Hugh Janus

Ducati’s 2022 Streetfighter V2 has found just the right balance between power and performance with a composed chassis and 955cc twin. (Ducati/)Ups Great power delivery, versatile and practical for the streetAll of the excellent electronics you want from a DucatiMore relaxed riding position than Panigale V2Downs An affordable Ducati is still an expensive motorcycleHandlebar position cramps wrists on long ridesLess aggressive brake pad compound than PanigaleVerdict Taking cues from the Panigale V2 and its 955cc Superquadro 90-degree V-twin engine, Ducati has taken the natural step of building a naked version of that fully faired sportbike. A more upright riding position with a one-piece handlebar, more relaxed footpeg position, and street-oriented nature make the Streetfighter V2 a great everyday ride. While the other bikes in the Streetfighter range have grown into 1,103cc asphalt rippers putting out 200-plus horsepower, the V2 has kept it real by keeping the door open for a wider variety of buyers. The Ducati Streetfighter V2 is essentially a stripped-down, bare-skinned version of the Panigale V2 sportbike intended as a more practical option to its Streetfighter V4 lineup. (Ducati/)Overview Naked sportbikes are all about raw performance in a simple stripped-down package, but they’re also meant to be more practical and enjoyable for everyday street riding. As Ducati’s larger-displacement Streetfighter range has gained cylinders with the introduction of the V-4 engine, price and power have pushed their limits ever higher. The Streetfighter V2 hopes to make Ducati’s naked sportbikes more accessible. Not only is the $16,995 price tag at least more accessible, at $3,000 less than the lowest-priced V4, but the V2 has a friendly yet still potent power output that, when combined with an excellent suite of electronic rider aids, makes the V2 an incredible streetbike. As this bike is a stripped-down lean-muscle version of the Panigale V2, Ducati pushed the footpeg position down and forward for a less aggressive stance, as well as thickening and widening the saddle for more comfort. (Ducati/)Naked sportbikes have been around for decades, but Ducati has always managed to keep its Streetfighter offerings true to the company’s image, with raw power, amazing styling, and excellent performance. They really are stripped down, not dumbed down, versions of sportbikes like the Panigale. Riding to work during the week and ripping curvy roads on the weekend is what the Streetfighter V2 is all about. Updates for 2022 This is a brand-new model for 2022, meant to fill the gap left when Ducati adopted the V-4 engine configuration on its most-potent sportbikes and superbikes. Ducati offers a number of performance-minded accessories via its parts catalog, including biplane winglets, which are priced at a pretty staggering $1,492. (Ducati/)Pricing and Variants The Streetfighter V2 is available in Ducati Red for $16,995 and Storm Green for $17,495. The Sport accessory package with its carbon fiber and billet aluminum accessories is an additional $1,270. Competition Nakeds or streetfighters have evolved from the OG Triumph Speed Triple, while over time a ton of others have jumped on the bandwagon like KTM’s 1290 Super Duke, Aprilia’s Tuono RSV4, MV Agusta’s Dragster RR SCS, and BMW’s S 1000 RR. The Japanese got in the game too, with bikes like the Honda CB1000R, Kawasaki’s Z900 and Z H2, and Yamaha’s MT-10, MT-09, and MT-07. The Streetfighter V2 is dripping with race-inspired electronics; a six-axis IMU manages all the electronic controls of the bike. Modes can be individually customized to rider preferences via the Streetfighter V2′s 4.3-inch TFT display. (Ducati/)Powertrain: Engine, Transmission, and Performance While the liquid-cooled 955cc Superquadro 90-degree V-twin engine is identical to the Panigale V2 in principle, Ducati made slight modifications for more practical street performance. Final drive gearing has been shortened via the addition of two teeth to the rear sprocket to aid engine response. Ducati claims the powerplant is good for 153 hp at 10,750 rpm and 74.8 pound-feet of torque at 9,000 rpm. The Streetfighter V2 has the subtle touch of a gentle giant at low rpm and a rough-and-tumble personality when ridden with aggression. Off-idle fueling and initial throttle response is direct with a solid connection to the rear wheel via Ducati’s finely calibrated ride-by-wire system. It’s easy to romp around between 5,000 and 8,000 rpm, taking advantage of the V2′s broad torque spread. The Streetfighter V2’s one-piece handlebar is pushed forward enough to create an uncomfortable wrist pressure while logging big miles or extended track sessions. (Ducati/)There’s a small window from 8,000 rpm to around 10,000 where the Streetfighter punches into a higher weight class with breathtaking acceleration and lofting wheelies, always an effective strategy for reducing front-tire wear. Its fighting spirit is short-lived, however, as it quickly signs off around its 11,500 rpm redline; a gear change via the clutchless Ducati Quick Shift (DQS) EVO 2 system managing the bike’s well-spaced six-speed gearbox is required. Handling The Streetfighter’s chassis is remarkably well-balanced. Although it’s fundamentally the same running gear as the Panigale V2′s, Ducati lengthened the single-sided swingarm by 16mm (0.6 inch) for additional stability and added two chain links to offset the gearing change. The final result is a wheelbase 26mm (1 inch) longer than the Panigale’s. But while the straight-line stability is excellent, the bike still smashes corner apexes. It carves, quickly, with a front-end feel that can be relied upon and planted midcorner composure, all of it complemented by a Showa BPF fork and Sachs shock that are resilient enough for racetrack conditions and balanced enough for on-road comfort. A Showa BPF fork and Sachs shock are resilient enough for racetrack conditions and balanced enough for on-road comfort. (Ducati/)Brakes The Streetfighter V2 gets less aggressive brake pads than the Panigale in identical Brembo M4.32 Monoblock brake calipers. Feel at the lever is compromised a bit, but they still work quite well, as does Ducati’s ABS Cornering EVO system. Fuel Economy and Real-World MPG Cycle World has yet to test the bike on our own roads, so we’ll have to wait for real-world numbers Ergonomics: Comfort and Utility As this bike is a stripped-down lean-muscle version of the Panigale V2, Ducati pushed the footpeg position down and forward to a less aggressive stance, thickened and widened the saddle shape for more comfort, and fitted the Streetfighter with a motocross-style handlebar. Overall comfort is quite good and viable for the daily ride, but aggressive enough to take advantage of the V2′s sporting prowess. The Streetfighter V2 has the subtle touch of a gentle giant at low rpm and a rough-and-tumble personality when ridden with aggression. (Ducati/)Electronics Yeah, the Streetfighter has a few bells and whistles: Ride modes include Sport, Road, and Wet. Ducati Traction Control (DTC) EVO 2 has eight levels plus off, Ducati Wheelie Control (DWC) EVO has four levels, while the Engine Brake Control (EBC) EVO has three levels. There are also multiple power modes, Bosch Cornering ABS EVO, auto-tire calibration, and Ducati Quick Shift (DQS); an optional Ducati Data Analyser with GPS, anti-theft system, and Ducati Multimedia System are available options. Warranty and Maintenance Coverage Ducati offers a 24-month unlimited-mileage warranty. Quality Ducati now recommends normal maintenance service intervals of 7,500 miles and the first valve-clearance check at 15,000 miles, so buyers can rest easy and just ride. Want to head to the racetrack after a long week of commuting to work? The Streetfighter V2 is up to the challenge. (Ducati/)2022 Ducati Streetfighter V2 Claimed Specifications MSRP: $16,995 (Ducati Red) / $17,495 (Storm Green) Engine: 955cc Superquadro liquid-cooled, 90-degree V-twin; 4 valves/cyl. Bore x Stroke: 100.0 x 60.8mm Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 153.0 hp @ 10,750 rpm Claimed Torque: 74.8 lb.-ft. @ 9,000 rpm Fuel Delivery: Electronic fuel injection w/ ride-by-wire Clutch: Wet, multiplate slipper; hydraulic actuation Engine Management/Ignition: Electronic Frame: Monocoque aluminum Front Suspension: 43mm Showa BPF fork, fully adjustable; 4.7 in. travel Rear Suspension: Sachs shock, fully adjustable; 5.1 in. travel Front Brake: Brembo M4.32 4-piston calipers, dual 320mm discs w/ Cornering ABS EVO Rear Brake: 2-piston caliper, 245mm disc w/ Cornering ABS EVO Wheels, Front/Rear: 5-spoke alloy; 17 x 3.50 in./17 x 5.50 in. Tires, Front/Rear: Pirelli Diablo Rosso IV; 120/70-17/ 180/60-17 Rake/Trail: 24.0°/3.7 in. Wheelbase: 57.7 in. Ground Clearance: N/A Seat Height: 33.3 in. Fuel Capacity: 4.5 gal. Wet Weight: 441 lb. Contact: ducati.com Source

The Honda Rebel 300 is a beginner bike that provides riders with everything it takes to develop their skills. More than perhaps any other bike, this Honda gives riders their wings. (Honda/)Ups A top-quality beginner motorcycleWonderfully approachable and reliable 286cc engineLight clutch pull with assist and slipper clutchLow 27.3-inch seat heightDowns Seat is small, dense, and could be more comfortable.Long-legged riders will find ergonomics slightly crampedVerdict Honda’s Rebel 300 can easily be considered the crème de la crème of beginner cruisers. An integral part of Honda’s small-displacement lineup, this bike has a highly predictable and mild-mannered engine, a low, confidence-inspiring seat, and stable, predictable handling that helps emphasize the fun factor for new riders. Honda hit the nail right on the head with this one. Overview Since its introduction as a cheap and cheerful 250cc single in the mid-’80s, the Honda Rebel has been the standard for beginner cruisers. In 2017, Honda transformed the little cruiser into the modern Rebel 300 we see today, adding a modern four-bulb LED headlight, a now-iconic peanut tank, and a solo saddle, giving the bike’s design the look of a larger cruiser in a small-displacement package. Most importantly, this is a bike that welcomes even the most timid new riders with a low seat height and friendly 286cc engine. And that’s how they getcha; once Rebel riders are hooked, Honda cleverly encourages them to enjoy the same familiar goodness in a stronger dose with the Rebel 500 and Rebel 1100. Two colors, Matte Gray Metallic (shown here) and Pearl Blue, are available for the Rebel 300 and ABS version. (Honda/)Updates for 2022 The Rebel does not receive any significant changes for the 2022 model year. Even color options remain the same, with the bike coming in Pearl Blue and Matte Gray Metallic. Pricing and Variants The Rebel 300 comes in ABS and non-ABS versions; standard versions are priced at $4,699 and the ABS at $4,999. Many cruiserworthy accessories are available through Honda, including custom seats, fork covers, and a headlight cowl. Competition Although the Rebel arguably dominates the beginner cruiser market, it has some competition from the Yamaha V Star 250, Indian Scout Sixty, and Royal Enfield Meteor 350. Honda’s 286cc single-cylinder engine is smooth, predictable, and has enough character to enjoy the ride. (Honda/)Powertrain: Engine, Transmission, and Performance Honda’s 286cc single-cylinder engine is user-friendly and fun, quick to rev, and entertaining to push to its limits. It is also very forgiving, as it doesn’t threaten to stall when an inexperienced rider shifts into too high a gear, a great trait for beginners who are still understanding the ins and outs of the powerband. Thanks to a well-developed assist and slipper clutch, clutch pull is light and hand fatigue is not a concern. The Rebel’s six-speed transmission shifts smoothly and does not catch false neutrals, so shifting is straightforward. With its measured 25 hp, the engine can get up to freeway pace with reasonable alacrity and keep the bike there for the duration. The Rebel’s 0–60 time of 7.85 seconds means riders can even beat out some of the traffic at the stoplight. Handling The Rebel carries its weight down low, which makes it easy to tackle everything from tight city streets to the occasional trip into the hills, and its chassis is impressively composed. The 41mm telescopic fork and dual shocks provide decently sporty feedback when tackling tight turns. While small bump compliance is good for soaking up minor road imperfections, Cycle World found that the rear shocks will bottom out on larger bumps. This is still a bike for mellow, laid-back rides, reassuring beginners as they become familiar with motorcycling. The LCD gauge displays relevant information while keeping the appearance minimalistic. (Honda/)Brakes Nissin hydraulic calipers grip onto single 296mm and 240mm discs front and rear respectively. Cycle World’s brake testing of the 2021 model showed a braking distance from 30–0 mph at 35.27 feet and a braking distance from 60–0 mph at 141.3 feet, better than its competition. More specifically, the Rebel’s 60–0 braking distance was 17.48 feet, or the length of an average SUV, shorter than the Royal Enfield Meteor 350′s. That shorter stopping distance gives riders more time to react to suddenly stopped traffic, which is especially beneficial to new riders. And a squeeze of the lever or press of the pedal offers great braking feedback, allowing riders to understand what’s going on and apply pressure as needed. Fuel Economy and Real-World MPG During testing the 300 averaged 57.8 mpg in real-world riding. Ergonomics: Comfort and Utility The Rebel platform is well known for its low seat height. At just 27.3 inches off the ground, the seat is supremely low and easy for riders of all inseams to get comfortable on. This is especially great for shorter riders who may feel intimidated by bike size. Legroom is slightly cramped for those over a 31-inch inseam, but they’ll still find reach to the bars plenty comfortable. A full LED lighting package brings the Rebel 300 to the modern age. Honda also does well in keeping wiring and cables neat and tidy. (Honda/)Electronics Electronics on this bike are fairly straightforward. A circular LCD gauge relays relevant information in an easy-to-read format, while all-LED lighting throws clear, bright light for great visibility. ABS models offer an extra element of protection while braking in adverse conditions, though there are no other riding aids or riding modes. The Rebel 300′s low-slung weight is a contributing factor to its nimble, yet stable handling. (Honda/)Warranty and Maintenance Coverage The Rebel 300 has a one-year, unlimited-mileage transferable warranty. An extension can be made with the HondaCare Protection Plan. Quality Honda likes to keep its bikes neat as a pin and the Honda Rebel 300 is no different. Wires and cables are always cleanly wrapped and tucked in, helping to keep up the bike’s clean, minimalist appearance. 2022 Honda Rebel 300/ABS Claimed Specifications MSRP: $4,699 (base)/$4,999 (ABS) Engine: 286cc, DOHC, liquid-cooled single; 4 valves/ cyl. Bore x Stroke: 76.0 x 63.0mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 25.01 hp @ 7,640 rpm Cycle World Measured Torque: 17.59 @ 7,320 rpm Fuel Delivery: PGM-FI fuel injection w/ 38mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Computer-controlled digital transistorized w/ electronic advance Frame: Diamond-type steel Front Suspension: 41mm telescopic fork; 4.8 in. travel Rear Suspension: Twin shock; 3.8 in. travel Front Brake: Hydraulic caliper, 296mm disc / Hydraulic caliper, 296mm disc w/ ABS Rear Brake: Hydraulic caliper, 240mm disc / Hydraulic caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 16 in. / 16 in. Tires, Front/Rear: 130/90-16 / 150/80-16 Rake/Trail: 28.0°/4.3 in. Wheelbase: 58.7 in. Ground Clearance: 5.9 in. Cycle World Measured Seat Height: 27.3 in. Fuel Capacity: 2.95 gal. (0.6 gal. reserve) Cycle World Measured Wet Weight: 372 lb. Contact: powersports.honda.com 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/)The problem of edible fats and oils deteriorating over time has been with us forever—my mother spoke of bacon kept too long in the fridge as “going rancid” (developing an unpleasant taste). Petroleum molecules have vulnerable structures which can be similarly attacked if they are “unsaturated,” that is, if they contain double carbon bonds. When oxygen attaches itself at such points, separate chains can join together, causing thickening. At the AMA’s Atlanta roadrace in 1973, one of the big air-cooled four-stroke entries ran so hot that its engine oil transformed into an amber-colored rubbery gel. The team owner—simultaneously outraged and fascinated—made the rounds of the paddock, showing us all this curiosity. How did it happen? Modern petroleum oils of good quality are reformed in a process that changes olefins and aromatics into saturated structures less vulnerable to oxygen attack. Synthetic oils share this reduced vulnerability. But 50 years ago there were evidently less desirable molecular varieties in whichever oil that gentleman was using, and when it became very hot, oxygen cross-linked it into a gel in a process vaguely similar to vulcanizing rubber. Problems With Fuel Oxidation Another concern—maybe more worrisome today—is that fuel in long storage (in an inactive vehicle, for example) may “go bad,” forming gum—especially in the presence of catalytic metals such as copper. So-called “cracked” gasolines contain olefins that are especially vulnerable. Normally the high turnover rate of fuel stocks at filling stations prevents trouble, but if it’s sitting in your bike’s tank over the winter… The word “catalysis” sounds frightening, but merely refers to substances that can change the rate at which a chemical reaction takes place without themselves being consumed. I like to think of the catalyst (in the above case copper, iron, or lead) as the mugger’s large assistant, who pins the victim while his wallet is lifted. In the molecular case, the electric field around the nucleus of a heavy-metal atom can deform the shape of the target molecules in a manner that makes the desired chemical reaction more likely to occur. Related: Soap, Detergents, And Dispersants In the instance of fuel-system corrosion, metals act as catalysts to accelerate oxidation. Fuel blenders therefore add “metal inactivators,” molecules that attach themselves to metal surfaces to form an unreactive protective layer. Stale Fuel and Fuel Storage Motorcyclists of a certain age have had the disagreeable experience of being unable to start a bike that has been long stored “wet.” A common result of such storage is that the most volatile components of the gasoline have evaporated out through the tank breather, leaving the remaining fluid as a kind of “lamp oil.” Its refusal to evaporate and form a spark-ignitable mixture may prevent the engine from starting. Even if you replace the lamp oil with fresh fuel, the engine still may not run properly; while it may start, it stalls rather than returning to idle. In this case the gum that has formed in the fuel blocks the carburetor’s tiny idle jets. This occurs when the fuel in carburetor float bowls evaporates over weeks or months. You’ll need to remove and disassemble and clean the carburetors, with special attention to those idle jets. Here’s an excuse to buy that ultrasonic cleaner you’ve been wanting. Modern bikes with both digital fuel injection and an evaporative emissions canister system (to prevent evaporating fuel from entering the atmosphere) are much less likely to suffer from the above. Fuel Stabilizers Fuel stabilizers are mainly antioxidants that block the gum-forming reaction. Similar chemistry provides protection for lube oils and edible fats. Antioxidants were originally developed in the 1920s for application to edible oils, but later proved their value in lube oils, where they slowed the process experienced by our friend at the Atlanta race mentioned above. Sludge formation was also an oxidative process well known in an earlier time. Before the development of oil additives such as antioxidants and dispersants, high-hour engines generated sludge that could eventually block oil circulation, leading to engine failure. Related: Get Your Bike Ready For Summer In The Winter These reactions occur during early steps in a reaction chain leading toward actual combustion, which ultimately combines atmospheric oxygen with the carbon and hydrogen of the fuel, oil, or fat to form the final combustion products carbon dioxide and water. At first, thermal agitation knocks those reactive fragments (called radicals) loose; further reactions form a chain leading to gel, gum, or sludge. By reacting with certain of these radicals, antioxidants divert them from their normal reaction path. Think of the antioxidant as an agent sent to calm down a crowd by passing out hundred-dollar bills. Harmony is restored! Source

Swedish company Airbag Inside’s patent illustrations show what the parachutes would look like deployed. (Airbag Inside AB/)Swedish company Airbag Inside has already been developing an airbag-clothing system under the brand name Mo’cycle that places airbags inside the sleeves of jackets and legs of pants. It’s launching its first products, including airbag jeans, an airbag vest, and even airbag shorts later this year, but the company’s patents show even more ambitious ideas for the future. Among them are airbag-equipped boots and a parachute system. Swedish company Airbag Inside has already been testing airbag-equipped clothing for its brand Mo’cycle. (Airbag Inside/)The idea might seem wild, but parachutes have been used for decades to slow top-fuel dragsters and even military aircraft where there is limited room to bring vehicles to a stop quickly. The parachutes also help keep those vehicles pointed straight as they decelerate. On racetracks in particular, crashing riders face a similar problem—they need to be slowed down or stopped before reaching a guardrail or wall, and the only thing slowing them down is the friction between their riding gear and the asphalt, or the resistance of a gravel trap. A conventional nylon-canopy parachute attached by cords isn’t a great idea, however. That relies on passing airflow to deploy the main chute by first catching the wind with a small funnel-shaped chute called a drogue, and then pulling the main canopy from its pack. It then takes time and distance for the canopy to fully inflate and pull the cords tight before it starts to slow down the tethered object or person. In a bike crash, the chances are that a tumbling rider would get tangled with the drogue or the main chute before it could catch the necessary air to inflate and be effective. This is what the uninflated vest would look like. (Airbag Inside/)It might appear odd at first, but that’s where Airbag Inside’s idea comes in, and has had considerable thought applied to the theory. The concept is to use two small canopies that look like small kids wading pools with an inflatable outer edge that expands into shape immediately, without the need for a drogue or passing airflow. Similarly, the main “cords” (or attachment points) to the canopies are inflated to become relatively firm and to position them above the rider’s head. The only actual lines are stabilizing strings to stop the canopies from spinning and/or shedding the air they catch. They’re attached to points above the rider’s head to keep them away from the rider’s neck and reduce the chance of tangling. The system is inflated using conventional airbag-inflation technology—which could be either pyrotechnic or via compressed-gas canisters. Here is the patent illustration for the inflated parachute floating above the rider’s head. (Airbag Inside/)With the canopies above the rider, the idea is that once inflated, they’ll make sure the rider slides feet first and is quickly slowed down, pulling them away from the bike and either coming to a halt quickly or decelerating significantly before impacting any trackside obstacles. A side view of the inflated parachute. (Airbag Inside/)The idea appears to be oriented more toward racetrack use—where the trajectory of crashing bikes and riders is more predictable than on public roads—but it would be interesting to see the system in action. It might prove unworkable in the real world, as the canopies would need to inflate very quickly to prevent tangling, but nonetheless any idea that could contribute to safety is worth a second look. Source

Might the 2022 KTM RC 390 be the best small-bore sportbike on sale today? It makes a great argument as such. (Adam Campbell/)There is much to be said for riding a slow bike fast. There is even more to be said about riding a slow bike that’ll go really fast under the right conditions. And the bike we’ve got in mind here is the 2022 KTM RC 390, maybe the best budget-conscious baby sportbike on the market. Light on its feet, easy to ride, and easy on the wallet at a starting price of $5,799, the RC could also be the best beginner’s racebike on the market. Beginner's racebike or fuel-sipping commuter? The KTM RC 390 can be both. (Adam Campbell/)Cycle World’s Road Test Editor Michael Gilbert investigated the RC’s “Ready to Race” qualities, and found on the Streets of Willow Springs racetrack that the little speeder excelled in many ways. But what about on the streets of Los Angeles? The RC is built around KTM’s well-developed single-cylinder 373cc engine and augmented with a world of sophisticated rider-assist features. A new ride-by-wire system incorporates improved engine mapping, throttle maintenance, and multi-setting “Spin Adjuster” traction control, plus cornering ABS and a Supermoto ABS setting. A slipper clutch, and possibly the optional clutchless quickshifter, help optimize the RC 390′s 40.2 hp and 24.4 pound-feet of torque. Stainless steel headers and aluminum exhaust pipe deliver a growly rumble. The six-speed gearbox requires a fair bit of attention, even with the quickshifter, but puts the power where it needs to be. A 373cc single powers the RC 390, putting out 40.2 rear-wheel horsepower and 24.4 pound-feet of torque. (Adam Campbell/)With all that shifting, the soft clutch pull helped; a Rekluse aftermarket clutch is also an option. Brakes were very responsive, with fantastic stopping power from a 320mm disc up front and a 230mm disc behind, backed up by Bosch two-channel ABS. The WP Apex suspension at both ends kept the RC 390 glued to the ground. Feel from the front brake is strong and stops the bike well, however on the <i>Cycle World</i> test strip the RC 390 returned a longish 147 feet to stop from 60 mph. (Adam Campbell/)The clip-ons are adjustable, with selections appropriate for both lapping the track and splitting lanes on the way home. There is less adjustment elsewhere, shifter, brake pedal, seat; rider adjustment or aftermarket parts are required if the ergos don’t suit. But the overall result is a lively and flickable canyon carver, perfect for short blasts through the Topanga twisties or the Angeles Crest curves. At speed the bike feels lighter than its advertised dry weight of 342 pounds. Handling is intuitive; the RC 390 corners as if drawn by a string, so effortless that RC might stand for radio-controlled. Bending a corner is easy on the RC 390; think it and it is done. (Adam Campbell/)Fast is fun, faster is funner. Gilbert found speeds of 100 mph easy to achieve and maintain on the track. On the street, except perhaps on a fast-moving freeway, it’s hard to keep this frisky fellow under the speed limit. The RC 390 is good-looking too, finished in KTM orange and black with unexpected splashes of cerulean blue and echoing the KTM RC16 factory racer. I noticed a lot of “Hey, what is that?” looks from other riders. Bright anodized accessory parts shine here and there. It looks fast standing still. Styling is bold; the headlight disappears into the bodywork when it’s not lit, and the taillights are so small, like the ember on a cigarette, that it’s hard to believe they’re legal. Everything combines to underscore the track bike DNA. Hints of KTM’s RC16 MotoGP racer are found all over the RC 390. (Adam Campbell/)That DNA may be a challenge for riders, like myself, who are not young, petite, or flexible. The suspension is stiff in all settings. The seat is hard. The rider triangle is tight. The footpegs are high enough to put your knees in your chest, but not high enough to avoid the occasional street-scraping in the tighter corners. The mirrors are tidy and set close to the center of the bike, so rearview information is minimal. The pillion seat is an afterthought; sitting on it is like sitting on a hatbox. Ergonomics are on the tight side, but not as cramped as full-fledged superport. (Adam Campbell/)Perhaps small things are best taken in small doses. I did mostly short runs here and there on the RC 390, and found my fuel economy ran about 60–62 mpg. The tank holds 3.6 gallons. In the end, anyone’s feelings about this motorcycle may, as everything else in life, be a matter of expectation and perspective. The RC 390 isn’t a stallion like the 890 Duke or a draught horse like the 1290 Super Adventure. It’s a pony. But a really peppy pony. 2022 KTM RC 390 Specifications MSRP: $5,799 Engine: DOHC, liquid-cooled single-cylinder Displacement: 373cc Bore x Stroke: 89.0 x 60.0mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 40.2 hp @ 8,850 rpm Cycle World Measured Torque: 24.4 lb.-ft. @ 6,880 rpm Fuel System: Electronic fuel injection w/ ride-by-wire Clutch: PASC anti-hopping slipper; mechanically operated Frame: Steel trellis tube Front Suspension: WP Apex 43mm inverted cartridge fork, compression and rebound adjustable; 4.7 in. travel Rear Suspension: WP Apex shock, rebound and spring preload adjustable; 5.9 in. travel Front Brake: 4-piston ByBre caliper, 320mm disc w/ Cornering ABS Rear Brake: 1-piston floating caliper, 230mm disc w/ ABS Wheels, Front/Rear: 5-spoke wheels; 17 in. / 17 in. Tires, Front/Rear: Continental ContiRoad; 110/70-17/ 150/60-17 Rake/Trail: 23.5°/3.3 in. Wheelbase: 52.9 in. Ground Clearance: 6.2 in. Seat Height: 32.4 in. Fuel Capacity: 3.6 gal. Average MPG: 60–62 mpg Cycle World Measured Wet Weight: 365 lb. Availability: Now Contact: ktm.com CW Measured Performance Quarter-Mile: 13.99 sec. @ 94.29 mph 0–30 mph: 1.94 sec. 0–60 mph: 4.97 sec. 0–100 mph: 17.78 sec. Top-Gear Roll-On, 40–60 mph: 5.84 sec. Top-Gear Roll-On, 60–80 mph: 5.82 sec. Braking, 30–0 mph: 35.31 ft. Braking, 60–0 mph: 147.74 ft. Source

Francesco Bagnaia took the win in Mugello. (MotoGP/)If ever there was a time and place for Ducati to “win in formation,” Mugello was it. But it didn’t happen that way; Francesco Bagnaia did win on a factory Ducati, but with Fabio Quartararo’s down-on-power Yamaha second and Aleix Espargaró's Aprilia third. Point leader Quartararo on Friday reckoned his chances of a podium finish against the Ducatis as poor; his bike’s normally pivotal ability, the mechanical grip essential to midcorner speed, was mysteriously missing. He would rediscover it in FP4. “I was struggling in the turning area. I was using too much of the track and going super wide.” Incipient rain and ominous lightning Saturday brought a shock qualifying result: New man Fabio Di Giannantonio put his Ducati on pole at 1:46.156 while veterans questioned the sense of slicks on any water at all at 220 mph. Di G explained: “…when you are full of focus then you don’t see the sky. More or less you see [only] your line.” This made me recall Miguel Duhamel at the 1998 AMA National at Loudon, New Hampshire, continuing his qualifying attempt with raindrops on his screen. He crashed, suffering a double compound leg fracture. The whole Mugello front row were newcomers; Marco Bezzecchi second, Luca Marini third. Bezzecchi brought thoughtful insight to the rain-and-slicks dialog: “If we were riding with slicks and lapping at 1:50 or more, then it [would have been] more dangerous.” It’s normal for wet race lap times to be 8–10 seconds slower than for dry, so the pole sitter’s low 1:46 being only one second slower than Quartararo’s 2021 pole lap indicates end-of-qualifying conditions were marginal but manageable. No one expected to see these low-hours riders on the podium because MotoGP tire management skills are not intuitive. Di G finished 11th, almost 13 seconds out of first. Bezzecchi and Marini finished very creditably in fifth and sixth. Fabio Di Giannantonio was on pole and led the race for a brief moment, the rookie eventually finished 11th. (MotoGP/)Bagnaia wasn’t expecting a milk run, saying, “It’ll be difficult to have a race here where you push and break away.” He expected pursuers but the chaos of the start made him the pursuer, in ninth after turn 1, lap 1. “I didn’t get a bad start but at the first corner I found myself between two Ducatis and I had to come off the throttle. Then at turn 4, Márquez touched me. So I tried to be smart and it wasn’t easy with all the other riders pushing.” Think of the intensity of those moments, trying to extract sense and safety from hurtling shapes and noises, hoping to find your way forward. “I struggled to overtake Di Giannantonio because he was pushing hard on the tires, while I wanted to manage them.” Quartararo managed to be fifth after one lap and by lap 4 was second. More back-and-forth was to come, with Bagnaia and Bezzecchi ahead of him he disposed of Bezzecchi on lap 11. The crucial task now was to remain ahead of the impetuous youths and then see whether Bagnaia, now leading, was reachable. Fabio Quartararo finished second in Mugello, over a half- second behind Bagnaia. (MotoGP/)He was not, so the result was Bagnaia first from Quartararo by 0.635 second, Aleix the Persistent third, just under two seconds from the leader. He had struggled to get past Bezzecchi and Marini for 15 laps. “They did a very good job because they are not that experienced and [yet] they made no mistakes,” he said. “I was expecting more mistakes but they didn’t make any.” Marini said, “I’m not far from being up front. “The top guys up front seem to be better at managing the tires, considering I gave everything I had in the beginning.” Yes, he sacrificed tire life. This is why Kenny Roberts, asked by Cycle magazine editor Cook Neilson in 1977 whether up-and-comer Mike Baldwin was “real,” replied, “Well, of the three things it takes to win races, he has one.” “And what would that be?” “He’s fast.” Clearly Bezzecchi and Marini are more than just fast, as they remained within four seconds of the leader at the end. Over Mugello’s 23 laps that is just 0.174 second per lap. They have received good training, both being from Valentino Rossi’s VR46 training scheme. Bezzecchi said of his efforts to scratch back past Aleix Espargaró's Aprilia, “I was going back under him, and I would have tried, but the bike warned me and I preferred not to throw anything away.” Where were the complaints that passing has become impossible? Where were the calls to ban the new aero technologies? At the finish, Quartararo said, “I made a good start and did good overtakes, despite sliding with the front and rear.” Maverick Viñales, who was 12th, said, “In the race I was able to be fast and overtake a lot of riders.” Aleix Espargaró said, “Mugello is an old-school track where you can overtake…” Yet also said, “We think about electronics, devices, and aerodynamics, but we forget that everybody’s braking very late, they’re all fast, and I think that’s why it’s hard to pass.” There was an incident between Aleix Espargaró and Enea Bastianini (DNF), of which the latter said, “I got sucked in by Aleix’s slipstream and got a bit too quick into turn 4 and that led to my front end tuck.” Enea Bastianini came into turn 4 too hot and ended up on the ground with a DNF. (MotoGP/)This is not the result of “strange aero.” It is perfectly familiar to any rider who has ridden at Daytona, where “getting sucked into the chicane” is a temptation of the less experienced. While riding on your own, you learn how deep you can go before braking, and then absent-mindedly use the same braking point when drafting another rider. Oops! Without the very considerable braking force of your bike’s normal aero drag (which is hundreds of pounds at high speed) your normal braking point is too deep and you arrive in the corner with too much speed. Remember the “agony of defeat” video clip, showing a bike endo-ing through the bales at that chicane? Biggest news of the weekend was Marc Márquez’s announcement, after finishing 10th, that he will withdraw from racing to undergo a fourth operation, this time to correct a “rotation” in his right humerus, broken two years ago. He said, “…I still have significant limitations in my humerus that do not allow me to ride the bike properly and achieve the goals I have always set for myself. “I gave everything in the first seven laps to see if I had the speed of the front riders and our pace wasn’t bad but then I started to struggle physically. “…then I had one warning and I gave up because already I started to get arm-pump with a lot of pain and a lack of power.” We wish him success. The operation will take place at the Mayo Clinic in the US. If Fabio Quartararo was surprised that he was able to finish second, we must be even more so. He spoke of his Yamaha’s advantage in nimbleness: “As far as I’m concerned with my bike, what I need are changes of direction. I think this circuit lends itself well to this, especially in turns 2 and 3, and 6 and 7.” This, added to “cornering speed counts a lot for us,” was able to offset the horsepower advantage of the Ducatis. Jorge Martín’s (he was 13th) was timed at 363.6 kph, or 225.4 mph. Jorge Martín hit 225.4 mph at Mugello, an all-time MotoGP top speed record. (MotoGP/)It’s well to remember that horsepower is a sword that can cut the user as well as the opponent. Passing down the straight is what we see, but until the two bikes in contention have come upright off the previous corner, they accelerate carefully on part throttle. In the next zone, acceleration is limited not by power but by front wheel lift, the “wheelie limit.” Only once past this can the more powerful machine show its advantage—and even here, arriving faster at the next corner means the rider of the higher-horsepower bike must brake earlier. Actually realizing the potential of horsepower is a special skill, not a twist of the wrist. Di Giannantonio said of “the top guys,” “They’re very precise. They brake hard, always accelerate at the right time, and even if they make a mistake they manage to fix things at the curb.” Bagnaia summed up, saying, “…Fabio, Aleix, and me are the favorites but I have made more mistakes.” He crashed out of the previous race, at Le Mans. “Because …they are much more consistent than me, I have to become [so] too.” Source

Yamaha’s 2022 XSR900 is 90 percent new and more refined, but it still has its wild side. (Adam Campbell/)Despite its flaws, the XSR900 has always been a favorite in the Cycle World office. Sure, throttle response was spasmodic, the suspension was cut-rate and too soft, and the front brake was only a hair less aggressive than the throttle. It rocked back and forth on its chassis in response to every command to go or stop, but still we loved it. Its CP3 triple howled gloriously, the front tire was more than happy to rocket skyward, and it looked darn cool. We loved it. Now, for 2022, Yamaha has massaged and restyled the XSR900, and after two days on the next-gen bike the former model is dead to us. This is what the XSR900 should have been all along. Ninety percent of the XSR900 is completely new. Yamaha has given this throwback model a new engine and frame, fresh suspension, and spanking electronics for 2022. Just like with its naked MT-09, Yamaha has revamped just about everything, and it shows. Style for Miles Yeah, you might say, but it’s just an MT-09 in a cooler suit. You’re not completely wrong, but you’re not exactly right, either. A handful of touches differentiate the XSR900′s performance along with its look; some notable differences in the chassis give the XSR its own personality and ride quality. To passersby, the XSR900′s shape clearly separates it from its MT brethren. Yamaha says the old XSR was inspired by the ‘70s, whereas this new model has moved into the ‘80s. A long tank and chunky tail recalls the TZ and YZR500 racers of the era. Even the gap between the tank and seat is intentional, emulating a minimalistic racing tailsection. Customizers: Start searching for a TZ250U fairing ASAP! As it sits, the XSR900 stopped people in their tracks, and questions were plentiful, a clear indication the designers did well. Yamaha says the 2022 XSR900’s styling is inspired by racebikes of the ’80s. (Adam Campbell/)With that new style comes new ergonomics. The rider’s hips are positioned 5mm farther forward and 22mm lower into the bike. Handlebars are now 14mm forward of the previous position 35mm lower while the footpegs further lighten the rider triangle by dropping down 7mm and back 2mm (but are adjustable 14mm up and 4mm back by moving the brackets to the upper mounting holes). This gives the rider a more sporty slant without being cramped. The seat is firm and narrow with a steep back, and is also one of the few criticisms; after an hour in the saddle, that firmness and narrowness makes itself felt, requiring a stretch or stop. If you want to look cool, you’re going to have to suffer a little. While it looks great, the seat can become uncomfortable on long rides. (Adam Campbell/)What doesn’t suffer is the performance of the new XSR900. It’s a massive improvement, full stop. From the additional power from the engine to the stiffer and more responsive chassis to IMU-based electronic rider aids, the 2022 XSR900 is leaps and bounds ahead of the old model. New Displacement C3 Triple Yamaha’s CP3 crossplane inline-triple gets a larger displacement for 2022, increasing from 849cc to 890cc. This is achieved via a 3mm-longer stroke, now 62.1mm, while using the same 78.0mm bore. This is accomplished while keeping the same external engine dimensions by increasing the crankshaft throw and using 1.5mm shorter titanium fracture-split connecting rods. Crankshaft inertia has increased by 6 percent through this change as well. Those shorter con-rods are pinned to new concave-top forged pistons. More aggressive camshaft profiles required a wider cam chain with a hydraulic tensioner, replacing the previous mechanical spring unit. Finally, narrow and compact combustion chambers improve torque with a more efficient fuel burn. Yamaha coaxed slightly more power from its now-larger-displacement CP3 triple. (Adam Campbell/)A new airbox with three tuned intake snorkels bumps up the efficiency while creating a more aggressive intake note. Updated throttle bodies feature a new injector angle that sprays directly at the intake valve for improved fuel atomization resulting in better combustion efficiency. Additionally, intake port volume has been reduced by 15 percent to facilitate more complete cylinder filling for more stable combustion. Yamaha claimed a 6 percent increase in torque from the previous XSR900, though the company declined to provide information on the changes to horsepower. Following the official ride day, we put the 2022 model on Cycle World’s Dynojet 250i dynamometer in order to get rear-wheel horsepower and torque figures. Both horsepower and torque have increased, with 106 hp at 10,000 rpm and 63.5 pound-feet at 7,000 rpm. This is an increase of 2 hp and 4.5 pound-feet, with the peak horsepower rpm being nearly identical but peak torque coming in 1,000 rpm sooner than the 2020 model last tested. We’ve never complained about power or really wanted more of it from Yamaha’s CP3 engine, but we’ll take it. The difference is not astounding or even easily noticeable, but snapping the throttle open rewards the rider with spirited acceleration and a wonderfully sonorous growl from the crossplane crank engine accompanied by a wicked howl from the newly shaped intakes. Toeing up on the two-way quickshifter and grabbing another gear produces a pop from the now-3-pounds-lighter underslung muffler as power is cut for a split second during the change. It all sounds and feels great, just right for this bike. With more torque and a more stable chassis, the 2022 XSR900 exits corners with more vigor than before. (Adam Campbell/)With more torque coming on sooner than before you would expect a stronger pull out of corners, and there is, but in first and second gear it is not as noticable thanks to 3 percent taller gear ratios. This smooths out power delivery and greatly reduces the snatchy throttle response that has plagued all CP3 powered models until now. That’s now all but gone, one of the greatest improvements to this new model. No longer does the bike lurch fore and aft while trying to maintain a steady throttle opening. Only at very low speeds in town at rpm below 3,000 is any jerkiness noticeable. And even then, it’s slight. IMU-based Electronic Rider Aids A YZF-R1-derived IMU further increases the usability and performance of the XSR900, adding lean-sensitive traction control, slide control, ABS, and wheelie mitigation. Gone are the rudimentary engine response choices of A, B, and C; now you have your pick of four drive modes. Mode 1 is the most responsive, and even in this mode those throttle and fueling issues of old are basically nonexistent. Modes 2 and 3 further temper the CP3′s performance to what Yamaha calls a “standard” and “mild” response, respectively. Mode 4 cuts the power dramatically from the bottom and through the midrange for adverse conditions. Mode 1 was used for the majority of the day, and worked well to get the most out of every mountain corner. In town, Mode 2 mitigated the small patch of snatchy throttle below 3,000 rpm. With the new IMU, the XSR900 offers two preset traction modes (TCS) along with one custom mode called “Manual” and off. Switching between the traction modes and power modes is simple and straightforward; select via the switch gear on the left bar, roll on the throttle and the change is made. To engage or disengage Manual TCS (TCS-M), the bike must be stopped. A thumb wheel on the right bar end adjusts the manual settings where you can choose 1 to 3 on traction control and slide control, and 1 to 3 and off for front wheel lift. The lower the number, the less intervention. TCS-1 sets all three of these to level 1 and preset 2 puts all levels in the middle at 2. A compact TFT dash looks just right on the XSR900 and is easy to use and make adjustments with the switch gear on the left and right bar ends. (Adam Campbell/)TCS-1 is excellent even on some of the dustier mountain roads. Traction control engagement is smooth and hardly noticeable, and simply keeps the bike moving forward or around the corner with any hard cuts. TCS-2 is more aggressive, but still seamless. Both keep wheel lift low and will not slam the front down; the tire just comes back to the pavement in a light and controlled manner. Setting 3 of lift mode keeps the tire glued to the pavement. I preferred to ride the XSR900 with TCS-M set with TC at 1, slide control at 1, and lift set to off, which gives the most aggressive and entertaining ride. Antilock braking is also lean-sensitive, but can be switched to a straight-line only mode. BC-1 is standard ABS, not utilizing the IMU data. BC-2 adds lean sensitivity and modulation as the bike leans, so set it in BC-2 and forget it for the entire life of the bike. The intervention threshold is low; even if you do trigger the system, the front lever pressure stays firm with just slight feedback. The rear ABS is slightly less refined, and you can lock the rear tire for just a split second before the lever becomes mushy and the ABS does its thing. The addition of a radial Brembo master cylinder is very welcome. Initial bite is strong, but not light-switch quick like the previous XSR. Power and feel are also top-notch from the front lever through the dual four-piston calipers and 298mm rotors. A single 245mm disc and single-piston caliper do have excellent feel until you hit the ABS. A Brembo radial master cylinder has plenty of power and initial bite without being too touchy. (Adam Campbell/)Improved Handling As impressive as all the changes to the power and electronics are, the updated 2022 chassis is a bigger improvement. Just like the MT-09, the frame is a controlled-filled die-cast aluminum structure that is 50 percent stiffer laterally while having a thinner cross section. The steering head has been lowered 30mm in comparison to the previous mode to increase front end feel. A 59mm longer swingarm (from the Tracer 900) is mounted inside the frame spars for even more rigidity. A more rigid frame and stiffer suspension settings greatly improves the XSR900’s handling. (Adam Campbell/)These changes, plus a 39mm-shorter fork, have completely transformed the XSR900′s handling. It’s now more stable, less prone to dive and wheelie, and less nervous overall. With this comes a change to the XSR900s character; it’s less playful, or rowdy, if you will. The lowered head tube and longer swingarm keeps the front tire closer to the tarmac under hard acceleration, and wheelies are now a deliberate decision rather than a routine accident. The chassis stays inline under heavy braking, and on our test strip the XSR900 stopped from 60 mph in 130.32 feet, nearly 5 feet less than the shorter-wheelbase MT-09′s 135.09 and the 2020 XSR900′s 135.19. Lighter spin-forged wheels cut 1.5 pounds from each end of the XSR900, making it easier to flick the bike from side to side. (Adam Campbell/)A 3 percent taller first and second gear, combined with the longer and less wheelie-prone chassis, helps post better acceleration numbers as well. The XSR is quicker in the quarter than the MT, clicking off a 10.97-second time at 126.41 mph. That’s not going to make you king of the strip, but it’s a third of a second quicker than the 2022 MT-09 and six-tenths quicker than the 2020 model. The data tells us it’s quicker and faster, and our inner ear does as well, not by a newfound sense of acceleration but by the way it moves through the twisting bends with less effort. That shorter KYB fork is now 7 percent stiffer, while the KYB shock’s spring rate has increased 21 percent. Compression damping is also increased on both ends: 31 percent at the front and 35 percent in the rear. Rebound damping decreases 27 percent and 11 percent front and rear, respectively. Midcorner bumps and pavement irregularities no longer upset the XSR. Instead, it simply goes where you want it. Feel from the front tire is excellent; you can really feel the front tire working. No longer are you painting with a broad brush on the road, but marking lines with a fine-point pen. Handling is more precise on the 2022 XSR900. (Adam Campbell/)All is not perfect with the suspension and chassis, however. While the fork has preload, compression, and rebound adjustment available, the Yamaha chose to omit compression damping adjustment on the shock. And this is a place where it needs more; big bumps cause the rear travel to blow through the compression damping. And when this happens midcorner, you begin to scrape the footpeg feelers much sooner than you’d expect. Then comes a slightly too quick rebound. The bike doesn’t become unstable, but it forces you to dial back the aggression. We increased the shock preload by one step and slowed the rebound by two clicks, which improved the ride for my 235-pound frame, but all it really needs is compression adjustment. Guess Yamaha needs to hit that $9,999 MSRP somehow, though perhaps it should consider losing the finely calibrated cruise control in exchange for a better shock. Just like the MT-09, the XSR900 gets Yamaha’s proprietary spin-forged wheels, cutting 1.5 pounds from each wheel while maintaining the strength of traditional forging methods. This reduces rotational mass by 11 percent and thus increases the agility of the XSR900. Side to side transitions and corner turn in are light and snappy. Although we didn’t have a 2020 model on hand, the 2022 is clearly more stable yet quicker handling. As noted earlier, we’ve always loved the XSR900. We just wished it was more composed and refined. We also felt that doing so might remove its cool, fun character, but Yamaha has succeeded in massively improving the XSR900 while keeping most of that character intact. Every bit is better—and not just a little—while still rocking that cool throwback vibe. It remains just as cool to ride as it is to look at. Our fondness of the XSR900 continues with the 2022 model. (Adam Campbell/)2022 Yamaha XSR900 Specifications MSRP: $9,999 Engine: DOHC, liquid-cooled, inline three-cylinder; 12 valves Displacement: 890cc Bore x Stroke: 78.0 x 62.1mm Compression Ratio: 11.5:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 106 hp @ 10,000 rpm Cycle World Measured Torque: 63.5 lb.-ft. @ 7,000 rpm Fuel System: Fuel injection w/ YCC-T Clutch: Wet, multiplate. slip and assist function; cable actuated Engine Management/Ignition: Transistor-controlled ignition Frame: Control-filled die-cast aluminum Front Suspension: KYB 41mm USD fork; fully adjustable, 5.1 in. travel Rear Suspension: KYB monoshock, preload and rebound adjustable; 5.4 in. travel Front Brake: 4-piston calipers, dual 298mm discs w/ ABS Rear Brake: 1-piston caliper, 245mm disc w/ ABS Wheels, Front/Rear: Spin-forged 10-spoke aluminum Tires, Front/Rear: Bridgestone Battlax Hypersport S22; 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 58.9 in. Ground Clearance: 5.5 in. Seat Height: 31.9 in. Fuel Capacity: 3.7 gal. Average MPG: 45.8 mpg Cycle World Measured Wet Weight: 428 lb. Contact: Yamaha CW Measured Performance Quarter-Mile: 10.97 sec. @ 126.41 mph 0–30 mph: 1.47 sec. 0–60 mph: 3.03 sec. 0–100 mph: 6.32 sec. Top-Gear Roll-On, 40–60 mph: 2.72 sec. Top-Gear Roll-On, 60–80 mph: 2.92 sec. Braking, 30–0 mph: 33.76 ft. Braking, 60–0 mph: 130.32 ft. Source

Yamaha Motor Corp., USA, and All Kids Bike deliver bikes to A.L. Burruss Elementary in Marietta, Georgia. (Yamaha/)In 2021, Yamaha Motor Corp., USA, supported All Kids Bike with a $30,000 grant to help get the bicycle-rider-education program into six elementary schools near the OEM’s stateside corporate offices, four in Georgia and two in California. Yamaha says that All Kids Bike, which will teach more than 380,000 students at 550 elementary schools in all 50 states how to ride bicycles over the next five years, has completed its mission with support from the grant, delivering the final of six programs to Clara J. King Elementary School in Cypress, California. With the help of hall of famers like Brian Lopes, Yamaha Motor Corp. employees helped deliver bikes and taught riding skills at each of the six schools. Hall-of-famer Brian Lopes helps Yamaha Motor Corp., USA, and All Kids Bike deliver bikes to Juliet Morris Elementary School in Cypress, California. (Yamaha Motor Corp., USA/)“We’re grateful for Yamaha’s support of All Kids Bike, for the funding required to land the program in six schools, for the volunteer efforts Yamaha employees and partners contributed to delivering bikes to schools, and mostly for the opportunity to get more kids on bikes,” said All Kids Bike founder Ryan McFarland, who also attended the first Yamaha-funded school delivery in Cypress last fall. Over the past year, the grant through Yamaha’s Outdoor Access Initiative has helped teach riding at the following schools: Elm Street Elementary in Newnan, GeorgiaWestern Elementary in Newnan, GeorgiaA.L. Burruss Elementary School in Marietta, GeorgiaLockheed Elementary in Marietta, GeorgiaJuliet Morris Elementary School in Cypress, CaliforniaClara J. King Elementary in Cypress, California Yamaha Motor Corp., USA, and All Kids Bike deliver bikes to Elm Street Elementary in Newnan, Georgia. (Yamaha Motor Corp., USA/)“The Yamaha Outdoor Access Initiative is an inclusive program that supports and promotes outdoor recreation, and we provided this grant to get more kids outside learning valuable skills they can build on for the rest of their lives,” Yamaha’s motorsports marketing manager Steve Nessl said. “The All Kids Bike program offers the only chance some of these kids will get to develop the confidence and experience the freedom that comes from riding on two wheels.” The Rapid City, South Dakota-based All Kids Bike is a national movement led by the Strider Education Foundation to place Kindergarten PE (Physical Education) Learn-to-Ride Programs into public schools for free. The organization uses donations from individuals, businesses, and organizations. During the Yamaha Motor Corp., USA-backed programs, the All Kids Bike staff brought along 24 Strider balance bikes, helmets, and pedal conversion kits. As the teachers had to ride as well, some adult bicycles were on hand. Learning to ride at Clara J. King Elementary in Cypress, California, thanks to Yamaha Motor Corp., USA, and All Kids Bike. (Yamaha Motor Corp., USA/)“Childhood development never stops,” All Kids Bike says. “By continuing to expand the All Kids Bike program this year, more children across the country are learning life skills and getting much-needed exercise while getting away from their computer screens and spending more time outdoors.” For additional information, visit All Kids Bike. Source

Pony up $35,500 and you can get the most extreme example of the Ducati Streetfighter V4 so far: the 2022 Streetfighter V4 SP. (AlexPhoto/)Let’s put this into context: Ducati’s Streetfighter V4 S didn’t need an upgrade. It is comfortably positioned as the king of the hyper-naked market. With a Desmosedici Stradale 90-degree V-4 pushing out an incredible claimed 208 hp, it kicks sand in the face of the competition and, on track, laps faster than any other naked machine in history… But, hell, it got upgraded anyway. Did the Streetfighter V4 S need an upgrade? Nope. But Ducati did it anyway, and it’s good. (AlexPhoto/)While the SP’s 208 hp V-4 remains unchanged from the one in the two existing Streetfighter variants, a seriously spec’d-up chassis features lightweight carbon wheels that are 3.1 pounds lighter (also deployed on the Superleggera), an STM EVO-SBK dry clutch, more track-focused Öhlins Smart EC 2.0 suspension, Brembo Stylema R braking, adjustable aluminium footpegs, and the stunning “winter test” livery. And given that the 2022 Panigale V4 SP2 sold out in just over a week, it’s perhaps understandable that the Bologna factory was tempted to rustle up an SP version of the immensely popular Streetfighter V4. At $35,500 there is no hiding its price, but Ducati has all but sold out already, so if you want one, you’re going to have to be quick. Ducati won’t confirm how many SPs have been produced—just to up the ante. As mentioned, Ducati has left the Desmosedici Stradale engine and fueling alone, meaning it’s exactly the same as found on the V4 and V4 S. To be fair, not many will be complaining given that the 1,103cc V-4 produces a staggering 208 hp at 13,000 rpm in standard form, with a whopping 90.4 pound-feet of torque at 9,500 rpm. Carbon fiber wheels are 3.1 pounds lighter than the aluminum units found on the V4 S. (AlexPhoto/)Retro Rattle However, like the Panigale V4 SP2, Ducati has added a dry clutch, rekindling memories of Ducati superbikes from the late 20th century and firing nostalgia glands into overdrive. According to Ducati, the STM EVO-SBK dry clutch “ensures more effective anti-hopping”—and it’s easier to change, of course—but we all know it was really fitted because its rattle sounds so retro cool. There’s a distinctive Ducati bark from the standard exhaust too, amplified by the effortless quickshifter. Trundling down pit lane of northern Italy’s Cremona racetrack, clutch rattle reverberating off the garages, with a few sharp blips of the throttle to add to the occasion, I’m already feeling a little bit SP special myself. Ducati claims the STM EVO-SBK dry clutch has a more effective slipper function than the wet clutch. (AlexPhoto/)On the Track Ducati allowed me three sessions on the Streetfighter V4 S before I jumped on the SP. We already know both machines share the same engine and produce the same quoted power, but after half a lap I’d swear the SP has more. Even at a relatively slow pace, it feels livelier. Once up to speed, it certainly feels like it has more grunt. Exiting the second-gear late-apex left onto the 900-meter back straight, it’s throttle to the stop, rider aids busy controlling power, slide, and front-wheel lift. The SP drives ridiculously hard and feels even faster than the very fast V4 S. But it’s not the engine making the difference. It’s the wheels. The lightweight carbon rims mean significantly less inertia, and help the SP accelerate with even more crazed aggression than the Streetfighter V4 S. A bit like running in lightweight trainers as opposed to heavy Dr. Marten boots, but faster. Acceleration is more frenetic than the V4 S, even with the same power figures. (AlexPhoto/)The V-4 loves to rev in all three Streetfighter variants but in the SP things seem to happen extremely quickly. At first, you instinctively fire in a quick gear change well before the redline. You soon realize you can take the SP to the redline in each gear, and it loves it. The acceleration doesn’t tail off but keeps driving and surging forward, the limiting factor not the bike but how much you can physically take as you contort into the smallest possible shape, helmet pressed against nose, head possibly about to be ripped from shoulders. At the end of the circuit’s 900-meter straightaway the SP was indicating 173 mph before fear and the need to jump on the Stylema R stoppers kicked in. The sheer rev-ability and punch of the Desmo Stradale allows you to treat the SP like a racebike, melting tarmac as it digs in between corners, or holding onto a gear, occasionally bouncing off the rev limiter for a fraction of a second, before peeling into the next turn. Yes, you can ride conventionally using the bike’s torque and short-shifting. But for the best results, take in a deep breath, trust in Ducati’s excellent rider aids, and thrash it. The Streetfighter V4 SP responds best to aggressive riding—both chassis and engine. (AlexPhoto/)The Ducati Streetfighter V4 S has an Öhlins Smart EC 2.0 semi-active suspension specifically designed for the S to work mainly on the road. The SP uses a similar system, but one transferred from the Panigale of 2020-21, with a slight change to the spring preload, and is therefore much more track-focused than the Streetfighter V4 S. The SP has the same travel, but stiffer front springs, more oil, and different shims. As mentioned, the wheels are 3.1 pounds lighter and, overall, the SP is 6.6 pounds lighter. There’s a grippier track-focused seat and the adjustable aluminum pegs are set slightly higher. But the gearing, power, chassis geometry, and wheelbase are as before. Two Seconds Quicker During my warmup ride on the V4 S, I didn’t think there would be much difference between the bikes. I was very wrong. On the same track, in the same weather conditions and with the same Pirelli slick tires, I was two seconds a lap faster on the SP. Perhaps there was an element of getting used to the circuit on the S, but I had three 20-minute sessions on the red bike and within three laps on the SP was already one second quicker. Once familiar with the feel of the new SP, that difference quickly became two seconds, and the bike was easier to ride as well. Those lighter carbon wheels make the SP feel faster, but the largest noticeable difference between the two models is the handling. Rolling into corners, the SP is easier to manage and turns with less effort. Once into the corner, the suspension holds the chassis immaculately; there’s less squat and with slightly higher pegs more ground clearance. On the V4 S, I’d occasionally brush my toe sliders, giving the sensation I was bordering on the limit. Now, with a stiffer chassis and more ground clearance, I was able to let off the brakes a fraction earlier, carry more corner speed and allow the bike to flow with more lean and more speed. Slightly higher footpeg placement along with suspension that sits higher in the stroke while concerning increases the available lean angle. (AlexPhoto/)In the slower flip-flop section of the Cremona circuit, the SP was also faster to change direction, took less effort to turn, and was arguably more accurate as it went apex to apex with precision. If I felt I was slightly wide, it was easier to correct a mistake. All these factors accounted not just for a faster lap time, but a bike that is far easier to ride on track. Pushing for a fast lap on the V4 S was hard work; achieving the same lap time on the SP was less fatiguing. Fast trackday riders will feel more relaxed and less drained on the SP, especially after half a dozen 20-minute sessions. Yes, it’s still enormously physical. How can clinging to a 208 hp beast while getting smashed by the wind blast at 280 kph be anything else? But the light feel of the SP combined with its handling accuracy make the SP a superior track bike to the V4 S. As far as road riding is concerned, this was unfortunately a track-only test performed on Pirelli slicks. Ducati even removed the number plate and mirrors. Ducati has changed the seat for a grippier perch for track use and it’s for solo use only. The adjustable pegs are a fraction higher than the V4 S’, but only a fraction. The semi-active suspension is more track-oriented, but in the softer Street mode should react accordingly. But the lighter feeling on track should also be felt on the road, while low-speed fueling should continue to be excellent. Plus the SP comes with excellent rider aids including quickshifter and lean-sensitive ABS and TC. The dry clutch has a heavier action than the V4 S, but this is only needed to select first gear then becomes redundant. Again, fuel economy should be on par with the V4 S, which was never excellent. Ducati quotes 31 mpg, but it’s all too easy to have some fun, get the V-4 revving and that fuel figure will drop to 29 mpg or worse. If ridden hard you’ll need to start looking for fuel at 93 miles. On track you’ll need to take spare fuel or fill up at lunchtime. Stylema R calipers are fitted to the V4 SP, the same units found on the Panigale Superleggera. (AlexPhoto/)You don’t get off the Streetfighter V4 S thinking that it needs better brakes. They are very strong, don’t fade, and are backed up by excellent Bosch cornering ABS Evo electronics. The SP has the same software running new algorithms, but now the brakes have been upgraded to the Stylema R items, first featured on the Superleggera, which I tested in Mugello back in 2020. With added cooling to stop brake fade, these stoppers are immensely strong but not overwhelming. On test, the SP went repeatedly from 173 mph to second gear at the end of each lap, and even after a few sessions I was still braking too early with plenty in reserve. It’s amazing how late you can brake, and not only because the SP brakes are the next level. The lightness of the wheels reduces the stopping distance further while increasing stability. This is also aided by those huge carbon wings, which incidentally now feature a small Italian flag on the side. Rider Aids Rider aids remain the same as the V4 S but have been recalibrated with new algorithms to compensate for the change in handling and performance. Put simply, the SP accelerates faster, spins up faster, and brakes later, therefore the SP runs the same rider aids but with new parameters. The list is extensive: three riding modes, Bosch cornering ABS Evo, traction control, wheelie control, slide control, and engine-brake control. And don’t forget the standard up-and-down quickshifter and Öhlins Smart EC 2.0 suspension. The lean-sensitive rider aids are simply incredible; I rode in the standard Race mode on track and found them faultless. The Pirelli slicks provide excellent mechanical grip, giving the TC and slide control an easy time, but the wheelie control was working overtime, allowing the front to lift but still propelling you forward with severe acceleration. Ducati has wisely lowered the torque in the first four gears, only giving you full power from the fifth gear onward, which makes the SP and S easier to ride on tight and twisty tracks. Set it and forget it; Race mode on the Streetfighter V4 SP is perfectly suited for track use. (AlexPhoto/)You can tailor and trim the rider aids to how and where you ride. Standard Race mode was ideal, and would only need to be trimmed as tire or physical degradation become factors, adding some TC to help me and the bike out. Ducati hasn’t increased power or torque or tweaked the SP’s Desmo Stradale in any way, yet on a back-to-back test against the Ducati Streetfighter V4 S, I managed to lap two seconds a lap quicker. Even ignoring the lap times, the SP is easier to ride faster; handling, stopping, and acceleration have all been improved, which inevitably cuts lap times. The V4 S’ excellent rider aids remain, and the only downside to the SP will be slightly less on-road comfort and a slightly heavier clutch. However, I’ll take the dry clutch every time. It sounds wonderful and adds to the already deep character of the V-4. Ducati has once again produced something very special. The SP is arguably the fastest, most exotic, and most desirable naked bike on the market. It’s just a shame they’re nearly all sold out. By the time you are reading this all of the Streetfighter V4 SP models may be sold… Pity. Unless you got one; then, good for you. (AlexPhoto/)2022 Ducati Streetfighter V4 SP Specifications MSRP: $35,500 Engine: Liquid-cooled V-4; 4 valves/cyl. Displacement: 1,103cc Bore x Stroke: 81.0 x 53.5mm Compression Ratio: 14.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 208 hp @ 12,750 rpm Claimed Torque: 90.4 lb.-ft. @ 11,500 rpm Fuel System: Electronic fuel injection; ride-by-wire Clutch: Dry, multiplate slipper; hydraulic actuation Frame: Aluminum Front Suspension: 43mm Öhlins NIX 30 w/ electronically adjustable compression and rebound damping; 4.7 in. travel Rear Suspension: Öhlins TTX 36 w/ electronically adjustable compression and rebound damping; 5.1 in. travel Front Brake: Brembo 4-piston Stylema Monoblock calipers, dual 330mm discs w/ Cornering ABS Evo Rear Brake: 2-piston caliper, 245mm disc w/ Cornering ABS Evo Wheels, Front/Rear: Carbon fiber; 17 x 3.50 in. / 17 x 6.00 in. Tires, Front/Rear: Pirelli Diablo Rosso Corsa II; 120/70ZR-17 / 200/60ZR-17 Rake/Trail: 24.5°/4.0 in. Wheelbase: 58.6 in. Seat Height: 33.3 in. Fuel Capacity: 4.2 gal. Claimed Wet Weight: 432 lb. Contact: ducati.com Source

The Triumph Speed Triple has always been known for its street-fighting prowess, but throw on a fairing and the 1200 RR transforms into one hell of a well-rounded, street-focused sportbike. (Triumph/)Ups If bug eyes aren’t your thing, this sleek single headlight is for youSmooth and tractable engine is fun and easy to rideRiding position is a nice balance between a hypersport and a nakedDowns Track mode resets every time you stopFront-brake feel could be more aggressiveA Speed Triple with a fairing. You want naked? Buy an RSVerdict Triumph set out to build a sportbike that was better for most of the riding that we actually do, which means the 1200 RR’s focus is more on fantastic street manners than all-out racetrack performance. A super-tractable engine; slightly relaxed ergos compared to, say, a Daytona Moto2 765; better wind protection than a naked; and yet more sporting on the track than its sibling, the Speed Triple RS. This is the Everyman’s sportbike. Triumph is well known for finding a balanced, well-tuned setting for its sportbikes, and that continues to be the case with the Speed Triple 1200 RR, which feels nicely composed on the road. (Triumph/)Overview Change is funny. In the same way that some middleweight sportbikes have pushed all the way into what was commonly agreed to be open class territory, the Speed Triple—the very bike that set fire to the streetfighter class in the first place—now has a fairing. Has the world gone mad? Uh…madder? Triumph sportbike fans have been wishing for a new open-class Daytona since the last of the old ones became extinct. But in some ways, it seems Triumph has gone one better. Why not simply build a sportbike that’s comfortable, tractable, extremely attractive, and doesn’t play by the rules of the other hypersport bikes on the market? That’s just what Triumph did. The new Speed Triple 1200 RS had big changes in 2021, and now gets back on par with the class-leading nakeds from Ducati, KTM, and Aprilia. But by taking the same basic package, altering the riding position, adding wind protection and Öhlins’ Smart EC 2.0 electronically adjustable semi-active suspension, Triumph has created a bike that is likely what those nostalgic Daytona 955i owners are really looking for in a modern Triumph. And unless you’ve been hit upside the head one too many times, you’ll find the Speed Triple 1200 RR is absolutely one of the prettiest bikes the British company has ever created. If the Red Hopper/Storm Grey color scheme is the Kool-Aid, we’re definitely drinking it. Clip-on handlebars tucked behind a bikini fairing add sporting character to the Speed Triple 1200 RR over the RS. (Triumph/)Updates for 2022 Everything about the Speed Triple 1200 RR is brand-new from the ground up for 2022, from the engine to the chassis to the Öhlins suspension, to the very concept of the bike. This is fresh territory for Triumph, and we’re very glad it took the leap. Pricing and Variants Two color schemes are available: Crystal White Storm Grey (polite applause) is the standard color for $20,950; for an extra $325 riders can opt for Red Hopper Storm Grey (frenzied standing ovation and calls for encore). The bike comes pretty loaded with most of what you’d want, but the Tire Pressure Monitoring System ($250) and heated grips ($230) are available options. The Speed Triple 1200 gets Öhlins’ Smart EC 2.0 electronically adjustable semi-active suspension, front and rear. (Triumph/)Competition As the 1200 RR falls somewhere in between hardcore sportbikes, sport-touring bikes, and nakeds, its competion is an interesting mix. The first bike that comes to mind is the MV Agusta Superveloce, which leads to a mix of bikes from all over the spectrum. The closest Japanese contenders are the Kawasaki Ninja 1000 SX, Kawasaki’s Z H2, Yamaha’s MT-10 SP/MT-10, or Suzuki’s Katana and GSX-S1000F. Moving to Europe brings to mind the Ducati Streetfighter V2 or Streetfighter V4, Aprilia’s Tuono V4 1100 or spicer Tuono V4 Factory 1100, the KTM 1290 Super Duke R Evo or midsize KTM 890 Duke GP, and BMW’s R 1250 RS or S 1000 R. Can’t decide between streaking or wearing clothes? Keep Triumph’s own Speed Triple 1200 RS in mind. Powertrain: Engine, Transmission, and Performance When the Speed Triple 1200 RS got its big 2021 redesign, many wondered what that uprated inline-triple engine would be like in a Daytona-esque sportbike. Compared to the previous-generation Speed Triple, displacement has grown from 1,050cc to 1,160, but bore and stroke dimensions have changed to an even more short-stroke design; bore has increased from 79 to 90mm, while stroke has decreased from 71.4 to 60.8mm. The outcome is a big jump in power from a claimed 147.9 hp at 10,500 rpm on the old Speed Triple to 177 hp at 10,750 rpm on the new RS and RR. Torque jumps from 86.3 pound-feet at 7,150 rpm to 92 pound-feet of peak torque at 9,000 rpm. Another big change was stacking the gearbox, which made the engine more compact and allowed Triumph to include a two-way quickshifter. The fueling is ride-by-wire, with the rider able to choose between five riding modes. A stainless steel 3-into-1 header sends exhaust gases to an underslung primary silencer and then into a nicely styled final silencer. The engine has a huge spread of available power, letting you ride the wave in third gear through corners that would have you up and down the box on other bikes. There’s enough horsepower for serious progress, but never so much that the chassis (or your brain) feels overwhelmed. It’s hard to argue with the lines of the Speed Triple RR. You’ll enjoy looking at the bike just as much as you enjoy riding it. (Triumph/)Handling The biggest technological change over the RS is the inclusion of Öhlins’ Smart EC 2.0 electronically adjustable semi-active suspension package. The semi-active aspect of this system refers to electronic control of compression and rebound damping adjustment in the fork and shock while riding. This works within a number of preset modes offering more comfort or more dynamic performance, continuously adjusting and optimizing damper settings as the bike is ridden. The system also offers a degree of customization which lets you select changes to aspects of the bike’s handling, e.g., corner entry, braking, corner exit, and then modifies the damper settings and programming to suit. Switching between the riding modes gives a noticeable difference in both comfort and how much the bike pitches under braking or acceleration. Carving along a winding section of road, claims of ‘ultimate sportbike for the road’ don’t seem too far-fetched. Almost every element of the Speed Triple feels finely balanced; the chassis is nimble enough to hustle the tight sections of the road without feeling twitchy or overaggressive. The Speed Triple 1200 RR is available in Crystal White Storm Grey for $20,950 and Red Hopper Storm Grey, which costs an additional $325. (Triumph/)Brakes Despite the use of Brembo’s awesome Stylema Monoblock four-piston calipers and twin 320mm disc setup, the brakes aren’t quite perfect. There’s tons of power from the front brake, and there’s never a problem getting the bike stopped, but lever feel is a little too soft and a little too heavy, even after a fiddle with the adjustable rate lever. Fuel Economy and Real-World MPG We’ve yet to test the bike on our own roads, so we’ll have to wait for real-world numbers, but Triumph claims 37 mpg. The riding position is sporty without being uncomfortable and the electronics package offers enough support to keep you safe without stepping too hard on the toes of fun. (Kingdom Creative/)Ergonomics: Comfort and Utility The riding position is a big departure from the Speed Triple 1200 RS. The most significant change to the riding position comes from the clip-on handlebars, which are just over 5 inches lower and 2 inches further forward than the bars on the naked model. Combined with the footpegs, which have been moved up half an inch and back 1 inch, this allows a far more forward stance on the bike. It’s not full-on sportbike extreme, but more a halfway measure, somewhere between the regular Speed Triple and a Daytona 675. On the road this definitely feels more natural once you’re acclimated; it’s easier to hang off through the turns and easier to brace through the pegs with the throttle cranked wide open. When speed limits or traffic impose a period of calm cruising, the position is nicely balanced enough to let you spread weight between your feet, hands, and backside and not feel as if all your weight is bearing down through your wrists. Electronics Like any modern sportbike, the Speed Triple 1200 RR has a whole ton of rider aids to optimize the riding experience. Its five riding modes include Rain, Road, Sport, Track, and Rider (custom). An inertial measurement unit (IMU) provides optimized lean-sensitive ABS and traction control; the bike also has Front Wheel Lift Control (that’s wheelie control to you and me). Cruise control and a standard Triumph Shift Assist up-and-down quickshifter are also included. All info, modes, and controls are accessed through a 5-inch full-color TFT display with GoPro and bluetooth connectivity, turn-by-turn navigation, and a lap timer. All lights and signals are LED. Warranty and Maintenance Coverage Triumph offers a 24-month, unlimited-mileage warranty. Quality The Speed Triple 1200 RR is a stunningly finished, exquisite-looking bike that makes everything smooth, enjoyable, and easy. The Speed Triple 1200 RR is not a full-on superbike, but rather a sportbike you can live with longer than a trackday session at a time. (Triumph/)2022 Triumph Speed Triple 1200 RR Claimed Specifications MSRP: $20,950–$21,275 Engine: 1,160cc, liquid-cooled, DOHC inline-three, 12 valves Bore x Stroke: 90.0 x 60.8mm Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 178 hp @ 10,750 rpm Claimed Torque: 92 lb.-ft. @ 9,000 rpm Fuel Delivery: Multipoint sequential electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate, slipper/assist function Engine Management/Ignition: Electronic Frame: Aluminum twin spar; bolt-on aluminum rear subframe Front Suspension: Öhlins 43mm fully adjustable USD fork, S-EC 2.0 OBTi system electronic compression and rebound damping; 4.7 in. travel Rear Suspension: Öhlins monoshock RSU w/ linkage, S-EC 2.0 OBTi system electronic compression and rebound damping; 4.7 in. travel Front Brake: Brembo Stylema Monoblock 4-piston calipers, dual 320mm floating discs w/ OC-ABS Rear Brake: Brembo 2-piston caliper, 220mm disc w/ OC-ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.5 in. / 17 x 6.0 in. Tires, Front/Rear: 120/70ZR-17 / 190/55ZR-17 Rake/Trail: 23.9º/4.1 in. Wheelbase: 56.7 in. Seat Height: 32.7 in. Fuel Capacity: 4.1 gal. Claimed Wet Weight: 438 lb. Contact: triumphmotorcycles.com Source

GasGas 700 models share many similarities with KTM and Husqvarna bikes based on the same 690 platform, with small spec updates and styling changes differentiating them. (GasGas/)Since the group that owns KTM and Husqvarna purchased GasGas, the Spanish brand has undergone a full relaunch with a clear message: GasGas bikes are all about having fun. That fun now extends to street models with the new SM 700 supermoto and ES 700 dual sport. For those in the US, you’ll have to wait until 2023 for that fun as the 2022 model is only available in markets outside of the States. Yes, these new GasGas models look suspiciously like the orange 690 and the white 701. They are, of course, based on the same 690 platform, with small spec and color changes. In fact, the enduro model is purely a matter of giving the bodywork a different plastic pigment. The GasGas SM 700 gets a set of cast 17-inch wheels in place of the spoked hoops on the Husky and KTM. The 2022 GasGas ES 700 has 9.6 inches of suspension travel both front and rear. (GasGas/)These cast wheels save 1.1 pounds of rotating weight, but they also carry their weight closer to the center of the wheel, reducing inertia. Essentially this makes the wheels easier to rotate, benefiting both acceleration and braking, while reduced centrifugal forces help the bike when changing direction. Cards on the table here; the benefits versus the spoked wheel setup on the KTM weren’t obvious enough to notice on an isolated ride. A back-to-back test on the same day would be the way to see that. On the other hand, the cast wheels look absolutely stunning, so that’s a win already. Both SM and ES 700 models share the same engine with a claimed 74 hp and 54 pound-feet of torque. (GasGas/)Aside from the wheels on the supermoto version and a few tins of red paint, these two bikes are pretty much on par with the KTM 690, and that’s not a bad thing. Remember, GasGas has only been in its current guise for a couple of years; that’s not enough time to design and develop distinct new models. At the bikes’ launch, the GasGas staff explained that there would be more differentiation from the other two brands in the future, and right now the bikes are about getting the name out there. With the GasGas policy being more about fun than race wins, although they’ll certainly take the trophies when they can—see Dakar 2022—these two bikes have arguably found their true home. SM 700: The Hooligan Streetbike The SM 700 is the kind of bike that makes good behavior impossible, a proper bad influence on everyone. With a claimed 74 hp in a sub-330-pound bike, it feels more alive and more playful than any other streetbike that comes to mind. Supermoto purists may find it a little heavy, but the payback is a bike that can be ridden daily without spending every other evening changing the oil and filter. For riders coming from anywhere else in the motorcycle circus, it’s light, flickable, and a whole ton of fun. Available now in Europe, the GasGas 700 models won’t be in American riders’ hands until 2023. (GasGas/)The test kicked off with one of the craziest street rides in a long time. Led by a crazy Austrian supermoto racer, it started out with a nice sedate bit of city cruising. From the saddle, we enjoyed some sightseeing in Barcelona, one of the world’s most beautiful cities. Then a short highway stint, where our only complaint was a fair whack of windblast at highway speeds, no surprise on a bike like this. But a lack of vibration, thanks to twin balancer shafts, made it more comfortable than any single-cylinder supermoto should be. And just when it seemed like one of those pleasant, sensible chill-out rides, a mountain pass appeared and the world exploded. Our racer guide stamped down three gears, hustled up a wheelie, and proceeded to attack the next 50 miles of road like he’d left the gas on at home. Every corner entry got painted with a fresh telltale line from rear tires, every apex saw impossible lean angles, and every straight was a blur of gearshifts and wheelies. Ridden like this, the SM 700 is one of the most rewarding experiences on the road. The harder you ride it, the more it comes alive; it feels totally at home sliding into a turn, dragging a peg midcorner, and then hovering the front wheel out onto the next straight. It’s mental. Just plain bonkers. It’s crazy, crazy, we tells ya. The GasGas SM 700 comes with 17-inch wheels front and rear, making sporty tires readily available. (GasGas/)There’s an old, old discussion about riding middleweight 600cc sportbikes versus their 1,000cc open-class counterparts, how the lighter ride lets you really work the bike hard and use its capabilities to their limits. The SM 700 takes that principle a step further. On the right road, with enough bumps and tight turns, you’d be hard-pressed to keep up on any sportbike. Its combination of lightweight chassis, punchy engine, and supple suspension lets you wind around impossible turns and charge bumpy sections in a way that would have a sportbike shaking its bars in protest and leaving its rider in need of months of physical therapy to realign their spine. Get on a faster, smoother road and the SM’s advantage soon disappears, but it still has enough power to be fun, and real-world roads usually aren’t that smooth anyway. Plus, if your domain is faster roads and highways, both the SM and ES 700 have adjustable triple clamps so the fork offset can be tweaked for a calmer ride. Although US pricing has not been announced, the 2022 SM 700 in Europe has an MSRP of 11,499 euros, and 11,299 for the ES model. (GasGas/)At the end of the madness, we rolled into a fancy house with a long driveway and a hedge shaved into the shape of a MotoGP bike. Normally, the fancy-pants details of these things are just tinsel, not important to the motorcycle and not worth noting. But in this case, someone called in a favor from a friend or something, and suddenly we were invited to play on Sete Gibernau’s private backyard racetrack. What’s more, Sete stepped into the role of on-track instructor for the afternoon, coaching us on line choice, braking, and body position. Testing a more traditional knee-down riding style on Sete Gibernau’s private backyard racetrack, the SM 700 delivered the same sharp steering that made it such a joy on the road. (GasGas/)When switching to a more traditional knee-down style at Sr. Gibernau’s request, the SM 700 obliges by delivering the same sharp steering and quick direction changes that made it such a riot on the road. Sustained high-rpm track riding did start to demonstrate a few vibrations through the handlebars, resulting in tingly fingers after 15 minutes or so. ES 700: Last of the Big-Single Dirt Bikes? After the wild time on the SM, the start of the enduro ride on the ES was a welcome break. Winding along dry hard-packed trails the ES is smooth, easygoing, always ready to hop off a tree root or slide out of a turn. From a dirt bike perspective it’s smooth, easy to ride, and comfortable on the positive side, a touch soft and heavy on the negative. From the adventure bike perspective it feels light, nimble, and super capable, but also a little too tall, a little too eager, and lacking wind protection. That’s the thing with this bike; it is the very definition of dual sport, an off-road bike capable of useful road performance. The ES 700 showed impressive capability for its size. (GasGas/)Compared to a twin-cylinder adventure bike, this one sets up camp further in the off-road world at the cost of some creature comforts and road performance. But unlike anything in the enduro world, the ES 700 has on- and off-road ABS and traction control systems, a quickshifter, service intervals of 6,000 miles, and the ability to cruise happily at 70 mph. Turning off the main tracks and beginning a descent into some really enjoyable enduro terrain, we found the usual rocks, root steps, river crossings, and ruts all showcased the ES 700′s ability compared to bigger adventure bikes. In a group of very mixed abilities, the bike does a good job of looking after less experienced off-road riders, not least in being relatively easy to pick back up, at least by ADV standards. The tall 36.8-inch seat height is the main hurdle, particularly for shorter riders; it’s wise to give some thought to foot placement when stopping on uneven terrain. After an enjoyable trail ride through stunning scenery and exploring the bike’s travel capabilities, it was time for craziness again on two enduro loops, a woods track, rally terrain, and a mellow motocross track. The ES is no flyweight competition bike, but its ability to send it off a jump or slot into a rutted turn in the woods is impressive for its size. On rougher terrain the fork could be a little more precise, but overall the ES displayed impressive versatility. Any extra effort it requires in the turns is forgiven as soon as a straight allows the rider to unleash that 74 hp motor. “It feels totally at home sliding into a turn, dragging a peg midcorner, and then hovering the front wheel out onto the next straight.” —Chris Northover (GasGas/)Verdict After a full day of supermoto skids, enduro jumps, and all-round childish behavior, it seems it might be the truest dual sports out there. In a single day the SM went from city sightseeing to covering highway mileage, from wild mountain pass hooning to stunt riding, from racetrack tutoring to going placidly back to base at the end of it all. The ES enduro version achieves the same range of use, but replaces asphalt antics with easy trail riding, flat-out woods track charging, and a few laps of the moto track. The SM is never going to lay down a lap record around Laguna Seca, nor will the ES trouble the leaderboard at a GNCC round, but you could absolutely take them to either of those places and have an absolute riot. And then ride home again. As they are, the two new—well, new in red—700s from GasGas are another option for those who have the 690 and 701 in their sights. They are phenomenal bikes for the right person. Some will find them too intense and impractical. More hardcore riders will find them too big and heavy compared to a pure competition machine. But for the person who wants a supermoto that can actually be useful, the SM 700 is a Goldilocks bike. The ES 700 enduro bike strikes a different but equal balance as a very capable adventure bike for those who would sacrifice the speed and comfort of a twin-cylinder machine for a lighter bike with more off-road performance. And for the dirt bike rider who wants to do a little traveling and more mileage, the ES does 6,000 miles between services and will happily take you as far as your riding skill allows. Both the SM and ES 700 have adjustable triple clamps so the fork offset can be adjusted to suit the rider’s preference. (GasGas/)2022 GasGas ES 700 Tech Specs Engine: 692.7cc, DOHC, liquid-cooled four-stroke single Bore x Stroke: 105.0 x 80.0mm Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 74.0 hp @ 8,000 rpm Claimed Torque: 54.0 lb.-ft. @ 6,500 rpm Fuel Delivery: Electronic fuel injection w/ 50mm throttle body, ride-by-wire Clutch: Wet, multiple disc APTC slipper; hydraulic operation Engine Management/Ignition: Electronic Frame: Chrome-moly tubular steel trellis, powdercoated Front Suspension: 48mm WP Xplor, compression and rebound damping adjustable; 9.8 in. travel Rear Suspension: WP Xplor shock, fully adjustable; 9.8 in. travel Front Brake: Brembo 2-piston floating caliper, 300mm disc w/ Bosch 9.1 MP lean-sensitive ABS Rear Brake: Brembo 1-piston caliper, 240mm disc w/ Bosch 9.1 MP lean-sensitive ABS Wheels, Front/Rear: Spoked wheels w/ aluminum rims; 21 in./18. in. Tires, Front/Rear: 90/90-21 / 140/80-18 Rake/Trail: 27.7°/4.6 in. Wheelbase: 59.1 in. Ground Clearance: 10.6 in. Seat Height: 36.8 in. Fuel Capacity: 3.6 gal. Average MPG: 54.7 mpg Claimed Dry Weight: 322 lb. Contact: gasgas.com 2022 GasGas SM 700 Tech Specs Engine: 692.7cc, DOHC, liquid-cooled four-stroke single Bore x Stroke: 105.0 x 80.0mm Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 74.0 hp @ 8,000 rpm Claimed Torque: 54.0 lb.-ft. @ 6,500 rpm Fuel Delivery: Electronic fuel injection w/ 50mm throttle body, ride-by-wire Clutch: Wet, multiple disc APTC slipper; hydraulic operation Engine Management/Ignition: Electronic Frame: Chrome-moly tubular steel trellis, powdercoated Front Suspension: 48mm WP Xplor, compression and rebound damping adjustable; 8.5 in. travel Rear Suspension: WP Xplor shock, fully adjustable; 9.5 in. travel Front Brake: Brembo 4-piston floating caliper, 320mm disc w/ Bosch 9.1 MP lean-sensitive ABS Rear Brake: Brembo 1-piston caliper, 240mm disc w/ Bosch 9.1 MP lean-sensitive ABS Wheels, Front/Rear: Cast aluminum rims; 17 in./17. in. Tires, Front/Rear: 120/70 ZR 17; 160/60 ZR 17 Rake/Trail: 26.4°/4.3 in. Wheelbase: 59.1 in. Ground Clearance: 9.3 in. Seat Height: 35.4 in. Fuel Capacity: 3.6 gal. Average MPG: 54.7 mpg Claimed Dry Weight: 322 lb. Contact: gasgas.com Source

We believe this KTM 1290 Super Duke R is the soon-to-announced 2023 model with an updated headlight cowl and styling. (Bernhard M. Höhne, BMH-Images/)Spied during testing in Austria, this next-generation prototype 1290 Super Duke R doesn’t appear to be a totally new machine, with the chassis, suspension, wheels, and even the tank and subframe being carried over from the existing design. But visually, the test mule seen here features a new headlight that takes an already unusual design—that’s currently KTM’s signature—and transforms it into something even more radical. KTM’s current street models share variations of a headlight unlike anything else on the road, with a vertically split, stacked arrangement of lamps bracketed by boomerang-shaped LED strips. The newly spied prototype takes that latter element—the LED running lamps—and mutates them into completely separate parts that sprout from the sides of the headlight unit on winged-profiled struts. It’s like Darth Vader’s TIE fighter from Star Wars has been transplanted onto the nose of a motorcycle. The main headlamp has lost the vertical center slot of the current design, instead featuring a pair of smaller, centrally mounted lenses, vertically stacked with those struts radiating out from them. The headlight seen here is clearly still in the prototype phase. It lacks the LEDs that will surely be fitted along the front edge of the “floating-wing” elements on the sides, while the main lenses look like off-the-shelf, aftermarket parts rather than the sort of styled units that we’d expect to see on a production-ready motorcycle. Regardless, the new appearance is obvious and potentially offers advantages over the existing setup. By adopting smaller light units in the center and adding the gaps to the outer elements, KTM has reduced the visual heft of the design without losing the key elements that make it so immediately identifiable. Additionally, the new design will be better suited to placement of components like radar sensors—technology that the company has already adopted. Forward radar is now standard on the current 1290 Super Adventure S, but it pokes out of a cavelike tunnel bored into the bike’s nose and doesn’t appear cleanly integrated. With this new design—presuming it’s adopted across KTM’s range—such a sensor (or others, like cameras, could also be adopted as part of future safety equipment) could be more easily hidden. The reduced visual mass on the prototype’s headlight is emphasized further by new side panels extending from the fuel-tank cover. The updated design makes the front edge of those panels run vertically parallel with the fork, and extend farther down than the current bike’s do. Below, additional panels embossed with the KTM logo now flank the radiator, protruding forward on the sides and overlapping the front tire. It’s a visual trick that gives the bike a front-heavy, nose-down look. In conjunction with the existing stubby and tall tail unit—now with a less obtrusive license plate hanger—the effect makes the bike look aggressively hunched over the front wheel. Another more subtle styling tweak is a new panel covering the back of the instrument cluster, with the turn signals now sprouting from that unit rather than being attached to the sides of the headlight cowl. The wheels, Brembo brakes, and WP suspension all appear unchanged from the existing Super Duke R, while this version doesn’t appear to have the semi-active suspension of the new Super Duke R Evo. This instrumented prototype not only has obvious styling changes, but also some more subtle alterations that lead us to believe it’s on its way as a 2023 model. (Bernhard M. Höhne, BMH-Images/)Mechanically, it’s hard to be certain of any specific changes, but additional sensors attached to the exhaust headers, and wiring leading to a datalogging pack strapped to the tail, indicate that there are. They suggest that KTM has made alterations to the engine’s tune, at the very least, and are monitoring exhaust gases to verify the impact of those changes. The machined-aluminum parts on the right side of the engine cases, including the water-pump housing, appear to be revised on this prototype—although the fact that the exhaust system, catalyst, and muffler are carryover components hints that mechanical updates will be mild. Given the limited nature of the changes, chances are that this bike will be ready for production as a 2023 model, likely being officially unveiled toward the end of this year. Source

As always, the diversity of custom bikes on display at the One Moto Show is one of its biggest strengths. (Erik Jutras/)All at once it seems custom motorcycle shows are back. Following the recent Handbuilt Show in Austin, Texas, bike fans flocked to the West Coast for the world renowned One Moto Show in Portland, Oregon. Now in its 13th year, One Moto is a beacon of motorcycle culture attracting people from all walks of two-wheeled life and highlighting all types of custom motorcycles from minis to megas. As expected, the show hosted thousands of attendees there to view hundreds of the most expressive custom bikes in the world. The result was an amazing weekend of art, music, and all things moto. Attendees wait to enter the 13th annual One Moto show. (Erik Jutras/) The 2022 One Show took place in the historic Zidell Barge Building in the middle of Portland. (Erik Jutras/)The One Show is hosted by the crew of See See Motor Coffee in the historic Zidell Barge Building on South Waterfront, originally a ship building venue. The building is a massive space filled with natural light, and the huge open ceiling makes it feel even larger. Festivities kicked off Friday morning at 9 and continued until Sunday evening. Makoto Endo paints historic engines in front of the crowd at the One Moto Show. (Erik Jutras/) 1986 Suzuki GSX-R by Victor Wilkens (right). (Erik Jutras/)Live music was provided by Danava, Spoon Benders, The Shivas, and many more. Outside of the venue, Aaron Colton, the Cossacks, and the Dust Motor Show each delivered their unique brand of two- and occasionally one-wheeled entertainment. The diversity of bikes on display has become the One Moto Show’s trademark, and this year was as incredible as ever. More than 250 motorcycles were brought into the barge building, ranging from classic restorations to far-out customs to handmade feats of engineering, including an oxygen-powered motorcycle that looks like it could live underwater. Turbo Ducati 848 by Moto Vera Co. (Erik Jutras/)After so much time away, it’s amazing to go back to the One Show, see our old friends, and experience the motorcycle community like this again. A big thanks to See See for always throwing a top-level show. For more information on next year’s event, check seeseemotorcycles.com. 1997 Harley-Davidson XL1200 by Dakota Ford. (Erik Jutras/) The section of the One Show dedicated to custom Honda Groms and Navis. (Erik Jutras/) 2022 Hypermono 600cc single by Cosentino Engineering. (Erik Jutras/) 1971 Norton Commando by Rebecca Rust. (Erik Jutras/) Justin Boyd’s Cyberpunk Bike. Check out that rear wheel. (Erik Jutras/) Cory Burkhart’s race-ready 1981 Honda Passport. (Erik Jutras/) Custom-painted gas tank on the Icon 1000 Yamaha. (Erik Jutras/) KTM Duke 890 by Super Hooligan racing champion Andy DiBrino. (Erik Jutras/) Bikes from the Icon stunt show waiting in the stables until their next performance. (Erik Jutras/) A 1971 BMW R75/5 built by Grant Irish. (Erik Jutras/) V-twins and choppers line the walls of the barge building. (Erik Jutras/) Honda CBR900 and Honda Cub from Icon 1000. (Erik Jutras/) Inside the Hypermono by Cosentino Engineering. (Erik Jutras/) The Flying Cossacks prepare for the riding pyramid. (Erik Jutras/) See See not only owns a coffee shop in Portland, but also a nearby KTM dealership. (Erik Jutras/) This Triumph cafe racer by Dustin Kott will be delivered to actor Ryan Reynolds after the One Show. (Erik Jutras/) Who could hate on a stanced mini Street Van, especially with a name like “Lil’ Sergey”? (Erik Jutras/) “Dante’s Inferno” by Corey Mauck of Aero Precision Metal Works. (Erik Jutras/) Scooters and minibikes are only a small part of the One Show, but the creativity on display among these smaller machines never fails to impress. (Erik Jutras/)Source

Kawasaki’s 2022 KLR650 gets another lease on life with newfangled features like fuel injection and off-road-tuned ABS. (Kawasaki/)Ups Fuel injection a big bonusMinimal vibration through rubber-mounted barsGreat wind protection with minimal buffetingDowns Rubber-mounted and covered pegs have no place off roadStock shifter doesn’t like off-road bootsStiffer suspension still requires moderate pace to work wellVerdict An affordable dual-purpose machine with an adventurous streak, the KLR650 will take you almost anywhere you can think of and get you back home with a smile on your face. Updates for 2022 focus on improving the basic functionality without starting from a blank canvas or changing the basic character that so many KLR owners have come to appreciate over the years. The 2022 KLR’s cockpit: a new LCD instrument pod; wider, rubber-mounted handlebar; wider mirrors; a taller, two-position adjustable windscreen; an integrated accessory mounting bar; and two optional power sockets. (Kawasaki/)Overview Since it was introduced way back in 1987 (not a typo), the KLR650 has stood the test of time as other brands, even Kawasaki itself, built more focused models for every siloed aspect of adventure riding. ADV riding wasn’t even a thing back in ‘87, but over the years the KLR650 has grown from a bike perfect for everything from backroad exploring to touring to much, much more. KLR650 buyers have resisted change for years, and one could argue that there was little reason for a newfangled design with shiny embellishments. At the same time, progress has to eventually march on. In the case of the 2022 KLR650, the team at Kawasaki focused on refining a trusted friend. The basic core remains very much a KLR, with a liquid-cooled 652cc single pumping out predictable, manageable torque and providing good traction through a heavy flywheel. The gearbox is still a five-speed unit, although tweaks have been made for better reliability. As before, the KLR650 is a bit on the hefty side, weighing in at a claimed 483 pounds. But that steel frame, hung with suspension that provides supple damping, will help you pick your way through the rough stuff. Just don’t expect to charge into a rock garden like you’re on a competition enduro model. When it comes down to it, the KLR is still a KLR, a jack of all trades but master of none. And that’s not a criticism. The KLR is what it is, an affordable and above all fun tool that will take you on any riding adventure you want without fuss. The new tuned-for-off-road ABS and upgraded discs front and rear significantly improve braking performance for 2022. (Kawasaki/)Updates for 2022 Digital fuel injection with a 40mm throttle body heads the list of updates, while revised intake and exhaust cams are said to boost midrange torque. The 2022 model gets increased generator capacity to help power accessories such as heated stuff and GPS units. Improved and firmer suspension settings combine with revised chassis geometry for more stable handling. Highlighting the importance of stability, Kawasaki went a step further by incorporating a 30mm-longer swingarm into the design, as well as increasing rake by 2 degrees (30 degrees versus 28 degrees). There’s also a touch more trail (8mm). Revised brakes include off-road-tuned ABS and a 20mm-larger 300mm front disc plus a 1mm-thicker rear disc. New creature comforts include a fuel gauge on the new LCD dash, updated and revised bodywork and available luggage, wider mirrors, a wider rubber-mounted handlebar, and a taller and more protective windscreen sitting over a new LED headlight. A new LCD dash now includes a fuel gauge—a much needed and welcomed update. (Kawasaki/)Pricing and Variants The new KLR650 comes in three basic configurations. The standard KLR650 is available with ABS for $6,999, or without for $6,699. The KLR650 Traveler, which includes a top case and DC socket, is available with ABS and USB ports for $7,399, or with ABS but without the USB ports for $7,299. Finally there’s the KLR650 Adventure, which comes with side cases, fog lamps, frame sliders, a tank pad, DC socket, and special graphics in Cypher Camo Gray. This version is available with ABS and USB ports for $7,999, with ABS but no USB ports for $7,899, or no ABS or USB ports for $7,699. The 2022 KLR650 Adventurer (shown in Cypher Camo Gray) comes with side cases, fog lamps, frame sliders, and more. The top case is standard on the KLR650 Traveler model. (Kawasaki/)Competition The KLR650 has few direct competitors, but the closest are Suzuki’s DR650S and the Honda XR650L, each of which have their own rich history. Even still, shoppers looking for a midsize adventure bike might also consider options including the BMW F 850 GS Adventure/850 GS, BMW F 750 GS, KTM 890 Adventure R/890 Adventure, KTM 690 Enduro R, Husqvarna Norden 901, Kawasaki Versys 650, Suzuki V-Strom 650XT/650XT Adventure, Ducati DesertX, Yamaha Ténéré 700, Triumph Tiger Sport 660, Triumph Tiger 850 Sport, Royal Enfield Himalayan, and Honda CB500X. Powertrain: Engine, Transmission, and Performance The liquid-cooled four-valve 652cc DOHC single-cylinder engine is as tried and true as any engine out there. Bore and stroke measure 100.0 x 83.0mm. Fuel is delivered by a 40mm throttle body and DFI. Power is sent to a five-speed transmission. Kawasaki doesn’t quote horsepower, but torque is rated at 39.1 pound-feet at 4,500 rpm, and that’s all that really matters anyway. On its First Ride Review, Cycle World said: “The fuel injection is a hit. The bike ran perfectly everywhere from about 6,000 feet of elevation to nearly 10,000. [The bike] has reasonable low-end torque, but it signs off pretty early; rev it and nothing much happens. We wound up on the interstate; while 80 mph is at the upper end of the bike’s legs, its air management is good and the engine has minimal vibration for a big single. “The KLR is also equipped with oldest-possible-school traction control: a heavy flywheel. The inertia in the motor makes spinning the tire difficult, so electronic aids aren’t needed. The gap from first to second gear is wide, but short of adding a sixth gear, there might not be a better answer.” The changes Kawasaki made to the 2022 KLR650 chassis make the bike more confident in line selection. Stability is much improved altogether. (Kawasaki/)Handling The chassis changes have successfully improved the bike’s feel. The old model had a tendency to follow pavement seams, but the changes Kawasaki made to stiffen the new bike make it more confident in line selection. The suspension is comfortable, if generally unremarkable, on the road; once onto dirt, it does a good job of absorbing low-speed bumps. Get too enthusiastic and it will bottom on even relatively mild obstacles, so it’s best to set a moderate pace. Brakes The new tuned-for-off-road ABS and upgraded discs front and rear get good marks. The ABS is good too; it’s not as intrusive as some systems, and accomplishes exactly what it is supposed to. Fuel Economy and Real-World MPG Cycle World does not have miles-per-gallon figures available for the 2022 Kawasaki KLR650. As has always been the case, the 2022 KLR650 is up for almost any adventure. (Kawasaki/)Ergonomics: Comfort and Utility The shifter is close to the peg and cannot be raised without hitting the case, so a motocross boot will not fit beneath it to make an upshift; and the peg position is forward, so the standing position is cramped. The pegs are covered in rubber, meaning they’re slippery when wet. They’re also rubber-isolated from the frame, so putting your weight on them by standing makes them flex down to the point where your foot wants to slide off. On the better side, the new adjustable windscreen gets good marks for providing buffet-free wind protection on the highway. Electronics Like most things about the KLR, things are pretty simple. The bike gets off-road-tuned ABS, LED headlights, and a digital dash interface, while optional USB ports are available. Warranty and Maintenance Coverage Kawasaki offers a 12-month standard warranty, which can be extended by 12, 24, 36, or 48 months with the optional Kawasaki Protection Plus plan. Quality Bikes like the KLR650 don’t last for 34 years for no reason. Need we say more? 2022 Kawasaki KLR650 Claimed Specifications MSRP: $6,699 to $7,999 Engine: 652cc, DOHC, liquid-cooled single; 4 valves Bore x Stroke: 100.0 x 83.0mm Transmission/Final Drive: 5-speed/chain Claimed Torque: 39.1 lb.-ft. @ 4,500 rpm Fuel Delivery: Digital fuel injection w/ 40mm throttle body Clutch: Wet, multiple disc, cable operation Engine Management/Ignition: CDI Frame: Tubular steel, semi-double cradle Front Suspension: 41mm telescopic fork; 7.9 in. travel Rear Suspension: Uni-Trak single shock, rebound damping and preload adjustable; 7.3 in. travel Front Brake: 2-piston caliper, 300mm disc w/ ABS Rear Brake: 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Spoked aluminum rims, Tires, Front/Rear: 90/90-21 / 130/80-17 Rake/Trail: 30.0°/4.8 in. Wheelbase: 60.6 in. Ground Clearance: 8.3 in. Seat Height: 34.3 in. Fuel Capacity: 6.1 gal. Claimed Wet Weight: 456–483 lb. Contact: kawasaki.com Source

The MV F3 RR is now updated with added tech, an advanced aero package, and Euro 5 compliance. And just <em>look</em> at it. (Tim Keeton, Impact Images/)Just a decade ago, if you wanted something fast and focused without the liability of a 1,000cc superbike for the road, you had a lot of exciting bikes to choose from: multiple 600cc machines, 675s from Triumph and MV, Kawasaki’s 636; turn the clocks back a little further and you’d find the Suzuki GSX-R750 and Kawasaki’s ZX-7R. But today the development these apex-hunting middleweights has slowed dramatically. Yamaha’s long-serving R6 is still available as a track-only option, and Ducati still produces the twin-cylinder Panigale V2, which is now eligible to compete in World Supersport alongside MV with its F3. MV Agusta is almost the last man standing. The company is not only still producing the F3 800cc triple, but doing so in two versions, the Rosso and the exciting RR. To keep the MV F3 RR in production, the Italian manufacturer has had to make some adjustments to meet Euro 5. It has done this with a list of engine changes that have kept power at a quoted 145 hp from the 798cc triple, the same output as the base Rosso version. The most dramatic and obvious update is a new aerodynamic package designed to generate downforce, a first in this middleweight category. The new RR features attractive enclosed wings much like those found on the new Fireblade. According to MV, these clever little “appendages” add 17.6 pounds of downforce at 149 mph. There’s also a taller screen and a very trick Moto2-style front hugger that wraps around the fork legs. Note the F3 RR’s new aero package, designed to add downforce and stability at the high speeds where they’re most needed. (Tim Keeton, Impact Images/)Not so obvious is the 10 percent lighter rear wheel, which MV claims reduces inertia by 7 percent. There are new CNC-machined footpegs and a new seat with a grippier surface. Keen-eyed readers will notice that our testbike isn’t a standard RR; MV fitted ours with its race kit, which includes a CNC-machined fuel cap and brake and clutch levers, a pillion seat cover, and an Akrapovič silencer, which will likely attract the most admirers. This chops 8 kilograms (17.6 pounds) from the total weight, bringing it down to just a quoted 165 kilograms (364 pounds) dry, and the exhaust and race kit ECU boost power by 8 bhp to 155 hp at 13,250 rpm; peak torque remains the same. We spent a few days trying out the new MV F3 RR in perfect conditions. Is there still a place in the market for a pin-sharp sports middleweight? And does the ride match the obvious desirability of the new RR? Power Freeze The stock three-cylinder 798cc motor maintains its 145 bhp at 13,000 rpm and 88Nm at 10,100 rpm despite now meeting tight Euro 5 regulations. That is an impressive achievement for a high-revving engine, eked out through numerous and detailed tweaks including diamond-like coating on the tappets, new valve guides, and new low-friction bearings. There’s also a new exhaust and a new clutch, but essentially MV has counteracted the restrictions of Euro 5 by allowing the engine to spin more easily. Thanks to top-notch suspension, this MV Agusta eats up turns and loves to carry corner speed. (Tim Keeton, Impact Images/)Sounds So Good It’s hard to find a dull-sounding MV. Given that our testbike was fitted with the race kit it was always going to sound fruity, and the Akrapovič silencer amplifies the triple’s howl gloriously. There is plenty of torque on tap and no need to rev the F3 RR hard in daily use, yet you can’t help but hold onto gears too long and let the motor scream free. The updated bidirectional quickshifter adds to the occasion. The shift is near perfect, fast and racy, cutting the ignition only for the fraction of a second it takes to slip in another gear. Backshifts are equally impressive, with each gear dropping in smoothly even at high revs. Most current sportbikes are fitted with launch control, so the F3′s is nothing new, but I can’t remember the last time I used a track-focused rider aid so much on the road. Select launch control, then first gear; hold the throttle to the stop and let the electronics do the rest as you release the clutch and go. It’s simple, intuitive, and amazing every time. It’s all too easy to get carried away with the top-end performance of the F3 RR and indulge in the romance of a lovely sounding Italian-built MV while forgetting about all practicality. Thankfully, MV didn’t overlook criticism of its balky low-rpm fueling, which is now much improved. The F3′s fuel injection and low-speed throttle response are on par with the competition, something you couldn’t say of any MV a few years ago. Hungry for an Apex For close to 20,000 pounds/$24,700 (plus 2,000 pounds/$2,470 more with the race kit), the RR comes with the same fully adjustable suspension as the standard F3 Rosso, which means a Sachs shock on the rear and an inverted 43mm Marzocchi fork up front. No shiny gold Öhlins, then, and still manually adjustable. That said, this setup works and works well. MVs of the recent-ish past were infamous for having too little suspension travel and a too-stiff setup, but the RR’s ride is forgiving and makes the bike feel anything but a rigid racebike that’s found its way onto the public highway. Head for a bumpy backroad, ride like you’re at the TT, and yes, the RR will respond with the odd twitch and kick. But on normal UK pavement, the quality suspension and track-ready Pirelli Diablo Rosso Corsa II tires work together with a purpose. The MV encourages you to ride harder and faster, to let go of the brakes and carry corner speed as you lean ever deeper. The new footpegs are grippy and the seat is too, so riders will feel comfortable hanging off midcorner. A good balance between responsiveness and suspension compliance means the F3 RR will let riders do this sort of thing all day. (Tim Keeton, Impact Images/)The fun isn’t hindered by the electronic rider aids, which have been updated for 2022 with an upgraded six-axis IMU. MV has worked closely with Milan-based specialists e-Novia, who has clearly done its homework; the electronics are some of the best ever equipped to an MV. The front wheel lift control in particular is delightfully smooth, and can be deactivated for full-blown bouts of immaturity. Less experienced thrashers and experts alike will appreciate the overall electronic control, which can be easily tailored to match the rider and conditions via the new 5.5-inch color TFT dash. Our test was done under dry and sunny conditions, so the lean-sensitive traction control was never really tested, but if it works as well as the lift control, new quickshifter, and launch control, it will at least be in the ballpark. Riding modes include Race, Sport, Rain, and Custom. It’s easy to switch between them, and the current mode is clearly displayed on the dash. Rider aids are also clearly displayed and can also be changed or deactivated on the move. As for the F3 RR’s new winglets and their claimed 8 kilos of generated downforce at 150 mph, that will have to wait for a track test. They’re said to only start to work above 100 mph, which is not a speed you see on public roads too often, though high-speed stability is excellent. The proven and impressive 320mm front discs and their Brembo radial Monoblock four-piston calipers remain the same, but the electronics controlling the ABS have been upgraded to work in corners and at lean. The addition of cornering ABS is a big step for MV and puts it on par with its neighbors at Ducati. The 2022 F3 RR gets elegant Brembos with gorgeous carbon ducts. (Tim Keeton, Impact Images/)There were no issues with ABS intervention during testing, as expected with perfect weather and road conditions. However, the Brembos were a little inconsistent, sometimes strong and sometimes almost spongy. Other MV models with a similar brake setup have never had this issue. Note that the rear ABS can be deactivated but not the front. Improved Tech MV is unusually enthusiastic about its MV Ride app, and for good reason. It’s easy to connect to the bike, and riders can track a route, check out lean angles, use the navigation to give live directions on the dash, and even show text messages. The dash readout is clear and the app is useful on both road and track. It can be used to change riding modes, reduce or increase the rider aids, or create a custom map for the track you’re lapping. Brilliant. The MV Ride app provides a wealth of fine-tuning options. (Tim Keeton, Impact Images/)Practical MV? In the past MV overlooked comfort and economy in search of pure performance, but recent years have seen it move away from that tradition. The F3 RR’s screen is now taller, making the MV feel far roomier than before. Again, thanks to the relatively plush suspension and the fact that cruise control comes standard, it’s not out of the question to think about putting some serious miles on this bike. MV quotes fuel economy numbers of 6.1 liters per 100 kilometers, which is 46 mpg. This testbike managed a little under 40 during aggressive riding and full enjoyment of the revs and that Italian chorus. And Then There’s the Price Here’s the painful bit: a price of 19,660 pounds/$24,250 compared to 14,840 pounds/$18,300 for the standard F3 Rosso, which has the same power and suspension. If you look at the admittedly limited competition, Ducati’s Panigale V2 sits between the standard Rosso and the RR at 16,396 pounds/$20,225, priced between the standard Rosso and the RR. And MV itself has the retro Superveloce 800, again using the same triple-cylinder engine, starting at 19,980 pounds/$24,650. Arguably, if you’re focusing on the price of the MV, you’re missing the point. The desirability, exclusivity, and beauty of the F3 RR are unquestionable. However, perhaps also arguably, that MSRP is a damn shedload of money. It may be serious money, but everything else about the 2022 F3 RR is pure and unfettered fun. (Tim Keeton, Impact Images/)Verdict Looks are subjective, but it’s hard to imagine anyone not loving the MV F3 RR, especially once it fires up and the howl sends shivers down their spine. A lot of images of this bike wound up on our phones. Combine this with the F3 RR’s improved fueling, tech, and rider aids, its new and proper aero package (the front mudguard looks very trick), and MV’s achievement in hitting Euro 5 without losing any engine performance, and it’s an impressive package. But the biggest news is how much the RR’s rider comfort has improved while retaining its excellent handling. It’s unclear whether the 7 percent lighter rear wheel can actually be sensed by mortal riders, but anyone can tell that the RR certainly loves an apex and will be a hoot on track. So ultimately the big draw is the sheer fun factor. A sweet-handling, nonfatiguing 146 hp middleweight with a soulful soundtrack is a resounding, overwhelming yes. Well done to MV for keeping this segment not just alive, but thriving. It’s just a shame it’s so damn expensive. There aren’t many middleweights left, but the F3 RR may be the best of them, and is an excellent machine regardless of category. (Tim Keeton, Impact Images/)2022 MV Agusta F3 RR Specifications New price £19,660 Engine DOHC, water-cooled 4-stroke 3-cylinder; 12 valves Displacement 798cc Bore x Stroke 79.0 x 54.3mm Compression Ratio 13.3:1 Transmission/Final Drive 6-speed Claimed Horsepower 147 bhp (108kW) @ 13,000 rpm Claimed Torque 64.9 lb.-ft. (88Nm) @ 10,100 rpm Frame Steel tubular trellis Front suspension Marzocchi inverted 43mm fork, fully adjustable; 4.9 in. travel Rear suspension Sachs single shock, fully adjustable; 5.1 in. travel Front brake Radial-mount 4-piston Brembo caliper, dual floating 320mm discs w/ ABS Rear brake 2-piston Brembo caliper, 220mm disc w/ ABS Wheels, Front/Rear Alloy; 17 x 3.50 in./17 x 5.50 in. Tires, Front/Rear Pirelli Diablo Rosso Corsa II; 120/70-17 / 180/55-17 Rake/Trail N/A / 3.9 in. Wheelbase 54.3 in. (1,380mm) Ground Clearance 4.7 in. (120mm) Seat Height 28.7 in. (730mm) Fuel Capacity 4.4 gal. (16.5L) Average MPG 45 mpg (6.3L/100km) normal ride Claimed Dry Weight 381 lb. (173kg) Warranty 3 years Contact mvagusta.com Source

An all-new model in 2022, the Tiger Sport 660 is an upright urban sportbike, packaged as an asphalt-adventure machine. (Triumph/)Ups Triple powerplant provides a broad usable range of powerComfortable riding position and tidy cockpitVersatile performanceDowns Nonadjustable fork dives through its travel under hard brakingEngine a bit buzzy above 5,500 rpmWish it had cruise controlVerdict Triumph is intent on providing a variety of fairly priced machines that appeal to newer riders or buyers who prioritize bang for their buck. Priced at $9,495, the Tiger Sport 660 hits all the right marks for that crowd. Fun, fast enough, and packed with just the right amount of features, the bike makes for a great commuter while also being capable of comfortable two-up riding and weekend escapes, especially when equipped with Triumph’s optional luggage. A small TFT screen integrated in a white-on-black LCD display is designed to work with the My Triumph accessory to provide turn-by-turn navigation, phone connectivity, and GoPro control. (Triumph/)Overview Somewhere along the line, someone figured out that adventure-style motorcycles were more comfortable, practical, and enjoyable over longer distances than just about anything out there. They also noticed that adventure-style motorcycles could really rip along a twisty road with upright ergos, plenty of ground clearance, and good leverage from their wide, one-piece handlebars. Triumph reminds us of those benefits with the Tiger Sport 660, which is billed as an entry point for the larger and more adventure-ready Tiger models in its lineup. Popularly known for its sportbikes and the modern iterations of its Bonneville, Triumph took interest in the adventure bike market back in the mid-’90s. Taking everything it has learned from its experience with bikes like the Speed Triple, Street Triple, and modern Tiger ADVs, Triumph set its sights on adventure-sport machines like the Tiger Sport 660. Built around the company’s new 660cc inline-triple, first seen in the Triumph Trident, the Tiger Sport 660 has a very recognizable spec sheet. The engine is untouched when compared to the Trident, the frame is only new in that it uses a sturdier (and longer) subframe, and multiple hard parts are shared between the two platforms. The Tiger Sport 660 is powered by the same liquid-cooled DOHC three-cylinder engine as the Triumph Trident. Designed to be flexible and user-friendly, the engine is claimed to produce 90 percent of its peak torque from 3,600 rpm to 9,750 rpm. (Triumph/)Updates for 2022 The Tiger Sport 660 is powered by the same liquid-cooled DOHC three-cylinder engine as the Trident, which produces a claimed 80 hp at 10,250 rpm and 47 pound-feet at 6,250 rpm. The Tiger Sport 660 also shares the same underslung silencer as the Trident, as well as a slip-and-assist clutch. The tubular steel perimeter frame is nearly identical to the frame found on the Trident, yet the Tiger Sport has a sturdier subframe to support luggage and a higher two-level seat. And while luggage is not available as standard equipment, the bike’s tail includes integrated pannier mounts for easily installing the accessory luggage available through Triumph’s accessories catalog. The Tiger Sport 660 suspension is a departure from what you’d find on the Trident and is better suited to the longer, more adventurous rides you might take on a bike designed to do it all. A 41mm separate function fork and rear shock with remote hydraulic preload adjustment offer a longer, 5.9 inches of wheel travel front and rear. The Tiger Sport has dedicated geometry too; rake and trail are set at 23.1 degrees and 3.8 inches versus 24.6 degrees and 4.2 inches on the Trident, respectively. You can see a subtle resemblance to the larger Tiger family members in the front face, in the side cowlings, and even in the large 4.5-gallon fuel tank. The Tiger Sport 660 is equipped with a simple, manually adjustable windscreen that can be moved up or down with just one hand. (Triumph/)Pricing and Variants The Tiger Sport 660 is available in Graphite/Sapphire Black or Lucerne Blue/Sapphire Black colors for $9,495, while stepping up to the more eye-catching Korosi Red/Graphite colors will cost an extra $125. Optional accessories of note include: Triumph Shift Assist, $265; heated grips, $220; Tire Pressure Monitoring System, $250; integrated panniers, $584.72; LED fog lights, $290; dual comfort low seat, $190; aluminum luggage rack, $150; and twin helmet top box, $325. Competition There are a lot of midsize adventure-sport machines these days, each with their own mix of street- and dirt-oriented influences. The Kawasaki Versys 650 and Suzuki V-Strom 650XT/650XT Adventure are the two main options, and actually come at lower cost. Additional considerations include: BMW F 850 GS Adventure/850 GS, BMW F 750 GS, KTM 890 Adventure R/890 Adventure, Husqvarna Norden 901, Kawasaki KLR650, Ducati DesertX, Yamaha Ténéré 700, Yamaha Tracer 9 GT, Triumph Tiger 850 Sport, Royal Enfield Himalayan, and Honda CB500X. Triumph describes the Tiger Sport 660 as a perfect gateway to larger and more adventure-ready models in its adventure-touring lineup. (Triumph/)Powertrain: Engine, Transmission, and Performance User-friendly power comes courtesy of Triumph’s 660cc liquid-cooled inline-triple that’s claimed to produce 90 percent of its peak torque from 3,600 rpm to 9,750 rpm. As previously mentioned, claimed horsepower is 80 at 10,250 rpm with 47 pound-feet of peak torque arriving at 6,250 rpm. The Tiger Sport 660 packs a more than decent midrange punch, with a fantastic spread of power available from about 3,600 to 9,000 rpm—not far from Triumph’s claims. The throttle response is linear and approachable, offering up a user-friendly experience in city riding. Every crack of the wrist highlights the Tiger’s excellently mapped ride-by-wire throttle, which is free of any flat spots or hiccups and allows the rider to fully enjoy the solid connection between the throttle and rear tire. On throttle or off, the response is never jerky. In a first test on the Tiger Sport 660, Cycle World commented that the broad powerband added to the bike’s user-friendly nature; even if you’re in the wrong gear, the bike will chug off without complaint. Moreover, the six-speed gearbox is smooth and positive, with an easy pull from the lever on the slip-and-assist clutch. Handling A smooth throttle means nothing without good handling, and that’s where the Tiger Sport 660′s steeper rake comes in. “The bike is agile and tips in easily, transitioning smoothly from side to side without feeling twitchy, even at a quick pace,” the Cycle World test team notes. The wide and tall one-piece handlebar provides great leverage, especially when coming into decreasing-radius turns, while midcorner adjustments can be made without the bike complaining or feeling unsettled. Just pick a line and the Tiger holds it throughout.” Despite its adventurous design, the Tiger Sport 660 is a happy urban commuter. (Triumph/)Brakes The Tiger Sport 660′s Nissin brake setup may seem middle of the road, but the dual-disc twin-caliper arrangement does a good job of slowing the Tiger down. Pull from the span-adjustable lever is easy, and the only other complaint is that feedback can feel a bit vague. Fuel Economy and Real-World MPG Triumph claims 52.2 mpg for the Tiger Sport 660, although Cycle World has yet to record mileage on a road test. Ergonomics: Comfort and Utility Triumph took long-range rider comfort into account when going from Trident to Tiger Sport 660, but also had to adapt the riding position to the Tiger’s intended use. The 32.9-inch seat height is 1.1 inches taller than the Trident, and the pillion seat is significantly higher than on the roadster for better passenger visibility. The bike fits riders under 6 feet tall, with Cycle World’s 5-foot-7 tester adding that the tall, wide handlebar offers an easy reach and neutral body positioning. The cockpit is set up to be tidy; cables are cleanly routed, an easy-to-read TFT gauge serves up basic riding info, and simple-to-use controls are located on a compact switch cube at the left handlebar. Standard features include Michelin Road 5 tires and twin LED headlights. The Tiger Sport 660’s 32.9-inch seat height is 1.1 inches taller than the Trident, and the pillion seat is significantly higher than on the roadster for better passenger visibility. (Triumph/)Electronics Ride-by-wire throttle control allows two available ride modes: Road and Rain. Each mode has preset traction-control and throttle-response characteristics. ABS comes standard but does not allow the rider to turn it off, while traction control can be switched off from a menu on the TFT dash, which also provides all riding info and access to mode options. An optional Bluetooth module provides access to the My Triumph app, where you can see navigation options and interact with the bike via your smartphone. Warranty and Maintenance Coverage Triumph provides a 24-month, unlimited-mile warranty. Service intervals are every 10,000 miles or 12 months. Triumph claims the service time over the first three years of ownership add up to 8.3 hours of labor compared to a range of 11 to 15.9 hours for its competitors. Triumph asserts this results in 17 percent lower maintenance costs over that time span. A 23.1-degree rake makes for easy tip-ins on the Tiger, while the longer-travel front suspension is composed enough for all but the harshest bumps. (Triumph/)Quality The fit and finish of Triumph’s motorcycle lineup continues to impress, and that continues to be the case with the Tiger Sport 660. 2022 Triumph Tiger Sport 660 Claimed Specifications MSRP: $9,495 Engine: 660cc, DOHC, liquid-cooled inline-triple; 12 valves Bore x Stroke: 74.0 x 51.1mm Transmission/Final Drive: 6-speed/X-ring chain Fuel Delivery: Multipoint sequential EFI; ride-by-wire Clutch: Wet, multiple disc, slip and assist Engine Management/Ignition: Electronic Frame: Tubular steel perimeter Front Suspension: 41mm inverted Showa SFF fork, nonadjustable; 5.9 in. travel Rear Suspension: Showa monoshock, remote preload adjustable; 5.9 in. travel Front Brake: Nissin 2-piston sliding calipers, dual 310mm petal discs w/ ABS Rear Brake: Nissin 1-piston sliding caliper, 255mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: Michelin Road 5; 120/70R-17, 180/55R-17 Rake/Trail: 23.1°/3.8 in. Wheelbase: 55.8 in. Ground Clearance: N/A in. Seat Height: 32.9 in. Fuel Capacity: 4.5 gal. Wet Weight: 455 lb. Contact: triumphmotorcycles.com Source

With a low center of gravity and claimed 481 pounds ready to ride, the Nightster is an agile machine well suited for canyon roads. (Courtesy of Harley-Davidson/)The 2022 Harley-Davidson Nightster is a balance struck. It’s a machine defined by its backward-looking silhouette, but also a machine developed with strict performance requirements. This bike performs at a level far exceeding any Evo Sportster, but it’s a different motorcycle with a new look, sound, and feel. Willie G. Davidson was fond of saying that form follows function, but both report to emotion. Will 2022 Nightster’s vaguely nostalgic silhouette be enough to satisfy traditionalists? Or is the quality of the ride good enough for the new bike to overcome these changes in form and succeed on its performance merits? The first time I saw the full production Nightster in the metal was on a foggy morning in Santa Barbara, California. I was obviously not looking at the monoshock chassis of the Sportster S; this looked like something more familiar, at least from across the parking lot. Two shocks mount to a rectangular steel swingarm and struts on the rear fender. There’s a fuel-tank-shaped metal piece in front of the seat reminiscent of the classic Sportster peanut tank. But as I got up close, it was more difficult to see traces of the old Sporty. That “fuel tank” is actually a cover for the airbox, and connectors and wires are visible underneath. Under the seat and extending to below the swingarm is a 3.1-gallon matte black steel gas tank—essentially stuffed into the center of the bike—somehow looking bulbous and out of place. I wondered if such a technical and performance-driven shift in Sportster design would be justified by the bike’s level of performance. Plastic pieces surround the steel airbox cover on the 2022 Nightster. (Courtesy of Harley-Davidson/)Then I got on the bike and rode out of the parking lot, and visible wiring and gas tank placement didn’t cross my mind until I got off again. Engine At the heart of this new Nightster is the Revolution Max 975T engine. The first we heard of a 975 RevMax was in the Bronx streetfighter concept, and this engine’s character is definitely more typical of a sportbike than a cruiser. It revs up quickly and doesn’t hit the limiter until over 9,500 rpm. It delivers a claimed 90 hp and 70 pound-feet of torque, though that torque isn’t delivered in the immediate fashion seen in air-cooled V-twins. Instead, the Revolution Max revs up to deliver close-to-peak torque in the 3,000–6,000 rpm range. What looks like an air filter cover is just a styling piece covering the intake port that leads to the airbox above. (Courtesy of Harley-Davidson/)The liquid-cooled 60-degree V-twin differs from the 1250T in the Sportster S in several ways. Along with a decrease in displacement, the smaller Revolution Max received new cylinders, pistons, and camshafts. The Nightster’s engine has only one spark plug per cylinder where the Sportster S gets two, and its four-valve heads get variable valve timing on only the intakes. Nightster chief engineer Kyle Wick said these features were left off because from the company’s perspective they did not provide enough value to the customer to justify the costs. The 975T is also balanced differently than the 1250T, with three counterbalancers tuned to deliver a feeling reminiscent of past models, transmitting more engine pulse and vibration to the handlebars, seat, and footpegs. Ride Modes It was only a short ride into town, about 10 minutes along the coast road. I put the bike into Rain mode, which reduces power delivery and maximizes traction control. I did not stay in that mode long, but could appreciate it as a nice welcome point for newer riders beyond its obvious use in inclement weather. Sport mode was next, and was the mode that I expected to enjoy the most, but it turned the throttle into more of an on/off switch and required (too) precise control while attempting to avoid a jerky ride. Road mode was where I preferred to spend my time, as it most accurately reflected my right hand’s action on the throttle. Both Road and Sport modes showed excessive traction control intervention on even mildly aggressive launches, the engine hesitating for a second as the bike slowly moved off the line before jumping forward. I experimented by turning off TC and launching with identical technique, and it didn’t result in detectible wheelspin or any loss of control, so it appears to be conservative tuning on H-D’s part. Traction control is not independently adjustable, but can be easily switched off which, after this test, I did every time I restarted the bike until the end of the day. An indicator on the Nightster’s gauge displays the bike’s current ride mode; Road is seen here. (Courtesy of Harley-Davidson/)Leaving town, I headed up Highway 33 toward Ojai for lunch. In a mere moment, the cliffs and beaches of Santa Barbara were behind me and I was carving the winding blacktop toward Los Padres National Forest. Handling and Suspension I should note here that I own a 2000 Sportster with Fox and Race Tech suspension, full custom ergonomics and tailsection, and many more fine things to improve its ride. This Nightster makes my old Sporty look like a boat anchor. At 4,000 rpm the new Nightster’s engine hums in perfect balance. A twist of the throttle is met with a smooth but immediate acceleration. And the turns… Oh, man, the turns. The Nightster is an absolute joy to ride in the hills. It drops into corners with little more than a shift of the hips and slight pressure on the handlebars, and stays there without protest. The chassis is stiff and responsive, inspiring confidence as you flow from right turn to left turn. It was here that the Nightster truly felt at home. The 2022 Nightster has a claimed lean angle of 32 degrees, but you’re likely to touch your boot to the ground before a footpeg. (Courtesy of Harley-Davidson/)Suspension is excellent all around, but particularly because H-D used a target “ideal” rider mass of 190 pounds, which happens to be near my weight. Thanks, H-D… Up front is a nonadjustable 41mm conventional Showa Dual Bending Valve fork, the same valving technology we’ve seen in H-D’s touring line for years. Dual outboard emulsions shocks are preload adjustable, mounted at the same angle as shocks on air-cooled Nightster models, but are 1 inch longer. On the highway the Nightster was plush and comfortable while still transmitting good road feel; small bumps were scarcely noticed and the occasional square-edged hit would pass without any major disturbance. When we met more winding roads the suspension was tight and firm, responding predictably with a high level of control and composure. Small midcorner bumps at max lean angle are easily dismissed and don’t upset the intended line. They only folded the footpeg back a bit as I scraped my boot. Harley-Davidson claims 32 degrees of available lean angle before the Nightster’s footpeg touches, compared to 29 and 30 degrees left and right on the 2012 Nightster. If your feet are narrower than mine, you can likely use that full range, but if you have anything resembling a size 13 boot, you will likely scrape that first, as the 3-inch footpegs were not wide enough to span the width of my shoe and a bulky exhaust system prevents me from toeing the right peg. By the time I reached maximum lean in a corner, I had already shaved a quarter of an inch off the side of my boot rubber. The Nightster’s exhaust system is bulky but mounted high enough to not affect maximum lean angle. (Courtesy of Harley-Davidson/)Brakes Brake feel at the lever is adequate, but it is halfway between the sensitive lever of a sportbike and the full-squeeze-required levers of H-D Big Twins. Given the bike’s sporty nature, I found myself wishing for more feedback from a more sensitive lever, as well as the additional stopping power that would come from a second front brake rotor. Rear braking power was adequate but feedback only came toward the end of the pedal’s stroke. Pulling into Ojai, a tourist-driven town known for its high-end hotels and weekend farmers’ market, I found myself in the company of other test riders; uncharacteristically, I caught myself inspecting their shoes. Less than half of the journalists in our group had the sides of their boots shaved like mine. It seems boot-draggin’ is likely to be more of a problem for test monkeys than it would be for the Nightster’s intended customer. I finished my poke bowl with my biodegradable utensil, put on my helmet, and remounted the Nightster to head further up the hill. Riding on the ball of your foot on the left peg is easy, but the large-volume exhaust system may prevent big-footed riders from doing the same on the right side. (Courtesy of Harley-Davidson/)Comfort and Ergonomics The Nightster’s riding position was designed to be identical to that of the 2007–2012 Nightster. It’s upright and compact, putting most riders in a straight-backed position with their feet below their knees. This position suits the sporty riding style much better than forward controls, as it allows the rider to shift their weight to handle turns more aggressively. At 6-foot-4, Gales is a bit big for the Nightster, but he found it comfortable on the 100-plus-mile ride. (Courtesy of Harley-Davidson/) The Nightster’s gas cap is located beneath the seat. (Courtesy of Harley-Davidson/)I carved the hills for a while before reentering the highway to head back into Santa Barbara, where I found myself suddenly too aware of the seat beneath me. The solo seat on the Nightster doubles as a cover for the fuel-filling point and opens with a key on the bike’s left side. The seat is matte black and has some contour to it, so you won’t slide off the back during acceleration, but it’s thinner and harder than I would like. After a hundred-odd miles of riding it was starting to wear on me. I wondered how much of an effect the hinged seat pan would have on the timeline of aftermarket parts development. Harley-Davidson currently offers a seat that scoots the rider up, but it doesn’t look to have more padding in the base. Fit and Finish Eventually I pulled back into the hotel parking lot, stepped back from the machine that I’d been riding all day, and was immediately reminded of that underseat gas tank and faux-tank airbox cover. These things couldn’t have been further from my mind while I was riding, but the second I was looking back at the bike, I couldn’t ignore them. Harley-Davidson has been honing its aesthetic for more than a century. Modern motorcycles are more complex than ever, so meeting the aesthetic expectations of traditional riders is more difficult than ever. A bike like the Nightster, which takes a traditional name and lays it on something meant to deliver much higher performance than the machine it replaces, expresses that tension and challenge in the final product. For the Nightster that tension is betrayed in the standard of attention to design and fit and finish we’ve come to expect from Harley. The plastic cover used to close the gap between the steel airbox cover and the frame only sort of does the job; it looks cheap and exposes what’s behind it. It’s understandable that a gap may be necessary for intake in the front of the airbox cover, but I wish I couldn’t see red and black wiring. The left side of the bike shows a clutter of wrapped wires and tubing around the cooling fan and radiator, and there’s a coolant tank right behind the front wheel. That’s a necessary evil required for liquid-cooling that results in significantly increased power output, but it’s also something we’re not used to seeing on a Sportster. Wrapped wires and coolant hoses fill the space in front of the Nightster’s engine. (Courtesy of Harley-Davidson/)Conclusion The aesthetic concessions and design decisions made on the Nightster won’t matter to some riders, but they may ruin the bike altogether for others. Every choice made—the fuel tank location, the downdraft intake, liquid-cooling—helps to achieve this high level of performance. But according to H-D philosophy, form and function must report to emotion. If you’re the Sportster fan who gets your serotonin kick from customizing your bike, the massive worldwide community of air-cooled Sportster owners, and the potato-potato cadence of your 45-degree V-twin’s exhaust note, I’ve got bad news for you—this is not that Sportster. But if you’re the rider who feels that emotional bliss while carving up a canyon on a highly capable motorcycle, the Nightster delivers in a way no previous Sportster can. The Nightster shows its Sportster heritage more clearly than the Sportster S, but it’s still a huge shift from prior Sportster designs. (Courtesy of Harley-Davidson/)Sportster is the longest-running model name in Harley-Davidson history. It’s had many meanings over the years, from a competition hot rod in its early days to a platform for customization and self-expression more recently. But it’s been a long time since we’ve seen a Sportster that could woo the masses with its styling while filling a spec sheet that stands up to similarly priced machines from other manufacturers. The 2022 Nightster could be the one, but only time will tell how well this new design resonates with customers. As for us, we love it… When we’re riding it. Harley-Davidson’s 2022 Nightster has a starting MSRP of $13,499 and is available in dealerships now. (Courtesy of Harley-Davidson/)2022 Harley-Davidson Nightster Specifications MSRP: $13,499 (Vivid Black)/$13,899 (Redline Red/Gunship Gray) Engine: DOHC, liquid-cooled 60-degree V-twin; 4 valves/cyl. Displacement: 975cc Bore x Stroke: 97.0 x 66.0mm Compression Ratio: 12.0:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 90 hp @ 7,500 rpm Claimed Torque: 70 lb.-ft. @ 5,000 rpm Fuel System: Electronic Sequential Port Fuel Injection (ESPFI) w/ 50mm throttle bodies Clutch: Wet, multiplate slipper/assist Frame: Stressed member steel trellis Front Suspension: 41mm Showa Dual Bending Valve fork Rear Suspension: Emulsion shocks, preload adjustable Front Brake: Axially mounted 4-piston caliper, 320mm disc w/ ABS Rear Brake: Floating 1-piston caliper, 260mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 in./16 in. Tires, Front/Rear: Dunlop H-D Series Bias Blackwall; 100/90-19 / 150/80B-16 Rake/Trail: 30.0°/5.4 in. Wheelbase: 61.3 in. Ground Clearance: 4.5 in. Seat Height: 27.8 in. Fuel Capacity: 3.1 gal. Claimed Average MPG: 52.4 mpg Claimed Wet Weight: 481 lb. Contact: harley-davidson.com GEARBOX: Helmet: Shoei RF-1200 Jacket: Alpinestars Brera Airflow Pant: Iron Heart Denim Gloves: Spidi Originals Boots: Bates Fast Lane Bonneville Source

Ducati is serious about the off-road performance of the 2022 DesertX, and it shows. (Ducati/)Twenty years ago, the thought of Ducati making an off-road-focused bike would have been almost laughable. But little by little, the Italian sportbike gurus have been stepping toward more grubby stuff, first with the original Multistrada, then the Multistrada Enduro, and now the Scrambler and Desert Sled too. After teasing us with a concept bike based on the Scrambler 1100 at EICMA in 2019, the Ducati DesertX is finally a real thing. And what a thing it is. Zinging the Testastretta V-twin up to 10,000 rpm between turns after lugging it from the bottom of the rev range at the apex, one thing is certain: Ducati made the right choice in skipping the 1,100cc motor from the concept bike and giving the DesertX the horsepower and huge torque spread it deserves. The 937cc Testastretta is the same engine used in the Multistrada V2, but with revised first and second gear ratios, a lower-ratio final drive, and fresh calibration designed to deliver as wide a spread of power as possible. On the road, the motor has the ability to ride entire mountain passes in a single gear, allowing riders to rely on engine-braking into the curves, flowing along with the twists and turns, giving time to reflect on just how far the bike is leaning and just how hard it’s pushing its skinny 21-inch front wheel. Even when pushing hard and braking deep into turns, the DesertX performs in a way that no off-road bike should. The only real giveaway is the slightly increased effort needed to make rapid direction changes compared to a more road-biased setup. Ducat’s DesertX will have an MSRP of $16,975 when it arrives in the US summer 2022. (Ducati/)But honestly, that’s splitting hairs. Ducati has this bike dialed in so well for tarmac, it’s hard to believe it could be any good in the dirt. At which point we refer you to the video of enduro legend Antoine Meo absolutely sending it around an MX track on a stock DesertX. To be fair, Meo’s bike does have the accessory sump guard and Pirelli Scorpion Rally tires-—and, of course, Meo—but that’s hardly a big change, and Meo’s pulling pretty decent whips on the damn thing. You’d expect a talent like Meo to make the bike look good, but even with Mister Average in the saddle, the DesertX is an easy, accessible bike. The riding position is spot-on, with decent footpegs, no protruding bits to jab into legs, and a well-placed handlebar. With knee braces on there’s contact with the fuel tank when leaning forward and standing up, but it doesn’t feel restrictive. Nice details, like slim clutch and brake levers and easily adjustable foot controls, including a flip-over two-position brake pedal, allow riders to settle into the bike and feel comfortable right away. Add to that the nice weight distribution and smooth low-rpm throttle response and it’s easy to jump straight on the DesertX and feel confident. We applaud Ducati’s choice of the 937cc Testastretta powerplant for the DesertX. (Ducati/)To keep cost and weight under control, Ducati opted to leave out the fancy electronic suspension, sticking with fully adjustable Kayaba units front and rear with a decent 9.1 inches and 8.7 inches of travel respectively. With this in mind, it really is a testament to the bike just how well the suspension copes on and off-road. On the asphalt there’s none of that lurching or diving from the front under brakes that dual sport bikes can suffer from. Despite a 21-inch front wheel and long-travel suspension, the DesertX has excellent street manners. (Ducati/)And on the dirt the suspension is very well controlled, especially on the big hits. Even hopping off rocks at low speed and landing hard, the suspension used all the stroke but rebounded in a totally controlled manner. When charging a fast trail and hitting that unseen rain gully, there’s no horrible kick over the bars; the bike just eats the bump and carries on. The payoff for this was some deflection on smaller, sharp-edged bumps, particularly when climbing which keeps you on your toes. This was accentuated by the road-biased tires. The DesertX’s footpegs hint at its off-road intentions. (Ducati/)As you’d expect from Ducati, the DesertX comes with a comprehensive electronics package based around six rider modes, all of which can be customized. From an off-road riding point of view, the most important features are that in Rally and Enduro mode you can have specific off-road-calibrated ABS and traction control or switch them off entirely. The instruments include a rally tripmeter for use on roadbook events, and there’s an accessory turn-by-turn navigation system due late 2022. For road riding, you have four more modes to choose from that take the bike from a soft and gentle 75 hp pussycat up through to punchy throttle response with the full 110 hp. Unlike some “full power” modes that can be so aggressive they are actually hard to use, the dynamic throttle response on the DesertX is immediate but controllable, even on slick surfaces. A vertically arranged TFT dash includes accessory turn-by-turn navigation and a rally tripmeter along with the usual and pertinent info. (Ducati/)On a practical note, the stock fuel tank allows a range of up to 250 miles. Even with test riders thrashing the hell out of these bikes, the calculated range was still above the 230-mile mark. If more range is needed, there’s an accessory rear-mounted fuel tank that holds an extra 2.1 gallons, taking the range up to 370 miles and delivering maximum rally kudos in the process. The stock 34.4-inch seat height is pretty manageable thanks to the slim seat, but accessories are available to go up to 35.2 inches with a comfort seat or down to 33.3 inches with a low seat and low chassis kit. An accessory rear fuel tank increases the range of the DesertX. (Ducati/)The new DesertX is more than just an off-road hooligan’s adventure bike. It has incredible road manners for a bike with such a clear off-road bias, and smooth engine by V-twin standards that’s as happy chasing the redline as it is lugging at the bottom of the rev range. On and off-road the DesertX is forgiving and accessible to a calmer rider, yet it has the ability to party on command. It isn’t the cheapest bike in the class at a shade under $17K, but it comes stacked with useful technology and its feel and quality fit the price tag. A full test on US soil is due in the next couple of months, but so far it looks like Ducati has managed to build a seriously good bike for off-road travel that’s just as at home on the blacktop. On or off-road the DesertX is a performer, we look forward to a more in-depth first ride in the States sometime this summer. (Ducati/)2022 Ducati DesertX Specifications MSRP: $16,975 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: N/A Seat Height: 34.4 in. Fuel Capacity: 5.5 gal. Claimed Curb Weight: 492 lb. Contact: ducati.com Source

Royal Enfield’s Continental GT 650 is the best of both worlds: modern reliability and performance with classic cafe racer styling. (Royal Enfield/)Ups Modern parallel-twin engine with EFIThree-year unlimited-mile warrantyMore color choices than a bag of M&amp;MsDowns Spoked rims have tubes. Now what do I do?Nonadjustable suspensionRelatively firm seatVerdict Many would consider the 2022 Continental GT 650 an entry-level bike due to its user-friendly performance and awesomely low, sub-seven-grand price tag, yet the bike punches well above its weight in terms of performance and rideability. Those concerned with past rumors regarding Royal Enfield’s Indian manufacturing origin, take note: The build quality is nice with good detailing, and is head and shoulders above any other Indian motorcycle manufacturer (Royal Enfield completely revamped its manufacturing and QC methods when it first came to market with the GT 650 and its counterpart, the Interceptor 650). The Continental GT 650’s engine may look more retro than any other current “classic” bike, but there’s plenty of modern technology behind the covers. (Royal Enfield/)Overview Royal Enfield is one of the oldest motorcycle brands in the world, dating back to 1901 when it was founded in England. The history of the Continental GT goes all the way back to 1964; that bike was one of last bikes to be built in Royal Enfield’s Redditch factory, before it and the Bradford on Avon factory shuttered the doors for good in 1967 and 1970, respectively. With licensed motorcycles like the 350cc single-cylinder Bullet model already being built in India since 1955, the brand survived and then later thrived after Madras Motors merged with the Eicher Group in 1994. When the current generation of the Conti GT 650 was released back in 2019, it was a completely new platform with a brand-new and totally modern engine. Introduced alongside the Interceptor 650, the GT was designed to fill a void in the US market. One where the terms “inexpensive,” “simple,” and “fun” coexist with “cool” and “user-friendly.” “We’re not looking to take market share from anyone,” RE CEO Siddhartha Lal said, “We are here to grow the market by creating our own category.” The engine and steel double-downtube cradle frame may look old-tech, but the performance of both is anything but. In the case of the engine, there are plenty of modern components throughout. An interesting fact is that RE purchased famed British chassis builder Harris Performance back in 2015, which means the Conti GT delivers in spades when it comes to handling dynamics. Wheels measure 18-inch front and rear while ByBre (an abbreviation of “By Brembo,” Brembo’s Indian subsidiary) brakes handle stopping duty. This bike is all about style, and with a variety of colors and accessories available, something is sure to grab your fancy. Fire up the Royal Enfield and you’re immediately greeted by a nice, melodious twin-cylinder rumble from the upswept mufflers. (Royal Enfield/)Updates for 2022 The benefit of creating a capable, fun, and affordable motorcycle right out of the gate is that it needs little to no updates in its first years on the road. That is to say that there are no noteworthy changes to the 2022 Continental GT 650, which has stuck to its guns since rolling onto the scene in 2019. Pricing and Variants While there are no variations to choose from, Royal Enfield has made the 2022 Continental GT 650 available in no less than five color options, which is important when you consider that much of the competition is available in just one or two colorways. Although there’s been a slight price increase since the GT 650 was unveiled in 2019, the bike is still competitively priced at $6,199 for the solid color schemes, $6,499 for the multicolored versions, and $6,999 for the chrome-tanked edition. Wheels and tires are vintage spec, with a spoked 2.50 x 18-inch rim with a 100/90-18 Pirelli Phantom Sportscomp tire in front, and a spoked 3.50 x 18-inch rim shod with a 130/70-18 Pirelli Phantom Sportscomp in the rear (both tires have inner tubes due to the conventional spoked wheels). (Royal Enfield/)Competition While Royal Enfield claims its goal was to fill a void in the US market, it would be wrong to say there aren’t other models fighting a similar fight as the GT 650. The cafe racer style of bike remains extremely popular, meaning there are now a few options within this space. At the top of the list you’ll find Triumph’s Bonneville series, which is somewhat fitting as Royal Enfield and Triumph were foes in the ‘60s, and remain so to this day. Another superlogical choice is the Kawasaki W800 Cafe, which Cycle World pitted against the Conti GT a few years back. BMW’s R nineT is a German interpretation of the style, or if you lean south toward Italy, Moto Guzzi’s V7 fits the bill. Looking for a more modern take? You could make the argument that Yamaha’s XSR900 and Husqvarna’s Vitpilen 401 count as cafe racers too. Powertrain: Engine, Transmission, and Performance Power comes from the retro-styled, air/oil-cooled, SOHC, 648cc, parallel-twin, four-valve-per-cylinder engine with a 270-degree crankshaft and EFI. Claimed power is 47 hp at 7,250 rpm and 38 pound-feet of torque at 5,250 rpm. The air/oil-cooled SOHC vertical twin may certainly look old tech on the outside, but it’s modern internally, and its performance is surprisingly good. In a first ride review of the GT 650, Cycle World noted that, “The 270-degree crank provides gobs of quick-revving torque that makes the engine surprisingly fun to use, whether it’s zipping you out of tight traffic spots or blasting down your favorite twisty road. Plentiful low-end power means pulling away from a stop is very novice-friendly, and the six-speed gearbox has a nice, positive action.” The praise (mostly) continues as the road opens up. “Paying attention to the tach is basically superfluous, as the twin’s wide spread of power extends from just off idle to around 7,000 rpm, where it begins to run out of breath,” Cycle World added. Smooth, predictable throttle response is mandatory on a bike that can be used by newer riders, and the GT 650 delivers in that realm too. The 320mm disc and twin-piston floating ByBre caliper do an admirable job of slowing the GT 650 down on a fun ride through the canyons, providing decent feel without being overly responsive. (Royal Enfield/)Handling Steering is light and neutral, the GT 650 holding a line without asking much of the rider. That’s just a small part of the story, however. Proving once again that the GT is more capable than its modest bones suggest, Cycle World wrote, “Steering is delightfully light but neutral, with enough stability to keep things from ever feeling flighty or nervous.” The nonadjustable suspension (save for seven-step rear spring preload) has fairly soft spring/damping rates to provide a smooth ride over nasty pavement, but ramping up the pace in the canyons doesn’t cause it to come unraveled. In fact, the bike’s Gabriel fork and shocks are impressive in their ability to keep the chassis stable despite bottoming out on some of the bigger hits at a spirited pace. Brakes The Conti GT has a single 320mm disc/twin-piston caliper up front and a 240mm/single-piston rear setup, and this too is an area where the customer must look past the design. “The 320mm disc and two-piston ByBre caliper were easily up to the task of slowing the Continental GT during aggressive riding,” Cycle World said. “The brakes provide enough feel and feedback for experienced riders while not being overly responsive and progressive for novice hands. And the standard Bosch ABS works well, with no real overt intervention even during hard braking situations in the canyons,” the review added. The GT 650’s twin reservoir-equipped shocks are from famed automotive aftermarket company Gabriel. Adjustment is limited to spring preload, but the shocks do a good job of keeping the chassis stable. (Royal Enfield/)Fuel Economy and Real-World MPG In a comparison test against the W800, the Continental GT recorded an excellent average fuel economy of 47.4 mpg. Ergonomics: Comfort and Utility Ergonomics are toward the sporty end of the spectrum without being too committed, with clubman-styled clip-ons that rise up above the top triple clamp, and pegs that are more rear-set than the ones on the Interceptor 650. Vibration is minimal, with just a hint of vibes in the midrange that barely fuzz out the images in the mirrors. Electronics Staying true to the theme, a tachometer and speedometer duo dominate the cockpit view, while a small LCD screen on the tach displays the fuel gauge and odometer. Warranty and Maintenance Coverage Royal Enfield offers an almost unheard of three-year, unlimited-mileage warranty and roadside assistance, the latter of which may come in handy with those inner-tube wheels. Royal Enfield continues to offer the Continental GT 650 in a variety of color options. Dux Deluxe (shown here) is among the two-tone offerings. (Royal Enfield/)Quality Royal Enfield’s reputation has improved dramatically over the years, and the aforementioned warranty seems to prove that it has a lot of confidence. And with an almost unprecedented duration, there isn’t much to worry about. Go for it. 2022 Royal Enfield Continental GT 650 Claimed Specifications MSRP: $6,199 (solid colors)/$6,499 (multicolors)/$6,999 (chrome) Engine: 648cc, SOHC, air/oil-cooled parallel twin; 4 valves/cyl. Bore x Stroke: 78.0 x 67.8mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/ 34mm throttle bodies Clutch: Wet, multiple disc; cable operation Engine Management/Ignition: TCI Frame: Tubular steel, double cradle Front Suspension: 41mm telescopic fork; 4.3 in. travel Rear Suspension: Twin shocks w/ adjustable preload; 3.5 in. travel Front Brake: 2-piston caliper, single 320mm discs w/ ABS Rear Brake: 1-piston floating caliper, 240mm disc w/ ABS Wheels, Front/Rear: Spoked wheels w/ aluminum rims; 18 in./18 in. Tires, Front/Rear: 100/90-18 / 130/70-18 Rake/Trail: 24.0°/4.1 in. Wheelbase: 55.1 in. Seat Height: 31.7 in. Fuel Capacity: 3.6 gal. Claimed Curb Weight: 445 lb. (all fluids, no fuel) Contact: royalenfield.com Cycle World Tested Specifications Rear-Wheel Horsepower: 44.4 hp @ 6,800 rpm Rear-Wheel Torque: 38.3 lb.-ft. 5,100 rpm Fuel Consumption: 47.4 mpg 0–60 mph: 5.53 sec. 1/4-mile: 13.89 sec. @ 96.46 mph Braking 30–0 mph: 38.1 ft. Braking 60–0 mph: 150.65 ft. Source

All signs said that the Harley’s Bronx prototype, seen at the EICMA show in 2019, was dead. But it appears that it may find its way into production yet. (Harley-Davidson/)We’ve just seen Harley-Davidson’s new Revolution Max 975T engine go on sale in the new Nightster, however, that 975cc liquid-cooled engine was originally scheduled to hit showrooms a year ago in the Bronx streetfighter. First appearing as part of Harley’s “More Roads to Harley-Davidson” strategy, announced in July 2018, the Bronx was initially an unnamed streetfighter concept that was revealed alongside the prototype Pan America adventure bike, and a custom-style machine that would become the Sportster S. While both of those models are now in dealers, each with the 1,250cc version of the DOHC, VVT-equipped Revolution Max engine, the Bronx didn’t make it. Initially, the streetfighter was due to be in the vanguard of the new liquid-cooled Harley range, and at the end of 2019 it was officially unveiled at EICMA in Milan, where the Bronx name—which had long been rumored—was also confirmed. At the time, the plan was to have the bike in dealers before the end of 2020, as a 2021 model-year machine, but all that changed just a few months later when H-D CEO Matt Levatich was replaced by Jochen Zeitz. He immediately threw out Levatich’s “More Roads” plan—which was intended to extend Harley’s range into more market segments—and introduced the “Hardwire” plan that refocused on the company’s core customer base. By that stage the Bronx had disappeared from the firm’s list of future models. Harley has always been coy about whether the Bronx was completely canceled though, and now there’s an indication that the bike still has a chance at life as The Motor Company has now reapplied for the trademark rights to the Bronx name. Mirroring the original trademark application for rights to call a bike “Bronx,” originally made back in 2017, the 2022 application covers “motorcycles and structural parts therefore.” The trademark’s “filing basis,” which means the reason it’s been applied for, is line item 1B. That is “intent-to-use,” defined by the US Patent and Trademarks Office as: “a bona fide intention to use your mark in commerce with your goods and/or services in the near future.” The new application is likely to be a response to the implementation of the Trademark Modernization Act, which went into effect on December 18, 2021, and is intended to make it easier to clear unused trademarks from the federal register and to stop companies from sitting on unused names. It’s worth mentioning that Harley has never gone on the record to say the Bronx has been completely scrapped. Speaking in a conference call in October 2020, Zeitz said: “We did not hesitate to delay or cancel products like the streetfighter that do not provide the right timing or return profile, or advanced others that were slated for later market introduction.” The reapplication for the Bronx trademark suggests that the Bronx has been delayed rather than canceled outright. Whether the final bike will be identical to the original version, shown in 2019, remains to be seen, but given that a lot of development had already gone into that machine, it’s likely to be similar. Harley’s own specs showed that the Bronx was planned to have a 115 hp, 975cc version of the Revolution Max 975T, with more than 70 pound-feet of peak torque. Those numbers show that it was a higher-spec version of the engine than the one that’s currently in the brand-new Nightster, which is tuned for a more subdued 90 hp at 7,500 rpm with exactly 70 pound-feet at 5,000 rpm. Under Harley’s original plans, a larger-capacity version of the Bronx with the Pan America’s 145 hp, 1,250cc Revolution Max was expected to follow the 975cc version, along with a host of other models using the same platform. Levatich envisaged a total of nine bikes in the “streetfighter/standard” range by 2022 under his original “More Roads to Harley-Davidson” plan, with drawings and prototype models showing cafe racers and flat trackers, and even a faired sportbike based on the same engine and chassis platform. Source

The entire MotoGP race at Jerez, in one photo: Francesco Bagnaia and Fabio Quartararo up front and alone, setting a pace nobody else could match. (MotoGP/)Francesco Bagnaia and Fabio Quartararo, never more than a second apart, fought an intense duel at Jerez to finish 1-2, respectively, after 25 laps with only 0.268 of a second between them. Despite knowing the slightest mistake could eliminate either man from the results, they rode with a consistency measured in 10ths of a second. Their abilities made chronometers of them. Bagnaia led every lap. “I was totally concentrated. If I went wide at a corner, I knew that Fabio would take advantage… “…on the first lap I thought about closing all the doors to Fabio. “[If Quartararo had been] in front I could have had problems with the front tire. But keeping that pace was difficult. In that heat the rear slid and the front locked up.” Quartararo shared the same view. “I tried to overtake Pecco [Bagnaia’s nickname] on the first lap because I knew that staying behind him was going to be difficult for my front tire. I tried everything, but he was really fast. “My front tire was super hot, super high pressure.” High front tire temperature and the corresponding high pressure are a result of being in the lead bike’s hot slipstream. The combination of exhaust gas and air heated through the coolant and oil radiators create a mobile bakery oven. “I knew that if I couldn’t overtake him in the first two or three laps, then it was going to be difficult for our front tire, and basically it’s what happened.” Quartararo remains the only rider on Yamaha able to lap competitively. Bagnaia had qualified on pole with a sensational lap record of 1:36.170, saying that at Portimão a week before “I was feeling great again with my bike, the feeling was back in the braking. “It was a perfect lap, maybe the best I’ve ever done in my career. I was able to push hard and the bike followed me perfectly.” As to why the combination was working so well, Bagnaia said, “…we did a good thing in stopping trying to adapt this bike to me and just leaving the bike the same and riding it.” “Pecco” Bagnaia set a new lap record at Jerez during qualifying. “It was a perfect lap, maybe the best I’ve ever done in my career. I was able to push hard and the bike followed me perfectly.” (MotoGP/)During the race, onlookers thought Quartararo was slowing as the gap between the two bikes widened for a time. Quartararo explained: “…during the race I always stayed a little bit behind because it was impossible to ride with the front. It was sliding so much and moving a lot. It felt like chewing gum.” These men were able to maintain clocklike lap times, neither making a mistake, despite Bagnaia’s rear tire sliding and his front locking, and Quartararo’s overheated front sliding and moving. Meanwhile, the rest of the field, in effect a separate event, circulated on average four- to five-tenths of a second slower per lap. Pundits called Jerez “a procession,” but as Marc Márquez (fourth behind the Aprilia of Aleix Espargaró) had said earlier, “Jerez is a narrow circuit where it’s difficult to pass, especially today with devices that lower the bike. Now it’s even harder with aerodynamics.” Racing’s active fundamentalists look for reasons to deplore what actually happens, even seeking to interfere in the name of “improved competitiveness.” The best example of this was the call, heard a few years ago, for Michelin to deliberately make bad tires, or for Brembo to engineer weak brakes because fans would find it more exciting. Quartararo remains the only rider who can put a Yamaha up front in 2022. At Jerez he was always in the hunt, but could never get around Bagnaia, due in part to the nature of the track. (MotoGP/)There is no high form of motor racing more competitive than MotoGP, where every rider comes through the same intense schooling and every bike is a fully engineered factory or ex-factory machine. The major reason for lack of passing and lead changes is this high level itself. When you and your rival have equal skills and equipment, where does victory come from? It comes from qualifying well and getting a strong start. Back in the two-stroke days there was a long silence between the few factory men at the front and the droning privateers on worn-out RS500s bringing up the rear. And as MotoGP experimented with ways to fill start grids, the dreaded CRTs (Claiming Rule Teams, running Superbike engines in artisanal chassis) were often as much as 10 seconds a lap off the pace. For years Daytona intoned the litany of close racing. When they achieved it in 600 Supersport, the result was drafting groups of four to 10 riders from which no one had the power to escape. As the two leaders grew small in the distance, Jack Miller (factory Ducati) was stalked by Márquez in company with Aprilia’s Espargaró. Márquez, not yet on terms with his Honda’s altered front behavior, lost the front at turn 13 (he had crashed twice in one lap during practice). “I was completely on the floor, both wheels were sliding, then suddenly the bike picked up.” We’ve seen this marvelous “uncrashing” from Márquez before, how he somehow uses a combination of an elbow plus turning in to lift his bike upright. Vigilant Espargaró instantly passed both men while they were busy. “I knew that with 40 minutes [elapsed in the race so far] they were both going wider, and I knew that they would make a mistake. “I was very angry because I had a lot more pace, but they braked very late and were stopping in the middle of the corner.” This is the problem of the rider whose bike can give high corner speed. There in front of him, and right on his line, the point-and-shoot rider apexes at the lower speed that enables his quicker rate of turning. “When I overtook Jack in the last corner I saw Marc going wide [as one will when low-siding]. I passed both of them with, I think, five laps to go and I was more than half a second faster in the next few laps.” On the last lap, here came Márquez, up the inside of Miller at turn 8 to take fourth. Marc Márquez (seen here following Ducati’s Jack Miller) noted that “Jerez is a narrow circuit where it’s difficult to pass, especially today with devices that lower the bike. Now it’s even harder with aerodynamics. (MotoGP/)Those who yearn for Márquez to return to his dominant form must remember that not only has he experienced problems with double vision and a prolonged healing process from his arm injury resulting in compromised physical condition, but he must also adapt to the 2022 Honda. “I’m still struggling a lot with the front. The turning is slow… As soon as I try to push a bit more, then it’s easy to crash.” “When Honda decided to make a big change on the bike I agreed.” The changes that were made included moving more weight onto the rear tire and increasing stability to enhance fast-corner performance. On Friday Márquez had said, “The new Honda is more comfortable on wide fast circuits like in Qatar, in Malaysia or Indonesia, but on small ones where we have to curve quickly from one side to the other, we struggle. “With this new bike you need to ride in a different way. Yesterday [Friday] we tried to adapt the bike in a radical way to my riding style, but I cannot ride this bike like this. So today [Saturday] we came back to the way that the bike wants you to ride.” When Márquez faltered, Aleix Espargaró pounced, and was rewarded with third overall. (MotoGP/)Think back to when Jorge Lorenzo, the supreme corner-speed stylist, climbed aboard the point-and-shoot Ducati. It took him 18 months of self-discipline to learn to ride the bike “its way,” but then he won races. Eighteen months is a heavy price to pay late in one’s career. This makes it clear that there are limits to how fast riders can adapt to change in their machines. Riders and teams must consider this, for otherwise, serious man/machine conflicts, and the time they cost, arise. When Lorenzo was elevated to MotoGP legend, Márquez was asked how he would rank him. He said, “I don’t want to insert him in any ranking. I don’t like them. Every rider has his year and his time.” I strongly agree. So where was everyone else? Why two races instead of one? Randomness continues. This rider gets a poor start or gets out of phase with a yellow flag and qualifies below his ability. That rider was really fast until the race, when there was little grip. Is there really such a thing as a dud tire? How wide is the range of optimum tire temperature? The narrower that range is, the greater the chance that small variations on Sunday afternoon can trip somebody up. Aleix Espargaró was seen practicing starts, but not all poor starts are the rider’s fault. How does the clutch’s friction material change as temperature spikes, and how does that affect the material’s grip? Some lining material loses grip as it heats up (fade) but other material is “fierce”—its grip rises steeply with temperature. The result of the latter can be acceleration-destroying wheelies. When Yamaha had trouble with starts, it made a thorough study and came up with a clutch material that gave riders predictable control. Something similar afflicted the first carbon brakes; as they warmed up they were full of bad surprises. Battle resumes in two weeks at Le Mans. Despite being a Spanish rider on a Spanish track, and having finished fourth at the last GP in Portugal, Suzuki’s Álex Rins finished a dismal 19th at Jerez. (MotoGP/)Source

QJmotor’s soon-to-be-launched 660 sport model uses a Benelli-designed four cylinder engine, said to output 87hp. (QJmotor/)The redesigned version of QJmotor’s SRK600RR, which we revealed back in January, is about to get its official launch in China, and leaked pictures from inside the factory show that bikes are already rolling off production lines. Simultaneously, QJmotor’s parent company, Qianjiang, has filed design patents for the restyled bike, which is getting a complete face-lift after little more than a year on sale. The original version of the bike first broke cover in late 2020, using the mechanical components of the Benelli TNT 600i but wrapping them in supersport styling—alongside an unfaired model using the same Benelli mechanicals, it was one of the bikes that introduced the QJmotor brand. In less than two years, the QJmotor range has grown to around 15 models, ranging from the retro SRC500 single to the four-cylinder SRK600 and SRK600RR, but with a real focus on parallel twins, ranging from the new 400cc SRK400RR sportbike to the SRT800 adventure model. Related: Benelli’s Tornado 650, 550, and TNT 550 Models Teased The new bike has already been type-approved in China and, rumor has it, is ready to be shipped to dealers. (QJmotor/)The closeness between the Chinese market QJmotor range and the global Benelli brand’s offerings is all too clear, and there’s plenty of reason to believe that eventually the Chinese market machines will lead to Benelli-branded spinoffs. QJmotor itself also has an eye on international sales, having shown its model range at last year’s EICMA show, and opted to compete in the Moto3 World Championship this year, partnering with the Avintia team and using rebranded KTM bikes. The redesigned SRK600RR carries over many of the same mechanical components as the original version, using the Benelli-designed four-cylinder engine that was originally created for use in the stillborn Quattro sportbike project—a hub-center-steered project led by Bimota Tesi designer Pierluigi Marconi in the early 2000s. A four-cylinder sportbike is due to return to Benelli’s range in the future as a “Tornado 650″ model (Chinese approval paperwork suggests actual capacity will be 628cc). While styling changes are certain, and sketches have already emerged online, the Benelli version is expected to be mechanically much the same as the QJmotor 600RR, certainly sharing the same chassis and a very similar engine. The bike retains its color TFT display but adds new headlights and exhaust system. (QJmotor/)The new SRK600RR seen in these images has already been type-approved in China and still uses the smaller 600cc version of the engine but with 87 hp rather than the old version’s 80 hp. The existing version already has an impressive array of equipment, including keyless start and full-color TFT dash, but the updated model adds even more, including a new, larger display and on-board tire pressure monitors. Pictures on Chinese social media show rows of the restyled bikes, apparently inside the QJmotor factory, in three different paint schemes, ready to be shipped to dealers. The matching design drawings give a clearer view of the styling from all angles, showing details including new headlights which sit between a pair of large winglets that extend from the side panels. The exhaust is also new, and likely to be a major contributor to the power increase over the previous model. The latest design sketches hint at a set of cameras as well, here seen just above the license plate. (QJmotor/)One feature that’s yet to be confirmed but seems apparent in the design sketches is a set of front and rear cameras. A circular mark just below the screen and a matching one just above the license plate at the rear appear to be lenses for this camera system. A similar setup has already been introduced on the Chinese market Benelli 1200GT touring bike—a 1,200cc three-cylinder based on an enlarged version of the old Tornado Tre engine, which could yet be given a worldwide release. Although there are still conventional mirrors, the feeds from the cameras can be monitored via the TFT instruments, as well as being recorded, dashcam-style, to an SD card. The display has also been enlarged and new winglets extending from the side panels have been added. (QJMotor/)Source

The Hypermotard 950 RVE will be limited to just 100 units and sold only in the States. (Ducati/)The Ducati Hypermotard 950 RVE returns for a second year in 2022 as a midrange offering between the base model and performance-focused SP. But unlike the 2020 RVE edition, Ducati has created some exclusivity for supermotard fans who like their hooliganism stylish. Only 100 RVEs will be available, and only in the United States. The 950 RVE features a livery Ducati calls “Graffiti” and is inspired by street art. To complete this one-off look, which features the word “Hyper” across the upper bodywork, Ducati says the livery must be created by “highly skilled painters that work in phases and apply extremely thin decals.” The RVE takes design inspiration from the award-winning Concorso d’Eleganza Villa d’Este Hypermotard 950 concept. (Ducati/)Ducati’s press release says the paint results are “comparable to airbrushed bodywork, something not found on many production motorcycles, which is why the bike is limited to 100 units.” The RVE’s styling takes inspiration from the Hypermotard 950 concept bike that debuted during the 2019 Concorso d’Eleganza Villa d’Este, a classic motorcycle and auto show held annually on the western shore of Italy’s Lake Como. The concept was designed by the small staff at Centro Stile Ducati, the Borgo Panigale OEM’s design center, and won first place for ‘”Concept Bikes: New Design and Prototypes by Manufacturers and Independents.” The RVE is built on the base Hypermotard 950 platform, which has no issues making its way around the track. (Ducati/)Due to the award status and popularity of the concept across social media channels, Ducati created the RVE, which focuses on exclusive styling without all the exclusive parts and high price tag of the SP edition; the base Hypermotard is priced at $14,195, the RVE at $15,695, and the SP $17,695. The SP’s price is mostly due to the addition of Öhlins suspension and Marchesini forged rims. This allows for some factory-build exclusivity without the hefty prices of other models in Ducati’s lineup, such as the $100,000 Superleggera and $35,500 Streetfighter V4 SP. The RVE also gets corresponding badging on each production unit. Aside from the specialized, labor-intensive painting and badging, the rest of the bike is Ducati’s base-model Hypermotard 950, powered by a twin-cylinder 937cc Testastretta 11° engine with a claimed output of 114 hp at 9,000 rpm and 71 pound-feet of torque at 7,250 rpm. The RVE is powered by the 937cc Testastretta 11° engine that produces a claimed 114 hp and arrives with Brembo brakes—both essential for some hooliganism. (Ducati/)The RVE is equipped with the latest in Ducati electronics, including a quickshifter for clutchless up- and downshifts, Bosch Cornering ABS with a Slide by Brake function for supermotard-style riding, and traction and wheelie control. Suspension duties are handled by a 45mm Marzocchi fork and Sachs shock, and braking by Brembo M4.32 four-piston radial Monoblock calipers up front grabbing dual 320mm discs and a two-piston Brembo caliper/245mm disc combo out back. The bike is only available only through preorder and is expected to be available across USA showroom floors in late May. Collectors who want a Hypermotard 950 with some added flair should get a move on, as these likely won’t last long. Source

Can-Am returns in 2022 to support women riders as it sponsors the International Female Ride Day for the third-straight year. (Can-Am/)When International Female Ride Day (IFRD) celebrates its 16th annual event on May 7, Can-Am will once again do their part to support women riders across the globe. The Quebecois powersports company will bring together employees, brand ambassadors, dealer owners, and Can-Am Ryker and Spyder riders in more than 50 communities worldwide during IFRD 2022. Their intent is to help celebrate women riders and their contributions to the motorcycle industry, especially the three-wheeler segment, from the USA to Canada to Europe to Asia to Latin America. Participation in the IFRD will also help support Can-Am’s Women of On-Road program, which “addresses barriers to entry for female riders through rider education and mentorship.” The powersports company reports that the program has been a global success; nearly 38 percent of Can-Am owners being female, higher than the industry standard of 22 percent. “The open road should be open for all. Period,” said Martin Ethier, director of global marketing at Can-Am On-Road. “International Female Ride Day is a celebration of that, and we’re proud to be a corporate partner. This year, we are truly globalizing our involvement and we can’t wait to watch so many incredible female riders come together to celebrate their shared passion of riding.” Can-Am’s participation in the global International Female Ride Day will also help support its Women of On-Road program, which “addresses barriers to entry for female riders through rider education and mentorship.” (Can-Am/)As Can-Am preps for this May’s event, IFRD founder Vicki Gray will visit the company’s corporate headquarters. Gray will not only meet with the female employees who manage the Women of On-Road program but also ride with them. “It’s great to have the support and involvement again from Can-Am as one of the IFRD official partners. I really look forward to meeting the team and taking a ride together,” Gray said. “Can-Am is likewise dedicated to promoting and highlighting women riders and to making a positive difference for women in motorcycling and powersports everywhere. Together we are making advancements in this segment.” A quick overview of some of the Can-Am International Female Ride Day rides on May 7: <b>USA</b>: In Los Angeles, Can-Am ambassador, actress, and model Karrueche Tran, will host a ride with Can-Am Spyder and Ryker owners. In 28 other cities around the US, the US Spyder Ryders owners’ group holds rides to mark the occasion.<b>Canada</b>: In Ontario, Olympic Games gold medalist and Canadian National Women’s Hockey Team member Natalie Spooner will join TV host Sherry Holmes for a group ride that’s open to Can-Am owners.<b>United Kingdom</b>: In the UK, Can-Am ambassador Sophie Morgan will be riding her Can-Am Ryker with others to take part in the day’s efforts.<b>Switzerland</b>: In Lausanne, the Can-Am team based out of the BRP office will be taking to the streets to celebrate.<b>Germany</b>: The Ladies Riding Class community, which counts about 30 members, will hit the road for the occasion.<b>Australia</b>: In Sydney, Can-Am ambassador Helen Chik, editor of popular lifestyle magazine <i>Grazia</i>, will be riding her Ryker alongside others to celebrate the day.<b>Puerto Rico</b>: Singer-songwriter Calma Carmona will participate in a “GRRRL Ride” event from behind the handlebars of her Can-Am Ryker.Please visit Can-Am Women of On-Road and International Female Ride Day for additional information. 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/)Ever hear the term “rod ratio”? It’s the number you get when you divide a connecting rod’s eye-to-eye length by the engine’s stroke. The most common ratios are in the range of 2.0 to 2.2. While hardly a hot-button issue for most of us, rod ratio is still a topic of heated debate among a small group of engine builders. Here’s why. When you consider the relationship between crankshaft rotational position and piston motion, there are two controlling variables. One is the height of the crankpin above a horizontal plane drawn through the crankshaft centerline. Its rise and fall as the crankshaft rotates is the classic smooth sine wave. If the connecting rod were infinitely long, the piston’s rise and fall in the cylinder would also be described by the classic sine wave. And piston motion in the curious “Scotch yoke” mechanism is just that; more on this shortly. Since practical engines can’t be infinitely tall, how do we decide how long to make real connecting rods? The shorter the rod, the greater the angle through which it swings; its small end is traveling in a straight line up and down along the cylinder axis, while its big-end revolves with the crankpin. The larger this rod angle, the greater the side thrust the piston exerts against one side of the cylinder when combustion-gas pressure acts on the piston crown. In earlier times, when motorcycle engines were air-cooled and their parts ran hot, and when oils weren’t as good as they are today, too short a con-rod, operating at too large an angle and generating too much side thrust, could result in piston, ring, and cylinder scoring. Which rod is longer? That big Pratt & Whitney R-2800 master rod tapes out at just under 18 inches and weighs over 18 pounds. Its rod ratio is 2.15, while the little forged-aluminum Briggs & Stratton part weighs just ounces, and returns a 1.94 rod ratio. (Mark Lindemann/)But trying to reduce or eliminate side thrust by making the con-rod really long required a taller, heavier engine. Also, making the rod longer increased its weight, adding additional inertia load to the already hard-working crankpin bearing. Result? Compromise—rod ratios between 2.0 and 2.2 proved short enough to avoid making engines ridiculously tall and rods too heavy for their bearings, yet were long enough to avoid the high side-thrust forces that scored cylinders. Cylinder Offset Another way to reduce friction from con-rod side thrust is to offset the cylinder in such a way as to stand the con-rod up straighter during the power stroke. This technique, originated at the very beginning of the 20th century, was later used by certain Supersport engine builders, and is now incorporated in many production engines. If your bike’s engine rotates forward (same direction as the wheels), then on the power stroke the rear cylinder wall is the thrust surface, so you would offset the cylinder a few millimeters toward the front. Engine Height Back in the 1920s when large air-cooled radial aircraft engines were being developed, a major concern was engine diameter, which increased frontal area and aerodynamic drag. But when the US Navy insisted that its P-1 prototype radial of 1923 be given short rods of a 1.6 ratio, the resulting engine was excessively rough-running. Why? As the rod’s big end swings from side-to-side twice per revolution, it imposes a height variation on the piston (the farther the rod swings, the lower the piston’s position in the cylinder). This creates a secondary shaking force, and it was this secondary vibration that rattled the Navy’s P-1. This experience caused subsequent big radials to be given larger rod ratios—for example the long-serving P&W R-2800 had a 2.15 ratio. There are, however, many engines operating successfully with smaller rod ratios. One from the 1960s was Oldsmobile’s big-block 455, an engine which powered the Olds 442 of the “Supercar” era. Its short rods (1.65 rod ratio) allowed this otherwise large engine to fit between the suspension towers of compact autos. Since it was water-cooled and better lubricated, cylinder scoring was not a problem. The marine engines powering container ships are already tremendously large, so to avoid losing too much valuable cargo space they are given quite short rod ratios. This presents little problem because engine speed is so low (typically 80 rpm!) and side thrust doesn’t act on the pistons but on a pressure-lubricated crosshead like that of a steam railway engine. While waiting my turn to speak with the late John Britten, who in revolutionary fashion introduced us all to powerful twins, I watched and listened as he and the late restoration machinist Homer Knapp pulled fascinating things from their pockets and talked about them. When Knapp asked how Britten had chosen his rod ratio, he pulled out a con-rod, saying, “Here’s a rod from a Cosworth DFV engine and it has a rod ratio of 1.8. I reckoned I could do worse than start there.” But then it turned out to be common F1 practice to use shorter rods to make engines fit between under-chassis venturi tunnels. Later, in the 20,000 rpm V-10 era, F1 rod ratios would expand to 2.5, mainly to allow clearance between piston skirts and crank counterweights in extremely short-stroke engines. Where’s the Controversy? Up to this point it sounds like rod ratio may be more a matter of convenience than a significant performance variable. So where’s the controversy? Some engine builders argue that using shorter con-rods increases the time the piston remains in the vicinity of BDC (the BDC dwell time), thereby providing more time to complete the intake process. If the con-rod were infinitely long, piston acceleration at TDC and BDC would be equal, and so would be the dwell times around TDC and BDC. But with practical rod lengths the piston’s acceleration is much greater at TDC than it is at BDC, with the result that the piston spends more time in the lower half of its cylinder than it does in the upper half. Yet if we pull out a standard table of piston travel versus crank degrees for various rod ratios, we don’t find significant differences in the amounts of time the piston spends, for example, between 20 degrees BBDC and 20 degrees ABDC. Comparing rod ratios of 1.75 and 2.25, the differences are of the order of one-tenth of 1 percent. Because the controversy still simmers and bubbles, Circle Track magazine built two small-block V-8s—one with conventional-length rods, the second with short rods—and held other variables such as compression ratio the same between the two. In dyno testing, the long-rod engine outperformed the short-rod engine. This was attributed to the difference in con-rod side thrust. Similarly, when a friend opened the Superbike race kit he’d ordered for his Yamaha FZR750, it contained longer-than-stock con-rods. Still, we must respect an experienced engine builder who swears by short rods for certain applications and the success that often goes with it. The Scotch-Yoke Engine Now, as an extreme, let us consider the venerable Scotch-yoke engine. In such a design, a single rod joins the pistons of a flat-twin whose cylinders share the same axis. At the rod’s midpoint is a block with a transverse slot in it, milled at right angles to the rod. In this block moves a rectangular slider bored to fit over the crankpin; the pistons move up and down purely as the height of the crankpin, in true sine-wave fashion, giving equal piston accelerations at top and bottom center, as well as identical dwell times at top and bottom center. Proponents of this design believe that because its pistons remain close to TDC longer, more of the charge will burn at the highest compression ratio, thereby increasing thermal efficiency. But one can also see that spending longer near TDC might increase heat loss before piston motion can significantly expand the high-pressure gas on the power stroke. To my knowledge, no one has run back-to-back high-performance testing of similar engines, one with conventional con-rods and the other with the Scotch-yoke design. One likely reason why is that the Scotch-yoke design is not well-suited to operation at higher engine speeds. The short-rod builders believe that with the appropriate cam timings there is a gain. We’d all like to know more. Source