power and range would be dwarfed by the likes of Energica’s new Experia, which claims 102 hp and 138 miles of real-world use between charges. Zero appears to have returned to the drawing board for the DSR/X and spun together some of its latest componentry and technology to create a more viable machine. Zero claims its base 14.4kW battery will allow 91 miles of range; specs go up from there. (Zero/)The new type approvals show that the DSR/X will be offered in three versions, each with a different battery setup. The base model gets Zero’s ZF14.4 pack, as used in the existing DSR and the cheapest version of the SR/F. As the name suggests, it’s a 14.4kW battery, and according to the approvals it gives the bike a range of 147 kilometers (91 miles) between charges. That’s likely to be tested using ISO 13064-1:2012 standards that set a specific drive cycle, using the most energy-intensive motor setting. The next option up the range is a DSR/X using the ZF15.6 battery pack, extending range to 161 kilometers (100 miles). At the top of the line is the ZF17.3 battery version, using the biggest of Zero’s battery options for a range of 172 kilometers (107 miles). Bear in mind that, as with any electric bike, range is likely to vary significantly depending on usage, and lower-speed running can offer many more miles between charges. The rated figures also won’t include options like Zero’s Power Tank, which adds an additional battery to stretch the range further. When it comes to performance, the European type approval for the DSR/X is confusing, and appears to suffer from a typo regarding the bike’s power. It seems that the intention was to specify the figure as 40kW (53.6 hp), which would be the same as the SR/F. But additional digits have been added to the approval document, pushing the horsepower into the thousands. Let’s assume that’s incorrect. Also, bear in mind that the kilowatt figure used on type approvals is for “continuous” rated power; that’s power that can be sustained indefinitely without overheating, rather than an absolute peak. For briefer spells, the SR/F’s motor is good for a claimed 110 hp, so the same is likely to apply to the DSR/X. The existing DSR, by contrast, has Zero’s less powerful motor, rated at 22kW (30 hp) continuous with an absolute peak of 70 hp. The DSR/X also appears to be substantially heavier than Zero’s other models. Once again, the numbers on the type approval are misleading, and appear to show the bike’s weight without a battery rather than in running order, but it’s listed as being 66 pounds heavier than the SR/F using the same measurement. With the same battery pack, that suggests we can expect a final running mass of around 566 pounds; fairly hefty, but not substantially more than many existing gas-powered adventure bikes. The bike’s maximum rated weight, including rider, passenger and luggage, is 1,102 pounds, around 100 pounds more than the SR/F is rated for. That extra mass comes with larger dimensions than other models. The DSR/X’s wheelbase is 60 inches, up from 57.1 inches on the SR/F. Width is 36 inches, around 4 inches wider than the SR/F in its narrowest form, and can stretch to as much as 39 inches. This suggests there are options in terms of bar width or luggage that alter the overall breadth of the bike. Height is also variable, possibly indicating an adjustable screen, with the lowest setting of 55 inches and a high setting of 61 inches. Altogether, despite a name that seems like a minor upgrade on the existing DSR, the DSR/X promises to be a completely new bike, one that will take Zero into a market where it currently doesn’t compete. Whether adventure bike buyers are ready to embrace an electric option just yet, and all the range and recharging hurdles that come with it, remains to be seen. But with a growing number of governments proposing plans to ban the sale of new combustion-engined bikes around the world, Zero could be setting itself up to have a significant advantage over the establishment in years to come. Source

What does a narrow-included-angle four-valve head look like these days? This KTM is a fine example. As engineers learned more and more, the included angle inevitably tightened up. (KTM/)Commenting on my three-part story addressing four valves per cylinder, Mr. Joe Broussard has very reasonably said, “An overview of the progression of development, like Kevin’s above, makes it seem so simple, [as if] all of us would be able to just change things for improvement…” He’s right. The adoption of four valves, narrowed valve angles, and flatter piston crowns took years to achieve. When Japanese manufacturers such as Suzuki and Kawasaki built 750 fours that outwardly resembled Keith Duckworth’s successful 1967 line of development, they were at first unable to improve their combustion. Rob Muzzy, aka “Mr. Superbike,” said it took them two years with a larger-bore, shorter-stroke new Kawasaki engine to equal the performance of the previous 68 x 51.5mm model (in racing form). Valve Angles Get Tighter In 1988 Suzuki jumped from 70 x 48.7mm to 73 x 44.7mm, but found it necessary to revert to the longer-stroke dimensions while further development took place. As a further example of development impeded by problems, there was Yamaha with its five-valve Genesis design, suffering sluggish combustion requiring 45 or more degrees of ignition lead in production form and even more when modified for Superbike racing. Honda’s Superbike “homologation special,” the 1988 RC30 V-4 750, had a valve included angle of 38 degrees. When that model needed updating, the resultant 1997 World Superbike champion RC45 was given a 26-degree valve angle. Ducati, on the other hand, had an agent in place at Cosworth (Duckworth’s company): the visiting and studious Massimo Bordi, who evidently understood how the new British combustion system worked. Over the next few years Ducati changed bore and stroke many times but made steady gains. Thus it was clear that there was more to the new Cosworth system than just four valves, a narrow valve included angle close to 30 degrees, a bore more than 30 percent bigger than the stroke, and a steeply downdraft intake angle. What did Ducati do differently? Knowing that the purpose of Duckworth’s design was to speed up combustion, Ducati used an in-cylinder anemometer very like the one used decades before by Harry Ricardo, the British IC-engines pioneer. With the anemometer reporting the rapidity of charge “barrel motion” or tumble, Ducati could vary intake-port diameters and alter the degree of intake downdraft to achieve the charge motion necessary for rapid combustion. Speeding Up Combustion Time To briefly review, the time taken by combustion determines how long hot, high-pressure combustion gas is held between the piston crown and combustion chamber, constantly losing heat to those metal surfaces. More rapid combustion means less heat is lost in this way, resulting in higher gas pressure and greater torque. With respect to port diameter, many investigators have found that midrange power (and therefore acceleration) are sensitively dependent upon intake velocity, for intake velocity determines how long after BDC intake flow can continue to coast into the cylinder against the rising piston. The measure of how much energy is present in the flow to later become combustion-accelerating charge turbulence is the square of that intake velocity. In Des Hamill’s book Coventry-Climax Racing Engines, he describes how missing midrange in a development engine was restored by sleeving its intake ports with shim stock. David Vizard, a popular IC-engine author and airflow specialist, noted that the critical part of the intake system is that which would be filled by pouring a volume of liquid equal to 15 percent of the cylinder’s displacement into it (with closed valves, naturally). At least one major Superbike team has made color-coded interchangeable intake port sleeves of different diameters for development purposes. And finally, consider the intake downdraft angle. This factor determines how much of the intake energy will become pressure in the cylinder, and how much will remain as high-speed tumble motion. The steeper the downdraft, the more emphasis is placed upon cylinder filling. Honda’s RC30 V-4 was pretty exotic for a 1988 streetbike, with its 38-degree included valve angle and compact combustion chamber. But just a few years later, when the RC45 showed up, the valve angle had narrowed to 26 degrees. (Honda/)From the information I’ve been able to gather, it would appear that many racing organizations gradually discovered the value of narrowed valve included angles and flatter, less obstructive piston crowns in successive designs. In each case, someone observant had to take notice of the trend. Narrower and Narrower Honda, in its 1959 two-valve RC142 125cc twin, used a conventional-for-the-time 84-degree valve included angle. By 1962 the included angle was down to 76 degrees in the four-valve RC110. By 1964, the 50cc RC113 engine was at 72 degrees, and there was a jump to 56 degrees with the 1965 RC115 (also a 50). In England, Climax’s four-cylinder two-valve FPF was at 66 degrees (included) by the late 1950s, but when that company issued its FWMV 1.5-liter V-8 (also a two-valve design), it chose 60 degrees for the angle (design began in late 1960). And when the never-raced but extensively developed flat-16 FWMW ended the line, it was given 48 degrees when design began in 1963. Over at MV Agusta in the early 1970s the included angle given to the first of its new GP racing fours by engineer. Giuseppe Bocchi was 55 degrees, with a further step down to 35 degrees. So far, no one has revealed why this change was made. Was it driven by knowledge of Duckworth’s DFV F1 engine of 1967? Was it a response to slow combustion and high cylinder-head temperature? We don’t know. Narrower Means Cooler Too On April 1, 1947, engineer Bert Hopwood began work at Norton, designing a new 500cc parallel twin. Did he give it the 90-degree valve angle of the classic Triumph Speed Twin, the inspiration for all British twins? Did he give it the lesser but still traditional 77 degrees enshrined in Norton’s classic Manx racing single? No. Possibly what he described as “…my experience at Triumph of excessive cylinder head overheating problems…” were his motivation when he drew up the cylinder head for the Dominator. In that design, by cutting included angle to 58 degrees, he reduced the combustion-chamber depth and therefore chamber and piston-crown area as well. In 1970, during the development leading up to their classic XR-750 dirt-track V-twin, Harley-Davidson began by building and homologating 200 iron 750s based on the 90-degree-valve-angle heads and deep chambers of the XLR. These, in turn, were taken from Offenhauser’s Midget engine, which traces its lineage back to the 1912 Peugeot! That year at Daytona the first iron XRs overheated and detonated so destructively that a crash program of improvement was set in motion. The tall piston dome required to reach a reasonable compression ratio so interfered with charge motion that the engine required 50-55 BTDC ignition timing. Such slow combustion and the low-conductivity iron cylinder and head material added up to high cylinder-head temperature and detonation. Accordingly, for the quick-fix iron XR for 1971, the valve included angle was cut by 22 degrees, valve and port sizes were reduced, and the piston dome was lowered. It was with one of these second-year iron engines that the late Calvin Rayborn dominated the Trans-Atlantic Match Races that year against the cream of British short-circuit riders. Ignition timing was reduced to 35 BTDC by the redesign. The Path Forward Imagine, as Mr. Broussard rightly urges us to do in his comment, the time, expense, and effort required to advance all these programs. One of them, Keith Duckworth’s, has been chosen by history as definitive. If you read Duckworth’s official biography First Principles, you will see that he was simply trying to find his way forward against the usual troubles, just as were those responsible for the other programs described above. None of these engineers was standing on a high peak, clearly seeing a distant solution gleaming like sunrise on the far horizon. Mr. Broussard also refers to the possibility of having to build and test 100 different designs. That was just what BMW did when it resumed participation in F1 in 1999–2000—built and tested roughly 100 V-twin test engines covering a range of design concepts as a basis for the V-10 it actually raced. Time, money, and a steady flow of ideas required. Source

BSA’s 2022 Gold Star is a wonderful bit of ton-up nostalgia. (BSA/)Birmingham Small Arms, the iconic British marque more commonly known as BSA, is back with an all-new single-cylinder Gold Star. The name has been dormant since the early 1970s, but now, under new Indian ownership, the Gold Star rides again. At first sight, the 652cc single looks fresh out of BSA’s 1950s heyday. But don’t be fooled; it’s fuel injected, liquid-cooled, and Euro-5 compliant, has Brembo brakes and ABS, modern handling, and quality Pirelli rubber. Also, sadly, no kickstart. Fuel injection, liquid-cooling, and modern brakes; the 2022 BSA Gold Star evokes the spirit of the 1950s but with modern rideability. (BSA/)The original Gold Star was a performance and design icon, produced from the late 1930s through the early 1960s. That run spanned whole eras of design and performance, and the Gold Star was beloved across all of them. We tested the new version at the Millbrook Proving Ground, a short ride north of London, to see if it was worthy of its prestigious name. An iconic tank badge. (BSA/)BSA was, in the 1950s, one of the world’s largest motorcycle manufacturers, and as respected a name as Triumph or Norton. Of course, if you’re under 60 years of age, you may be wondering what all this nostalgic fuss is about. So: BSA is actually an initialism for Birmingham Small Arms Company Ltd. Yes, the company originally made ammunition and firearms—there’s still a rifle symbol on the Goldie’s side panel today—along with cars, transit vehicles, auto and truck components, hand tools, machine tools, sintered and cast metal of all sorts, and so on. Think of it as Birmingham’s version of Yamaha or Kawasaki Heavy Industries. And much like those concerns, the company made and was most celebrated for motorcycles, with its first powered two-wheeler unveiled in 1910. Of course BSA’s most famous model was the Gold Star. It was available as a 350, but the 500 was the one to have, very much a halo bike of its time. It was a genuine ton-up machine, capable of topping out at 110 mph. Its speed and handling were proven on the track, and it scored wins at the Isle of Man TT and Daytona. In the ‘50s, BSA was the biggest bike brand in the world, with one in every four motorcycles sold a BSA. BSA has plans to move production of the Gold Star from India to the UK, back to Birmingham. (BSA/)Sadly, despite such success, executive mismanagement led to BSA falling into financial difficulties, and in 1973, the former industrial giant was forced to cease production. Decades of rumored restarts proved fruitless, but in 2016 the brand was purchased by Classic Legends Private Ltd., a subsidiary of the Mahindra Group, a manufacturing giant whose list of interests reads like a 21st-century version of BSA’s. And in 2021, the beans-new BSA Company Ltd. unveiled its first model, the rebooted, re-suited modern Gold Star. The 2022 Goldie is currently made in India, with production intended to move back to its spiritual home of Birmingham in due time. The bike features a fuel-injected water-cooled 652cc single producing a claimed 45 hp at 6,500 rpm and 40.6 lb.-ft. at 4,000 rpm. As you’d expect, BSA claims the motor is good for 100 mph, just like the original 500. Although liquid-cooled, the Gold Star’s cylinder has cooling fins to better look the part. (BSA/)Most will be happy to hear that there is now an electric starter instead of the notoriously difficult kickstart of old. But that is about it for modernization; there are no electronic rider aids or riding modes to worry about. Get on, turn the key, and ride. The DOHC single started life as a Rotax, previously used by BMW, with a conventional wet sump below the engine. However, little of that engine remains; the sump, for example, is now dry, with the oil tank hidden behind a side panel. BSA also wanted the engine to please the nostalgic eye, and removing the sump allowed the engine to sit lower in the chassis, ensuring the cylinder block could be positioned proud and upright. Then the fuel tank and seat could be aligned to allow the line from the bottom of the fuel tank to flow to the underside of the seat. On the Road Turn the key and the analog counterclockwise clocks come alive. The warning lights, set above in a neat round dial, are also handsome and perfectly retro. Shame, though, about the slightly cheap ‘80s-style switch gear. Counterclockwise gauges throw back to the original Smiths units on the original BSA Gold Stars. (BSA/)Press the electric starter button and the single burbles with energy. A few blips of the throttle reveal that, for a Euro 5-compliant machine, there’s a nice rasp to it. For a standard production bike it doesn’t sound half bad. The fueling is a little sharp, not exactly snatchy but not as fluid as would be expected as the throttle is opened and closed and opened again. Call it a B+ effort. Once rolling, and with the throttle already open, it pulls effortlessly. Around town the Gold Star will be a doddle to ride, especially thanks to a relatively smooth gearbox and usable torque from 2,000 rpm to 4,000 rpm. The engine is as friendly as a pub landlord’s old sheepdog. New riders, or those of more senior years coming back to biking, will love this single’s ease of use. It’s not slow, either. Strangely, the original Goldie, designed shortly after World War II, is faster, but the 2022 bike is more than capable of keeping up with and passing modern-day traffic. In top gear 4,500 rpm, which is just above peak torque, equates to 70 mph; hold 5,000 rpm and the Goldie will happily cruise at 80 mph. The ton, 100 mph, is achievable too, but for more you need to tuck in, hold onto a fork leg, and drop your chin on to the chrome tank. With luck, you could see an indicated 109 mph. The 2022 BSA Gold Star will do the ton, just barely. (BSA/)The BSA tops the scales at 437 pounds dry, relatively light compared to other bikes in this category. It comes equipped with Pirelli Phantom Sportscomp rubber on 18/17-inch spoke alloy rims. The 41mm fork, with its traditional shrouded stanchions, is nonadjustable, but the rear twin shocks have adjustable preload. Brembo brakes and Continental ABS complete a simple but pleasing rolling chassis. As might be expected, the Gold Star is set up for a comfortable ride with an accommodating flat seat, but this is no wallowing waterbed. It’s a fairly calm and serene performer; the rear doesn’t squat excessively under acceleration and normal use of the brakes won’t get the fork in a twist. Hit aggressive bumps or undulations and the rear reacts, sitting down a little too much, though how much will depend on the weight of the rider and/or pillion. A little preload added to the shocks will be beneficial for carrying any sort of weight. A flat seat is comfortable for short rides and looks great. (BSA/)It’s pleasantly surprising how well the front turns at low speed; maneuverability in town should be excellent thanks to what feels like a low center of gravity. At higher speeds, however, when braking toward a corner, the BSA is a little reluctant and wants to sit up. Far better to let the stoppers off early, steer positively, and let it roll happily into sweepers like it’s 1956 all over again. Once into the turn, ground clearance is impressive for this type of bike. You’d have to be pretty determined to get the pegs to scrape, especially on smooth surfaces. Throw in a heavier rider and a bumpier road and that may change, but there’s always plenty of confidence-inspiring grip from the Pirelli Phantoms. There’s no complication to riding the Goldie briskly and new or inexperienced riders should relish its ease of use. Cornering clearance is excellent on the BSA Gold Star. (BSA/)Comfort-wise, the bike’s natural ergonomics appear to work for all sizes. The seat is comfortable enough, at least for our admittedly short riding session, and the single-cylinder engine is relatively vibration free at speed. However, the speedo needle did like to bounce around on test when above 70 mph, which could be interpreted either as charismatic or annoying depending on your level of nostalgia. BSA quotes 70 mpg, and the low-revving engine should indeed be frugal. Combine that with a 2.6-gallon tank and you’re looking at 182 potential miles before the BSA runs dry. It’s hard to say, given our limited time at the proving grounds, how intrusive engine vibes will be after a few hours in the saddle or whether the mirrors are any good, but first impressions are positive. There’s a single 320mm disc brake up front, with a Brembo caliper, braided lines, and ABS by Continental. BSA hasn’t cut corners in this department as the stoppers are impressive for this type of bike; progressive at urban speeds and certainly not intimidating for new riders, but strong enough to haul the bike’s 470 fully fueled pounds down from speed. The ABS is a little intrusive, especially on the rear, but our initial feel is good. A single 320mm disc mated to a Brembo twin-piston caliper has plenty of stopping power. (BSA/)An incongruous USB-A and C charger is actually useful, but looks like it’s been thrown on at the last minute and doesn’t match the classic look of the bike. Those who don’t love this will remove it immediately. BSA is working on an array of accessories, including luggage, screens, crash protection, and obviously, branded clothing. The BSA looks like it will be easy to modify; we’d like to see some dropped bars and a racy exhaust, and maybe some setback pegs to edge it toward a cafe racer look. Oh, nearly forgot: no electronic trickery and rider aids on this one. They are simply not required. A left handlebar-mounted USB charger is out of place on the Gold Star. (BSA/)Prices start at a very attractive 6,500 pounds sterling (USA availability and pricing is yet to be announced) for the base Highland Green Edition, rising to 6,800 pounds for the Insignia Red, Midnight Black and Silver edition, with the top-spec Silver Sheen Legacy priced at 7,000 pounds. Despite being an air-cooled twin-cylinder machine, the closest British (or British-inspired) rival to the BSA is probably Royal Enfield’s INT650 twin, priced at $5,999–$6,699. Triumph has the much more powerful Bonneville T100 for $10,795, and Kawasaki’s classy-looking W800 is $9,199. The Gold Star is keenly priced in the UK, but doesn’t appear or feel cheap. Quality Brembo brakes, excellent Pirelli rubber, and the anti-clockwise clocks will be pleasing to own. Only the odd 1990s Casio-keyboard switch gear and the odd placing of the USB charger on the bars tarnish the effect. The motor looks handsome, is smooth for a single, and has just enough punch. It’s fun to run through the corners, ground clearance is impressive for this type of bike, and the brakes work well. The period gauges and twist-off fuel cap, and even the remote oil tank, are cool touches. It is great to see BSA back, especially as it has done a great job with the Gold Star. The new Indian owners could have easily produced a vibrating and supremely average cafe racer, but have instead made a fresh, carefully designed reboot of a much-loved classic. No traction control, ride modes, or TFT dashes here, just a good old-fashioned riding experience with modern rideability. (BSA/)Some purists may wish the new makers hadn’t used the prestigious Gold Star name. This is not a legendary racebike like the original. But at the price riders can afford to have it lovingly stored in the back of the garage for the odd evening or Sunday blast, their jackets, jeans, and open-face lids at the ready. If this is the start of a new BSA era, it’s off to a flier. 2022 BSA Gold Star Specifications MSRP: TBA (£6,500 UK) Engine: DOHC, liquid-cooled single; 4-valve Displacement: 652cc Bore x Stroke: 100.0 x 83.0mm Compression Ratio: 11.5:1 Transmission/Final Drive: 5-speed/chain Claimed Horsepower: 45 hp @ 6,500 rpm Claimed Torque: 40.6 lb.-ft. @ 4,000 rpm Fuel System: Fuel injection Clutch: Wet, multiplate; cable actuation Frame: Tubular steel Front Suspension: 41mm telescopic fork, nonadjustable; 4.7 in. travel. Rear Suspension: Twin shock, preload adjustable; 4.3 in. travel Front Brake: Brembo 2-piston caliper, 320mm floating disc w/ Continental ABS Rear Brake: Brembo 1-piston caliper, 255mm disc w/ Continental ABS Wheels, Front/Rear: Spoked aluminum alloy; 18 x 2.5 in. / 17 x 4.25 in. Tires, Front/Rear: Pirelli Phantom Sportscomp; 100/90-18 / 150/70R-17 Rake/Trail: 26.5°/3.9 in. Wheelbase: 56.1 in. Seat Height: 30.7 in. Fuel Capacity: 3.2 gal. Claimed Average MPG: 70 mpg Claimed Wet Weight: 470 lb. Contact: bsacompany.co.uk Source

The Meteor 350 is a charming small-displacement cruiser from the India-based brand. (Royal Enfield/)Ups Friendly mannersAll-day comfort from a well-padded seatTripper Navigation comes standardComforting three-year, unlimited-mileage warrantyDowns Poor engine and braking performanceSoft suspension settings soak up bumps well enough, but the bike is not capable of being pushed as hard as its competitionUntidy fit and finishVerdict The Meteor 350 is a simple, humble cruiser that helps build confidence in new riders with its approachable single-cylinder engine. Its performance figures may not be the most inspiring, and overall build quality could use refining, but the little Meteor isn’t meant to be a power cruiser. This bike is designed to take you where you need to go comfortably and simply with its built-in navigation system leading the way. Overview The Meteor 350, introduced to the American market in 2021, is the most recent addition to the small-displacement cruiser market. A mild-mannered 349cc air/oil-cooled single-cylinder engine sits below a large, bulbous tank that’s a throwback to bikes of yesteryear, but the bike does have modern touches, with its Tripper Navigation system and front/rear ABS. Comfortable ergonomics and relaxed handling make this bike appealing to riders who want a comfortable machine for putting around town. The Meteor may not have the performance or refinement offered by other bikes in the segment, but it invites riders to relax and enjoy the ride. Comfort is king. Relaxed ergonomics and a flat seat make the Meteor 350 a great choice for all-day cruising. (Royal Enfield/)Updates for 2022 There are no updates for the 2022 model. Pricing and Variants The 2022 model MSRP ranges from $4,649 to $4,799, depending on which of the seven colors is chosen. Stellar and Supernova colors come with a passenger backrest. Competition The Honda Rebel 300 and Yamaha V Star 250 are also small-displacement cruisers featuring user-friendly performance at low cost. Riders will find that the Rebel 300 and V Star 250 will offer more performance than the Meteor 350. Outright horsepower may be lacking, but a flat torque curve and quick run to peak torque make up for it. (Royal Enfield/)Powertrain: Engine, Transmission, and Performance The mellow air-/oil-cooled single in the Meteor is exceptionally easy to come to grips with. Its 17.9 peak power and 18.2 lb.-ft. of torque are not staggering by any means, but peak torque is delivered at 2,800 rpm, and 90 percent of the engine’s torque is delivered at just 1,800 rpm. That immediate torque and flat torque curve make the Meteor 350 an easy bike to ride from stoplight to stoplight, with plenty of grunt to get off the line and have a little fun. During freeway rides we noted a max speed of 70 to 75 mph, so the bike may struggle to keep up with faster traffic. Although it has a modest top speed, at least it doesn’t feel like it’s struggling; the balance shaft does a fantastic job eliminating most engine vibrations. The meaty clutch lever is relatively easy to pull. However, finding the engagement point is not as simple. A heel-toe shifter gives the rider different shifting options for clicking through the five-speed gearbox. Handling The Meteor’s handling and relaxed rider triangle are what make it an easygoing cruiser. A rigid chassis offers stability and a confidence-inspiring ride at city and moderate highway speeds. A 41mm fork keeps the bike on the intended line while twin tube emulsion shocks with soft settings soaking up imperfections. Although there is some wallowing at the rear end, and that softness limits how hard the bike can be pushed in turns, overall ride comfort is there. The Rebel’s power-to-weight ratio of 25 hp to 372 pounds make it capable of being pushed harder than the Meteor’s 17.9 hp to 421 pounds. Tip-in feel on the 350 is great, but you rarely find yourself wanting to go fast enough to need any real lean angle. The Meteor is available in seven different colors including Stellar Blue, shown here. (Royal Enfield/)Brakes A ByBre two-piston caliper and 300mm disc serve as the front end’s braking system while a ByBre one-piston caliper and 270mm disc are used out back. Mushy feel at the lever and a noncommunicative rear brake pedal don’t help the Meteor’s poor brake performance. When the Meteor went through our performance testing, 60–0 test results gave us a 158.8-foot stopping distance, a whole 17.5 feet longer than the Rebel. Fuel Economy and Real-World MPG The Meteor 350 has an impressive CW-measured fuel economy of 60.1 mpg. A large-for-its-class 4.0-gallon tank means many miles before a fill-up is needed. The bulbous tank is big, but does not intrude on the rider’s personal space. (Royal Enfield/)Ergonomics: Comfort and Utility One area where the Meteor 350 stands out is comfort; the Royal Enfield feels more plush than Honda’s Rebel 300. The seat is wide and cushy and the riding triangle is more neutral. Reach to the bars is relaxed and the foot-forward peg position is casual. Seat height is also short-rider-friendly at 29.7 inches. Electronics Tech on the modest Meteor includes ABS, electronic fuel injection, halogen headlight with LED light guide, and an LED taillight. To have a navigation system standard in an under-$5K motorcycle is impressive. This little screen connects to the Royal Enfield app to provide directions from point A to point B. The screen is clear and easy to read. An analog speedometer has an LCD screen within, for added info. The Meteor’s under-$5K MSRP and mild manners are characteristics that beginners can love. (Royal Enfield/)Warranty and Maintenance Coverage The Meteor comes with an impressive three-year unlimited-mileage warranty. Quality The Meteor does not have the most tidy fit and finish. Sloppy wiring is evident, and overall quality control is clearly lacking, with hardware loosening up during rides. This Royal Enfield does nail a classic retro look, but that shouldn’t have to come with obvious sacrifice. 2022 Royal Enfield Meteor 350 Claimed Specifications MSRP: $4,649–$4,799 Engine: 349cc, SOHC, air-/oil-cooled single Bore x Stroke: 72.0 x 85.8mm Transmission/Final Drive: 5-speed/chain Cycle World Measured Horsepower: 17.86 hp @ 6,070 rpm Cycle World Measured Torque: 18.21 hp @ 2,800 rpm Fuel Delivery: Electronic fuel injection Clutch: Wet, multiplate Engine Management/Ignition: N/A Frame: Twin downtube spine Front Suspension: 41mm telescopic fork; 5.1 in. travel Rear Suspension: Twin tube emulsion shocks, preload adjustable; 3.5 in. travel Front Brake: 2-piston floating caliper, 300mm discs w/ ABS Rear Brake: 1-piston floating caliper, 270mm disc w/ ABS Wheels, Front/Rear: Alloy; 19 in. / 17 in. Tires, Front/Rear: 100/90-19 / 140/70-17 Rake/Trail: 26.7º/4.3 in. Wheelbase: 55.1 in. Ground Clearance: 6.7 in. Cycle World Measured Seat Height: 30.1 in. Fuel Capacity: 4.0 gal. Cycle World Measured Wet Weight: 421 lb. Contact: royalenfield.com Source

There is no question that Moto Guzzi’s V100 Mandello turns a new page for the 100-year-old company. The bike is fully modern from the wheels up. (Milagro/)Moto Guzzi, one of the oldest and most historic Italian motorcycle manufacturers and one of the longest surviving worldwide, turned 100 years old in 2021 and is determined to continue its legacy in style. CEO Roberto Colaninno told his engineers that he wanted to celebrate that centenary milestone by building a completely new and extremely memorable motorcycle, one that would take the company into its next century. That meant that this new bike would have to be powered by an all-new engine, as emissions regulations continue to tighten, especially in Europe. So back in 2019, Moto Guzzi began work on the V100 Mandello and its compact-block, longitudinally mounted twin, continuing with some of the ideas Dr. Federico Martini prototyped a decade earlier when he first worked on a modern design for the future. This design would incorporate liquid-cooling, a feature that has been a long time coming at Guzzi, and was also an opportunity for the company to embrace advanced electronics and engine management. Being a part of the Piaggio group, which bought Guzzi in 2004, has massive benefits; Moto Guzzi shares R&D space with Aprilia and its MotoGP race-winning team and engineers. There is no shortage of technological know-how inside the campus at Noale, Italy. The roads around Lago di Santa Croce just north of Noale, Italy, were the ideal place to get a feel for the new V100. (Milagro/)The passion around the Piaggio group is infectious, and Moto Guzzi’s team was fully up to the task of creating something very special. Although the engine at the heart of the V100 is arguably the bike’s greatest attribute, that wasn’t enough for the team; the bike needed something else to make it stand out against the sea of motorcycles currently on the market. The team decided to pursue semi-active aerodynamics, not for the motorcycle but for the rider and passenger; this is something that has never been brought to market before. Additionally, it was well understood that Guzzi’s traditional customers still expect the brand to deliver its unique character. Even at a glance, there is no doubt that the V100 Mandello is a Moto Guzzi, but it's an all-new animal from the ground up. (Milagro/)The team decided that this new engine would power a sport-tourer, although the designers like to think of this bike as a roadster with fairings. The goal was for a light, nimble bike that could easily serve as a tourer, but was more focused on being an enjoyable sport machine for the type of real-world riding that most people actually do. The pursuit of maximum horsepower and performance could be left to stablemate Aprilia and its racetrack-focused sportbikes; the engine’s usability, flexibility, and power delivery would be the focus for the V100. This aligns perfectly with the character that Guzzi powerplants have delivered over the years; rich with torque, the pulses of big twin pistons thumping in front of the rider’s knees. Since that’s what customers expect, the goal was to make sure that the Guzzi feel and personality remained intact while making the bike contemporary. Aerodynamics It shouldn’t necessarily come as a surprise that perhaps the single most unique feature on the V100 is its rider aerodynamics. One only need walk a few yards inside the R&D building to stumble across the fighter-wing-endowed RS-GP MotoGP weapons of Aleix Espargaró and Maverick Viñales sitting in the race shop and see the route that Aprilia has gone with its downforce-generating racers. In the case of the V100, the purpose is completely different; instead of manipulating the air in an effort to keep near-300 hp racebikes from lofting the front wheel, the V100′s goal is added comfort for the rider and passenger. Unfortunately for Guzzi fans, these new aero features are no longer developed in the company’s Mandello del Lario wind tunnel at Lake Como. That facility still exists, but the ancient wind tunnel is no longer up to the task of helping to develop modern motorcycles. The V100’s winglets deploy from the top front sides of the tank/airbox cover. (Milagro/)As far as we know, and according to Moto Guzzi, the speed-regulated winglets that deploy from the top front sides of the fuel-tank/airbox cover are an industry first on a production motorcycle (note that the motorcycle we tested was still in prototype form, though said to be very close to production ready). As rider comfort is the goal, the winglets pivot outward to roughly a 30-degree angle to bend airflow around the lower torsos of the rider and passenger, leaving upper torso protection up to the rider-controlled electronically adjustable windscreen. The winglets are active in two of the four of the bike’s ride modes, namely Tour and Rain. The speed at which they are deployed is adjustable, with a minimum speed set at 70 kph (around 45 mph). In the two other modes, Sport and Road, the wings remain snugged up against the tank. Engine If the aero winglets walk a razor’s edge between marketing gimmicks and functionality, that definitely can’t be said of the engine. With a host of engineers who have spent years trying to extend the life of the air-cooled engines in the product line, backed by all the modern tech at the R&D campus, creating a fully modern interpretation of the longitudinal-mounted twin wasn’t as tall an order as one might think. Even at a glance, you can see how much more compact the V100’s brand-new liquid-cooled engine is front to back. (Milagro/)As mentioned, liquid-cooling was mandatory to help meet the efficiency and therefore emissions requirements of Euro 5 and beyond. An interesting note, for those who will decry the departure from the tried-and-true air-cooled lump: Piero Soatti, head of motorcycle engineering, told Cycle World that getting one of the company’s air-cooled engines to meet emission standards now requires four (!) expensive, heavy catalytic converters. The water-cooled V100 requires only a single under-engine unit. As the bike and engine have yet to be homologated, details aren’t quite finalized; therefore, getting firm answers on some of the specifications was not possible. The engine’s appearance is undeniably familiar, its silhouette instantly recognizable, but internally it’s entirely new. The short block engine is significantly more compact front to back than the air-cooled engines (4.05 inches shorter, to be exact) and also features wet-sump lubrication, a wet clutch with assist and slipper functions, and a more compact six-speed transmission. Bore and stroke measure 96mm by 72mm for a displacement of 1,042cc. The valve gear has chain-driven double-overhead cams with finger followers actuating four valves per cylinder. Induction is handled by a pair of 52mm throttle bodies with single injectors residing under the throttle plates. Power output is a claimed 115 hp and 77.5 lb.-ft. of peak torque at 9,500 rpm. That’s about all we’ve been able to extract from Moto Guzzi on the technical specifications. Chassis In the case of the V100, the engine has largely dictated how the bike’s chassis was destined to perform. Not only is the engine a stressed member that combines with the steel trellis frame, but the fact that the new mill is a full 4 inches shorter has allowed for a much more compact 58.1-inch wheelbase. This in turn also allowed the ultralong shaft-drive/single-sided swingarm and its pivot to be optimized to the ideal angle that engineers wanted, delivering the best suspension performance from the cantilever shock. Interestingly, the bevel drive off the engine to the driveshaft falls just short of 90 degrees at an 87-degree angle, in an effort to accommodate the fat (and beautiful) rear wheel and 190 section rear Pirelli. The Öhlins Smart EC 2.0 shock is mounted to a long shaft drive/single-sided swingarm. (Milagro/)The prototype we had at our disposal for the day was the upscale S model, which will feature Öhlins Smart EC 2.0 semi-active suspension front and rear. This system will have rebound and compression damping managed by the system and manually adjustable rear spring preload, with no provisions for preload adjustability up front. Like many other bikes using this system, the selected ride mode determines the damping, from the plush Tour and Rain to the more taut Road and Sport. The base model will feature Kayaba manually adjustable units front and rear, which should help reduce the price of that version by roughly $3,000; note that no official pricing has been set for the V100 yet. Both the base and S models will have the same radial-mounted Brembo monoblocks with twin 320mm discs up front and a 280mm disc out back. Those sexy cast aluminum wheels are mounted with Pirelli Angel GT II tires in 120/70-17 up front and 190/55-17 on the rear. Electronics Part of the modernization of the V100 is the bike’s fully up-to-date, six-axis-IMU powered electronics. This gives the bike all the features such systems allow, the IMUs helping manage lean-sensitive ABS and traction control via ride-by-wire throttle management. Multiple ride modes and cruise control round out the features, but we wonder where the radar-assisted active cruise is on this flagship model. The rider interface is handled by an Aprilia sourced full-color 5-inch TFT display, and control pods on the left and right handgrips allow the rider to scroll through the menus and modes. The display allows riders to set custom parameters for traction control, engine-braking, and ABS, while also setting the speed at which the aero wings deploy. It also allows access to the controls for the electronically adjustable windscreen on the fly, and for the standard heated-seat settings (on the S model) or the optional heated grips. Riders can scroll through all of the bike’s vitals on the clean, well-thought-out display. The S model will also have an up-and-down quickshifter and smartphone connectivity (but no Apple CarPlay or Android Auto integration) as standard. The all-LED lighting includes front running lights that mimic the Guzzi eagle’s silhouette. The 5-inch TFT display is borrowed from Aprilia and has a well-designed, intuitive set of menus for configuring ride modes, controlling accessories, and linking to a smartphone, all while providing all the necessary bike info. (Blake Conner/)Riding Impression When Cycle World was invited for this exclusive first test of the V100 Mandello, we really didn’t know what to expect. We met with the engineering and marketing teams in a conference room on the Noale campus, and just outside the door sat an early prototype of the V100 Mandello that was shown at EICMA during Guzzi’s 100th anniversary last year. That bike had all the polish and finish that a show bike needs, but was undoubtedly far from production ready. Who better than to spend the day riding with than Moto Guzzi’s head of motorcycle engineering, Piero Soatti. (Milagro/)Our guide for the day would be Piero Soatti. The head of Aprilia engineering rolled out a rough and worn working prototype adorned with all sorts of sensors, external wiring, and data ports; he’d be riding that for the day. Then out of the same garage door rolled the V100 testbike. The first impression was that the bike looked like anything other than a prototype; the immaculate paint and overall fit and finish seemed to indicate that the V100 Mandello is extremely close to being ready for production. Although not all of the finishes and details on the bike you see here in the photos are finalized, it is very close, and we can confirm that this is one of the colors that will be available. Prototype motorcycles in Italy roll with a special license plate similar to the Prova plates that can be seen on Ferrari test cars around Bologna. (Milagro/)Our ride would incorporate a bit of everything, with urban and autostrada on the way to the hills around Lago di Santa Croce at the base of the craggy Dolomites, and would total about 170 miles. Climbing on and thumbing the starter brought the familiar throb of a Moto Guzzi twin; Guzzi design goal No. 1 had been met. It took only a few blocks to determine that our ride was going to be spirited in a way that only Italians seem to know how to deliver. No time for familiarization, just slam it into the first roundabout and hope that the bike was sorted and ready for a good thrashing. Working our way through the industrial jungle of Noale toward the autostrada was a useful way to gather our first basic impressions. The vibration typical of an idling Guzzi quickly disappeared into smooth heaps of always-available torque. There was a revvy, fun sweep of the digital tach as revs leapt toward the 9,500 rpm mark. The engineering team had obviously gone to great lengths to quell vibes via rubber-mounted footpeg brackets and dampers on the engine mounts. Our prototype was still awaiting some software updates for the shifter, so the auto-blip downshift function was disabled, but that didn’t ruin the fun of ripping off quick upshifts as we blasted out of roundabout after roundabout and on to the autostrada. For comparison sake, the V100’s 58.1-inch wheelbase is a full 2 inches shorter than the BMW R 1250 RS, its natural competitor, giving the Guzzi crisp yet stable turn-in and handling. Also, note the Guzzi eagle-shaped running light. (Milagro/)After grabbing our tickets at the toll booth, we blasted onto the autostrada as if it was the warmup lap at a Grand Prix. Straight into the left lane with authority at 110 mph, only to have to occasionally duck back into the middle lane as even more spirited drivers jammed up our tailpipes in Audi and BMW wagons, hell-bent on getting the kids to school at 100-plus mph. I love Italy. The autostrada offered the perfect opportunity to evaluate the effectiveness of the aero wings. At midmorning, the temperatures hadn’t risen too high yet, but after cycling through the deployment and retraction of the winglets a few times, we determined that their effect could definitely be felt, if in a very subtle way; there wasn’t much in the way of buffeting in the first place, but there was an impression of smoother airflow at waist level when the wings were out. More noticeable than any big change in airflow was a change in temperature around the lower torso. It would have been extremely interesting to ride the bike in the rain, to evaluate the wings’ ability to protect the rider and keep water from soaking the rider’s lap. Combined with the small adjustable windscreen, wind protection was quite good. It will be interesting to see if Guzzi offers a slightly taller optional screen for those wanting a bit more protection. The pocket behind the screen was nice, but for long days in the saddle we’d want the option to block just a touch more wind. Not only does the high ADV-style handlebar give the rider lots of leverage, but places hands and arms at a comfortable height for all-day riding. (Milagro/)After exiting the autostrada, we headed onto some smooth and flowing roads that led toward the base of the Dolomites. This is really the V100′s happy place; in third- and fourth-gear sweepers the bike is remarkably composed and stable. Smooth pavement, rough patches, what have you; road surface didn’t seem to make a difference at all. The Öhlins suspension just flowed over it all with total confidence in any mode. Here, we really liked the compromise of Road or Tour modes, which have a bit more forgiving suspension damping. We also really like the logic Moto Guzzi chose with the mode settings. All four provide the same power output, but the delivery becomes less aggressive as the rider works their way down from Sport to Rain, while also altering TC, ABS, and compression-braking strategies to suit. We love fast sweepers as much as anyone, but we really came to appreciate the V100′s handling when we finally got into some extremely tight and twisty sections. We shot some photos on a road that was ideally suited for a supermoto bike, and we really put the bike’s front end through the grinder. Hairpin turns that doubled back on themselves not only tested the bike’s turn-in, but heading back down into the tight decreasing-radius hairpins put a huge load on the front tire when trail-braking in and praying to not tuck the front. The bike flicks in with amazing ease, thanks partially to a ton of leverage provided by the upright ADV-style handlebar, but the lean-sensitive ABS and excellent Brembos also gave total confidence. On a road like this, getting back on the throttle can be very telling: Will the bike get upset when riders try to pick the bike up smoothly on the throttle? Despite being in prototype form, the fueling and response were very satisfying; combined with the seemingly unflappable chassis, that made this stupid-tight road a total blast on a bike that doesn’t look like it stands a chance to impress in that environment. The bike is reminiscent of Honda’s VFR800 or Ducati’s ST2 or ST4, lightweight and sporty bikes with more upright ergonomics. If you can’t have fun running roads like this on the V100, hang up your boots. The V100’s seat was very comfortable on the daylong ride; the mechanism for attaching the optional saddlebags by unlocking the pillion seat, sliding the bag’s posts into their slots, and then clicking the seat back down to lock the bag is super slick. (Milagro/)Eventually, reluctantly, we headed back down the hills toward the autostrada. We were already beginning to appreciate the bike’s comfortable seat, upright riding position, and a footpeg location which puts your knees at a nice sporting bend without becoming torturous after long hours. We didn’t have the opportunity to ride with the optional saddlebags attached, but we appreciated their slick method of attachment. The rider simply unlocks the rear seat and then slots the bag into the sides. When the seat is clicked back down, the bags are locked in place in a clean, secure manner. With those attached, it would make a really fun bike to take for a week of conquering Alpine passes. Why not try to do them all? The saddlebags integrate well with the V100’s styling. (Milagro/)Conclusion After spending two days with this Moto Guzzi alongside the people who made it a reality, it’s clear that they’re aware the V100 is the motorcycle that will define the company’s future. In that regard, the V100 Mandello’s platform debuting as a sport-tourer is an interesting choice; it’s a relatively small segment compared to adventure bikes, for example, so why not launch where the sales are? A sport-tourer is perhaps more aligned with the company’s traditional road-going history. Guzzi in fact said it was aiming to build a roadster in keeping with the Griso and other not-faired machines but it morphed into the bike you see here as they sought greater utility and flexibility, including the opportunity to debut active, comfort-enhancing aerodynamics for rider and passenger. Italians are passionate about domestically manufactured products. Everywhere we stopped, locals wandered over to check out the V100 and ask questions. (Milagro/)As trends change in motorcycling, manufacturers are more and more apt to build platforms that allow them to produce many styles of motorcycles. Which leads us to a question: What else will this brand-new engine power? The most obvious is an adventure bike. When the question was put to the Guzzi staff, they of course smiled and declined to comment. But Guzzi clearly understands the modern market. In our opinion, it would be insane not to release an ADV bike powered by this excellent engine. We’d even go out on a limb and say we can expect such an announcement from Guzzi later this year at EICMA. Related: 100-Year Celebration: Moto Guzzi Museum Reopens As for the V100 Mandello, there are only a few minor details to iron out, primarily on the software side, before it’s ready for prime time. Pricing has yet to be set, but it will most likely come in well below $20,000 for the S model; knock perhaps another $3,000 off of that for the base model. If Guzzi pulls it off, this represents a good value for the performance and features offered. With any luck, this new platform is not only a sign of things to come for one of the oldest brands in the world, but the beginning of another successful century for Moto Guzzi. Gearbox: Helmet: AGV Corsa R Jacket: Alpinestars Altamira Gore-Tex Pant: Alpinestars Alu Denim Gloves: Alpinestars Celer V2 Boots: Alpinestars J-6 Waterproof Source

Honda is adapting its ADAS (advanced driver-assistance system) to motorcycles. (Honda/)Back in April of last year, Honda announced a seemingly impossible target: by 2050 the company wants zero traffic-collision fatalities involving Honda motorcycles and/or automobiles globally. Its 2022 Sustainability Report fleshes out that plan—explaining how a combination of technology, communication, and education is being pursued to achieve the goal. We’ve recently seen that Honda is plowing R&D cash into rider-assist technology, developing ways for motorcycles to adopt the sort of collision avoidance that’s becoming increasingly common on four wheels, but that’s only one aspect of the strategy to cut the tie between motorcycling and risk. Honda’s initial plan is to halve traffic fatalities involving its vehicles by 2030 (compared to 2020′s figures). Understandably, the low-hanging fruit will be picked first, so cars are the initial focus, gaining ever higher levels of collision-avoidance technology based on the existing Honda Sensing system. That tech is already being developed toward “Level 3″ autonomy (where cars will be able to operate autonomously in certain circumstances with a driver at the wheel but not required to constantly supervise the car’s actions). Although it’s car tech, there’s a knock-on effect for motorcyclists since the future developments of this idea will aim to eliminate human error on the part of drivers. For riders, that vitally means the days of cars pulling into our paths are numbered. Honda’s plan includes the introduction of a motorcycle-specific detection function in its future ADAS (advanced driver-assistance system) for cars. It’s sensible to put the initial focus on automobiles rather than motorcycles. It’s easier to add computer controls to the steering, acceleration, and braking of cars, which also make up a much larger proportion of traffic in most markets. What’s more, their drivers are less likely to be attentive and enthusiastic than motorcyclists. If you’re reading this, the chances are you’re interested not only in getting from A to B but doing it in a way that involves skill and concentration—and that’s half the battle won already. Honda recognizes that, too, and wants to put new focus on training, particularly in emerging countries, and says that in 2021 it provided traffic education to 1.24 million people in Asia. The firm has also created car, motorcycle, and even bicycle simulators to help with that training. But to make the leap to zero fatalities there needs to be a focus on technology, and for that the key will be a combination of AI-powered “Intelligent Driver-Assistive Technology”—a future development of the sort of lane-keeping, auto-braking, auto-steering, and driver-alert systems already used in cars and being adapted for motorcycles at the moment—and the company’s planned “Safe and Sound Network Technology.” Computing power and networking are the keys to predicting potential causes for accidents before they happen, then warning the rider, and only intervening when necessary. (Honda/)The artificial-intelligence system is intended to monitor drivers (and eventually riders when the tech is applied to motorcycles) using on-board cameras and sensors to learn their behaviors and predict errors before they happen while providing warnings. That means that while the technology will exist to intervene in an emergency, the first step is to alert road users to risks and give them a chance to react themselves. The hope is that these systems will be introduced into cars in the second half of this decade, and since human error is the cause of 90 percent of traffic collisions, bringing it to an end will be a huge step toward Honda’s goal. The Safe and Sound Network Technology is a further development of the idea of predicting accidents before they happen. It will involve adding a communication system that allows vehicles to talk to one another, so when AI predicts that one driver or rider is likely to make a risky move, traffic around him can be alerted as well. Honda sees the system using on-board and roadside cameras and relying on smartphones to channel data to a server that can then predict traffic movement in real time, simulating events that could happen and providing early warning of risks it identifies. The smartphone aspect means that even pedestrians could be included in the analysis and be warned of dangers. Honda sees this system being implemented after 2030. Testing is now underway with the aim of creating a global set of standards for the technology in the latter part of this decade. It’s positive to see that while Honda is relying heavily on technology, the firm isn’t set on removing control from drivers or riders. The focus is on providing early warnings rather than interventions, enhancing safety without restricting freedom, and we can get behind that. Source

Georg Martin and Hans Muth shown with their latest creation, the R nineT RS. (Darren Jackin/)Hans Muth isn’t one to sit still. Almost 50 years after he brought us the original R 100 RS, the master has joined forces with Georg “Schorsch” Martin, a BMW dealer and custom builder in Bavaria, for a collab they call the “TwinM Projekt” (Martin + Muth). The two previously worked on an R 90 S-inspired version of the R nineT; their latest effort is the R nineT RS. The TwinM Projekt is way more than just tacking an old fairing onto a new bike—it’s about marrying the spirit of the original with modern running gear. (Darren Jackin/)Muth calls himself the “spiritual director,” and Wolfgang Spieß is cast as the “all-around tinkerer.” The effort is part of a larger concept: Exploring the spirit of BMW’s iconic two-valve airheads of the 1970s and 1980s, such as the R 90 S and R 100 RS, and bringing them up to date with a modern BMW engine/chassis package. Muth’s concept drawing of the R nineT RS. (Darren Jackin/)The R nineT RS combines a fairing and other design elements from the original R 100 RS with a modern BMW R nineT engine and chassis. Muth notes that the “Mono plus seat and tailsection required a new execution, guided by the original but revised for the R nineT’s proportions. Informed eyes will note blue-anodized front-brake calipers, just like those on the original bike. Muth calls it an RS in mind and soul: Handwerk trifft Kreativität wie auch Ikone trifft zeitgemäßes Engineering, craftsmanship meets creativity; an icon meets modern engineering. He also notes that, as with the original, the bike is a collaborative social product of enthusiasts working together, designed without CAD and built without robots. Can you ride one? Muth says there’s always a potential for a limited edition. We suspect the line would be long for a R nineT RS TwinM Projekt limited edition. (Darren Jackin/) Source

Harley-Davidson recently launched its brand-new Enthusiast Collection, which for the inaugural year features two G.I.-themed models: a Pan America 1250 and Tri Glide Ultra. (Harley-Davidson/)If there has ever been a brand that understands and appreciates its customers, it’s Harley-Davidson. Dyed-in-the-wool doesn’t even begin to describe the dedication that Harley’s customer base feels about The Motor Company. However, that relationship is a two-way street, and this week Harley-Davidson announced its Enthusiast Collection, a new series of special-edition motorcycles that will be released annually to celebrate and commemorate the riders who have helped make the company what it is today. The inaugural series is called the G.I. Enthusiast Collection and consists of a Pan America 1250 Special and a Tri Glide Ultra each with exclusive paint with a military theme. “The Enthusiast Collection motorcycles are inspired by Harley-Davidson riders and their unique stories,” explained Jochen Zeitz, chairman, president and CEO Harley-Davidson. “Harley-Davidson is proud to launch this program with the G.I. Enthusiast Collection, which honors the legacy of Harley-Davidson riders who have served or actively serve in the U.S. Armed Forces.” Two US veterans, and longtime Harley-Davidson customers, were singled out to be honored during the launch. Medal of Honor recipient from the Vietnam War and veteran issues activist Gary Wetzel and US Army and Iraq veteran Brian Critton, who also serves veteran’s organizations like the Wounded Warrior Project, will each be awarded G.I. Enthusiast Collection models. Each of the 2022 G.I. Enthusiast Collection models are painted in a brand-new color exclusive to these two models. “The new Mineral Green Denim Deluxe paint pays homage to the Olive Drab paint used on Harley-Davidson WLA models,” said Brad Richards, Harley-Davidson vice president of design. “This color features a metallic effect resulting in a subtle gold highlight, allowing the color travel to be more dramatic and show off the shape of the surfacing. “The tank graphic celebrates the iconic white five-point star, which was used during WWII on military vehicles,” Richards added. “The tank graphic also features a stenciled ‘H-D’ and a location of Milwaukee, Wisconsin abbreviated, inspired from the spec tags found on government-issued military equipment. The stenciled approach is a treatment often found on military vehicles as lettering was frequently done in the field. Here we’re calling out the birthplace of the Harley-Davidson Motor Company and the original WLA model.” The bestselling adventure-touring model in North America, the Pan America 1250 Special G.I. gets a special livery and Mineral Green Denim Deluxe paint. (Harley-Davidson/)Pan America 1250 Special G.I. (Enthusiast Collection) First up is the Pan America 1250 that was first released in 2021. This adventure-touring model hit the ground running and has received accolades from the media, while also becoming the number-one-selling model in the category in North America in its first year of existence. Powered by the Revolution Max 1250 V-twin and packed with features and technology, the G.I edition features the aforementioned Mineral Green Denim Deluxe paint, Enthusiast Collection logo on front of fairing, and white star with H-D graphic on both sides of the fuel tank and will retail for $20,799. The Tri Glide Ultra also receives the G.I. Enthusiast Collection treatment. (Harley-Davidson/)Tri Glide Ultra G.I. (Enthusiast Collection) Next up, is the Tri Glide Ultra, a touring trike that comes with Tomahawk custom wheels, Boom! Box GTS infotainment system, and is powered by the Twin-Cooled Milwaukee-Eight 114 engine. Other standard features include a trunk and King Tour-Pak luggage carrier as well as Daymaker LED headlight. Special G.I. features include Mineral Green Denim Deluxe paint with special graphics, Enthusiast Collection and Harley-Davidson on rear of Tour-Pak luggage carrier, white star with H-D graphic on tank sides, and white star on trunk door. This special-edition model will carry a $38,099 MSRP. Source

The 300SS is CFMoto’s top-selling motorcycle so far. (CFMoto/)As you no doubt read in the 700CL-X first ride review story, CFMoto is out to change the stigma that Chinese motorcycles are garbage. This mission complicates marketing efforts, as the Hangzhou-based firm already competes with the Japanese Big Four and European brands among the middleweight and beginner bike segments. We found few faults with the 700CL-X and 700CL-X Sport, which directly compete with bikes like the Yamaha MT-07, Kawasaki Z650, and the Ducati Scrambler 800 lineups, to name a few. These bikes vary widely: Papio, a <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-honda-grom-first-ride/">Grom</a> and <a href="https://www.cycleworld.com/story/buyers-guide/2020-kawasaki-z125-pro/">Z125</a> competitor that focuses on the fun factor of two wheels.300NK, a lightweight naked targeting newbies.300SS, same as above but with fairings.650NK, another midweight naked with modern styling, unlike the retro 700CL-X.650 Adventura, an attempt at a midweight <a href="https://www.cycleworld.com/dual-sport-adventure-motorcycles/">adventure bike</a>.<br/> Although new to America, these bikes, which focus on offering more value with an entry-level price point below the competition, have all launched in other international markets over the past few months. While testing the 700CL-X, we also got seat time aboard these five bikes on CFMoto’s private 1.2-mile test track in St. Cloud, Minnesota, a track also used by police operations and overlooked by the Minnesota Correctional Facility, a maximum security prison that opened in 1889. CFMoto is known for its CForce ATVs and ZForce side-by-sides and one that has close ties to KTM (though despite rumors, KTM doesn’t build any of the engines for these motorcycles). 2022 CFMoto 650NK and 650 Adventura First Ride Review The 650NK feels nearly as good as the 700CL-X, though its 60 hp parallel twin is down 12 horses. (CFMoto/)The 700CL-X lineup was fairly impressive for CFMoto’s first entry in the standard and retro midweight segments. The same can be said for the 650NK, the non-retro-styled standard in the lineup, which is also offered in an Adventura style discussed later. The price point here is the same as the 700CL-X base, $6,499. What you lose in displacement you gain in other areas, such as the 5-inch TFT gauge display and additional fuel capacity. Powering the 650NK is a 649cc liquid-cooled DOHC parallel twin producing 60 hp at 8,750 rpm and 41.3 lb.-ft. of torque at 7,000 rpm. That’s 14 hp less than the 700CL-X, though it weighs 454 pounds wet, 3 pounds up on the 700CL-X Sport. This greater weight in a smaller bike is largely due to the extra 1.1 gallons of gas in its 4.5-gallon tank. The 650NK has upright bars that put riders in an optimal position for both comfort and control over the midweight. (CFMoto/)This engine is also lively, but missing the more aggressive mid-rpm grunt of the 700. In 20 laps on a 650NK the only place the 700 had the edge was on the straights, where that extra power truly showed. But in the areas where this bike will typically be used, in-town riding with some occasional backroad fun, the engine delivers as a parallel twin is expected. The 650NK’s cockpit features a full-color 5-inch TFT dash. (CFMoto/)The 650NK also arrives with Eco and Sport modes, switchable while riding and easily observed on the 5-inch TFT color dash. The fueling from the Bosch EFI was spot on, and felt more refined than the 700 lineup. The six-speed transmission with its slipper clutch didn’t botch while running up or down through the gears. Clutch pull was also light and easy, something new riders will appreciate immediately. The 650NK arrives with J.Juan dual 300mm disc brakes, which performed flawlessly for this model. (CFMoto/)The 650NK arrives with KYB suspension, with a side-aligned rear monoshock featuring preload adjustability. Although the bike felt stable and solid, it was softer and didn’t provide as much feel at the controls as its CL-X family members. That said, the bike felt planted for an 180-pound rider, though heavier riders might want more damping from the suspension. As expected, it turns in quicker thanks to its shorter 55.7-inch wheelbase versus the 700′s 56.5 inches. A backside look at the 650NK showing the swingarm and underslung exhaust. (CFMoto/)What did impress was the J.Juan brake setup, with its dual 300mm discs up front squeezed by two-piston calipers and a single 240mm disc and single-piston caliper out back. This doesn’t sound as aggressive as the Brembo Stylemas, but on this platform, the J.Juan’s functioned flawlessly even after some serious flogging. The ABS also performed without issue on dry and wet surfaces alike; luckily a typical 15-minute Midwest downpour arrived and allowed us to test the braking system in honest weather. The bike arrives with a 4.5-gallon fuel tank, which is up 1.1 gallons on the retro-styled 700CL-X models. (CFMoto/)The 650 is also offered in an adventure model, aptly named the Adventura. The NK was good fun, but the Adventura model didn’t speak to us as strongly. We liked the 650NK, but this variation of it in ADV style threw off lots of heat and just didn't feel as good. (CFMoto/)CFMoto basically equipped the 650NK with adventure-style bodywork and a longer touring seat, adjustable windscreen, hard-sided panniers, and a 4.8-gallon fuel tank. All of this adds 15 pounds to the overall wet weight; the Adventura tips in at a claimed 469 pounds. This weight difference isn’t noticed, but the longer wheelbase of 56 inches, versus 55.7 inches, and a taller seat height of 33 inches, versus 30.7, provide a slower overall feel. Unlike typical adventure-style motorcycles with 19-inch front wheels, the 650 Adventura arrives with a 17-inch front wheel. (CFMoto/)This bike needs more refinement to compete with other adventure-style uprights in this space, such as the Suzuki V-Strom 650. The biggest gripe with the Adventura was the heat; bodywork seemed to funnel the engine heat directly on the top of the gas tank, which kept riders toasty on both the track and the highway, a persistent annoyance. A look at the 650 Adventura’s cockpit, which blocks much wind for riders. (CFMoto/)But with an MSRP of $6,799, more than $2,000 less than the V-Strom 650, many entry-level riders may be able to live with the engine heat. It may even be a positive for those in colder climates. A good styling overview of this 469-pound adventure bike. (CFMoto/) The seat heat of the 650 Adventura is similar to other middleweight adventure bikes with a 33-inch height. (CFMoto/) Pricing is $6,799 for CFMoto's first adventure bike, a price point of about $2,000 cheaper than the main competitor, Suzuki’s V-Strom 650. (CFMoto/)2022 CFMoto 300SS and 300NK First Ride Review The quality of the 300SS impressed, though the riding position didn’t. (CFMoto/)The CFMoto 300SS and 300NK were designed to be less expensive than other entry-level sport motorcycles, undercutting the Suzuki GSX250R, Honda CB300R and CBR300R, Yamaha YZF-R3, and the Kawasaki Ninja 300 and 400. These Japanese machines basically slot in around $5,000 MSRP, but the CFMoto 300s with their trellis frames and parallel twins are offered for around $4,000. A look at the 300SS cockpit. It takes some stretching to reach those mirrors. (CFMoto/)Like the 700CL-X and 650 lineups, the 300 series are available in two flavors, the 300NK and the 300SS. They’re basically the same, except the SS is wrapped in full bodywork, has a slightly lower fuel capacity at 3.1 gallons versus 3.3 on the 300NK, and has a lower seat height of 30.7 inches versus 31.2 inches. The bodywork also raises the 300SS’ weight to 364 pounds (claimed), 31 pounds more than the NK. The 29 hp 300NK is a super-capable entry-level sportbike and provides much more comfort than the 300SS. (CFMoto/)Suspension duties for both bikes are handled by an upside-down fork, a center-aligned monoshock, and 17-inch wheels (110/70; 140/60). Stopping is handled by a single 300mm disc and a four-piston caliper up front and a 245mm disc and single-piston caliper out back. Continental ABS is standard on both bikes. The 300SS and 300NK are powered by CFMoto’s 292cc single-cylinder liquid-cooled DOHC engine producing a CFMoto-claimed 29 hp at 8,750 rpm and 18.7 lb.-ft. of torque at 7,250 rpm. For entry-level machines, the power is similar to the other single competitors, such as the GSX250R at 24 hp and the Honda CB300R at 31 hp. A look at the upright position of the 300NK's cockpit and its 5-inch TFT display. (CFMoto/)This CFMoto engine features Bosch EFI, and is mated to a six-speed transmission with a slipper clutch. The single ran smoothly during time on track, and the bike is geared properly for a wide range of riding, from in-town to the highway. A wide-open top speed of 87 mph was achieved with the 300SS on the track’s short straight; the midrange seems revvy enough to keep riders moving smoothly through downtown traffic. Braking on both worked as expected; it doesn’t take much to slow such lightweight machines down. Suspension responded with an overall character similar to the Ninja 300. The 300SS bodywork was clean, though the lines may be questionable. (CFMoto/)The 300s get the same 5-inch TFT color display as the 650s; layout is simple and intuitive and offers all standard data in full color. Again, the NK seems like the better machine here. Its upright ergonomics felt more comfortable than the SS, which has a long reach and mirrors that take some effort to reach and adjust. The NK’s upright controls also allowed for quicker and smoother steering inputs and a feel of more control overall. The 300SS may be more appealing to some, but this bike does a better job of handling and comfort. (CFMoto/)The price difference is also there; the 300NK’s MSRP is $3,999, and the 300SS’ is $4,299. If appearance is your thing, the 300SS may be worth the extra 300 bucks. And from CFMoto’s sales claims, appeal is a factor; to date, the 300SS is the brand’s No. 1 seller worldwide, says CFMoto. But if you’re looking for more control and everyday drivability, the NK is a more than capable entry-level naked sportbike. We really want to ride this machine back to back with the GSX250R and Honda CBR300. A side look at CFMoto's top-selling motorcycle to date. (CFMoto/) The styling blends well with other Japanese entry-level sportbikes. (CFMoto/) The seat height is just 30.7 inches versus the 31.2-inch height of the 300SS. (CFMoto/) The 300NK's swingarm blends well with the trellis frame chassis. (CFMoto/) A single 300mm front disc squeezed by a four-piston caliper is more than enough to slow this bike down from its top speed of around 85 mph. (CFMoto/)2022 CFMoto Papio First Ride Review CFMoto doesn’t just want to go head-to-head with entry-level sportbikes and midweight nakeds; it also wants to take on the mini streetbike category with its Papio, a direct competitor to the Kawasaki Z125 Pro and the hugely popular Honda Grom. A look at Honda numbers explains why; shortly after being introduced in 2014, the Grom became the firm’s top-selling streetbike in the USA. And last year, when Honda launched its third-generation Grom, the Japanese OEM reported that it had sold over 750,000 Groms worldwide. CFMoto’s Papio competes directly with the Honda Grom and Kawasaki Z125 Pro, its unique selling point being a six-speed transmission helping spread out all 9 hp. (CFMoto/)What makes the Papio different are its price and its gears. The current five-speed Grom sells for $3,499, and the four-speed Z125 Pro for $3,399, but the Papio is sold for $2,999 and features a six-speed transmission. The six-speed is mated to the only air-cooled engine in CFMoto’s lineup, a 126cc single-cylinder producing 9 claimed horsepower at a screaming-lawn mower 8,500 rpm and 6.1 lb.-ft. of torque at 6,500 rpm. This equates to slow-speed fun on a 251-pound machine with 12-inch wheels. After you’re bored doing wheelies and stoppies, get into full tuck downhill in sixth gear, and you’ll see 64 mph. CFMoto Ride App CFMoto’s Ride app, touted as “the ultimate digital garage,” is worth mentioning. When hooked to the bikes with the 5-inch TFT display (not yet available on the 700CL-X models), CFMoto says it should offer loads of information, including total mileage, top speed, acceleration, cornering stats, and braking data, along with navigation and a vehicle theft notification. Unfortunately, the app wouldn’t sync with the 650s at the track. The 292cc’s 29 hp is similar to the output of the 300SS’ competitors, the GSX250R (24 hp) and Honda CB300R (31 hp). (CFMoto/)Concluding Thoughts Much work remains to be done if CFMoto is to compete with the Japanese and European moto manufacturers. Still, though quirks were discovered just as they would be with any motorcycle, CFMoto surprised us with the refined nature of its first-iteration bikes. The build quality of the bikes and their solid feel were on par with the competition. Again, refinements are needed, but CFMoto has come out of the gate with products worthy of consideration. Nearly 200 out of 550-plus CFMoto dealerships are currently selling the motorcycle lineup. Company representatives say that as demand goes up, so will the availability across other stateside dealerships. The battle to change the Chinese motorcycle junk syndrome has just begun. But CFMoto has proven itself in the side-by-side and ATV realms amid competition like Polaris. The numbers tell the story; CFMoto earned more than $400 million in stateside sales in 2021 across its 550-plus dealerships. If CFMoto can break this stigma while consistently refining its product, like European and Japanese OEMs do, those stateside sales numbers should grow. 2022 CFMoto 650NK and 650 Adventura Specifications MSRP: $6,499 / $6,799 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl. Displacement: 649cc Bore x Stroke: 83.0 x 60.0mm Compression Ratio: 11.3:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 60 hp @ 8,750 rpm Claimed Torque: 41.3 lb.-ft. @ 7,000 rpm Fuel System: Bosch EFI Clutch: Wet, multiplate slipper Frame: Tubular steel w/ aluminum alloy swingarm Front Suspension: KYB telescopic fork, rebound damping adjustable; 4.7 in. travel / Inverted fork, rebound damping adjustable Rear Suspension: KYB monoshock, side aligned / Cantilever, rebound damping and preload adjustable Front Brake: Radial-mounted 2-piston J.Juan caliper, 300mm disc w/ ABS / Radial-mounted 4-piston J.Juan calipers, dual 300mm discs w/ ABS Rear Brake: 1-piston floating J.Juan caliper, 240mm disc w/ ABS / Radial-mounted 2-piston J.Juan caliper, 260mm disc w/ ABS Wheels, Front/Rear: Aluminum alloy; 17 x 3.5 in., 17 x 4.5 in. Tires, Front/Rear: 120/70R-17, 160/60R-17 Rake/Trail: N/A Wheelbase: 55.7 in. / 56.0 in. Ground Clearance: 5.9 in. / N/A Seat Height: 30.7 in. / 33.0 in. Fuel Capacity: 4.5 gal. / 4.8 gal. Claimed Wet Weight: 454 lb. / 469 lb. Contact: cfmoto 2022 CFMoto 300NK and 300SS Specifications MSRP: $3,999 / $4,299 Engine: DOHC, liquid-cooled single; 4 valves/cyl. Displacement: 292cc Bore x Stroke: 78.0 x 61.2mm Compression Ratio: 11.3:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 29 hp @ 8,750 rpm Claimed Torque: 18.7 lb.-ft. @ 7,250 rpm Fuel System: Bosch EFI Clutch: Wet, multiplate slipper Frame: Tubular steel w/ aluminum alloy swingarm Front Suspension: Retractable / Inverted fork, hydraulic damping Rear Suspension: Cantilever / Monoshock Front Brake: Radial-mounted 4-piston caliper, 300mm disc w/ ABS Rear Brake: 1-piston floating caliper, 245mm disc w/ ABS Wheels, Front/Rear: Aluminum alloy; 17 x 3 in., 17 x 4 in. / 17 x 3 in., 17 x 3.5 in. Tires, Front/Rear: 110/70R-17, 140/60R-17 Rake/Trail: N/A Wheelbase: 53.5 in. Ground Clearance: 5.9 in. Seat Height: 31.2 in. / 30.7 in. Fuel Capacity: 3.3 gal. / 3.2 gal. Claimed Wet Weight: 333 lb. / 364 lb. Contact: cfmoto 2022 CFMoto Papio Specifications MSRP: $2,999 Engine: Air-cooled single Displacement: 126cc Bore x Stroke: 57.0 x 49.4mm Compression Ratio: N/A Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 9 hp @ 8,500 rpm Claimed Torque: 6.1 lb.-ft. @ 6,500 rpm Fuel System: EFI Clutch: Wet Frame: Tubular steel w/ aluminum alloy swingarm Front Suspension: Telescopic Rear Suspension: Monoshock Front Brake: Hydraulic Rear Brake: Hydraulic Wheels, Front/Rear: Alloy; 12 x 2.75 in.; 12 x 3.5 in. Tires, Front/Rear: 120/70-12; 130/70-12 Rake/Trail: N/A Wheelbase: 48.0 in. Ground Clearance: N/A Seat Height: 30.5 in. Fuel Capacity: 1.9 gal. Claimed Wet Weight: 251 lb. Contact: cfmoto Source