Hugh Janus

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

The Low Rider S has a starting MSRP of $17,530 in Vivid Black and $17,980 for the Gunship Gray seen here. (Jeff Allen/)When Harley-Davidson released the Low Rider S in 2016 it represented a subculture. The first FXLRS exemplified what customers had been doing with the dual-shocked Big Twin since the first Super Glide in 1971. That final Dyna S model had evolved through 45 years of research and experimentation by both the factory and aftermarket, and it showed. So when Harley-Davidson stopped manufacturing the Dyna line for model year 2018, it felt a bit strange to be calling Softail models by iconic Dyna names, like Street Bob and Low Rider, and even more so when the company launched the 2020 Low Rider S. But the new S feels different. When Harley-Davidson translated the Low Rider S name from Dyna design to Softail in 2020, it felt like H-D was trying to prove that the Softail was a viable platform for high-performance customization, an area where the Dyna was a cult superstar. Now, more than four years since the cessation of the Dyna and birth of the new line, we’re seeing more high-performance components for these new Softails in the aftermarket. The growth of V-twin racing has stoked this trend as well, both in terms of widespread popularity and product development. More customers are pursuing what H-D calls “West Coast style” on their own, which means the Softail platform is genuinely being used this way. And it’s a natural fit, because when you look at the numbers—or just ride it—the Softail platform performs better than the Dyna in nearly every way. The winding hills of Angeles National Forest have proven to be an excellent testing ground. (Jeff Allen/)The FXLRS has a bigger engine that puts out more power than any previous Low Rider. It has greater available lean angle on a more stable chassis. It’s inarguably better on the road than the Dyna, both in a straight line and through turns. It is strange, though, that while comparing these “high-performance” H-D models, performance is only the second most important thing. On a morning ride, I chased friends riding Ducati and BMW sportbikes up SoCal’s Angeles Crest Highway. It became clear that as quick as the FXLRS may be, it’s really only fast in its class. It’s still low and heavy. It still scrapes too early, can’t stop all that quickly, and has limiting ergonomics. It’s powerful, absolutely, but fast, not so much. H-D could make a more performance-oriented bike if it wanted to, but major changes toward high performance tend to be major changes away from traditional form. But designers say the balance of performance and traditional form was a styling choice. I can’t argue with them. If you wanted a really fast bike, you would be shopping for something like the similarly priced 2022 Yamaha YZF-R1. No, you’re here because you want a Harley first and a fast bike second, which is exactly what this is. The Low Rider S is a balance of style and performance, with style dictating the measure of performance allowed. The new Low Rider S has an added 1.2 degrees of available lean angle, compared to the previous model. (Jeff Allen/) Increased lean angle helps riders take advantage of their whole tire’s tread. (Jeff Allen/)We stopped at Newcomb’s Ranch, where we walked around to appreciate the mixture of supercars and vintage beauties. I felt only slightly out of place as I imagined the S to be a two-wheeled amalgam of both. The glossy flat gray paint and matte finishes are understated and don’t demand attention from the uninitiated, which I like. I don’t want to hear about your dad’s Harley or what you almost bought once. The Low Rider S seems to share that mood with me. Earlier Low Rider models were defined by their 2-to-1 exhaust, tank-mounted gauges, and mag wheels. The 2020 Softail Low Rider S had some of these features, but these have been reduced with each new S model. After moving the previously tank-mounted gauge system to above the handlebar riser, the ‘22 Low Rider S’ only major visible tie to the earlier Low Rider (other than its entire silhouette) is the font on the gas tank and mag wheels. When asked about this departure, project lead Dais Nagao said to think of this as the Low Rider’s grandchild. It’s not the same bike, but they share the same inspiration and origins. Related: How Much Power Does the 2022 Harley-Davidson Low Rider S Make? A Heavy Breather intake is tuned to work with the Milwaukee-Eight 117. (Jeff Allen/) This small decal replaces the previously tank-mounted gauges on the Low Rider S. (Jeff Allen/)Comparing the new Low Rider S to the 2020 model, we see two major changes: a larger 117ci Milwaukee-Eight engine, and a taller monoshock. Compared to the most recent 114ci Milwaukee-Eight on the Cycle World dyno, which belonged to a ‘21 Street Glide Special, the 117 in the FXLRS delivers over 14 percent more horsepower and only 2 pound-feet more of torque. Initial power delivery is very smooth but there is plenty of power on tap throughout the running range. Testing shows the 117 produces over 100 pound-feet of torque from 500 rpm after idle to 500 rpm before redline, peaking at 115 pound-feet at 3,200 rpm. The character of the M-8 does not change drastically with the increased size, but just sounds a bit more full. Also, power delivery feels similar; there’s just more of it. Braking equipment remains unchanged from the previous Low Rider S model, with dual four-piston calipers on 300mm discs. (Jeff Allen/)Ergonomics on the FXLRS hold true to its club-style inspiration, being tight and aggressive. Four-inch risers hold moto handlebars and footpegs are mid-mounted, putting the rider in an upright and straight-backed stance. Some taller riders complain about this seating position and would prefer forward controls. At 6-foot-4, I much prefer the mid-mounted controls, which allow me to shift my weight around while riding aggressively through turns, as opposed to having all my weight on my butt with forward controls. Harley-Davidson has equipped the 2022 model with a taller monoshock which adds over half an inch of stroke, an inch of travel, an inch of ground clearance, and 1.2 degrees of increased lean angle. The rear shock is preload adjustable only and feels like it was tuned with more of a hot-rod riding experience in mind. Small bumps disappear. Larger and square-edged bumps are felt, but the seat is well contoured with enough padding to soften any hard impact. With matte black finishes and those bronze wheels, the Low Rider S’ design is understated but effective. (Jeff Allen/) The Zeppelin taillight is now LED. So yes…it’s an LED Zeppelin. (Jeff Allen/)Up front there is a 43mm inverted fork with cartridge internals and a triple-rate spring. The fork had a different feel than the shock. It was more plush and forgiving, but still maintained a nice firm feel while being pushed through a canyon or mountain road. The fork only felt too soft on hard brake application, which would bring about more dive than is preferred. Like the previous Low Rider S, the ‘22 model comes with dual four-piston calipers and 300mm discs on the front wheel. Handling rear-tire-stopping duties is a single twin-piston caliper and 292mm disc. Feel to the front brake lever is exceptional until you activate the antilock braking system, then it will push back with steady pulses as the ABS works to stop the bike. Rear brake feel is vague but present. The Low Rider S stopped from 60 mph in just over 135 feet, on par with the up-spec’d Yamaha MT-09 SP or a Ducati Multistrada V4 S. Upholstery on the leather seat of the S leaves something to be desired as it shows early signs of stretching and wear. (Jeff Allen/)With a starting MSRP of $17,530, the analog gauge system on the FXLRS is beginning to feel a little dated. This bike is premium and has some of the best equipment H-D has to offer, but the gauge right in the rider’s sightline is still the same old analog unit we’ve seen for years. The new Sportster S comes equipped with a beautiful full-color digital display, which would have been a nice addition to help this bike feel a bit more modern. Then again, techy gadgets may take away from the brutish hot-rod vibe that’s so appealing in this model. The gauge system mounted on the handlebar riser is effective, but feels a bit out of date on a $17,980 motorcycle in 2022. (Jeff Allen/)I left my sportbike buddies at the top of the mountain and rode down alone at my own pace. As I leaned in and carved deep into the turns, grinding the footpegs, I felt fast again. That’s the flipside of this bike’s limitations; you don’t have to be a world-class racer to reach them. Grind those footpegs. Ride that tire right down to the edge. Have fun. Impress your friends. Feel fast. The Low Rider S is designed in what H-D calls “West Coast style,” but the rest of the world refers to as “club style.” (Jeff Allen/)The Low Rider S was introduced to us as the ultimate expression of the Dyna platform and felt perfectly on trend when it was released in 2016. The second iteration and first Softail showed improved performance, but the platform was still new and lacked the cultural relevance to fill the spiritual void left by the original. This third version shows continued improvement with exactly the type of upgrades we were hoping to see, but styled with the same defining elements: T-bars, headlight cowl, solo seat. It’s still coasting on the same trend that made the original popular six years ago. For those after some design variation, H-D gave us that in the new ST model released alongside this one. While we watch Harley-Davidson redesign the iconic Sportster into a high-revving, trellis-framed modern machine, increased power and greater lean angle on an already proven design are just fine with us. 2022 Low Rider S models are available in Harley-Davidson dealerships now. (Jeff Allen/)2022 Harley-Davidson Low Rider S Specifications MSRP: Starting at $17,530–$17,980 Engine: Oil/air-cooled Displacement: 117ci (1,917cc) Bore x Stroke: 103.5 x 114.3mm Compression Ratio: 10.2:1 Transmission/Final Drive: 6-speed/ Cycle World Measured Horsepower: 94.8 hp @ 4,750 rpm Cycle World Measured Torque: 115.1 lb.-ft. @ 3,200 rpm Fuel System: Electronic Sequential Port Fuel Injection Clutch: Wet, multiplate Frame: Steel Tubular Front Suspension: 43mm inverted cartridge fork Rear Suspension: Coilover shock, spring preload adjustable Front Brake: 4-piston caliper, Rear Brake: 2-piston floating caliper, Wheels, Front/Rear: Radiate cast aluminum; 19 in./16 in. Tires, Front/Rear: Michelin Scorcher 31; 110/90B-19 / 180/70B-16 Rake/Trail: 28.0°/5.7 in. Wheelbase: 63.6 in. Ground Clearance: 5.7 in. Seat Height: 28.2 in. Fuel Capacity: 5.0 gal. Claimed Wet Weight: 679 lb. Contact: harley-davidson.com CW Measured Performance Quarter-Mile: 12.59 sec. @ 111.16 mph 0–30 mph: 1.82 sec. 0–60 mph: 4.11 sec. 0–100 mph: 9.6 sec. Top-Gear Roll-On, 40–60 mph: 3.46 sec. Top-Gear Roll-On, 60–80 mph: 3.49 sec. Braking, 30–0 mph: 32.77 ft. Braking, 60–0 mph: 135.21 ft. Source

It’s not officially out just yet, but we know that CFMoto’s Papio electric model is very close to production. (CFMoto/)The remarkable success of Honda’s Grom in rejuvenating the market for pint-sized minibikes has led not only to the revival of the Monkey and Dax in Honda’s own range but to a slew of rivals including CFMoto’s $2,999 Papio. Honda has yet to launch an electric equivalent, and it seems other brands are keen to jump at that opportunity. While the current CFMoto Papio is a 126cc air-cooled single-cylinder four-stroke, aligned closely to the Grom in terms of power (9.3 hp for the CFMoto, 9.7 hp for the Grom) and weight (251 pounds versus 227 pounds), the Chinese company has now type-approved a futuristic electric version of its contender, while Honda’s ideas for a battery-powered Grom are still in the patent stage. Although it gets a new chassis and running gear, the electric version will share some familial traits with the current gas-powered Papio mini seen here. (CFMoto/)The new Papio electric has yet to be officially unveiled but it’s clearly already very much a production-ready machine. Despite sharing the Papio name, it’s not simply the existing gas-powered model with an electric motor shoehorned in. Instead, it’s a complete redesign, with its own dedicated chassis, styling, and running gear, and dimensions still very much in the Grom class. The new electric Papio is 69.7 inches in length, 31.1 inches wide, and 41.1 inches tall, compared to 68 x 30 x 39 inches for the current gas-powered Papio and 69.2 x 28.4 x 40 inches for the 2022 Grom. Wheelbase is 48.7 inches, putting it within 1.5 inches of either the existing Papio or the Grom. Related: Honda Patents Grom-style Electric Minibike Wheels will still be 12 inches, but suspension and brakes are upgraded to account for the heavier weight. (CFMoto/)In line with both the gasoline-powered Papio and the Grom, the electric’s wheels are 12-inchers, with 120/70 front and 130/70 rear tires. The suspension and brakes, however, get notable upgrades from the current Papio, with the electric version gaining an inverted fork and Brembo front caliper, albeit without the overkill of the latest Grom’s radial-mount brake. The new bike’s frame appears to be a conventional steel tube design, as you’d expect on a machine like this, but the swingarm is cast alloy. The batteries sit in the central section of the bike and appear to be accessible via an opening panel where the fuel tank would sit on a conventional machine, suggesting they’ll be removable. The 2022 gas-powered Papio model currently available in the US. (Andrew Cherney/)The new bike’s power comes from a 5kW electric motor provided by Blue Stone New Power. That might be equivalent to just 6.7 hp, but since electric motors are usually rated by “continuous” output rather than their peak potential power, the performance is likely to be higher than those numbers suggest. Blue Stone’s own website shows that its 5kW-rated, 72V motor is good for an absolute peak of 14.5kW (19 hp) for up to 30 seconds, along with 37Nm (27 pound-feet) of torque—a vast amount more than the 6.1 pound-feet that the gas-powered Papio can manage. As is common with current electric bikes, a multispeed transmission isn’t needed; there’s just a direct drive to the rear wheel via a rubber belt. Top speed is rated at 64 mph, which is probably more than enough on a bike this small. The downside with electrics is that there’s usually a penalty to pay when it comes to weight. We don’t yet know how large the batteries are, but the bike’s mass of 124 kilograms (273 pounds) makes it 22 pounds heftier than the gas-powered Papio and 46 pounds more than the Grom. The extra torque should offset that though, and the weight could well be an indication that the battery packs are big enough to grace the electric Papio with a worthwhile range between recharges. Source

Kawasaki’s new Z650RS is the latest addition to Team Green’s retro-inspired RS series for 2022. (Kawasaki/)Retro styling is still all the rage in 2022, and nowhere is that more apparent than in the hot middleweight streetbike segment. Up-to-date tech paired with stylish looks is still the recipe du jour, and lately Kawasaki has been playing the sport classic formula like a virtuoso; the Z900RS roadster and Z900RS Café serve as exhibits A and B. Team Green recently saw fit to expand that RS retro-sport theme to the new 2022 Z650RS, which also seeks to tie its DNA to the classic Z1 model introduced in 1972. Last week, we got a chance to experience it in all its ‘70s-inspired glory. Related: 2022 Kawasaki Z650RS ABS First Look The Z650RS is banking on its punchy but nonintimidating engine, relaxed ergos, and sharp 1970s vintage styling. (Kawasaki/)From the very start Kawi gets credit for nailing the aesthetic part of the exercise, even if the Z650RS is packing a liquid-cooled parallel twin rather than the four inline cylinders of its older and larger Z900RS cousin. In fact, the smaller RS shares nearly all of its architecture with Kawasaki’s Z650 naked, right down to its punchy DOHC 649cc engine, which carries over unchanged to the Z650RS, state of tune and all. Unfortunately, that also means there wasn’t much Kawasaki could do to spruce up an objectively unattractive lump; they chose to black it out instead. Otherwise the Z650RS looks like a completely different animal, even though the only real changes are on the ergonomic and styling fronts: minimal bodywork; a differently shaped, smaller 3.1-gallon teardrop tank; and an exposed headlight bucket to distinguish it from the naked model. Settling in, the RS’ taller and wider handlebar sets the rider up in a relaxed upright position, while the seat’s narrow front portion gives stubby legs an easy stab to the asphalt. But there are no changes to the steel tube trellis frame, and even the steering geometry (24 degrees of rake and 3.9 inches of trail) is unchanged from the straight Z650. The bike’s low weight and balanced chassis makes it easy to maneuver in town, but it does exhibit a snatchy throttle coming off stoplights. (Kawasaki/)Since the first part of our ride wound us through about a dozen miles of city streets, we got to experience one of the Z650RS’ imperfections early on: a somewhat snatchy, slightly on/off throttle, especially when leaving from a stop in first gear. Whether it was a mapping issue or a substantially shortened first gear was not clear. As the roads got quicker and the traffic lights fewer, we recalibrated our wrists so that the initial abrupt throttle became a distant memory. It’s something experienced riders can acclimate to easily enough, but an issue newer riders might find off-putting at first. The 649cc parallel twin is a playful engine that has decent grunt at all speeds but an especially usable midrange and low-end. Vets and newbies alike will find it agreeable. (Kawasaki/)The speeds picked up, the roads got curvier, and the RS got to its happy place, with the 649cc parallel twin doling out healthy grunt at all engine speeds. Where it really shines is in the midrange and low-end; there’s a nice hit of power that comes on around 5,000 rpm. Fueling is smooth, at least when you’re not in first, and the throttle dials up responsively for quick exits out of low-speed turns. The engine’s claimed 60 hp doesn’t come on too aggressively, and while you can easily hit triple digits if you really goose it, riding the RS in the canyons is most fun from about 30 to 60 mph. There the punchy midrange will squirt you out of corners, and the light, narrow chassis feels balanced and stable, yet still agile enough to make quick work of side-to-side transitions. Helping matters are the Dunlop Sportmax Roadsport 2 tires, which offer solid grip in a range of situations, though all of them will be on dry roads. On faster esses you’ll need a tad more muscle to really set the RS up in the turn, but given the bike’s easygoing nature, that’s to be expected; a sporty naked it’s definitely not. A gull-wing-type swingarm connects to a direct mount shock that strikes a balance between comfort and road-holding. The 17-inch cast wheels with spokelike design are shod with Dunlop Sportmax Roadsport 2 rubber. (Kawasaki/)Go flat out on higher-speed sweepers and you’ll feel the limits of the Z650RS’ stability as well as its suspension; though Kawasaki says the nonadjustable KYB fork is tuned specifically for this bike, it’s still sprung rather softly. That makes for a comfy ride on straight, well-maintained roads, but there were a few times we blew through the fork’s 4.9-inch stroke while at speed on a rippled and cratered canyon road. The progressive rear shock gives you a bit more travel, but the only available adjustment is to the preload. For 90 percent of our ride, damping was more than adequate, but get all squidly and this machine will let you know you’ve gone too far. The Z650RS is all about flowing through corners, not charging the turns. A relaxed riding position and a lightweight chassis makes the Z650RS agile in both canyons and city streets, though the suspension is tuned more for comfort than sport. (Kawasaki/)Luckily, going with the flow is easy when the riding position is such an upright affair. There’s still a bit of forward lean to the Z650RS, but that still makes for easy inputs at the bar, and the lower-mounted footpegs serve up more legroom as well, though I suspect riders taller than 6 feet will get pretzeled by the layout. Thanks to shortish gearing, I found myself rowing through the gearbox fairly often, but with a light pull on the cable-operated slip and assist clutch and easy engagement, it was never a chore. Going along with the Z650RS’s ease-of-operation theme are its brakes, which in this application are spot-on. Even with our constant canyon hammering, the dual 300mm discs and twin-piston calipers up front were reliably powerful and progressive throughout the day, with good feel and no fade. The standard ABS never came on intrusively to spoil the party, despite our best efforts. Another unexpected bonus are the span-adjustable clutch and brake levers, something of a rarity in this normally price-conscious class. Kawasaki says they’re “all-new” but the old-school dual analog dials can be better described as “no frills.” Also, an LCD readout is nestled between them. (Kawasaki/)As we wrapped up the day’s ride, the route veered onto a busy highway for the home stretch. That’s where the wide, fairly thick seat began to show its comfort limits, and with the upright riding position placing the rider unprotected into the wind, it’s safe to say the Z650RS and its pilot were definitely not in their element. On the plus side, the engine remained a supersmooth operator at speed, thanks to a 180-degree crankshaft and balancer shaft arrangement; only very slight vibrations worked through the rubber-mounted handlebar in the highest revs, north of 8,500 rpm. What’s more, the needles of the basic dual analog gauges were still easy to read with just a glance, even if the small LCD readout between them can be harder to make out in harsh sunlight; there’s no TFT display like you’d find on the Z650. The Candy Emerald Green colorway is the one you want, with its well-chosen pinstripes, chrome details, and sweet gold wheels. (Kawasaki/)Otherwise, the only other items I’d call out can be filed squarely under the nitpick department. The bike’s exhaust note is a fairly generic whirr in the lower revs, though the intake honk when you wind it up ain’t too bad; despite Kawasaki’s marketing spin, this is not the most “characterful” engine around. As far as fit and finish goes, the RS exhibits nice detailing, especially on the Candy Emerald Green colorway, which gets those lovely gold wheels, extra chrome, and a unique raised Kawasaki tank logo. But there are some chintzy plastic bits, particularly in the instrument and tail areas, that look very much like price point concessions. The switch gear and mirrors are definitely straight out of the parts bin; that said, they still get a thumbs-up for being intuitive and easy to access. The Z650RS-specific seat is designed to be slimmer up front for easy reach to the ground. You can also remove it to access the fuse box as well as an included… wait for it… tool kit. (Kawasaki/)The Z650RS comes in three different colors, but for us, the Candy Emerald Green is the way to go. The green treatment becomes almost iridescent in the sunlight, and the pinstriping work on the tank makes for excellent contrast. Toss in an old-school Kawasaki emblem on the tank along with additional chrome accents on the gauges and headlights and add lovely gold-colored wire-spoke-looking cast aluminum wheels, similar to those on the Z900RS, and you have a real visual statement. The triple disc brake system (with standard ABS) on the Z650RS is superb in this application, offering plenty of power and good control without being overly sensitive. (Kawasaki/)The Z650RS isn’t going to knock anybody’s socks off with its performance, but it meets its goal of being an affordable, practical, easy-to-live-with machine with eye-catching vintage looks. The engine is spirited but easygoing and does all the right things without feeling bare bones. It’s right at home in this less aggressive retro package, and the relaxed ergos and responsive chassis makes the Z650RS even more fun to ride. It is sort of surprising that the RS, despite being virtually identical to the naked Z650, is priced nearly $1,000 higher, especially when you consider the RS has an analog instrumentation. The fact that competitors like Yamaha’s XSR700, Triumph’s Trident, and Royal Enfield’s INT650 all come in under the Kawasaki’s $8,999 tag makes it doubly interesting, even though none of those machines hit the retro ‘70s vibe as well. But if middle-of-the-road goodness, great style, and a decent balance of practicality and fun mean a lot to you, check it out. We just suggest that you say no to touring and trackdays. Ergonomics specific to the Z650RS include a higher and closer handlebar, a slightly taller seat, and lower footpeg positioning, which fit the 5-foot-7 author just right. (Kawasaki/) Like the other RS-styled bikes, overall visuals set the Z650RS apart from its “<i>sugomi</i>”-inspired Z650 brother. This is the Metallic Moondust Gray colorway. (Kawasaki/) Switch gear and mirrors are your basic generic pieces, but are easily accessed and intuitive. (Kawasaki/) Both color variants of the 2022 Z650RS. A limited 50th Anniversary edition is also available. (Kawasaki/)Gear Bag Helmet: Shoei J-O Jacket: Alpinestars Oscar Ray Canvas Jacket Boots: Cortech Flathead Gloves: Icon Pursuit Classic gloves 2022 Kawasaki Z650RS Specifications MSRP: $8,999 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl. Displacement: 649cc Bore x Stroke: 83.0 x 60.0mm Compression Ratio: 10.8:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 67 hp @ 8,000 rpm Claimed Torque: 48.5 lb.-ft. @ 6,500 rpm Fuel System: Digital fuel injection w/ 36mm throttle bodies Clutch: Wet, multiplate Frame: Steel trellis Front Suspension: 41mm telescopic fork; 4.9 in. travel Rear Suspension: Horizontal back-link, spring preload adjustable; 5.1 in. travel Front Brake: 2-piston calipers, dual 300mm discs w/ ABS Rear Brake: 1-piston caliper, 220mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.50 in. / 17 x 3.50 in. Tires, Front/Rear: 120/70ZR-17 / 160/60ZR-17 Rake/Trail: 24.0°/3.9 in. Wheelbase: 55.3 in. Ground Clearance: 4.9 in. Seat Height: 31.5 in. Fuel Capacity: 3.2 gal. Claimed Curb Weight: 412 lb. Availability: Now Contact: kawasaki.com Source

The 2022 Royal Enfield Classic 350 (MSRP: $4,599). (Royal Enfield/Brandon Bunch/)It may not be too much of a claim to say that the 2022 Royal Enfield Classic 350 is the most futuristic motorcycle on the market. No, it doesn’t have radar-equipped adaptive cruise control, a six-axis IMU, or semi-active suspension. Nor does it produce 200 hp or flatter the rider with telepathic handling. Quite the opposite, in fact. With its SOHC air/oil-cooled 349cc single, the Classic 350 produces a claimed 20.2 hp at 6,100 rpm and 19.9 pound-feet of torque at 4,000 rpm. Weighing in at a substantial 430 pounds with a mostly full tank of fuel, it struggles to outrun a Toyota Prius and requires a decent tailwind and a long stretch of road to make the speedometer needle sweep three-quarters of the way around its 0–100 mph readout range. But motorcycles like the Classic 350 are crucial to the future of motorcycling. Related: 2022 Royal Enfield Classic 350 First Look The Classic 350 in Dark Gunmetal Grey. (Royal Enfield/Brandon Bunch/)Before we get too far ahead of ourselves, let’s consider the backstory. The Classic 350 and 500 models were introduced in India in 2008 and went on to become Royal Enfield’s bestselling models. Last year the Meteor 350 debuted with an all-new chassis and engine; it’s this platform that the Classic 350 is based upon. The Classic differentiates itself from the Meteor with its larger 18-inch rear wheel and more traditional styling. Both models use the J series engine, which replaces the previous generation UCE engine and uses a counterbalancer to smooth out the vibes while retaining the feel of its signature single-cylinder power pulses at low rpm. It also has a 1,000 rpm broader rev range. Riding through the rough, well-trafficked streets of Savannah, Georgia, the Classic 350 rolls along unburdened by the future. Its more immediate concerns are grappling with hastily patched asphalt and dodging the day-drinking tourists who take advantage of the city’s open-container policy. At the first opening of the throttle, the power delivery is surprisingly snappy. Twisting the grip more, however, doesn’t deliver commensurate thrust, and the single’s humble power output quickly becomes evident. Short-shifting is the natural inclination, especially in urban traffic, but it’s difficult to shift smoothly between first and second gears at low rpm. The five-speed gearbox feels precise otherwise, though it requires a firm boot to work well enough to match the overall riding experience. The Classic 350 has chunky footpegs and fat levers. Adjustable levers would be a welcome feature. (Royal Enfield/Brandon Bunch/)On the open road, the engine runs fairly smoothly. Vibrations through the grips and footpegs are present but minimal enough to not be fatiguing, at least during the brief, tapped-out-in-fifth highway time of the test ride. If mile-munching highway rides are in the cards, the Classic 350 will likely not be at the top of most riders’ lists anyway. The engine’s charm lies in its quaint thump-thump-thump at low rpm and the sensation, felt mostly through the seat, of the piston happily working away. One would be hard-pressed to describe the engine as “eager”; “willing” may be a better word. It’s not a performer, but it is fun. Perhaps the 350′s biggest fault is its abrupt on/off throttle response, a trait reminiscent of early EFI-equipped motorcycles. It’s the wrong kind of retro. Perhaps there’s nothing like a little imperfection to help steer the novice toward proficient use of the throttle, but really, if there’s one area that needs to be refined, it’s here. In terms of braking, the 350′s ByBre single-disc front setup is perfectly adequate for urban riding. More experienced riders, however, may find they need to recalibrate their minds to judge appropriate stopping distances. When braking from top speed (around 75 mph), there’s not a ton of power, and the lever feels squishy as one starts to bear down on it. It’s easy to find the limits of the suspension as well. The Classic 350 regularly bottoms out while crossing over pronounced crests in Savannah’s many tree-lined squares. But honestly, the bike’s limitations are part of its appeal; if you’re not bottoming it out, there’s more fun to be had. The Classic 350 doesn’t really have any direct competitor in the States, so comparing it to something like the KTM Duke 390 seems an injustice to both bikes, but it is useful in providing a little context: The KTM weighs 100 pounds less, produces twice the horsepower, and is priced over $1,000 higher. (Royal Enfield/Brandon Bunch/)It must be noted that the suspension and brakes have a lot to cope with. At 430 pounds, this bike is heavy for a 349cc single. Considered in the context of Royal Enfield’s “Made Like a Gun” slogan, it brings to mind a scene from the movie Snatch. Boris the Blade sells a particularly weighty revolver to one of the protagonists, saying: “Heavy is good. Heavy is reliable. If it doesn’t work, you can always hit him with it.” So, if we think like Boris the Blade, Royal Enfield’s slogan puts a positive spin on its substantial curb weight. The bike does indeed feel good and reliable. With a low 31.7-inch seat height, it’s easy to bring off the sidestand. A low center of gravity prevents the bike from being cumbersome at low speeds, though in tight U-turns riders will miss the bicyclelike agility of featherweight singles. At speed, the Classic is reassuringly stable. Even standing still the 350 comes across as solid. There’s hardly any plastic in sight. Most of the components look overbuilt compared to the weight-saving/just-strong-enough components we’re accustomed to seeing on more performance-oriented machines. In all, there’s nothing so precious about it that a little hard-earned patina would be unwelcome. Few motorcycles garner as much attention as the Classic 350. From hipster types to middle-aged women walking their dogs, it’s remarkable how many people stop to say how much they love it. It’s a crowd pleaser. It looks unfussy and wholesome and makes its rider look approachable and good-natured. You might say you meet the nicest people. (Royal Enfield/Brandon Bunch/)In general, criticizing the Classic 350′s brakes, suspension, and overall performance feels severe, even unfair, like judging a dachshund for not being a greyhound. Quite simply, it’s a different breed of motorcycle than we’re used to judging. That may be exactly what the American motorcycle market needs. According to the Motorcycle Industry Council, 357,000 on-highway motorcycles were sold in the US in 2020. At the same time, 75 percent of all registered on-highway motorcycles were over 749cc. Small-displacement motorcycles like the Classic 350 represent a small niche of the motorcycle market in the US. By contrast, in India, where it’s considered an aspirational model, Royal Enfield sells around 40,000 units per month, close to 500,000 units per year. Even when the factory in Chennai closed during the pandemic, that figure only dipped to 30,000 units per month. In spite of unprecedented production difficulties, the number of Classic 350s sold in India is roughly the same as the number of all the streetbikes sold in the US over the same period. Krishnan Ramaswamy, president of Royal Enfield North America, calls the Classic 350 “a winning formula.” Three million units have sold globally since 2008. That’s more than the entire number of motorcycles under 749cc currently registered in the United States. The statistics have long underscored the social and economic differences between India and the US, but Royal Enfield believes the gulf between what customers want in the US and India is getting smaller. “People are starting to think alike globally,” Ramaswamy says. “It used to be that people thought differently in different markets. Young people across the world—because of social media and the way they are connecting—seem to be very similar. A 23-year-old in India is probably not very different from a 23-year-old in Toronto or LA or São Paulo or London.” In that light, the numbers no longer express a barrier to Royal Enfield’s success in the US. They represent an opportunity. With a 31.7-inch seat height, the Classic 350 is accessible for riders with shorter inseams. One of the testbikes had a lower accessory seat installed, and a 5-foot-4 tester had no problem flat-footing. The rider triangle is generous, so even larger riders felt comfortable. (Royal Enfield/Brandon Bunch/)Ramaswamy points out that one commonality is the popularity of urban living among young people. “They are moving in and around the city within a 50- or 100-mile radius,” Ramaswamy says. “What they want is something to help them move around on and have fun on. Give them something that is simple and affordable. “The vision is very clear from management: We’d like to be a global leader in the middleweight motorcycle market. If a brand can be successful in the US, it can be successful anywhere.” An analog speedometer, reading up to an overambitious 100 mph, shares space with a small LCD screen displaying the odometer and tripmeters. It’d be nice to have an analog tachometer and use the LCD screen to display speed. (Royal Enfield/Brandon Bunch/)Unhurried by the march of time, the Royal Enfield Classic 350 is proudly simple, wearing its affordability like a badge of honor. As the motorcycle industry at large invests in new technologies, places its hope in alternative energy sources, and dazzles with ever-grander ideas, it seeks to divine the dreams of the mythical next generation of rider. Royal Enfield, on the other hand, has let the arc of history do the hardest work for it, slipping into the global scene at what it hopes is the right moment: When the basic, affordable motorcycles it’s long built and has continued to develop are primed for acceptance by young people who long for the virtue of simplicity. To many, a 430-pound motorcycle making a claimed 20 hp is a dystopian vision of the future. But the Classic 350 is not a motorcycle that preaches to the traditional American motorcycling choir. It’s a motorcycle that leaves the chapel altogether, coasts down main street, and hops on a soapbox big enough to hold three million owner’s manuals. Motorcyclists in the United States are privileged to live in a time and place where a motorcycle with supercar tech can be had for the price of a used Prius. For these golden days to persist, the bottom of the market needs to develop rapidly. Royal Enfield hopes to accomplish that with a motorcycle that’s in a class of one. The Classic 350, in all its affordable, rudimentary glory, is far from a dystopian portent. It’s a work of optimism, a hope for better things to come. At $4,599, it’s not merely an affordable entry point into the world of two wheels. It’s a small investment in a better future. The Royal Enfield Classic 350 is available in nine colors. The matte-finished Dark Stealth Black and Dark Gunmetal Grey models feature 10-spoke alloy wheels and retail for $4,599. The Signals Desert Sand and Signals Marsh Grey models ($4,599) have military-inspired paint schemes and spoked wheels. Later this year, Royal Enfield will import the Halcyon series models which feature retro-inspired graphics for $4,499. The Chrome Red and Chrome Brown models ($4,699), which look particularly fetching in photos, are also forthcoming. (Royal Enfield/Brandon Bunch/) The Georgia roads provided little opportunity to test the Classic 350’s cornering capability. A shame. (Royal Enfield/Brandon Bunch/)Gear Bag Helmet: Arai Defiant-X Jacket: Vanson AR3 Pants: Tobacco Motorwear Indigo Selvedge Riding Jeans Boots: Rev’It Marshall WP Gloves: Vanson Super Rocket Gloves 2022 Royal Enfield Classic 350 Price and Specifications MSRP $4,599 ENGINE SOHC, air/oil-cooled single-cylinder DISPLACEMENT 349cc BORE X STROKE 72.0 x 85.8mm COMPRESSION RATIO 9.5:1 TRANSMISSION/FINAL DRIVE 5-speed/chain CLAIMED HORSEPOWER 20.2 hp @ 6,100 rpm CLAIMED TORQUE 19.9 lb.-ft. @ 4,000 rpm FUEL SYSTEM EFI w/ 32mm throttle bodies CLUTCH Wet, multiplate FRAME Twin downtube FRONT SUSPENSION 41mm conventional Endurance, nonadjustable; 5.1 in. travel REAR SUSPENSION Twin Endurance shocks, preload adjustable; 3.5 in. travel FRONT BRAKE ByBre 2-piston floating caliper, 300mm disc w/ ABS REAR BRAKE ByBre 1-piston floating caliper, 270mm disc /w ABS WHEELS, FRONT/REAR Alloy and spoked; 19 x 2.15 in. / 18 x 3.0 in. TIRES, FRONT/REAR CEAT Zoom Plus; 100/90-19 / 120/80-18 RAKE/TRAIL 26.0°/4.3 in. WHEELBASE 54.7 in. GROUND CLEARANCE 6.7 in. SEAT HEIGHT 31.7 in. FUEL CAPACITY 3.4 gal. CLAIMED CURB WEIGHT 430 lb. CONTACT royalenfield.com Source

The 2022 Royal Enfield Classic 350 meshes a brand-new engine with classic postwar styling and modern features like ABS and fuel injection. (Royal Enfield/)Ups Modern features and “Classic” postwar stylingA great beginner bike with a low seat height and mellow powerYou can almost buy three Classics for the price of a Triumph BonnevilleDowns Better know how to change a tube if you get a flatUnderpowered for more experienced ridersVerdict The Royal Enfield Classic 350 is a fantastic option for riders who are new to motorcycling and want a forgiving and inexpensive bike to get started. A bonus is that the Classic 350 has a really cool vintage aesthetic that appeals to those looking for nostalgic styling without breaking the bank. To top it off, RE will offer no less than nine different variations/paint styles, so there is bound to be something appealing for just about anyone seriously considering buying one. With a modern, fuel-injected engine and safety features like ABS brakes, buyers don’t have to deal with vintage performance and won’t have to learn how to set the points or how to tickle the carb. Overview There are many overused words in motorcycling. Classic is one of them. Yet Royal Enfield pretty much has a patent on that word, as the company has been continuously producing motorcycles since 1901. Originally founded in England, the brand produced bikes there until its factories in Redditch and Bradford-on-Avon were shuttered in 1970. Its Indian subsidiary survived and was eventually acquired by the Eicher Group. That provided the chance for rebirth, and the Chennai company has been streaking forward ever since. For 2022, RE has brought back the Classic 350, the bestselling model in the company’s long history, which was inspired by the 1948 G2 350 Bullet—the first bike with an articulating swingarm! The Classic was brought back to provide the simplicity of pure riding enjoyment in a basic package, with nostalgic styling, but powered by an all-new, modern engine. The engine is a 349cc single with fuel injection that promises to provide a nice balance of power and usability for riders looking for a simple and forgiving motorcycle, without the hassles of a vintage bike. Everything about this bike was designed to be fun and friendly. Key to that goal is a low 31.7-inch seat height that ensures that riders of all heights can get their feet firmly planted on the ground. Royal Enfield meshes an all-new design of the 2022 Classic 350 with the postwar silhouette of its 1948 G2 350. (Royal Enfield/)Updates for 2022 This born-again model features a new engine, chassis, and styling, with just about everything getting refreshed and updated. Pricing and Variants The Classic 350 will be available in nine different styles and colors. Dark Stealth Black and Dark Gunmetal Grey models come with 10-spoke alloy wheels and tubeless tires for $4,599. Meanwhile, the Signals Desert Sand ($4,599) and Signals Marsh Grey ($4,599) models that were inspired by Royal Enfield’s association with the Indian armed forces feature 1950s-era military graphics. Five more color options will be made available, including Halcyon Forest Green, Halcyon Black, or Halcyon Blue, all three of which are $4,499. Chrome Red and Chrome Brown with mirror-finish tanks and special badging will run $4,699. The Classic 350 is intended to offer a nice balance of power and usability for riders looking for a simple and forgiving motorcycle, without the hassles of a vintage bike. (Royal Enfield/)Competition The cafe racer/traditional style of bike continues to be a hit in 2022, and here are some of our favorites. At the top of the list has to be Triumph’s Bonneville series, as these bikes were foes in the ‘60s and remain so to this day. Another superlogical choice is the Kawasaki W800 Cafe, which Cycle World has in the past pitted against a Royal Enfield Conti GT. BMW’s R nineT is a German interpretation of the style, or if you prefer something with Italian flavor, the Moto Guzzi’s V7 fits the bill. Looking for a more modern take? You could make the argument that Yamaha’s XSR700, and Husqvarna’s Vitpilen 401 and Svartpilen 401 align nicely. Powertrain: Engine, Transmission, and Performance The Classic 350′s single-cylinder SOHC counterbalanced air/oil-cooled 349cc J-series engine first found life in the Meteor 350 and puts out a claimed 20.2 hp at 6,100 rpm and 19 pound-feet of peak torque at 4,000 rpm. Fuel injection ensures quick and easy startup as well as smooth running, while a classic peashooter exhaust gets rid of spent gases. Power is sent through a wet multiplate clutch to the five-speed transmission and then onto a chain final drive. Handling The single-cylinder engine bolts into an all-new, steel twin-downtube spine frame that Royal Enfield claims has been strengthened for better stability and more precise handling. Plush suspension is provided by a conventional 41mm fork with just over 5 inches of travel and a pair of twin-tube emulsion shocks with six steps of spring-preload adjustment. Most models ride on spoked chrome alloy inner-tube wheels with a 19-inch front and 18-inch rear, while the Dark models have 10-spoke (tubeless) alloy wheels in the same diameters. Both versions come with 100/90-19 front and 120/80-18 rear tires made by CEAT. The Classic 350 is powered by the same air/oil-cooled 349cc SOHC powerplant as seen in the Royal Enfield Meteor 350, which we’ve become fond of for its gradual power delivery and gentle personality. (Royal Enfield/)Brakes Braking is handled by ByBre (Brembo’s Indian subsidiary) components with a single 300mm disc and twin-piston floating caliper on the front, and a 270mm disc/single-piston floating caliper out back. The system features dual-channel ABS. Fuel Economy and Real-World MPG We haven’t had a chance to get numbers on the Classic 350 yet, but the last Continental GT Cycle World tested got around 47 mpg, so expect this bike to be roughly in that ballpark. Ergonomics: Comfort and Utility Everything about the Classic 350 was designed to be fun and friendly to a wide range of riders. Key to that goal is a low 31.7-inch seat height that ensures that riders of all heights can get their feet firmly planted on the ground. The thickly padded seat promises a comfortable place to sit whether you’re making a quick trip around town or on a long ride over the weekend. A mid-rise handlebar should help provide a relaxed and upright riding position, while mid-mounted foot controls with rubber inserts should put most rider’s legs into a gentle bend that won’t cramp them up on longer rides. Simple but effective, the Classic 350 pairs an analog tachometer to a smaller LCD display. (Royal Enfield/)Electronics The only “rider aids” that come on the Classic 350 are ABS brakes, and you could argue that fuel injection is an aid to less hassles! 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. Quality Royal Enfield’s reputation has improved dramatically over the years, and the aforementioned warranty seems to prove that the company has a lot of confidence in its latest offerings. And with an almost unprecedented duration, there isn’t much to worry about. Go for it. 2022 Royal Enfield Classic 350 Claimed Specifications MSRP: $4,499–$4,699 Engine: 349cc, SOHC, air/oil-cooled single Bore x Stroke: 72.0 x 85.8mm Transmission/Final Drive: 5-speed/chain Claimed Horsepower: 20.2 hp @ 6,100 rpm Claimed Torque: 19 lb.-ft. @ 4,000 rpm Fuel Delivery: Electronic fuel injection w/ 32mm throttle body Clutch: Wet, multiple disc; cable operation Engine Management/Ignition: Electronic Frame: Twin-downtube spine steel Front Suspension: 41mm telescopic fork; 5.1 in. travel Rear Suspension: Twin-tube emulsion shock absorbers, preload adjustable Front Brake: ByBre 2-piston floating caliper, 300mm disc w/ ABS Rear Brake: ByBre 1-piston floating caliper, 270mm disc w/ ABS Wheels, Front/Rear: Spoked wheels w/ alloy rims (Signals, Halcyon, Chrome) / 10-spoke alloy (Dark Stealth); 19 in./18 in. Tires, Front/Rear: 100/90-19 / 120/80-18 Rake/Trail: 26.0°/4.4 in. Wheelbase: 54.7 in. Ground Clearance: 6.7 in. Seat Height: 31.7 in. Fuel Capacity: 3.4 gal. Wet Weight: 430 lb. Contact: royalenfield.com Source

There’s only one flavor of Honda’s CB1000R available in the US: the Black Edition. (Adam Campbell/)Honda’s CB1000R Black Edition is the sensible liter-class streetfighter. Not for Honda are the wild excesses of a KTM 1290 Super Duke R or the Ducati Streetfighter V4. No, Honda seems to declaim with this bike, you don’t need all the horsepower of a liter-class race replica. You need strong, balanced performance, good looks, and an attractive price. Then it proceeds to deliver exactly that. Honda’s CB1000R has a retro-modern style that the manufacturer calls Neo-Sports Café. (Adam Campbell/)The only version of the CB1000R sold in the United States is the Black Edition, a midnight special dipped entirely in shiny carbon, set off with polished aluminum highlights on the wheels, engine, and footpeg brackets, and a stainless exhaust. The not-quite-classic coffin-shaped gas tank bears a retro-modern Honda “Wing” logo that, if not for the red background, could have been salvaged from a mid-’60s Super Hawk. The front headlight is retro-modern as well, a riff on a 7-inch-round incandescent, except it’s slammed back against the huge upside-down fork tubes, carries two distinctive rectangular LED reflectors surrounded by a light-pipe halo, and flows at the top into the rectangular form of the full-color LCD instrument panel. It’s a good-looking bike, traditional and modern at the same time, and one that often elicits unsolicited compliments. Info is conveyed via a full-color 5-inch TFT dash. (Adam Campbell/)The heart of the CB1000R is an updated and retuned version of the powerplant that first appeared in the 2004 CBR1000RR. It’s a short-stroke (75mm bore by 56.5mm stroke) four-cylinder screamer that’s been reworked for torque and equipped with the latest two-way slipper clutch for a light pull. Even so, it still redlines at 11,500 rpm. On the dyno, it peaks at 121.8 hp, with a noticeable jump in the torque curve at 6,500 rpm. And the gearing is substantially shorter than on the original CBR race replica, so that first gear tops out at about 72 mph. Short gearing and 1,000cc of displacement launches the bike hard, with the front wheel effortlessly skimming the ground. Similarly, measured performance is strong, though far from exceptional for a literbike: The CB sprints the quarter-mile in 11.1 seconds, traveling 128 mph at the end. A dash from a stop to 60 mph takes just 3.3 seconds, a time that’s as much wheelie- as power-limited. That quarter-mile time and trap speed are a little quicker and faster than that of a Yamaha MT-09 SP, but behind that of the fire-breathing end of the liter-class streetfighter spectrum. It may be powered by a retuned past-generation superbike engine, but there’s still plenty of punch in the CB1000R Black Edition. (Adam Campbell/)But the riding position and ergonomics tell you more of the bike’s character than the Superbike-sourced-but-detuned engine. The pegs are planted directly underneath you, and the reach from the 32.8-inch seat height isn’t as short as that of many supersport bikes, so your legs aren’t tightly folded. The seat itself is well-padded and wide enough for comfort on multihour rides. The handlebars rise enough to have you leaned forward slightly, enough to balance the wind at 80 mph but not enough to make you wish for a back massage after a day of riding. This is a gentleman’s express of a sportbike. Ergonomics are just sporty enough for attacking the canyons, but not so sporty that fatigue quickly sets in. (Adam Campbell/)You notice the attention to detail every time you operate the machine: The brake and clutch levers are perfectly profiled to present only gently rounded edges, something you might not notice until you jump directly onto another manufacturer’s sportbike where the edges are just a bit squarer and a bit less comfortable. The quickshifter works effortlessly for clutchless upshifts and downshifts. When you do need the clutch, the effort on the CB is light, while the front brake is powerful without being touchy. The ABS system will eventually intrude as you brake harder, but the pulsing through the brake lever or the pedal is reasonably minimal, enough to let you know you’re on the limit without distracting. Stopping distances are also good without being exceptional: 34 and 135 feet from 30 and 60 mph, respectively. Stopping power from the CB1000R’s front brake is impressive, and the ABS works well without being distracting. (Adam Campbell/)On winding roads, the CB’s 25 degrees of rake and 3.8 inches of trail work with big Pirelli Diablo Rosso tires (120/70ZR-17 front, 190/55ZR-17 rear) to produce handling that’s stable, competent, and reassuring. The not-very-long 57.3-inch wheelbase and relatively conservative steering geometry produce a machine that simply goes where you want, without either twitchiness or less-than-responsive steering. Instead, the big CB quickly gives you the impression of being on your side, and of being a machine that is unlikely to surprise you with unexpected behavior. Part of that predictability comes from the compliant and well-damped Showa suspension. The Big Piston fork simply absorbs even the big bumps without a hint of harshness. Bumpy backroads don’t upset the CB1000R Black Edition’s chassis, thanks to a balanced suspension with well-sorted damping. (Adam Campbell/)As for the electronic aids, the CB has traction control, ABS, and multiple throttle maps, but lacks a six-axis inertial sensor that would allow the various systems to be aware of the bike’s cornering attitude and to adjust their operation accordingly. Such cornering-aware systems are rapidly becoming the standard and can be found in sub-$10,000 machines, such as the Yamaha MT-09. While the CB does not have the latest tech, it has an attractive TFT-color display and dedicated switch gear that allows its rider to quickly change operating modes. The four modes available are Standard, Rain, Sport, and User. Sport mode offers the most power and the sharpest throttle response—almost too sharp at times—and the least engine-braking and the least intervention of the traction control. Standard mode tunes everything back just a bit and offers a satisfyingly smooth throttle. Rain mode offers noticeably less power and slower response, and somewhat surprisingly has a higher level of engine-braking. User mode is just that. Perhaps an ideal normal setting would be the Standard (number 2) throttle-and-power map, with minimal engine-braking and traction control selected. It’s hard to find many faults with the 2022 Honda CB1000R Black Edition. (Adam Campbell/)The menus for selecting many displays and other functions aren’t always exactly intuitive; even resetting the tripmeters requires a read of the owner’s manual the first time or two. And one of the only ergonomic failures on the machine can be found in the left-hand switch assembly housing the mode and cursor switches. It has a shrunken turn-signal switch, with the emergency flasher switch placed immediately to its right. In more than two months of riding, we found ourselves still occasionally hitting the flasher switch when trying to turn off the turn signal. It was a small thing, but still annoying, and one that could have been prevented with a small raised barrier to shield the flasher switch. But when your main complaint of a motorcycle is the placement of the emergency flasher switch, you know the machine is competent indeed. With the CB1000R, Honda has prioritized solid sporty performance, good distinctive styling, and an ergonomic package that makes the CB more versatile than many other sportbikes or streetfighters. And in doing this while holding the price to $12,999, it has also made the machine something of a value proposition. All hail the CB1000R, the most sensible streetfighter. At $12,999, the CB1000R Black Edition is a bargain in the naked or streetfighter category. (Adam Campbell/)2022 Honda CB1000R Black Edition Specifications MSRP: $12,999 Engine: DOHC, liquid-cooled inline-four; 4 valves/cyl. Displacement: 998cc Bore x Stroke: 75.0 x 56.5mm Compression Ratio: 11.6:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 121.8 hp @ 9,800 rpm Cycle World Measured Torque: 68.8 lb.-ft. @ 8,200 rpm Fuel System: PGM-FI fuel injection w/ 44mm throttle bodies, ride-by-wire Clutch: Wet, multiplate slipper/assist; cable-actuated Frame: Steel backbone Front Suspension: 43mm Showa SFF-BP fork, spring preload, rebound, and compression damping adjustable; 4.7 in. travel Rear Suspension: Single Showa shock, spring preload and rebound damping adjustable; 5.2 in. travel Front Brake: Dual radial-mounted 4-piston calipers, full-floating 310mm discs w/ ABS Rear Brake: 1-caliper, 256mm disc w/ ABS Wheels, Front/Rear: Cast aluminum Tires, Front/Rear: 120/70-17 / 190/55-17 Rake/Trail: 24.7°/3.8 in. Wheelbase: 57.3 in. Ground Clearance: Cycle World Measured Seat Height: 32.8 in. Fuel Capacity: 4.3 gal. Cycle World Measured Wet Weight: 468 lb. Contact: powersports.honda.com Cycle World Measured Performance Quarter-Mile: 11.11 sec. @ 127.81 mph 0–30 mph: 1.58 sec. 0–60 mph: 3.31 sec. 0–100 mph: 6.42 sec. Top-Gear Roll-On, 40–60 mph: 2.80 sec. Top-Gear Roll-On, 60–80 mph: 3.31 sec. Braking, 30–0 mph: 33.99 ft. Braking, 60–0 mph: 135.41 ft. 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/)In response to my recent “Bore, Stroke, and Engine Performance” story, Simon Felix wants to know if there are any oversquare engines (bore greater than stroke) that produce lots of low-end torque. The classic example often given was built by Ford of Britain years ago. Combining oversquare bore and stroke with quite small valves and ports, it was remarkable for its bottom-end and midrange torque. There are other such engines as well. Engine torque is not entirely dependent on an engine’s stroke. (KTM/)Let’s compare two cylinders having the same displacement—one a stock Harley 114′s undersquare bore and stroke of 4.0 x 4.5 inches, and the other having the radically oversquare dimensions of 5.0 x 2.9 inches. Dividing the stock H-D’s 4.5-inch stroke by the rad example’s 2.9-inch figure tells us the Harley’s stroke is 1.55 times longer than the oversquare engine’s. Does that mean it will make 55 percent more torque? No. This is because the short-stroke cylinder’s bigger piston has more area for combustion gas to push against. When we do the arithmetic, we find that the big-bore, short-stroke cylinder has (wait for it) 1.55 times more piston area. The result, given equal cylinder-filling and combustion pressure, is that the two exactly cancel, and produce the same torque. This tells us that engine torque is not created by stroke length alone. Intake Port Size and Torque As builders have known for many decades, if you “hog out” an engine’s ports, what you’ll get is loss of bottom-end and midrange torque, resulting in a top-end-only “light switch” engine. How does opening up the ports kill torque? Once an engine’s intake stroke is about half completed, the inrushing air-fuel mixture is moving really fast. It is the kinetic energy associated with this velocity (K.E. = 1/2 M x velocity, squared, where M equals the mass of what’s in motion) that keeps the intake process going even though the piston is decelerating toward bottom center. Making the intake valve and port bigger reduces mixture velocity, causing cylinder filling to be less complete at low- and mid-rpm engine speeds—returning the hard-to-ride “light switch” torque curve. It works the other way too. The usual reason we build oversquare engines is to allow them to rev higher, so it’s normal to fill as much of the cylinder head’s area with the biggest possible valves. This was how British single-cylinder race engines evolved between the wars (1919–1939), with gradual reductions of stroke, increases of bore, and provision for larger and larger valves. Building a Tractor But what if we’re not trying to build a race engine? What if we’re an automaker needing a family-car powerplant with a wide torque range, yet all we have in production is an oversquare engine? Just put smallish valves and ports into a new cylinder head and—presto—now we have a tractor. Those small valves and ports don’t “know” how big the bore is or how short the stroke. All they know is that something is creating a pressure difference across the port. By half-stroke, intake velocity is very high, so as the piston approaches BDC at middling rpm, air keeps right on rushing into the cylinder, filling it well, resulting in wide torque. Another less subtle example: Back in the 1970s both Ferrari and Alfa Romeo built flat-twelve F1 engines with large bores and short strokes. Ferrari’s 312T was quite successful, the Alfa less so. Now pull a cylinder head from each and invert it so we can see the combustion chambers. Alfa’s head has the biggest valves that will fit, but Ferrari’s has smaller valves with a lot more room around them. Why? We know that if we make intake valves and ports too big, an engine can generate cylinder-filling high intake velocity only at the very top of its rev range. Ferrari chose smaller valves because that gave them stronger acceleration. How Fast Is Too Fast? We also know that if intake velocity is pushed too high by really small ports, air friction and even sonic shock formation put the brakes on flow, making the flow unable to keep up with the falling piston’s demand. This is what happens to stock Harley Big Twins as they approach 5,000 rpm—their short VW-like cam timing (very close to 180 degrees) and smallish valves and ports do a fine job of packing the cylinders with high-velocity mixture off the bottom and into the midrange (peak torque near 3,000 rpm), but as the pistons move even faster, intake air velocity rises into the friction-loss zone, so cylinder filling weakens. The engine is all done at 5,000 rpm. The very same thing would happen even if we changed the Harley’s bore and stroke to a radical 5 x 2.9 inches. It is valve and port size that determine where in its rev range an engine will breathe its deepest. We associate long stroke and small bore with good low- and midrange torque because small valves and ports are all that will fit into a small bore. But the physics behind cylinder filling has to do with having the right intake velocity—not too low, not too high—in the rpm range where you need torque the most. About the Oval-Piston Honda NR500 In the comments after my “Curtain Area” article, reader WR300R also asks an interesting question: “Was valve shrouding by its neighbors any part of the downfall of Honda’s NR500?” The NR500 of the late ‘70s/early ‘80s was Honda’s attempt to build a four-stroke V-4 that could beat the 500cc two-stroke GP bikes fielded by Yamaha and Suzuki. To make power at very high revs the NR used oval pistons, each joined to the crankshaft by a pair of con-rods. Each cylinder also had eight valves—four intakes on one side of the oval, and four exhausts on the other—in a classic pent roof chamber. Although intended to give peak power at 23,000 rpm it eventually made 136 hp at 19,000 rpm, and never won a single GP point. Honda now regards it as the starting point for its family of round-cylinder four-valve V-4 bikes, including the RC213V racer which has carried Marc Márquez to six MotoGP world championships. Honda’s NR500 had <i>eight</i> valves per cylinder. (Honda/)Those who have worked with conventional five-valve engines such as Yamaha’s FZR750 have noted that if only the two outer intake valves are operating, the flow through them is outstanding. But when the center intake operates with the other two, something happens that can result in less-than-expected flow. Do the flow streams interfere with each other? Did something similar happen, as our reader suggests, with the NR500 and its four intakes all in a row? The Real Culprit Cylinder filling and combustion in the NR seem to have been fairly good, at about 93 percent of what is regarded as outstanding, so I suspect Honda’s lack of results came more from being unable to reach the hoped-for peak-power revs of 23,000. Chronic piston cracking held them back, and when you calculate the NR’s peak piston acceleration, you find they were trying to make their pistons reliable at a level 30 percent higher than what was usual then in Formula 1. Honda worked very hard on the NR, refining it through multiple designs. Had they succeeded in making reliable power at 23,000 rpm, then 165 hp might have been possible. The two-strokes reached that level in 1991, and six years later went on to produce 190 horses. To make that power from a four-stroke would have required reliability at 25,000 revs. I heard the NR run at a few GPs in 1981. During warmup it made a deep booming sound, like the 1,000cc Superbikes of that time. But at speed, on the track, it was hard to tell from the two-strokes. Source

Royal Enfield meshes an all-new design of the 2022 Classic 350 with the post-war silhouette of its 1948 G2 350. (Royal Enfield/)If there’s ever been a company able to throw around the term “classic” all willy-nilly, it’s Royal Enfield. That’s because the company has been continuously producing motorcycles since 1901. Originally founded in England, the brand produced bikes there until its factories in Redditch and Bradford on Avon were shuttered in 1970. Its Indian subsidiary survived and was eventually acquired by The Eicher Group. That provided the chance for rebirth, and the Chennai company has been streaking forward ever since. In recent years, Royal Enfield has introduced a string of new models that have made a respectable mark, including the Himalayan and the Meteor 350, which join long-time stalwarts like the Continental GT and Bullet. For 2022, RE has brought back the Classic 350, the best-selling model in the company’s long history, which was inspired by the 1948 G2 350 Bullet—the first bike with an articulating swingarm! The Classic was brought back to provide the simplicity of pure riding enjoyment in a basic package, with nostalgic styling, but powered by an all-new modern engine. The Classic 350 is powered by the same air/oil-cooled 349cc DOHC powerplant as seen in the Royal Enfield Meteor 350, which we’ve become fond of for its gradual power delivery and gentle personality. (Royal Enfield/)“Throughout our history, we have been consistent in our pursuit to build timeless, beautiful motorcycles that are great fun to ride, and the new Classic 350 does just that,” said Siddhartha Lal, Managing Director of Eicher Motors Ltd. “The all-new Classic 350 combines this quintessential, retro design with a modern and refined ride experience. We are confident that the all-new Classic 350 will once again redefine the midsize motorcycle space, globally.” Its brand-new single-cylinder DOHC counterbalanced air/oil-cooled 349cc J-series engine first found life in the Meteor 350 and puts out a claimed 20.2 hp at 6,100 rpm and 19 lb.-ft. of peak torque at 4,000 rpm. Fueling is provided by EFI, while the classic pea-shooter exhaust gets rid of spent gasses. Power is sent through a wet multiplate clutch to the five-speed transmission and then onto a chain final drive. The Royal Enfield Classic rides on an all-new steel twin-downtube spine chassis and a 41mm fork. A pair of twin tube emulsion shocks handle the rear end’s damping needs, and offer six-steps of spring-preload adjustment. (Royal Enfield/)“We’ve paid great attention to every aspect of the motorcycle, right from its stunning look to the perfection in parts and the touchpoints to its impeccable riding performance,” adds Lal. “The engine is super smooth, intuitively responsive and engaging, and has that gorgeous growl on acceleration.” This engine bolts into an all-new, steel twin-downtube spine frame that RE claims has been strengthened for better stability and more precise handling. Plush suspension is provided by a conventional 41mm fork with just over 5 inches of travel and a pair of twin tube emulsion shocks with six steps of spring-preload adjustment. Most models ride on spoked chrome alloy inner-tube wheels with a 19 in. front and 18 in. rear, while the Dark models have 10-spoke (tubeless) alloy wheels in the same diameters. Both versions come with 100/90-19 front and 120/80-18 rear tires made by CEAT. Braking is handled by ByBre (Brembo’s Indian subsidiary) components with a single 300mm disc and twin-piston floating caliper on the front, and a 270mm disc/single-piston floating caliper out back. The system features dual-channel ABS. The Royal Enfield Classic 350 is available in several unique colorways. The Signals Desert Sand and Signals Marsh Grey seen here pay homage to the Indian army with 1950s military-inspired graphics and wire-spoke wheels. (Royal Enfield/)“The all-new chassis lends enormous confidence while riding, with surefooted handling and agile braking,” continues Lal. “The motorcycle feels in control and well-mannered around tight corners. The motorcycle is, without a doubt, class-leading, and feels incredibly refined and enjoyable to ride.” Everything about this bike was designed to be fun and friendly to a wide range of riders. Key to that goal is a low 31.7-inch seat height that ensures that riders of all heights can get their feet firmly planted on the ground. The thickly padded seat promises a comfortable place to sit whether you’re making a quick trip around town or on a long ride over the weekend. Want to take a passenger? No problem, as there are passenger accommodations. Still, the rear pillion seat and passenger pegs are removable if you prefer that look and don’t want someone hanging on your back. Despite being the Classic 350, Royal Enfield mixed premium fit and finish throughout, including the analog tachometer and LCD display. (Royal Enfield/)A mid-rise handlebar should help provide a relaxed and upright riding position, while mid-mounted foot controls with rubber inserts should put most rider’s legs into a gentle bend that won’t cramp them up on longer rides. Looking out over the single traditional headlight is an analog speedometer with a variety of warning lights and even an ECO-mode indicator that lets you know when you’re being mellow with the throttle hand and consuming fuel at the most efficient rate. Speaking of fuel, the classic teardrop tank has a 3.4-gallon capacity and should provide good range from this mellow engine. The Classic 350 will be available in nine different styles and colors. Available in April of 2022 are the Dark Stealth Black and Dark Gunmetal Grey models that come with 10-spoke alloy wheels and tubeless tires for $4,599. Also arriving in April are the Signals Desert Sand ($4,599) and Signals Marsh Grey ($4,599) models that were inspired by Royal Enfield’s association with the Indian armed forces and feature 1950s era military graphics. Later in 2022, five more color options will be available including Halcyon Forest Green, Halcyon Black, or Halcyon Blue, all three of which are $4,499. Chrome Red and Chrome Brown with mirror-finish tanks and special badging will run $4,699. The Royal Enfield Classic 350 arrives stateside in April of 2022. (Royal Enfield/)2022 Royal Enfield Classic 350 Claimed Specifications MSRP: $4,499-$4,699 Engine: 349cc, air/oil-cooled, DOHC single Bore x Stroke: 72.0mm x 85.8mm Transmission/Final Drive: 5-speed/chain Claimed Horsepower: 20.2 hp @ 6,100 rpm Claimed Torque: 19 lb.-ft. @ 4,000 rpm Fuel Delivery: Electronic fuel injection Clutch: Wet, multiple disc, cable operation Engine Management/Ignition: Electronic Frame: Twin-downtube spine steel Front Suspension: 41mm telescopic fork; 5.1-in. travel Rear Suspension: Twin tube emulsion shock absorbers; preload adjustable Front Brake: ByBre 2-piston floating caliper, 300mm disc w/ ABS Rear Brake: ByBre 1-piston floating caliper, 270mm disc w/ ABS Wheels, Front/Rear: Spoked wheels w/ alloy rims (Signals, Halcyon, Chrome); 10-spoke Alloy (Dark Stealth); 19 in. / 18 in. Tires, Front/Rear: 100/90-19 / 120/80-18 Rake/Trail: N/A/ N/A Wheelbase: 54.7 in. Ground Clearance: 6.7 in. Seat Height: 31.7 in. Fuel Capacity: 3.4 gal. Wet Weight: 430 lb. Contact: RoyalEnfield.com Source

Consider the Honda CB500X a “light middleweight” adventurer that’s ready to serve as a city commuter on weekdays but then deliver actual off-road adventure on weekends. (American Honda/)Ups Upright seating position with good wind protectionLow seat height welcomes riders of all heightsNew dual-disc front brakes (with standard ABS) and upgraded forkDowns Handlebar too low to comfortably accommodate standing off roadWindscreen requires tools for height adjustmentNo provisions for fork adjustmentVerdict When it comes to entry-level adventure-style motorcycles, the Honda CB500X is an amazing value at $7,199. The bike is more at home on the asphalt than the dirt, but is perfectly capable of tackling gravel roads too. For 2022, Honda upgraded the fork, braking system, and made a few other chassis-related improvements. Riders who want to give adventure riding a try for the first time or those just looking for a comfortable, upright, and all-around practical motorcycle should definitely check out the 500X. For 2022, Honda upgraded the CB500X’s fork, braking system, and made a handful of chassis-related improvements, including new wheels and a redesigned swingarm. (American Honda/)Overview Honda has long taken on the responsibility of encouraging new riders into the sport, and the CB500 range of bikes is proof. This trio of machines includes the naked CB500F, fully faired CBR500R, and the adventure-styled 500X detailed here. An argument can quickly be formed that the CB500X is the most practical and versatile of the lot. With an upright seating position, tall and protective windscreen, dual 296mm disc brake setup up front (with standard ABS), adventure-oriented wheel sizes (19-inch front and 17-inch rear), dual-purpose-style tires, and a tractable parallel-twin engine, the “light middleweight” adventurer is ready to go wherever you want to travel. Originally launched in 2013, the CB500X brought crossover adventure style to Honda’s fun-focused 500cc lineup. Driven by customer feedback, the CB500X has become more adventurous over time. A 2016 upgrade included a larger fuel tank and more wind protection via a taller screen. The bike also gained LED lighting, a spring-preload-adjustable fork and an adjustable brake lever. Another evolution happened in 2019, with Honda updating the engine for increased torque and roll-on performance. The switch to a 19-inch front wheel (from a 17-incher) was a nod to the bike’s adventurous personality, while comfort features like a 20mm-taller windscreen and full-featured display were added to help the CB500X stand out in an ultracompetitive category. If you’re looking to get your feet wet (or muddy?) in the world of adventure riding, are a newer rider, or a seasoned vet looking for an affordably priced choice, the CB500X is definitely worth consideration. Updates for 2022 Having already gained recognition for its versatile performance, the CB500X receives modest but purposeful updates for 2022. Engine changes include revised fuel-injection settings and a lighter radiator, while the chassis benefits from the switch to an inverted Showa 41mm SFF-BP fork, dual Nissin radial-mount four-piston calipers biting 296mm rotors, lightweight wheels that feature thinner spokes, and a redesigned swingarm for improved rider comfort and handling performance. Compared to the previous model, claimed curb weight is 5 pounds lighter at 439 pounds, and weight bias also moves slightly forward for enhanced front-tire grip and feel. The front/rear weight bias percentage is 48.7/51.3 compared to the previous 48/52. Styling updates are limited to just a larger front fender. Pricing and Variants Now that ABS is standard, there is only one version of the CB500X, which is available in one color scheme: Pearl Organic Green/Black for $7,199. Competition Although there are few 500cc twin-cylinder competitors, there are many similarly styled, entry-level ADV models that could be considered alongside the CB500X. The KTM 390 Adventure, Kawasaki Versys-X 300, Royal Enfield Himalayan, and BMW’s G 310 GS are a bit smaller in displacement, while the KTM 690 Enduro R, Yamaha Ténéré 700, and Suzuki V-Strom 650 sit on the other side of the spectrum with larger engines. Although visually similar but at the far end of the price and displacement scale—for those ready to jump into the deep end—there is Ducati’s Multistrada V2. The previous year model's conventional fork has been replaced with a Showa 41mm inverted Separate Function Fork Big Piston (SFF-BP) fork with 5.9 inches of cushion stroke, held by new upper and lower triple clamps. (American Honda/)Powertrain: Engine, Transmission, and Performance At the core of Honda’s CB500 range is a 471cc liquid-cooled parallel-twin engine with new fuel-injection settings targeting improved torque feel and character. Exhaust is expelled through twin pipes that lead to a low-mount muffler. Power is delivered to the rear wheel via a Slipper Assist Clutch (with a claimed 45 percent less lever effort than a traditional clutch), through a six-speed transmission to a chain final drive. In our most recent test Cycle World described the engine performance as such: “The engine, although docile, was in no way lacking when it came to the spirited paces of Southern California’s busiest freeways. Its 42.45 hp at 8,130 rpm and 29.25 pound-feet at 6,500 rpm recorded during a fourth-gear pull on the CW in-house dyno are plenty for an adventure motorcycle meant to be friendly and usable.” Power delivery is predictable, making it easy to comfortably tackle gravel roads on fun adventures out of the city. Handling Lightweight and nimble, Honda designed the CB500X for easily navigating traffic, canyon roads, dirt trails, and everything in between. The suspension components on previous-generation CB500X models left riders wanting a little more, with Cycle World commenting, “On the pavement, the CB-X’s 41mm fork and single shock are soft and don’t allow for a planted feel in switchbacks—mid-turn bumps have the rear pogoing over those undulations, causing instability.” The changes for 2022 look to address those criticisms, and while test riders have yet to log miles on the platform, we’ll soon see if the 2022 model can match or beat the performance we experienced on the 2020 bike. The 2022 CB500X’s dual 296mm petal-style rotors (versus single 310mm brake disc on the 2021 model) and axial-mounted Nissin two-piston calipers require less lever pressure when braking, while keeping any weight gain to a minimum. (American Honda/)Brakes On the previous model, we felt the braking was adequate with that bike’s single front disc/twin-piston-caliper setup. The addition of two slightly small-diameter (296 versus 310mm) discs with twin-piston calipers should in theory be a big improvement in performance and feel. Honda claims that the required lever pressure when braking has been reduced, and that the smaller disc size keeps any weight gain to a minimum. The CB500X’s windscreen has two available height settings—56.9 inches and 55.5 inches—but requires tools to be adjusted. (American Honda/)Fuel Economy and Real-World MPG Considering that very little if anything has changed with the engine itself, our last recorded average fuel economy on the 2020 model of 54.6 mpg is totally solid, and should work out to around 250 miles of total range. Ergonomics: Comfort and Utility More findings from the last test that should carry over to the new model pertain to rider comfort. “When cruising along at speed the windscreen serves its purpose in deflecting the wind, but you best be sure the placement is suitable before your journey because the two-height adjustability does require tools,” wrote the Cycle World test staff. Even still, it is nice to have options, and in this case you have two; the windscreen can be adjusted to 56.9-inch or 55.5-inch heights. While we had no issue with flat-footing, riders with shorter inseams will be on their toes. Commuting to and from the office or around town is done in comfort; the ergonomics are upright with the tapered handlebar and central peg position. The width of the bar and low-slung weight allow for easy slow-speed maneuvering. Standing up on the pegs for dirt sections is moderately uncomfortable since the bars are just a tad low and back, causing the rider to bend more over the bars than preferred. Then again, the CB500X is more street-oriented than dirt-focused. LCD instruments—set in a multi-surfaced and textured surrounding—give the affordable CB500X a premium look and feel. (American Honda/)Electronics There isn’t a lot of tech wizardry here, but you get standard ABS, LED lighting, and a fully digital instrument cluster featuring a gear position indicator and programmable shift-up light. Warranty and Maintenance Coverage A one-year transferable, unlimited-mileage limited warranty is standard, while an optional HondaCare Protection Plan is also available. Quality Despite the affordable price, this is still a Honda, and the Japanese company has an amazing reputation for high-quality fit and finish, and takes pride in the durability of its products. 2022 Honda CB500X Claimed Specifications MSRP: $7,199 Engine: 471cc, DOHC, liquid-cooled parallel twin; 8 valves Bore x Stroke: 67.0 x 66.8mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: PGM-FI w/ 34mm throttle bodies Clutch: Wet, multiple disc; cable operation Engine Management/Ignition: Computer-controlled digital transistorized w/ electronic advance Frame: Diamond-shaped steel-tube mainframe Front Suspension: 41mm Showa SFF-BP USD fork; 5.9 in. travel Rear Suspension: Pro-Link single shock, spring preload adjustable; 5.3 in. travel Front Brake: 2-piston calipers, dual 296mm discs w/ ABS Rear Brake: 1-piston floating caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum spoked; 19-in. / 17 in. Tires, Front/Rear: 110/80-19 / 160/60-17 Rake/Trail: 27.5°/4.3 in. Wheelbase: 56.9 in. Ground Clearance: 7.1 in. Seat Height: 32.8 in. Fuel Capacity: 4.7 gal. Wet Weight: 439 lb. Contact: powersports.honda.com Source

The 2022 KTM 1290 Super Adventure R has finally made its way stateside, a year after it was made available to the European market. KTM redesigned the Super Adventure with major updates to its engine, chassis, and electronics package. The KTM 1290 Super Adventure R is powered by a variation of the 1,301cc LC8 75-degree V-twin powerplant, which also powers the ridiculously entertaining 1290 Super Duke R Evo. The engine was updated extensively for the 2022 model year to achieve Euro 5 compliance, which we covered in our first ride review of the new model. Horsepower and torque figures of the 2022 KTM 1290 Super Adventure R on the <i>Cycle World</i> dyno. (Robert Martin Jr./)As part of the Cycle World testing protocol, we placed the 2022 KTM 1290 Super Adventure R on our in-house Dynojet 250i dynamometer, recording horsepower and torque measurements. The Super Adventure produced a peak 136.32 hp at 9,200 rpm and 87.45 pound-feet torque at 7,010. The immediacy of available torque and tabletop-like curve is remarkable. Over 80 pound-feet of torque is available from the 3,500 rpm mark and only tapers off beyond 9,000 rpm. Source

Harley-Davidson’s 2022 Nightster brings a more familiar shape and style to the new-generation Sportster product line. (Harley-Davidson/)The recent debut of Harley-Davidson’s Sportster S was a shock. The liquid-cooled, trellis-framed S is a major departure from everything that previously meant Sportster. Now, with Harley’s unveiling of the 2022 Nightster, H-D is both demonstrating the versatility of the new platform and returning to a more familiar silhouette. The Nightster’s peanut tank seems vaguely familiar in front of its solo seat and twin rear shocks. It turns out the new cruiser chassis for the Revolution Max can properly carry the flag for the Sportster name after all. After breaking the internet for a few moments with the Sportster S announcement, the MoCo is giving us almost exactly what we wanted to see here: more traditional wheel sizing and a form that better represents the history of the Sportster model. Related: 2022 Harley-Davidson Nightster Buyer’s Guide The original Nightster was introduced in 2007 as a blacked-out bobber-style model on the Sportster platform. It ran until 2012, when it was cut from the line. The similarly styled Forty-Eight still exists now in 2022, though the Sportster name has been removed from its page on the Harley-Davidson website. Many of those original styling cues carry over to the new Nightster. H-D Vice President of Design Brad Richards said making the Nightster look correct with classic Sportster styling was a challenge. (Harley-Davidson/)Powering the Nightster is the new Revolution Max 975T, which H-D says is tuned for “muscular torque.” Like the 1250T in the Sportster S, the 975T is a liquid-cooled 60-degree V-twin. The Nightster’s engine will also feature variable valve timing, hydraulic valve lash adjustment, and internal balancers tuned “to retain just enough vibration to make the motorcycle feel alive.” The Nightster is powered by the new Revolution Max 975T DOHC liquid-cooled V-twin. (Harley-Davidson/)“We do want to retain some of the feel that’s so much of what Harley is about, yet we want to balance that with a comfortable ride,” said Kyle Wick, chief engineer on the Nightster project. “With an engine like this, where you go much higher into the rev range, it’s got a different characteristic. If you don’t balance this well, you can create a very poor experience. We want people to know they’re on a bike, that they’re on a Harley-Davidson.” As we will see on any Sportster moving forward, the Revolution Max engine is a structural part of the Nightster’s chassis. Its aluminum tailsection and welded rectangular steel swingarm are new compared to the S model, accommodating twin emulsion shocks that increase suspension travel, again comparatively. The fork is a 41mm Showa unit with Dual Bending Valve internals. The Nightster will come with selectable ride modes, each providing a different combination of power delivery, engine-braking, antilock braking, and traction control. Available ride modes include Rain, Road, and Sport, each increasing in performance and response. A 3.1-gallon fuel cell is located beneath the Nightster’s seat, with a metal shroud shaped like a traditional gas tank covering the airbox. Riders looking to fill that fuel cell will have to lift the Nightster’s hinged seat to do so, an interesting design choice for an H-D. “We had to make a step change in the performance of Sportster,” said Brad Richards, Harley-Davidson’s vice president of design. “We knew we wanted to do that, and in order to do that there were certain airbox requirements in terms of volume, and of course we have range expectations as well for the product. When we combined fuel size and airbox size, there was no option for a smaller-proportioned, classic-looking Sportster tank. So we were really struggling with how to do this. We also wanted outboard dual shocks ‘cause that was part of the Sportster thing as well. We quickly realized that because of these two things, maybe fuel under the seat would be a good play for us. As soon as we did that it enabled the proportion that we needed with the fuel tank so we got the classic Sportster silhouette.” Unlike the Sportster S with its LCD gauge system, the Nightster will come with a 4-inch analog gauge with a multifunction LCD display on the handlebar riser, likely similar to that seen on other H-D models like the Street Bob. H-D’s Nightster gets an analog speedo featuring a multifunction LCD display mounted on the handlebar riser. (Harley-Davidson/)When asked about hiding new technology in a more traditional form, Richards said, “We knew with the Rev Max architecture that we wanted tremendous breadth in terms of modularity. We knew with Adventure Touring bikes and something like Sportster S we could get away with it, because those bikes didn’t have previous forms that we had to embody. But Nightster had to look like a Sportster. As soon as you take away the loop frame that becomes a real challenge. We did a lot of proportional foam mock-ups, we made a lot of models of this bike. The first ones, I’ll admit, weren’t very successful and we had to do some serious soul searching, and that’s when we got the fuel under the seat and we finally figured out how to put it all together and it was a serious challenge.” Nightster models are expected in US dealerships April of 2022, so almost immediately. MSRP for the 2022 Nightster in Vivid Black is $13,499, with Gunship Gray or Redline Red coming in at $13,999. The Nighstster promises to weigh less and produce more power than an old air-cooled Sportster 883, but it seems the 975T is playing a similar role as it pertains to the 1250T. Thanks to its low center of gravity, approachable engine with ride modes, and low seat height, the Nightster seems to be the new entry-level Harley-Davidson. “This is a narrow bike and a low seat height and a low CG,” Wick said. “This bike is more approachable than arguably any bike in our lineup, and arguably any bike in this space.” With less weight and more power than the air-cooled Sportster 883, the Nightster looks to provide more performance while still remaining approachable. (Harley-Davidson/)2022 Harley-Davidson Nightster Specifications MSRP: $13,499 (Vivid Black)/$13,999 (Gunship Gray, Redline Red) Engine: Revolution Max 975T 60-degree DOHC V-twin; variable intake valve timing; 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, 8-plate, slipper/assist; mechanical Frame: Steel trellis frame; aluminum forged mid-structure Front Suspension: 41mm Showa Dual Bending Valve Rear Suspension: Emulsion shocks, preload adjustable Front Brake: Axially mounted 4-piston caliper, 320mm disc Rear Brake: Floating single-piston caliper, 260mm disc Wheels, Front/Rear: Cast aluminum; 19 in./16 in. Tires, Front/Rear: Dunlop Harley-Davidson Series Bias Blackwall; 100/90-19 57H / 150/80B-16 77H 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 Source

Hugo Eccles’ award-winning “XP Zero” futuristic cafe racer is built on a Zero SR/F platform. (Petersen Automotive Museum/)In 2019, LA’s Petersen Automotive Museum launched the world’s first exhibition featuring only electric motorcycles. The event, titled “Electric Revolution” and curated by Paul d’Orleans from The Vintagent blog, showcased 21 EV bikes, including mostly customs from e-innovators like Cake, Curtiss Motorcycles, and Blatant Moto, and a few OEM electric steeds, including the 2020 Harley-Davidson LiveWire. Following major pauses across the moto industry due to the pandemic, Petersen returns with a follow-up show Thursday, April 14, 2022, in the Richard Varner Family Gallery. The 2022 event, now called “Electric Revolutionaries,” will emphasize not just the bikes but also the builders. At 100 pounds, Walt Siegl’s “RONTU” takes minimalism in moto design very seriously. (Petersent Automotive Museum/)Petersen aims to provide “an exclusive look at the groundbreaking creations of the visionaries at the forefront of the ever-expanding electric motorcycle industry.” And from the looks of the machinery, such as Eva Håkansson’s “KillaJoule” electric land-speed racer and Huge Eccles’ “XP Zero,” this goal will be easily achieved. The show, once again curated by Motor/Cycle Arts Foundation co-founder Paul d’Orleans, will feature more than 25 custom electric motorcycles. Eva Håkansson’s “KillaJoule” is one fast electric land-speed racer. How fast? How about 240.7 mph! (Petersen Automotive Museum/)“I’m super excited to assemble this wildly diverse collection of EV pioneers,” d’Orleans said. “‘Electric Revolutionaries’ really does represent the range of interest in an electric future, from a humble teen in Ghana making EVs from scrap, to genius artisans building conceptual and boundary-pushing designs, to speed demons and global superstar designers interested in pushing mobility into the green zone.” Producing the exhibit are the Motor/Cycle Arts Foundation and Sasha Tcherevkoff, with support from LiveWire and Damon Motorcycles as contributing sponsors. “The One” by Curtiss Motors takes influence from modern hypercars for this ultrafuturistic custom. (Petersen Automotive Museum/)Highlights will include: “KillaJoule,” the land-speed racer that delivered its creator Eva Håkansson the title of the fastest woman on an electric motorcycle with a run in 2014 of 240.7 mph. The custom EV was built with limited funds by Eva and her husband at their home.Solar-powered “Solar Scooter” and “Solar Rickshaw,” both built by Ghanaian teenager Samuel Aboagye “using only salvaged, discarded, and recycled materials that he could source for free,” Petersen said in a press release.“The One” by Curtiss Motors, a retro-futuristic design conceptualized by JT Nesbitt that takes influence from hypercars, will make its worldwide debut.“NOMOTO” by Joey Ruiter, which “camouflages as utilitarian street furniture and his geometric “Moto Undone” concept.”“RONTU” from the iconic <a href="https://www.cycleworld.com/walt-siegl-motorcycles-custom-builder-and-designer/" target="_blank">Walt Siegl</a>. This 100-pound custom electric moto features an ultraminimalist style void of bodywork built from carbon fiber and aluminum.Hugo Eccles’ avant-garde “XP Zero,” an award-winning “radical reinterpretation of a production <a href="https://www.cycleworld.com/story/motorcycle-reviews/2020-zero-motorcycles-srf-review/" target="_blank">Zero SR/F</a> into a futuristic cafe racer.”Custom LiveWire built for Hooligan racing by SMCO. How cool is this custom LiveWire built for Hooligan racing by SMCO founders, brothers Aaron and Shaun Guardado? (Petersen Automotive Museum/)“It is incredible how far electric motorcycles have come in the short time from our first exhibit in 2019,” said Terry L. Karges, Petersen Automotive Museum executive director. “This new display gives a unique and close-up look at the innovative machines and the creators behind them pushing the boundaries of motorcycle electrification and design. The detail, level of craftsmanship, and unorthodox thinking behind these electric motorcycles make them must-sees.” For tickets and other information, visit Petersen Automotive Museum. Source