Hugh Janus

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

Kawasaki’s 2022 KLX300 is ready to play, wherever you want to go. (Kawasaki Motors Corp /)Ups Smooth counterbalanced engineAdjustable suspension front and rearComfortable ergonomics and seatDowns Seat height might be challenging for shorter ridersSmall battery can be easily drainedCan’t quite pull tall sixth gear all the way to redlineVerdict Kawasaki’s KLX300 is a competitively priced dual sport machine starting at $5,799, but unlike its Honda rival, the CRF300L, the KLX300 offers adjustable long-travel suspension front and rear. Power comes from a 292cc counterbalanced single that’s flexible and fun, making the bike ready to rock the trail or street. At 302 pounds fully fueled, the relatively lightweight overall package contributes to nimble handling that’s ideal for newer riders or those not looking to muscle a heavier dual sport around on local adventures. The Fragment Camo Gray colorway adds $200 to the competitively priced KLX300, which aims to be a practical, approachable dual sport for newer riders, local commuters, and those looking to explore nearby single-track. (Kawasaki Motors Corp./)Overview Dual sporting continues to explode in popularity, as new and veteran riders aim to get outside and enjoy exploring more than ever before. The range of options offered in the class span the spectrum from small-displacement entry-level machines to open-class enduros with competition pedigrees like KTM’s 500 EXC. A refreshing subsegment is without doubt the 300cc dual-sport category. Bikes like Kawasaki’s KLX300 are not only a great starting point for new riders looking for an approachable, do-it-all machine, but also a fun, practical option for more experienced riders to get out and enjoy trail riding or asphalt commuting without breaking the budget. In the case of the KLX300, buyers get an entertaining overall package that is lightweight, offers enough engine performance for technical singletrack riding, enough comfort to tackle highways and paved roads that lead to the trail, and suspension more than capable of tackling off-road rocks, roots, and ruts with ease. On top of the friendly buy-in price, the small-displacement engine benefits from excellent fuel economy, which makes it a great choice for weekday commutes when fuel prices skyrocket. Updates for 2022 An all-new platform for 2021, there were no major updates to the KLX300 for 2022. Pricing and Variants The only decision you need to make if purchasing the 2022 KLX300 is do you go with corporate Kawasaki Lime Green ($5,599) or spend an extra $200 on the Fragment Camo Gray ($5,799)? Equipped with EFI and convenient electric start, the KLX proved hassle-free to cold start, a momentary bump of the thumb button effortlessly prodding the motor into a smooth idle. (Kawasaki Motors Corp./)Competition With the explosion of dual sport riding, there is plenty of competition. The Japanese manufacturers have been offering similar machines for ages. Honda’s CRF300L/CRF300L Rally are the most natural competitors and have been banging heads with the KLX since both were 250cc machines. Recent platform-wide updates for the CRF300L make the Honda an appealing package, but the Kawasaki does a fine job of setting itself apart with the aforementioned adjustable suspension. Suzuki offers the DR200S, while Yamaha still offers the dated XT250 and TW200. If you’re looking for a bit of European flair, BMW’s more road-oriented G 310 GS is similarly priced at $6,190. Powertrain: Engine, Transmission, and Performance The KLX300 is powered by a 292cc four-stroke single with liquid-cooling, with 78.0 x 61.2mm bore and stroke measurements. Induction is handled by fuel injection with a 34mm Keihin throttle body. Power is sent to the rear wheel via a six-speed transmission. When sister publication Dirt Rider last ran the KLX on our Dynojet dyno, it produced 23.4 hp at 8,100 rpm, and 15.4 pound-feet at 8,000 rpm. In its adventure-focused outing aboard the KLX300, Cycle World found, “The KLX’s gear-driven counterbalancer does an excellent job smoothing vibes, with only a light buzz detected in the bars and footrest, mildly gaining intensity when engine revs climb beyond 6,000 rpm. At an indicated 70 mph in top gear, the LCD bar-type tachometer registers 7,500 rpm. The KLX hums along contentedly at that pace and will pull upwards of 8,500 rpm on a level stretch; however, the assistance of a downhill grade or tailwind is needed to tap the remaining 2,000 revs in sixth.” The 2022 KLX300’s unchanged, single-cylinder engine offers up an ultralinear delivery from bottom revs to its 10,500 rpm limit. Power is accented with a whisper of top-end surge that comes in around 8,000 rpm and can be felt in the bottom gears of the six-speed gearbox. Horsepower and torque figures are from the previously tested 2021 KLX300. (Cycle World/)Handling Weighing in at just 302 pounds, the KLX300 is light and predictable. “Venturing onto a narrow winding backroad, the nimble KLX tipped into corners with just a hint of steering input,” according to Cycle World’s review of the KLX. Steering is so light that new owners may take some time getting adjusted to the lithe handling when turning into slow, tight corners. The plush suspension soaks up road bumps and ripples with ease, yet offers good damping control, delivering a comforting sense of overall stability and composure. Off-highway performance is dictated by suspension and here’s where the KLX300 impresses. “Faced with larger bumps at higher speeds, the Kawasaki’s KYB 43mm inverted fork and KYB shock delivered a controlled high-performance feel,” Dirt Rider Magazine said in its review of the KLX. “Helping it remain stable at speed was an impressive amount of what we sometimes describe as ‘holdup.’ So what’s holdup? Think of it as the ideal combination of stiff-enough spring rates with good compression and rebound damping; together, this gives the suspension excellent bottoming resistance and the ability to absorb repeated bumps without packing down in the stroke, where the suspension becomes too compressed to respond efficiently.” The KLX300 has great trail manners when ridden at a casual pace, making it a fun, user-friendly bike for navigating city streets or exploring local trails. (Kawasaki Motors Corp./)Brakes A Nissin dual-piston front caliper squeezes a 250mm rotor to provide powerful stopping capability as well as plenty of feedback at the lever. When it’s time to come to a complete halt, there is absolutely no vague feeling when grabbing the front brake; a hard initial bite lets you know it’s working, though it’s very progressive. The rear brake is a Nissin single-piston caliper paired with a 240mm rotor that is equally as capable as the front and can lock up the back wheel on command at any speed. Ergonomics: Comfort and Utility The KLX300 feels small and is easily manageable on the trail, despite having a slightly taller seat height when compared to the CRF300L (35.2 inches for the KLX versus 34.7 inches for the Honda). While that smaller stature aids in control, the form factor comes at a slight cost. In its review of the KLX, Dirt Rider added, “The bike feels especially small while standing, which causes the rider to hunch over more than normal to reach the handlebar; this would be mostly eliminated with a taller handlebar. While seated, the rider triangle is quite comfortable, though the distance between the footpegs and front part of the seat causes a somewhat tight bend at the knees. When the need to extend your legs arises, the elevated rear portion of the seat opens up the rider triangle a touch, offering a more relaxed riding position while slaying highway miles.” Electronics The KLX300 is about as basic as it gets when it comes to electronics, which helps keep the price down but also keeps from overwhelming riders looking for straightforward dual sport performance. The KLX has a tachometer, odometer, two tripmeters, a clock, and a neutral indicator light and low-fuel light. Where will the KLX300 take you? (Kawasaki Motors Corp./)Warranty and Maintenance Coverage Kawasaki offers a 12-month limited warranty; that can be extended with the optional Kawasaki Protection Plus program in intervals of 12, 24, or 36 months. Quality A notchy gearbox, large gap between first and second gear, and more difficult clutch pull are the main drawbacks of the Kawasaki. “Its fundamental weak points are that it’s less refined than the [Honda] CRF300L and feels like an older motorcycle,” said the Dirt Rider staff. “Despite that, for a rider whose off-road aspirations go beyond smooth fire roads and mild two-track, the KLX300 is the more capable bike off the showroom floor.” 2022 Kawasaki KLX300 Claimed Specifications MSRP: $5,799–$5,999 Engine: 292cc, DOHC, liquid-cooled single; 4 valves Bore x Stroke: 78.0 x 61.2mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/ 34mm throttle body Clutch: Wet, multiple disc; cable operation Engine Management/Ignition: CDI Frame: High-tensile steel, box-section perimeter Front Suspension: 43mm Kayaba USD fork, compression damping adjustable; 10.0 in. travel Rear Suspension: Uni-Trak w/ Kayaba shock, preload and rebound damping adjustable; 9.1 in. travel Front Brake: 2-piston caliper, 250mm disc Rear Brake: 1-piston floating caliper, 240mm disc Wheels, Front/Rear: Spoked wheels w/ aluminum rims; 21 in. / 18 in. Tires, Front/Rear: 3.0 x 21 in. / 4.6 x 18 in. Rake/Trail: 26.7°/4.2 in. Wheelbase: 56.7 in. Ground Clearance: 10.8 in. Seat Height: 35.2 in. Fuel Capacity: 2.0 gal. Wet Weight: 302 lb. Contact: kawasaki.com Source

A look inside the Ural motorcycle factory in Irbit, Russia. Amid Russia’s war on Ukraine, Ural is adjusting its logistics so it can continue manufacturing its iconic two-wheel sidecar motorcycles. (Ural/)As Russia’s war on Ukraine continues, Ural—the only high-capacity motorcycle manufacturer in Russia—continues to revamp logistics to address its operations and worldwide supply concerns. The creator of the iconic sidecar motorcycles that can traverse rough terrain ceased all business operations and production in February at its Irbit Motor Works factory in Irbit, an industrial town located in the Ural Mountains of western Siberia. After more than six weeks since Russia’s invasion of Ukraine, Ural is updating its customers via small posts on its blog. In its latest post, Ural says, “…the situation with logistics in and out of Russia hasn’t improved. We are still not able to import components to the factory.” This is due to the squeeze on imports from suppliers outside of Russia. Ural says it is figuring out how to restart assembly, and the lack of shipping components to the factory, “among other things, amplifies the need for moving the final assembly outside of Russia.” Due to the shortage, the company says there is now a six-month wait for the supply of new motorcycles. Additionally, it needs about a month to figure out logistics as it has some parts built at the Irbit factory on hand: “Our parts managers have been building up stock levels for a while in response to supply chain issues, it is now coming in handy,” Ural says on its blog. As for those stateside motorcyclists and dealerships waiting for new Urals to arrive, two containers were stuck in a port in Europe since late February. Ural reports on its blog that if all goes well, those containers will arrive in New York at the end of April or early May. “Our dealers have been extremely supportive of us and of each other as we all navigate the limited supply of bikes,” Ural says. For those looking to place an order on a new Ural at one of the 74 dealerships throughout the United States, the company says, “If you are planning to place a custom order for future production, please contact your dealer as quickly as possible. When we receive information on actual orders, we can allocate production accordingly.” Ural’s latest sidecar offerings include the 1WD CT and the 2WD Gear Up models. It also had some fun producing wild models, like the Ural Gear Up Geo, an adventure-ready, Nitron-suspension model that was limited to 20 units. Each model in the current lineup is powered by a 749cc OHV air-cooled two-cylinder four-stroke boxer engine mated to a four-speed transmission that includes, of course, reverse. Ural was born out of a war-torn country. During World War II, Soviet Union leader Joseph Stalin wanted to protect Russia from German invasion, and the country’s Red Army decided that it would have a major advantage with a sidecar motorcycle to help with traveling across Russia’s tough terrain. Soviet engineers purchased a few BMW R71 sidecar motorcycles, and reverse engineered them to create the M-72. The sidecar motorcycles introduced in 1941 were originally built in Moscow, but due to fear of German bombers, production was moved into Irbit, a town within the Ural Mountains that was out of bombing range. The M-72 was only produced for military use until the 1950s, when they became available for civilians. Since then Ural had its ups and downs, building as many as 130,000 motorcycles per year before the fall of the Union of Soviet Socialist Republics (USSR) in December 1991, to less than 2,000 a year in 2021. As the war continues in Ukraine, many other motorcycle manufacturers and aftermarket companies have ceased production and business operations in Russia, including Harley-Davison, Polaris Inc., Honda Motor Co. Ltd., BMW, Ducati, Suzuki, Yamaha, Michelin Group, and Bridgestone Corporation. Source

2022 Honda NC750X DCT. (Honda/)Ups Cavernous front keyed storage compartmentGreat fuel mileageLow sticker priceDowns A second front disc brake would be beneficialA little heavyLegroom somewhat crampedVerdict There are very few motorcycles on the market that are practical in the truest sense of the term, and the Honda NC750X is one of them. Easy on the wallet, easy to ride (especially the DCT automatic transmission version), great fuel mileage, surprising performance, huge storage compartment in front, fairly comfortable… The NC750X ticks all the practical boxes. This bike is perfect for the rider who isn’t looking for outright performance or in making a statement at the local bike hangout, but rather just wants a do-it-all motorcycle without the ego. Honda NC750X. (Jeff Allen/)Overview Instead of repurposing or modifying an existing motorcycle engine for the NC series, Honda took the unusual path of basing the design on the architecture of the engine powering its Fit subcompact automobile. The result is a torquey but quick-revving powerplant that provides surprisingly good performance while sipping fuel. The engine design also permits a huge storage compartment where the fuel tank normally sits, a low seat height, and low center of mass for handling. Originally debuting in 2012 with three models (the adventure-touring crossover NC700X, the more commuter-oriented NC700S, and the Integra maxi-scooter), the 670cc engine was enlarged to 745cc in 2014. Some updates occurred in 2016, with taller windscreen, LED lighting, new LCD instrument panel, DCT automatic transmission software upgrades, new exhaust, and Showa Dual Bending Valve fork. More extensive upgrades were done in 2021. Honda started with the tubular-steel diamond frame and through a careful redesign (using varying tube thicknesses) not only saved 2.6 pounds over the previous chassis but also freed up more useful space for the storage compartment by relocating the battery and redesigning the airbox. The curb weight was reduced by 13.2 pounds, while suspension travel shortened as part of the bike’s more commuter/touring-oriented image. In addition, the seat height was lowered 1.2 inches, to 31.5 inches. The engine received equal attention in 2021. The valve timing was adjusted (timing differs between the two cylinders), while new technology, including throttle by wire and a refined exhaust system, opened the door to more power and a stronger torque curve past 5,000 rpm. The engine was given a higher, 7,000 rpm redline and weighed 2.6 pounds less than the previous-generation powerplant. Shorter ratios for first, second, and third gears (for both manual and DCT) were designed to improve standing start and roll-on acceleration through those gears, while fourth, fifth, and sixth gears were made slightly taller, for maximum fuel efficiency. The addition of a slipper clutch for 2021 reduced lever load by 20 percent. The NC750X DCT is perfect for the rider who isn’t looking for outright performance or in making a statement at the local bike hangout, but rather just wants a do-it-all motorcycle without the ego. (Jeff Allen/)Updates for 2022 There are no updates to the 2022 Honda NC750X, with Grand Prix Red as the only colorway available. Pricing and Variants The 2022 Honda NC750X with standard manual six-speed transmission retails for $8,699. The DCT automatic transmission version of the 2022 NC750X has an MSRP of $9,299. Competition Competitors to the Honda NC750X include other commuter-friendly streetbikes with upright riding position, such as the Kawasaki Versys 650, Suzuki V-Strom 650, and BMW F 900 R. Powertrain: Engine, Transmission, and Performance The liquid-cooled OHC parallel-twin engine has its cylinders canted forward at 55 degrees, with a 270-degree crankshaft. Because the engine design was based upon Honda’s Fit/Jazz subcompact automobile engine, the volumetric efficiency and engine tuning is maximized for lower rpm, so it not only provides excellent torque but also sips fuel compared to the usual higher-revving motorcycle engine design. Honda claims 57.8 hp at 6,750 rpm and 50.9 pound-feet of torque at 4,750 rpm. In the Ride Review of the 2021 NC750X DCT model, Cycle World noted, “With its quick-revving nature and a flat torque curve that starts just off idle, whacking the throttle open from a stoplight is rewarded with instant and surprisingly strong acceleration that will easily holeshot any traffic.” The DCT automatic transmission does an excellent job of sensing when you’re ramping up the pace through turns versus just commuting to work, making downshifts at just the right times before corner entry. Handling Despite its 472-pound wet weight (493 pounds for the DCT version), 60-inch wheelbase, and nonadjustable (save for spring preload on the rear shock) suspension, the NC750X is surprisingly agile and can make quick work of a twisty section of road. Ground clearance is quite good before the footpeg tips touch down, with chassis pitch kept to a minimum and very good grip from the stock Metzeler Tourance Next tires. Steering is light and neutral at all speeds, yet the chassis remains very stable in nearly all situations. The NC750X’s storage trunk was enlarged in 2021, an update made possible by the bike’s new frame. (Jeff Allen/)Brakes The 320mm disc and twin-piston slide-pin caliper with two-channel ABS up front provides adequate braking power, but stopping power is much stronger when used in conjunction with the 240mm rear disc brake. Fuel Economy and Real-World MPG The NC750X recorded an average of 52.4 mpg during Cycle World’s First Ride Review test. Ergonomics: Comfort and Utility The NC750X’s ergonomics are pretty much standard bike fare, with a comfortable upright riding position providing good leverage over a wide handlebar. The seat-to-footpeg relationship is a little cramped, though, with those taller than 5 feet, 8 inches probably wishing for a taller seat option. It turns out there are benefits and downsides to the 1.2-inch-lower seat height introduced in 2021. Since practical features are equally important as a slim, sporty design, the NC750X’s front storage compartment is positioned where the fuel tank would traditionally sit. It holds 23 liters and is shaped to fit a helmet, but also comes in handy when transporting a random assortment of goods, from groceries to books and more. The exterior portion of the lid features rails for mounting a tank bag, while the interior portion has four hooks, for using rubber straps that can help in organizing luggage. Electronics The NC750X got a major upgrade to its electronics in 2021. With throttle by wire now managing engine performance and character, Honda was able to incorporate three modes for the rider to choose from for various riding conditions. Mode selection is managed between the left-hand switch gear and the LCD display. Honda Selectable Torque Control (HSTC) comes standard on both the manual and DCT NC750X and is designed to offer softer, finer control as it manages rear-wheel torque thanks to TBW. Two-channel ABS is used for both front and rear brakes. Lighting is all LED, although the instrument panel is an LCD instead of the increasingly common TFT display, reflecting Honda’s price-point intentions. The NC750X makes for a great commuter, but won’t shy away from longer rides or a fun day on twisty canyon roads. (Jeff Allen/)Warranty and Maintenance Coverage The NC750X comes with Honda’s standard one-year unlimited mileage limited warranty that is transferable if you sell the bike. Extended coverage up to five years is available via the Honda Protection Plan. Quality Despite its economical design, the NC750X still reflects Honda’s pride in the quality of its products. Fit and finish are up to Honda’s usual standards: Excellent. 2022 Honda NC750X/NC750X DCT Claimed Specifications MSRP: $8,699/$9,299 (DCT) Engine: 745cc, OHC, liquid-cooled parallel twin; 8 valves Bore x Stroke: 77.0 x 80.0mm Transmission/Final Drive: 6-speed manual/6-speed automatic dual clutch (DCT)/chain Fuel Delivery: Electronic fuel injection w/ 36mm throttle body Clutch: Wet, multiple disc; cable operation Engine Management/Ignition: Ride-by-wire/TCI Frame: Tubular steel chassis Front Suspension: 41mm Showa SDBV fork, non adjustable; 4.7 in. travel Rear Suspension: Showa shock, spring preload adjustable; 4.7 in. travel Front Brake: 2-piston slide-pin caliper, 320mm disc w/ ABS Rear Brake: 1-piston slide-pin caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.50 in. / 17 x 4.50 in. Tires, Front/Rear: 120/70ZR-17 / 160/60ZR-17 Rake/Trail: 27.0°/4.3 in. Wheelbase: 60.1 in. Ground Clearance: 5.6 in. Seat Height: 31.6 in. Fuel Capacity: 3.8 gal. Wet Weight: 472 lb./493 lb. (DCT) Contact: powersports.honda.com Source

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)It would be grand if we could just switch from fossil fuels to some wonderful alternative energy source and know we were doing The Right Thing with 100-percent certainty. But we humans, being competitive and often self-seeking creatures, know that each energy source is represented by one or more lobbying groups whose purpose is to influence investor or governmental choices in future energy policy and to present their specific version of a clean-energy future to the general public. At the moment, one means of comparing energy production schemes that’s getting a lot of press is EROEI—Energy Return On Energy Invested. This often compares such technologies as nuclear, hydroelectric, natural gas, solar thermal, and so on. EROEI is expressed in a number that aims to give us a rough idea of how much energy we must put in, largely in the form of material-production costs, versus the total energy that we expect the system to deliver over its planned lifetime. The numbers represent a ratio: for example, if we invest one unit of energy, we can expect to get the EROEI number in return. The resulting numbers have been something of a shock for those who have assumed that everything’s been decided rationally and that all we have to do is keep building wind- and solar-electricity generating units until they can supply (with possible battery backup) all the needs of human society. Comparing the Numbers Here are the ranges of EROEI numbers I have been able to find: Power Technology EROEI Remarks Nuclear 75–100 Hydroelectric 35–50 Coal (steam turbine) 30 Combined-cycle gas turbine 28 Solar thermal 9–10 Raises steam by focusing solar heat (mirrors) on a boiler Wind 4–20 Photovoltaic 2 Conventional silicon PV solar panels As you can imagine, there is disagreement regarding how to accurately measure the energy invested to create an electricity-producing system. For example, do we factor in crops which are no longer produced because that farmland has been covered by solar panels? It’s clear that concrete and steel used in construction are energy costs, but what about the diesel fuel burned by trains or trucks delivering materials? Shall we include a portion of the energy cost it took to build and maintain those trucks and trains? The costs of building and maintaining transportation networks? How far back up the supply chain must we look? A good PR firm is adept at adjusting such figures. In my research, I came across one particularly interesting article on EROEI. It explained that from antiquity to near 1650, our species operated on an EROEI of up to about 5. Moving away from fossil fuels isn’t so clear-cut. (Ubco/)When the costs of cutting and transporting firewood to cities became too great (because all the nearby wood had been cut and burned—the low-hanging-fruit principle), a new and more energy-dense resource was developed for heating and industrial use: coal. This allowed the EROEI to rise over time to about 10. Moving forward, after 1900 when petroleum production technology matured, EROEI rose further, to about 30. What pops out from the above figures is that by investing in substantial amounts of wind and solar, we are reversing the long-running trend to higher and higher energy returns on energy investment, and returning to numbers last seen in the 17th century. Further Questions Our present alternative energy policy was made during a time of relatively low energy cost. Does that policy remain correct now that energy prices have risen considerably, driven by inflation and the effects of the Russo-Ukrainian War? How should policy be set? Strictly according to the greenhouse gas production of the various technologies? This makes nuclear, hydro, wind, and solar look very attractive, but their EROEI numbers vary widely. According to their efficiencies? A system can be highly efficient yet require excessive investment. Or should policy be set according to how much energy return we get from energy invested—the EROEI? And of course there is another alternative, one that history tells us is often adopted: Muddling through with no clear policy at all. Source

Costa Rica’s Pacific coast offers clear skies, clean water, and beautiful backdrops for the elegant R 18. (Hermann Kopf/)It wasn’t until the third day of BMW’s Costa Rican Great Getaway ride that everything snapped into place. Suddenly, the road was perfect, the climate was perfect, and the German manufacturer’s R 18 cruiser felt like the best bike in the world. Up until then, all the elements had been present, but asynchronous. The roads were good, but they were also crowded as we worked to get out of the capital city of San José. The weather was hot, but the bad kind of hot, close and muggy, extremely so by the western-facing Pacific beaches. And the bike was a beautiful sight, but it was clumsy in slow-speed traffic and ill-suited to the daylong routes our guides had chosen for us. “Berlin Built,” which had felt right to me when I rode the R 18 around Malibu last year, felt all wrong. As one of our group said, “It’s like the upper half of your body is on one motorcycle and the lower half of your body is on another.” Then, along the shore of Lake Arenal, in the shadow of the great Arenal volcano, leaning through the low-speed sweepers that were carrying us in and out of the jungle canopy, it was all pura vida perfect. Bike, rider, and environment meshed perfectly on the twisty roads circling Lake Arenal in the Guanacaste province. (Hermann Kopf/)A group of us had been invited south to this peaceful Central American country for a taste of The Great Getaway, BMW’s new touring program. The new travel scheme, which is already successful in Portugal, pairs Motorrad with the highly regarded ELePhanT Moto tour company to deliver an eight-day Costa Rica “Getaway” groove. We were getting a four-day version, riding R 18s roughly 100 to 150 miles a day—emphasis on roughly, as it happened—skirting south from the capital and westward toward the Pacific Ocean. The able guide team, led by ELePhanT Colombia founder Mauricio “Micho” Escobar and his ELePhanT Costa Rica partner Chris White and assisted by a fantastically capable staff of locals, had organized a delectable selection of hotels, restaurants, cafés, and tourist stops. These were connected by a series of roads that would condense the highlights of the eight-day tour into our shorter schedule. ELePhanT Moto co-founders Chris White, left, and Micho Escobar, expressing some of the local <i>pura vida</i> spirit. (Charles Fleming/)Through the guides we were introduced to café frio, an iced sugar-and-caffeine beverage that sent me soaring; pipa, cool, fresh coconut juice, sipped right from the shell, that’s sold at roadside stands everywhere; table staples casado (a plate of rice, beans, protein, and vegetables) and gallo pinto (rice and beans), which along with fried plantains make up much of the local diet; and the Churchill, a combination shaved ice/halo-halo/fruit cup/ice cream sundae offered by seemingly thousands of beachfront shacks along the Pacific coast. I started to think that the real secret to Costa Rica’s pura vida spirit was not some amorphous aloha vibe, but simply inevitable in a country whose two traditional agricultural products are sugar cane and the coffee bean. Roadside fruit stands everywhere offer refreshing drinks of fresh coconut juice, known locally as <i>pipa</i>, giving the author an Anthony Bourdain moment. (Hermann Kopf/)The accommodations were all top-drawer, as you might expect from a tour that starts at $7,600 per person. Standouts included the Marriott hotels in San José and Los Sueños, the beautiful lodgings and dining at Las Catalinas, the stunning lunch at Villa Caletas near Jacó, the overpowering coffees at Café & Macadamia and La Casita del Café, and the jungle hotel experience at Lost Iguana near Arenal. I am not going to discuss the zip lining experience where, flying hundreds of feet above the canopy, I lost a part of my mind that I still haven’t recovered. Every night delivered a postcard-perfect sunset. Warm water lapping at black sand beaches. Hot riders lapping at the tropical cocktails and ice-cold beer that seemed to materialize, magically, at the end of every day’s ride. The jungle and rainforest sections teeming with perfumed flowers and colorful fauna: red and green parrots, tree-bark-toned iguanas, and the ever-present coatimundi, a creature that looks like a dog crossed with a raccoon. Nighttime on the Pacific coast brought scenic sunsets to black sand beaches lapped by warm ocean water, making for refreshing swims at the end of the riding days. (Charles Fleming/)The only problem was the bike. BMW, eager to attract a certain kind of customer and increase sales of its “Big Boxer” cruiser, had designated the R 18 as the only available mount for this tropical tour. The look and the vibe are exquisite. The R 18 First Edition, long and low, gleams in black and chrome, from the deep onyx of the pin-striped gas tank, fenders, and fork to the .999-grade silver look of the fishtail exhaust pipes, valve covers, handlebars, and headlamp bezel. It is a standing work of art, with classic lines evoking the 1936 R5; note the way the swingarm triangle resembles a hardtail. Yet the R 18 is contemporary in sleek design features like the absence of cables, wires, or other visually unnecessary detritus. And it’s hard to imagine a more cruisy location than Costa Rica. Almost entirely absent of freeways, the terrain is laced with narrow two-lane roads slicing over and through the mountainous cordillera running north-south across the country. The sun is strong, the air heavy with the perfume of tropical fruits and flowers, and the pace of life is siesta-slow. We threw our legs over the big 1,800cc boxers early on the first day and set out. From the initial throb of BMW’s biggest-ever motor, whose opposing-twin cylinders and massive flywheel produce a pleasant left-to-right rocking roll, it was clear that the promised 116 pound-feet of torque and 81 hp would be more than sufficient, even on a 761-pound motorcycle, to scoot us out of the city and into the countryside. (CW dyno tests put those numbers at 103.1 hp and 81.3 pound-feet.) The throbbing heart and soul of the R 18, and perhaps its prettiest feature, is the massive 1,800cc powerplant. (Hermann Kopf/)Everything connecting the flywheel to the rear wheel felt perfect. The firm but easy clutch pull, the well-oiled transmission thunk of gear engagement, the audible spin of the exposed and chromed drive shaft, the fat footprint of the 16-inch rear wheel. The beach-cruiser sweep of the handlebars and the “harmonious ergonomics” of the mid-mounted footboards and the narrow rider triangle felt comfortable, at first. The optional hill-hold feature and reverse gear, balky though that was at times, were helpful in awkward situations. The 27.2-inch seat height made short work of getting feet down at stoplights. The absence of the optional windscreen seemed incidental, as the weather was mild and breezy. The 3 inches of almost-hardtail travel in the rear seemed adequate for well-maintained Costa Rican roads. Some riders on the tour had trouble adapting to the heel-toe shifter—actually two pieces, to allow for more specific adjustment—that BMW pairs with the floorboards. Others got used to them immediately and came to like them. Guanacaste province is laced with sinuous sweepers, perfect for the R 18’s engine and ergonomics. Less fun on the long straight hauls, the bike was perfect on sections such as these. (Hermann Kopf/)But all of those details gradually seemed more suited to café crawling than cross-country cruising. For longer-distance rides, many R 18 buyers will opt for the R 18 B or Transcontinental models, which come with windshields, saddlebags, and more touring features. By the end of the first day, some of the riders were complaining. By the end of the second day, most were. The seats were the primary target for the group’s bitterness. The bikes were equipped with a variety of thrones; in addition to stock, BMW offers a single-seat Hommage, Custom Brown, Custom Fastback Brown, Day Rider Brown, Weekender Black, and Cross Country Black. By general agreement they were all uncomfortable. I thought it was just me, because I have experienced diminishing tush cushion and suffer from MABBS, or middle-aged bony-butt syndrome, so I kept my discomfort to myself. But soon even the junior members of our group were griping. No matter which seat they were on or what kit they were wearing (I had an extra layer of protection in the form of my Moto-Skiveez), everyone’s butt was sore. The beautiful big boxer, too, prevents a traditional mounting of crash bars and freeway pegs, so some of the riders were complaining that they didn’t know where to put their feet when their legs needed a rest. As an accessory, BMW does offer a rider leg rest that mounts above the cylinder head; on a hot ride, that might get a bit toasty. The bulging heads of the boxer engine don’t allow for traditional freeway peg positioning. But BMW offers accessory leg rests to solve that problem. (Hermann Kopf/)It wasn’t just the hindquarter issue that gave me trouble. Before the ride ended I noticed I was sore around the midsection. For days afterward I felt like I’d gone 15 rounds with the Abdomenizer from hanging onto those wide bars and fighting a Costa Rican headwind. Motorrad offers a panoply of other accessory Berlin Built options, many of them designed to personalize and improve the ergonomics. In addition to multiple seat choices, there are rider backrests, the aforementioned windscreens and footboards, plus handlebar risers and multiple beach bars and even apehanger selections. Also available are replacement wheels, exhaust pipes, and more. But the bike’s basic geometry would not change much. The R 18 might be labeled a cruiser by its makers, but I suspect the people who’ll love this BMW the most are the café types who will ride an hour or less to their favorite hot spot and sit with a cold drink admiring their cool bike. The Great Getaway tours are intended to be team-building exercises in camaraderie. By the last day, several fast friendships had developed in this riding group. (Hermann Kopf/)The morning after the perfect Lake Arenal afternoon we were back on the bikes, making our final run of the trip. The road circled us around the lake, into the hills, through the pleasant agricultural town of La Fortuna, and onto a secondary road that wound through the hills. For the next several hours, the R 18 was perfect again; the right bike on the right road in the right weather, with the added satisfaction of the right people. So was it a Great Getaway? Despite the R 18′s shortcomings, yes. Pura vida. <i>¡Pura Vida!</i> (Hermann Kopf/)Source

Justin Dawes and I checking our roll charts and resetting our odometers on day one of the LAB2V ride. (Grumpy/)I didn’t grow up riding dirt bikes. I have never owned a motorcycle without a license plate, although I once crossed the Sahara Desert on a Sportster. As the Los Angeles-Barstow-to-Vegas ride date neared, I was nervous. But I figured my philosophy of “huck yourself in, figure your way out” would work as well here as it did in Morocco, especially considering what I would be riding here and the training I had undergone since then. Aside from a handful of last-one-there-buys-the-drinks moments, I’m not a competitive motorcycle rider. I’m certainly no desert racer. When we loaded up our machines and headed into the desert, I imagined my wealth of on-road experience would translate to this completely different set of skills. I pictured myself zipping up the steepest hills and through the roughest terrain just because of my time spent in other saddles. That was not in fact the case. In point of fact I shivered, strained, repaired, and overcame, all cut with moments of brilliant purity, until I made it all the way from Los Angeles to Barstow, and then on to Las Vegas, in that haze of blended misery and brilliance that comes only from not fully understanding what you’re about to do. Related: 5 Things I Wish I Knew Before Riding a Motorcycle Dawes, still clean only a couple of hours into our first day of riding. (Grumpy/)The Los Angeles-Barstow-to-Vegas ride is better known as the LAB2V. The ride celebrated its 37th year in November 2021. This would be my first time participating. My partner on the ride was Cycle World Executive Editor Justin Dawes. Dawes grew up racing dirt bikes and has participated in this event many times. He was only 15 years old the first time he did the LA-to-B-to-V. He finished first with the second-place rider hours behind him. I had recently built up a 1989 Honda NX650 and was hoping to take it on this ride, but paperwork be damned, I couldn’t get its license plate in time. Plan B was the push-button 2021 Husqvarna 701 LR. With WP suspension, dirt-tuned traction control, and a combined 6.4 gallons of gas between two tanks, this was arguably the best tool for the job (it wasn’t; we’d soon find that the best tool is a KTM 500 EXC-F) until Dawes showed up. Dawes was riding his maximalist custom KTM 790 Adventure R. With more than $28,000 invested, his build has just about every high-end upgrade imaginable. His suspension alone cost more than most used dirt bikes. So here’s this expert off-road rider on an absolute weapon of an adventure bike, and me behind him, figuring it out. Gales and Dawes flowing through some switchbacks on the easy route on day one’s ride. (Grumpy/)Riding the LAB2V takes two days with an overnight stop in Barstow. Riders pick up their navigation each morning before the ride. The route changes year to year. I would be using a simple paper roll chart while Dawes used a roll chart backed up with his Trail Tech Voyager Pro GPS. He was Lord Farkle, king of fancy gadgets and accessories. I was not. We arrived in Palmdale at 4 a.m. to register and load up our gear in the chase truck before hitting the road. The contents of our backpacks were carefully planned and balanced, as were our riding kits; we had to be ready for cold mornings and hot afternoons. We pulled out of the parking lot around 6 a.m. and started making our way through the desert town toward the beginning of the first trail in the dark. It was 38 degrees, and my fingertips were already stinging as the wind cut through my gloves. We had planned for cold mornings, but space in our backpacks was limited, so things like tools and spare inner tubes took priority over an extra layer of insulation. I would be happy about this decision later, but while the sun still hid behind the horizon, I could hardly focus on anything other than my stinging fingers. What misery frostbite must be. We turned off of the pavement where our roll charts told us and started into the great dusty unknown. Unknown to me, anyway. Dawes was riding like I do on the I-5, clearly in his element, passing effortlessly over rocks and through deep sand. I, meanwhile, had to think and plan my path around or over each obstacle I approached. Still, as the sun rose on the California desert, my eyes were forced away from my path and I was compelled to pause and appreciate the beauty around me. The Husqvarna was doing its job, the job of every motorcycle, to bring you to a beautiful place and help you enjoy it. The seemingly endless dirt roads that traverse California’s open desert hold a unique type of beauty. The Alpinestars Halo Drystar demonstrates its versatility with sleeves removed. (Grumpy/)The LAB2V’s routes bisect into easy and hard paths, with major hazards listed on the roll chart to warn riders. The charts break each day’s path into segments with odometer resets at the end of each one. This is because every odometer measures mileage slightly differently, and the longer the distance the greater the variance; this could lead to a rider making a turn late and ending up who knows where. Segments vary in length, rejoin, and split again. Some sections are longer than others. Some are extreme. Some are essentially hard-packed dirt roads. I wanted to challenge both myself and Dawes’ patience by tackling paths of both difficulties. We carried a moderate pace and made good time on our way to Barstow. About halfway through the day, the morning’s cluster of riders had spread out and we weren’t eating quite as much dust. Most of the ride consisted of long sandy washes with miles of whoops that brought us to paved roads into town. We reached the hotel, quickly checked in, and grabbed some pizza from a nearby sports bar before retiring to our rooms for some early rest. Earned sleep is exceptional. Thanks to some earlier practice and training with Dawes, I was comfortable and confident changing my inner tube trailside. (Grumpy/)The next morning we had kickstands up by 7 a.m. We were leaving a few hours later than the prior morning, but as the sun was up we had warmer temperatures. This also put us at the back of the pack with time to make up. I felt confident following the first day’s ride and opted for the more challenging route, so we headed for the Calico Steps. Calico Steps is a technical rock section that requires riders to climb several 2-to-3-foot rock ledges in short succession. It’s a key point on the ride each year, located about 10 miles from the starting point. It’s also a particularly challenging section that can get crowded quickly, so we had to either wait or find a creative line around tipped bikes and resting riders. Our slow morning meant that almost all the riders had already passed, save only a few stragglers. We made it to the climb section of the steps easily, and Dawes hopped off of his bike to help coach me through the upcoming tough stuff. Other riders made their attempts as we watched; some were more successful than others, but there was something to learn from each attempt. When my turn came I used my long, gangly legs to push off of the tall rocks on either side of my path and quickly reached the top; I looked back, seeking confirmation that I wasn’t celebrating too early, to see Dawes surprised that I had done it. What I considered a great accomplishment, he then traversed like he’d done it a thousand times. We continued upward. Descending the backside of Calico Steps, I was eager and mistakenly traded speed for control, though it was fun for a moment. (Grumpy/)As we rode along the mountain ridge, we were surrounded by beauty in every direction, vast open expanses of desert, rolling sand dunes like a wrinkled towel on the floor. This is why we ride motorcycles, the moments of brilliant peace sandwiched between the chaos of places like Calico Steps and what was coming next. A metallic clanging dragged me off my happy cloud like an anchor around my ankle. I stopped to confirm what I already knew: My front tire had gone flat. We found a big rock and used the 701′s kickstand to get the bike on top of it. I was thankful for the spare tube in my bag and the time Dawes spent teaching me to change that tube. I hadn’t thought about my gloves much since the day before. After bloodying my knuckles a bit and cursing at tire irons, the inner tube was replaced, my bead was set, and we were back on the road. A second flat tire forced me to take a break, so I hydrated and rested while I waited for the truck to show up. (Grumpy/)It couldn’t have been more than 10 minutes of beautiful cruising before I heard that same metal clanging. My front tire was flat again. I must have done something wrong. Maybe I had pinched the tube while installing it? I took off the tire to inspect and replace the tube and, no, it was just a combination of more bad luck, a lack of experience carrying too much speed when I needed control, and another sharp rock. My second spare front tire tube was on the chase truck, which meant the repair wasn’t going to be as simple as the first one. I limped the bike along the trail for 5 miles and reached the nearest gas station, where I sat in the shade, drank Gatorade, and waited for the truck to join me. Dawes continued on with another group, and we planned to reunite at lunch. The truck showed up within the hour and we hastily hoisted the Husqvarna into the truck. It was another hour to lunch so I took advantage of the truck’s back seat and caught a few Zs. We arrived at lunch where Dawes was waiting with tools and ready to help get the Husky back on the road. It was almost 2 p.m. at this point and we were still hoping to reach Vegas before sundown. Tire changes are much easier when you’re out of the dirt. (Grumpy/)Before we left lunch, we’d decided to take a bypass route designed to help stragglers like myself catch up, which meant that we’d be blasting power line roads. So far I had been envious of other riders on their lighter enduro machines, but here, now, as we accelerated up to 80 mph on the wide sandy road, I wouldn’t trade the 701 LR for a damn thing. I was really just happy to be back on the bike, moving quickly, confidently, and on schedule. I had successfully reached my happy cloud again. I stood on the pegs with my hands loose on the grips as I held the 701′s gas tank with my knees. Natural beauty was still all around us. We were moving fast. Our bikes were performing well. Was the bypass route a subtle blessing that I was forced to take? It seemed so. Maybe a ride covering 500ish miles was not the ideal setting for pushing my limits. Maybe just participating and enjoying it was enough. Skirting by side-by-sides and the occasional semitruck (we couldn’t figure it out either) we eventually reached paved roads and approached Vegas near the time that we had expected to, had I not gotten two flat tires. Santa Claus and showgirls wait for photos at the LAB2V finish line. (Grumpy/)We’d taken a few easy routes. Yes, we took a bypass route, but riding a dirt-covered motorcycle past the famous “Welcome to Las Vegas” sign alongside minivans and sedans full of party-ready tourists, we got there the hard way. We stood up and rode along the strip like dust-covered champions. People with 3-foot margaritas walked from casino to casino, obviously celebrating our success, though I may have only imagined their cheers. I felt successful. The ride had not gone the way that we’d planned, but I’d gotten what I’d hoped to from the experience. I’d achieved something I hadn’t been sure I’d be able to. At the night’s banquet dinner we sat among friends bonded by experience, telling stories of the day. Some riders had been tank-deep in muddy water on one of the difficult routes. Others had done the ride on Honda Groms, facing their own set of challenges. The majority of riders completed the course on KTM 500s that looked remarkably similar. Regardless of what you rode or how you got to that dinner, if you were there, you had finished the LAB2V and taken part in a historic motorcycle ride. Plan all you want, dream all you want; if you haven’t tried it, you don’t really know. I hadn’t known, until I did it. I got in over my head at times, but overcoming obstacles only builds confidence for the next time. I will ride LAB2V again, but next year I’m doing it on my NX650. And maybe I’ll take the easy routes and the bypass routes. After all, it’s just about enjoying the ride. Source

Triumph’s new Tiger 1200 models have improved significantly from its previous offerings. (Kingdom Creative/)Japanese and European bike companies have spent years trying to score a bit of the Harley-Davidson pie. And let’s be honest—they’ve never really succeeded. The lure of the monster US market is irresistible to motorcycle manufacturers, and it has been for decades. To be fair, we’ve ended up with some interesting and fun bikes as a result, as unusual designs are introduced just to see if they catch on. There have been some absolute stinkers along the way, too, especially when attempts are made to copy existing formulas; check out a 1980s Moto Guzzi California if you want to see a true hybrid abomination. The same has been happening in the adventure bike world, with manufacturers all vying to reduce the hefty market share currently enjoyed by BMW’s GS. Arguably some of the best adventure bikes in recent years are the result of manufacturers going their own way, chasing either on- or off-road performance as a priority rather than simply targeting what the GS is good at. That makes Triumph’s decision to directly call out the BMW R 1250 GS at the launch of the new Tiger 1200 a little perplexing. But call it out Hinckley did, going to great lengths to explain how the all-new Tiger makes 14 hp more than the GS, is priced lower, is up to 37 pounds lighter (based on comparable models and specs), and has more features and better technology. Presenters even provided a 37-pound duffel bag to demonstrate the significance of the weight difference. Five Tiger 1200 models are available from Triumph; we had 80 percent of them on hand to test: the GT Pro, GT Explorer, Rally Pro, and Rally Explorer. Absent was the base-model Tiger 1200 GT. (Kingdom Creative/)But for now, let us leave the schoolyard scuffles aside and focus on what the new Tiger 1200 is: a damn fine adventure bike in its own right. The outgoing Tiger 1200 might not have been a headline-grabbing motorcycle, but it certainly had its good points. A smooth, powerful engine, a well-sorted chassis, and high levels of comfort scored it a place in the hearts of long-distance riders as an effective road-touring adventure bike. But the tall chassis and notable weight compared to its competitors needed to be addressed. With the new Tiger 1200 Triumph has tried to broaden the bike’s appeal; the new model will be produced in five variants. These submodels break down into two main categories: the more road-focused Tiger GT, with 7.9 inches of suspension travel and cast 19/18-inch wheels; and the Tiger Rally Pro, with a spoked 21/18-inch setup and suspension travel increased to 8.7 inches. Both models are available in an Explorer version, featuring a 7.9-gallon gas tank versus the standard 5.3-gallon unit. Triumph’s Tiger 1200 GT models are the more road-focused models in the range, with cast wheels and 7.9 inches of wheel travel. (Kingdom Creative/)A quick check of the spec sheets reveal no real surprises other than a choice to go with blind spot radar for the Explorers (a light on the rearview mirror warns of vehicles in or approaching the blind spots) and lack of radar cruise control. Triumph says this came from speaking to customers and potential customers who generally weren’t fussed about radar cruise control; in fact, some of them were quite against it. Chassis Showa semi-active suspension comes standard on all models, along with a two-position adjustable seat, two-way quickshifter on everything but the base GT, and an adjustable screen. One nice change is that all the rider modes can now be customized, allowing riders to set the bike up with their preferred options. Off-Road and Off-Road Pro modes allow riders to use the off-road-specific traction control and ABS, or to switch them off and do things the old-fashioned way. All Tiger 1200 models come with Showa semi-active suspension, but the Rally models have longer travel. (Kingdom Creative/)There are a few standout features on the mechanical side, most notably chassis, with a Tri-Link swingarm setup providing a lightweight but stiff shaft drive system. To minimize weight at the end of the swingarm, Triumph has used a lower ratio in the front bevel box, allowing a smaller and more compact gearset in the second bevel box where weight and size are most crucial. In practice, the new swingarm and rear suspension setup is smooth and quiet with far less of the rattle and clatter that some off-road shaft-drive bikes can suffer from. Triumph Tri-Link swingarm minimizes the weight at the end of the arm for better suspension performance. (Kingdom Creative/)The frame now has a bolt-on subframe with bolt-on pillion footrests, added in response to riders wanting to make the bikes a little less prone to frame damage in the event of a drop. Pillion footrests can now be removed for off-road riding; if you’re unlucky enough to damage a subframe, you at least don’t have to replace the entire frame. The engineers have worked hard to make the bike slim, so it’s easier to get your feet down and easier to move around when riding standing up. At 5-foot-8, I found the GT very easy to get on with; at the other end of the spectrum, the Rally Explorer with the seat in the high position was manageable, but did require a good butt shuffle to get one foot firmly on the floor. Engine Engine-wise, it is all change: In the tubular steel chassis hangs a new 148 hp 1,160cc powerplant with the same uneven firing order setup used by the Tiger 900. This firing order comes from the T-plane crank design, which gives power pulses at intervals of 180-270-270 degrees. The idea is to increase feel and tractability while giving the typically supersmooth triple a little more character. Tiger 1200 on the Road The opening taste of the new Tiger 1200 was a full day of road riding, taking in a mix of 70 mph cruising, a little bit of urban riding, and then endless flowing bends. The one-hand-operated adjustable screen is easy to use and does a decent job of keeping the wind off, though on the off-road day they did get a little stiff due to dust ingress. The heat soak issue which afflicted the old Tiger 1200 is vastly improved, and the new and uncluttered display on the TFT screen allows riders to concentrate on riding without a dash full of distractions. Backlit switch gear makes finding the cruise control for a long night ride home easy. Heated grips and seat will help extend the comfortable riding into the colder times of the year. The first little negative came on a long cruising section of road, as vibrations through the handlebars left me with tingly fingers after an hour of riding. Messing around with engine speeds and gears showed the vibes are most noticeable around the 5,000 rpm mark. It’s worth noting that switching to a thicker road-type glove did improve the situation, but vibes were still there. Cruising at 70 mph in sixth gear kept the rpm a little lower, so it wasn’t really a problem. Once into the bends the vibrations were soon forgotten in a blur of apexes and glorious engine sound. The new motor can cruise along in a high gear, flowing between the turns with a decent amount of shove, if not quite the same punch as a certain boxer twin. But when the revs start to sing, the Tiger 1200 comes alive. The sound, feel, and power of the T-plane triple when it’s on song are intoxicating, begging riders to push the chassis more and more in the turns. And here’s where the Tiger 1200 played its first ace. No matter the front wheel size, 19-inch or 21-inch, the Tiger 1200 is a competent cornerer. (Kingdom Creative/)Regardless of whether you’re on the 21-inch-wheel Rally or the 19-inch-wheel GT Pro, standard or Explorer, this thing is absolutely stunning through the turns. A 21-inch-wheel bike should feel a little ponderous, maybe even vague, and the Explorer’s nearly 8-gallon tank should make it harder to change direction. But nobody seems to have told the Tiger’s chassis engineers. All four variants tested (the only one missing was the base-model GT) were happy to carve up endless turns with ease. With a bit of room to get off the leash, the 19-inch front tire starts to count over the 21-incher of the Rally, with harder corner entries and more trail braking. Likewise, the Explorer models take a little more muscling when riding fast, but it’s not a huge difference once things get rolling. Interestingly, the higher suspension on the Rally gives a little more ground clearance so more lean angle can be carried mid-turn than on the GT. Felipe Lopez, Triumph’s chassis development maestro, commented that the footpeg height on the GT was designed to give enough ride height without compromising comfort. For reference, the GT comes on the Metzeler Tourance as standard, while the Rally runs the Karoo Street. The only issue with the cornering prowess of the Tiger 1200 GT models is that the footpegs touch down easily and often. You’ll need to hang off a bit more than expected while cutting up sportbikers. (Kingdom Creative/)The new Brembo Stylema brakes carry plenty of feel and power, but with a softer initial bite than you’d expect on, say, a sportbike. For aggressive road riders, there’s no option to turn the rear ABS off, unless the bike is set in one of the off-road modes. Now, that shouldn’t be an issue on an adventure bike, but the chassis and engine of this one definitely have that sporty, mischievous feel that encourages riding it like a supermoto. And don’t tell the grown-ups, but the Rally Pro model might just be the best adventure bike yet for mile-long third-gear wheelies. After a full day on the road the Triumph really impressed. The chassis was the standout feature for its way of cornering with ample stability, allowing a switch of line midcorner with no drama. The Tiger 1200 went easily from rolling lazily from turn to turn to hammering about like a sportbike, working the Showa semi-active suspension hard; the bike lapped it all up with thoroughly scraped-down footpegs the only telltale. The vibrations were a bit irritating, but other than that, comfort was impressive with no complaints after a long day in the saddle. Brembo Stylema Monoblock brakes have loads of feel and power, but the initial bite is less aggressive than would be expected from the high-end stoppers. (Kingdom Creative/)Tiger 1200 in the Dirt Day two was spent in the dirt, an area where the big Triumph had the most ground to make up. The outgoing 1200 was never the most natural bike off-road, so the new one had a real point to prove. The bikes provided were Rally Pro models fitted with the handbook-approved Michelin Anakee Wild tires to give enough grip to exploit the new chassis. Let’s face it: With a weight loss of 55 pounds versus the old 1200, the new model couldn’t fail to be transformed off-road. But weight loss is only half the story. While the weight loss from the previous Tiger 1200 to this new model is significant, the chassis changes and T-plane crank are what really elevate the Tiger’s game for 2022. (Kingdom Creative/)Five bikes skid to a halt at the top of a long, loose climb, riders grinning as their dust cloud engulfs them for a second before settling. Everyone wears the same dust beard; everyone wears the same silly grin. Stunning rolling hills stretch out before them. The tranquility lasts mere seconds before someone fires up an engine and charges back off down the trail; the view might be good, but this bike is too much fun to sit idle for long. The five-bike freight train zigzags its way through the undulating landscape, each corner punctuated by a bigger cloud of dust as the bark of T-plane triples echoes off neighboring hills. The engine that came to life when ridden hard on the road repeats the same story in the dirt. Once it starts singing, there’s a connection between the throttle and rear tire that feels so natural, so predictable, that it seems it could power slide forever with inch-perfect precision. This makes flowing down a dirt road, steering the bike on the throttle and brake-sliding up to every apex, every bit as addictive as carving through tarmac turns. Triumph has worked very hard from the outset to make the Tiger a joy to ride off-road, shortening the fuel tank and moving the rider closer to the front contact patch. Combined with supple, well-controlled performance from the suspension, the result is a motorcycle that offers truly impressive feel from the front tire, especially for an adventure bike. Off-Road and Off-Road Pro modes provide dirt-specific traction control and ABS settings. (Kingdom Creative/)Time and time again I found myself running more speed through the turns than I felt I should be, and each time the Tiger obliged. Even when clipping unseen edges or rocks, it was never thrown off balance for long and always felt forgiving of any mistakes. Ridden harder and faster, the Tiger did start to protest on the bigger hits, bottoming the fork and shock, even with the semi-active suspension set to its stiffest mode. On the plus side, after a hard hit like this, the rebound is so well controlled that there’s very little kickback, which prevents the bottoming-out turning into any more of a drama. Carrying speed in the dirt is much easier on the Tiger 1200 than before. (Kingdom Creative/)It was only at the low-speed technical riding end of the spectrum that any complaints with the 1200 Tiger came up, and then only really because of Triumph’s repeated comparisons to the BMW GS. The one trick the GS does well is being easy to ride at low speed, instilling confidence with a low center of gravity and smooth, predictable fueling at low throttle openings. By comparison, the Tiger still feels a little top-heavy, though it’s significantly improved over its predecessor. A bit more finesse on clutch and throttle is needed to avoid stalling. This was echoed across the riders, with a few stalls throughout the day and a couple of dropped bikes during low-speed maneuvers. First and foremost, the new Tiger 1200 is a big step up in on- and off-road performance over the old model. The weight savings and playful new engine have resulted in a bike that is seriously good fun on any terrain. Standout features have to be the chassis; the combination of the Showa semi-active suspension and spot-on geometry make it an absolute joy on the road, whether cruising in a high gear or out terrorizing unsuspecting sportbikes in the mountains. And surprisingly, that goes as much for the Rally models as it does the road-biased GT ones. The Explorer versions have a bit more size and presence to cosset riders on long tours, with the extra mass only becoming obvious at low speeds. The ability to dial the suspension through multiple settings from comfort to sport allows quick tweaks to the bike to suit any sort of riding at any given time. On road, the only real complaint is a little too much vibration at certain rpm, a byproduct of having the T-plane crank engine give more character and feel. With a claimed 148 hp and 96 pound-feet of torque, the Tiger 1200 has plenty on tap for nearly every riding situation. (Kingdom Creative/)On the dirt the Tiger continues to shine, with excellent feel from the chassis giving the confidence to enjoy corners in a manner not common in big adventure bikes. Low-speed riding needs a bit more finesse, and high-speed chargers will run out of suspension travel on bigger hits. It’s kind of a Goldilocks bike off-road: perfect in that middle ground. Whether the Tiger can dethrone the GS will remain to be seen; price-wise it is definitely competitive on a spec-for-spec basis. On and off-road it certainly outperforms the GS in some areas. Truthfully the decision depends on what it is exactly that you want out of your adventure ride. If you love corners on both asphalt and gravel, the Tiger 1200 will definitely put a big smile on your face. 2022 Triumph Tiger 1200 GT, GT Pro, and GT Explorer Specifications MSRP: $19,100 / $21,400 / $23,100 Engine: DOHC, liquid-cooled inline 3-cylinder; 4 valves/cyl. Displacement: 1,160cc Bore x Stroke: 90.0 x 60.7mm Transmission/Final Drive: 6-speed/shaft Claimed Horsepower: 148 hp @ 9,000 rpm Claimed Torque: 96 lb.-ft. @ 7,000 rpm Fuel System: Multipoint sequential electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slipper/assist; hydraulically actuated Frame: Tubular steel frame, aluminum subframe Front Suspension: Showa 49mm USD fork, semi-active damping; 7.9 in. travel Rear Suspension: Showa monoshock, semi-active damping, automatic electronic preload adjustment; 7.9 in. travel Front Brake: Brembo M4.30 Stylema Monoblock radial calipers, twin 320mm floating discs w/ OC-ABS Rear Brake: Brembo 1-piston caliper, 282mm disc w/ OC-ABS Wheels, Front/Rear: Cast aluminum; 19 x 3.0 in. / 18 x 4.25 in. Tires, Front/Rear: Metzeler Tourance; 120/70R-19 / 150/70R-18 Rake/Trail: 24.1°/4.7 in. Wheelbase: 61.4 in. Ground Clearance: TBA Seat Height: 33.5 in. / 34.5 in. (adjustable) Fuel Capacity: 5.3 gal. (GT, GT Pro) / 7.9 gal. (GT Explorer) Claimed Wet Weight: 529 lb. / 540 lb. / 562 lb. Contact: triumphmotorcycles.com 2022 Triumph Tiger 1200 Rally Pro and Rally Explorer Specifications MSRP: $22,500 / $24,200 Engine: DOHC, liquid-cooled inline 3-cylinder; 4 valves/cyl. Displacement: 1,160cc Bore x Stroke: 90.0 x 60.7mm Transmission/Final Drive: 6-speed/shaft Claimed Horsepower: 148 hp @ 9,000 rpm Claimed Torque: 96 lb.-ft. @ 7,000 rpm Fuel System: Multipoint sequential electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slipper/assist; hydraulically actuated Frame: Tubular steel frame, aluminum subframe Front Suspension: Showa 49mm USD fork, semi-active damping; 8.7 in. travel Rear Suspension: Showa monoshock, semi-active damping, automatic electronic preload adjustment; 8.7 in. travel Front Brake: Brembo M4.30 Stylema Monoblock radial calipers, twin 320mm floating discs w/ OC-ABS Rear Brake: Brembo 1-piston caliper, 282mm disc w/ OC-ABS Wheels, Front/Rear: Spoked, tubeless; 21 x 2.15 in. / 18 x 4.25 in. Tires, Front/Rear: Metzeler Karoo Street; 90/90-21 / 150/70R-18 Rake/Trail: 23.7°/4.4 in. Wheelbase: 61.4 in. Ground Clearance: TBA Seat Height: 34.4 in. / 35.2 in. (adjustable) Fuel Capacity: 5.3 gal. / 7.9 gal. Claimed Wet Weight: 549 lb. / 575 lb. Contact: triumphmotorcycles.com Source

The 2022 Ducati Multistrada V4 Pikes Peak transforms the popular adventure platform into an all-out sport-tourer. (Jeff Allen/)Few races are more daunting than the Pikes Peak International Hill Climb, a ruthless combination of 156 corners through treacherous terrain and unpredictable conditions, demanding respect and leaving zero room for error. To succeed here, men and machines are put in a crucible requiring them to be exceptional in all areas and lacking in none. The Pikes Peak is the sportiest and most equipped Multistrada in Ducati’s lineup, retailing for $28,995. (Jeff Allen/)Ducati has built a legacy at the Pikes Peak, with seven victories under legendary racers Greg Tracy and the late Carlin Dunne before motorcycles were barred from competition following Dunne’s tragedy in 2019. Even Cycle World’s own Don Canet and Mark Cernicky had their share of success aboard Bologna-based machinery at the Race to the Clouds. If there’s one manufacturer that knows what it takes to conquer the Mountain, Ducati is it. So it comes as no surprise that Ducati now brings us the all-new 2022 Multistrada V4 Pikes Peak, which it claims to be the sportiest iteration of the Multistrada platform it has ever produced. The motorcycle pays homage to the Mountain with a unique paint scheme inspired by the Desmosedici GP21 MotoGP project. Ducati emphasized performance in the Pikes Peak model, notably revising the chassis for more responsive and confident on-road handling. (Jeff Allen/)Ducati’s new Pikes Peak is the offspring of the Multistrada V4 adventure-touring machine that contested our recent big-bore ADV shootout, Ducati’s best-selling model in 2021. That means this bike encompasses everything that has made the latest Multistrada so popular: a flexible, rider-friendly V-4 powerplant; a rock-solid chassis; and the most premium rider amenities offered by Ducati. All of this blends with aesthetic and functional changes inspired by Ducati’s deep racing heritage. Nothing less than superbike-spec Brembo Stylema Monoblock calipers clamping to 330mm discs bring the Pikes Peak to a halt. (Jeff Allen/)As with the Ducati Multistrada on which it’s based, the Pikes Peak is powered by the 1,158cc Granturismo 90-degree V-4 engine. In this application the engine’s been recalibrated, with a dedicated Race mode using a softer redline strategy, a new quickshifter algorithm allowing for more aggressive downshifts, and even more direct throttle response. The fundamental components of the powerplant remain identical to the Multistrada V4, which produced a ripping 143.8 hp at 10,600 rpm and 77.8 pound-feet of torque at 7,400 rpm the last time we ran it on the in-house Cycle World dyno. The most impressive aspect of this motor is its linear power delivery, which sustains all the way up to peak output, and its flat torque curve, which shows at least 70 pound-feet of torque available from 4,500 rpm until its redline of 11,500 rpm. The Multistrada shreds like a streetfighter, but is more spacious and comfortable for the long haul. More twisties, please. (Jeff Allen/)Which is what makes the Multistrada so remarkable in motion. Ducati has done wonders in balancing its characteristics, finding good middle ground between high performance and everyday rideability. Opening the throttle brings gentle yet crisp initial power delivery as the bike settles the chassis and accelerates. The Granturismo is happy to lug at low revs, as low as 2,500 rpm, short-shifting through its well-spaced six-speed gearbox. It’s also completely satisfied with having its throttle yanked in aggression, which results in a power surge that will remind riders of its superbike roots. Through all of this, there are deeply emotional V-4 sounds from the titanium Akrapovič muffler that’s found as standard equipment on the Pikes Peak model. Ducati’s 6.5-inch TFT display plays host to the Pikes Peak’s electronic rider-aid suite. Seen here are the motorcycle’s four preset riding modes, including the Race mode. (Jeff Allen/)It’s fair that Ducati anticipates the Pikes Peak will be piloted on the aggressive, howling end of the scale, as this motorcycle is chock-full of racing DNA. Its potentially wicked power is tailored and managed via a full suite of electronic rider aids including selectable settings of Ducati Traction Control (DTC), Ducati Wheelie Control (DWC), and power modes. To simplify the rider-aid suite, there are four selectable riding modes, each with preset parameters: Urban, Touring, Sport, and the aforementioned Race mode, featured here for the first time on a Multi. The Pikes Peak adopts the same semi-active Öhlins suspension components as seen on the Streetfighter and Panigale models, which utilizes the Smart EC 2.0 “events-based” algorithm. (Jeff Allen/)The Pikes Peak’s power delivery is so docile that I preferred the Medium power mode and deactivated the rider-aid intervention all together; I found this provided the most visceral riding experience and the most direct connection to the rear tire, and was acceptable in most riding conditions. That’s not to say the traction and wheelie control systems are not superb for heavy-fisted hammering; dialing to level 3 of DTC and disabling DWC resulted in blistering corner exit speed with solid control and manageable wheelies, similar to the bike’s Panigale and Streetfighter siblings. OE-fitted Pirelli Diablo Rosso IV rubber glues the Pikes Peak to the tarmac. (Jeff Allen/)There are more similarities in its chassis composure and quick steering. The Pikes Peak ditches the 19-inch front wheel of the standard Multi for a set of trick Marchesini forged aluminum wheels rolling on sticky Pirelli Diablo Rosso IV tires. It’s important to note the size change opens up more aftermarket sport tire choices; perhaps a set of slicks is in order for a trackday? Steering geometry has been optimized and a single-side swingarm is also unique to the Pikes Peak. A top-shelf semi-active Öhlins fork and TTX 36 rear shock using the latest Smart EC 2.0 events-based algorithm replace the Marzocchi units on the Multistrada V4 S model. The chassis is planted from corner entry to exit; with the aid of sharp steering, it smashes side-to-side transitions with steadfast conviction despite being a measured 543 pounds on the Cycle World scales. The 17-inch forged aluminum Marchesini wheels save nearly 6 pounds in comparison to the other Multistrada models, adding to its sportiness. The common sizes create flexibility in tire choice. Racing slicks and a trackday seem in order. (Jeff Allen/)Dedicated ergonomics play a role in the Pikes Peak’s playful handling. In comparison to the base-model Multistrada V4, the footpegs have been pushed up and back by 10mm in each direction for a more aggressive lower stance. Likewise, the handlebar is lower and narrower, resulting in a more aggressive stance. This eases hustling the bike through a tricky set of corners, but is still comfortable at the end of a long day of riding. Overall the riding position is pleasant for this 5-foot, 7-inch tester, with the only gripe being the minimal size of the adjustable windscreen, which struggles to cope with wind buffeting even in its highest position. Ducati nailed a split personality with the Pikes Peak. Everything about it is rider friendly at a leisurely pace, but it's playful in the right conditions. Have we ever mentioned wheelies save from front tire wear? (Jeff Allen/)Ducati’s Adaptive Cruise Control (ACC) function is fitted as standard equipment on the Pikes Peak, easing to the long haul. There are four selectable following distances: near, medium, far, and very far. The Multistrada responds marvelously with throttle and braking input, and our only gripe is that the resulting low level of focus required on the highway is potentially worrisome should an unexpected situation arise. Stay sharp. It’s also equipped with Blind Spot Detection (BSD) functionality, which is extremely useful in dense traffic scenarios. The 2022 Multistrada V4 is a menace even sitting still. The Desmosedici GP21-inspired livery reminds of its racing roots. (Jeff Allen/)The amenities and overall quality of the Pikes Peak are damned impressive, as they should be for a motorcycle priced at $28,995. But this is also where it falls short. Despite radar technology and top-shelf componentry, the Pikes Peak doesn’t have heated grips as standard equipment, but as an additional $388 accessory. Isn’t having heated grips a golden rule of all sport-touring machinery? And it’s a similar story with panniers or storage, which start at $988 in the Ducati parts catalog. Still, the Multistrada V4 Pikes Peak is an absolute sport-touring weapon. It’s not a mere upgrade to the Multistrada V4 and V4 S adventure-touring models, but a real step in its own direction: A sport-tourer balancing the best of Ducati’s touring and racing worlds as it rips toward the clouds. The Ducati Corse badge on the beak of the front fairing signals the Pikes Peak sporting intent. (Jeff Allen/)2022 Ducati Multistrada V4 Pikes Peak Specifications MSRP: $28,995 Engine: Liquid-cooled Granturismo 90-degree V-4; 4 valves/cyl. Displacement: 1,158cc Bore x Stroke: 83.0 x 53.5mm Compression Ratio: 14.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 170 hp @ 10,500 rpm Claimed Torque: 92 lb.-ft. @ 8,750 rpm Fuel System: EFI w/ 46mm elliptical throttle bodies; ride-by-wire Clutch: Wet, multiplate w/ slipper action; hydraulic operation Frame: Aluminum monocoque Front Suspension: Öhlins 48mm fully adjustable; 6.7 in. travel Rear Suspension: Öhlins TTX 36 fully adjustable monoshock; 6.7 in. travel Front Brake: Radial-mounted Brembo Stylema Monoblock 4-piston calipers, dual 330mm semi-floating discs w/ cornering ABS Rear Brake: Brembo floating 2-piston caliper, 265mm disc w/ cornering ABS Wheels, Front/Rear: Forged aluminum Marchesini; 17 x 3.5 in. / 17 x 6 in. Tires, Front/Rear: Pirelli Diablo Rosso IV; 120/70-17/ 190/55-17 Rake/Trail: 25.75°/ 4.7 in. Wheelbase: 62.8 in. Seat Height: 33.1 in. (low)/33.9 in. (high) Fuel Capacity: 5.8 gal. Average MPG: 33 mpg. Cycle World Measured Wet Weight: 543 lb. Availability: April 2022 Contact: ducati.com Source

The new Metzeler Karoo 4 was made specifically for adventure bikes like the Honda Africa Twin. (Metzeler/)After 10 years on the dual sport market, Metzeler has retired its Karoo 3 series tire. The Pirelli-owned brand focusing solely on motorcycle tires has updated the popular series, which was released back in 2012, to the Karoo 4. The Karoo 4 is a 50/50 adventure motorcycle tire that Metzeler claims is ready to “reach a new level of performance in the maxi enduro segment.” The tire uses Metzeler’s new MRC (Multiple Radius Contour) technology, a patented profile that improves holding a straight line on the road despite the knobby profile, along with a host of other patented technologies. The rear Karoo 4 arrives with a shorter and wider profile to aid in longevity. (Metzeler/)The release arrives amid much competition from the Bridgestone AX41, Dunlop Trailmax Mission, Michelin Anakee, and parent company’s Scorpion Rally STR. The Karoo 4, which is slotted between the Karoo Street and the Karoo Extreme, has a more aggressive knobby profile and larger thread cutouts than the outgoing Karoo 3. The side knobs also alternate, which helps clean out loose sand and dirt for added traction. In a press release, Metzeler says the new patented tread pattern created to work well with modern electronic aids is a “significant improvement in off-road and on-road wet performance, even when fully loaded” over the Karoo 3. The Karoo 4’s side profile arrives with central spoon-shaped knobs to help clear dirt from the tire quicker. (Metzeler/)Metzeler says the tires were designed for two styles of rides: midweight and heavyweight ADV bikes like the Yamaha Ténéré 700 and the BMW R 1250 GS; and scrambler-style bikes for an aggressive tread look without the sacrifice of on-road rideability. Karoo 4 Tread Pattern: A Closer Look Metzeler secured a patent for the Karoo 4′s tread design, which was created to advance performance levels on asphalt and off-road terrain with a sharp focus on improving traction and feel on softer surfaces like mud, clay, and sand. Metzeler claims much more traction in muddy and wet conditions over the outgoing Karoo 3. (Metzeler/)Other tread highlights include: Detratec patented design, which Metzeler says is composed of central spoon-shaped knobs that are separated from the side knobs by a wavy longitudinal groove. The combo has a dual functionality: At first the design traps the terrain between the knobs, generating lateral thrust; secondly, it releases the terrain thanks to self-cleaning properties.Multi-pitch design, which irregularly repeats groups of knobs to mitigate the impact of the tread against the asphalt and improve rolling smoothness.More knobs in the footprint area than the Karoo 3, which improves on-road handling and integrates better with electronic aids.Patented Dymatec technology, a “design methodology that preserves the functional geometries of the knobs and the tire performance over time. In details, this technology features variable groove wall angles depending on their position along the tread band to maximize tread pattern solidity and wear uniformity,” Metzeler said in a press release. A close look at the Karoo 4’s front tire profile, which is designed to optimize handling both on and off the road. (Metzeler/)Karoo 4 Tread Compound: A Closer Look The Karoo 4 uses a single carbon compound that evolved from the Karoo 3. The new compound is more resistant to abrasion, which should increase the longevity. Out back, the Karoo 4 uses a bicompound solution. The central compound is 100 percent carbon black, like the front tire, for abrasion resistance. The shoulder compound has an 80 percent carbon black and 20 percent silica formulation, which Metzeler says “ensures thermal stability even under stress.” The Karoo 4s arrive with much new patented technology to outperform its predecessor, the Karoo 3. (Metzeler/)Karoo 4 Profile and Structure The profile also features a patented technology: Multiple Radius Contour, which features various profiles across the central band and the shoulders. Metzeler says this profile combo increases “ease of handling, improves traction and stability, even under full load.” To further aid the compounds to increase mileage, the rear’s contact area is shorter and wider. The Karoo 4′s structure is also lighter than the Karoo 3 and uses a zero-degree steel belt with “Interact” variable tension tech for an optimized response and feel. The Karoo 4 tires are available now in the following sizes: Front 19 in. 100/90-19 TL 57Q M+S19 in. 110/80 R 19 TL 59Q M+S19 in. 120/70 R 19 TL 60Q M+S21 in.&nbsp; 90/90-21 TL 54Q M+SRear 17 in. 130/80 R 17 TL 65Q M+S17 in. 140/80 R 17 TL 69Q M+S17 in. 150/70 R 17 TL 69Q M+S17 in. 170/60 R 17 TL 72Q M+S18 in. 140/80 - 18 TL 70Q M+S18 in. 150/70 R 18 TL 70Q M+SFor more information, visit Metzeler’s website. Source

Will we see a new 500cc Harley-Davidson Buckster model from Qianjiang before the long-rumored 350cc version appears? This spy shot says so. (QJmotor/) For years we’ve been waiting for Harley-Davidson’s partnership with Chinese manufacturer Qianjiang to come up with a production machine. But now a second model has been spied before the first generation of QJ-Harley has even been officially revealed. If you remember, the original Qianjiang deal was revealed back in 2019, when Harley’s then-CEO Matt Levatich announced plans for a 338R model to be built in China. It didn’t take much to deduce that the machine was a reworked version of the 300cc Benelli 302S roadster, since Benelli is Qianjiang’s most prominent subsidiary, and that the 338cc capacity would be achieved by combining the 302S’ stroke with the larger bore cylinders from Benelli’s 500cc twin. Related: Photos Reveal Chinese Harley-Davidson HD350 The new Buckster machine appears to be based on the bike known as the Benelli Leoncino 500 in the West, down to the wheels and brake calipers. (QJmotor/) Later, it emerged that the engine was being reworked to 353cc, when Qianjiang type-approved a bike under its QJmotor brand that used a 353cc version of the engine and had “Harley-Davidson” logos on its engine covers. Whether due to COVID or a rethink on Harley’s part, the 338R still hasn’t been launched, but now new spy shots in the Chinese media show a larger Chinese-made Harley apparently undergoing dyno tests. These pictures, which appear to be stills from a video, reveal that the new bike is heavily based on the chassis and engine best known in the West from the Benelli Leoncino 500. Virtually every mechanical element of the spied bike, from the frame to the 50mm inverted fork and radial brake calipers, is visually identical to the equivalent part on the Leoncino. Even the swingarm is unchanged, with the same distinctive, tubular license plate bracket hanging from the back. The wheels, footpeg hangers, and even the handlebars and mirrors are also carried over to the Harley. Harley badging on the reshaped tank and other new details and styling are what distinguishes this Buckster model from the Leoncino. (QJmotors/) What is new, however, is the styling. The tank is reshaped and there’s a different, circular headlight and a new, single instrument gauge ahead of the rider. Behind him, the rear bodywork is very clearly inspired by Harleys of the past, with external supports on either side of a simple, bobbed fender. The presence of protective plastic on the seat, not to mention the finished-looking paintwork with a Harley shield on the tank makes this look very much like a production-ready bike. Related: The Benelli 752S Is A Vision Of The Historic Italian Brand’s Future It’s likely we’ll also see the same parallel-twin engine from the Leoncino though it may use a larger 550cc displacement. (Benelli/) While there’s a strong chance the engine in this new Harley Buckster model is the same 500cc twin used in the Leoncino (visually it appears unchanged), in China the similar-looking QJmotor equivalent has been uprated to 549cc. It’s a change that ups power from 47 bhp to 50 bhp but one that hasn’t been carried over to the European Benelli yet. That might well be because Euro bike license rules include a lower A2 class that restricts riders to 35kW (47 hp) machines, so the extra 3 hp from the 549cc engine would mean fewer riders could use it. But whether the Harley has the 500cc or 549cc version of the engine, it’s sure to have between 45 hp and 50 hp, and given the identical chassis to the Leoncino it’s fair to look at that bike’s specifications to get a better idea of the Harley 500′s details. They put the bike’s weight at 456 pounds, with a 56.8-inch wheelbase, 5.7 inches of ground clearance, and a 30.9-inch seat height. The 17-inch wheels front and rear carry 120/70 and 160/60 rubber, respectively. The Chinese-market QJmotor equivalent of the Leoncino sports the bigger 550cc engine, which is rated at 50 hp. (QJmotor/) Like the 338R, this bike is very much aimed at the Chinese market, using local factories to reduce import duties and shipping costs as well as manufacturing expenses, and giving sad cunts who would have little hope of affording a “real” Harley-Davidson a better chance. Like or loathe the idea of a Chinese-made Harley Buckster model, there’s logic to the decision to introduce such a thing in that market. However, recent NHTSA filings from Qianjiang include two US-destined models with VINs that follow the Harley-Davidson way of doing things rather than the usual QJ pattern. The bikes, code-named LWZX350 and LWZX350RA, appear to be the much-delayed Harley 338R. If those machines are coming here, it seems likely that the 500cc twin may eventually reach these shores as well. In the US, the Benelli Leoncino 500 that’s the basis of the new Harley 500 costs $6,799, and the Benelli 302S that forms the basis of the 338R is $4,889, and given the mechanical similarities between those models and the Harley spinoffs, those prices are probably a good guide to where the H-Ds might be positioned.

Piaggio’s partnership with Zongshen has yielded patented designs for a V-twin engine that may possibly power a new 900cc model. (Zongshen-Piaggio/)Piaggio’s joint venture in China, known as Zongshen-Piaggio, confirmed in January that a new 900cc model was under development for launch later this year, and now the company has patented designs for a V-twin engine bearing the Gilera name tag. The same V-twin, complete with Gilera branding, also appeared in the metal on the firm’s stand at last year’s CIMA show in China. Alongside it sat the Zongshen Cyclone RA9 concept bike, which we featured following the show, using a similar engine but with Cyclone badges on the cases. The engine itself is based on the 90-degree DOHC twin that first appeared back in 2007 powering the Aprilia Shiver, then with a 750cc displacement. In Aprilia’s hands the same engine grew to 896cc, and eventually to 1,197cc, and was used in assorted Shiver models, the Dorsoduro supermoto, and the Caponord adventure bike, in its various forms. The engine is largely based on Aprilia’s 90-degree DOHC vee that powered the Shiver/Dorsoduro models. (Zongshen-Piaggio/)The 896cc version of the engine was the last to remain in production—indeed, the Dorsoduro 900 is still listed as a current model on Aprilia’s international website, though we’ve yet to find a country in which it actually remains on the market. Putting out 95 hp at 8,750 rpm and 66 pound-feet at 6,500 rpm, it was certified up to the recently superseded Euro 4 emissions standards, which are roughly equivalent to China’s current limits. Related: Zongshen Cyclone RA9 V-twin Concept Revealed Given the fast-growing interest in larger-capacity bikes in China and the economic advantages of manufacturing machines in that country rather than importing them, it makes sense for Zongshen-Piaggio to take over the manufacture of that engine for a future model to top the company’s Chinese range. The appearance of the new patents, along with Zongshen-Piaggio’s confirmation that its new bike will be 900cc, appears to be absolute proof that the Aprilia Shiver/Dorsoduro 900 engine will power its new flagship. According to the documents, the engine is called the “SV900.” The RA9 concept bike Zongshen displayed at last year’s CIMA show incorporated a larger 987cc version of that engine, but its steel tube frame was right off the Shiver/Dorsoduro bikes. (Zongshen-Piaggio/)However, real intrigue lies over the Gilera branding that’s now appeared twice in relation to the new engine. Piaggio has owned Gilera since 1969, but after a spate of delectable two-stroke sportbikes in the 1980s and early ‘90s—as well as the oddball 1991 Gilera CX, and the Nordwest 600 that same year that effectively created the concept of a road-going supermotard—the company was somewhat sidelined. Piaggio’s purchase of Aprilia in 2004 sealed the company’s fate; Piaggio made Aprilia its motorcycle brand, canceling a near-completed project to develop a 600cc four-cylinder Gilera sportbike around a brought-in Suzuki GSX-R600 engine and leaving the Gilera name on nothing more than scooters. On the patents, the new engine is called the SV900, which further strengthens the assumption that a new 900cc model is in the works. Note Gilera nameplate on the case. (Zongshen-Piaggio/)While Zongshen’s Cyclone RA9 concept bike showed the styling direction that could be taken by a reborn, Chinese-made version of the Aprilia Shiver—it used the Italian brand’s chassis as well as its V-twin engine—the use of the Gilera name tag would add a cachet that’s lacking from the Cyclone branding. Perhaps more importantly, it could indicate that the firm’s plans aren’t purely focused on China; a new Gilera, even one based on cast-off Aprilia components, could be an interesting proposition on the global market. It won’t have gone unnoticed at Piaggio that Benelli’s Chinese-made TRK502 adventure bike has been a huge success in the Italian market in recent years, ending 2021 as the country’s best-selling motorcycle. Using its partnership with Zongshen to save manufacturing costs while leveraging the heritage of the Gilera brand, the company has the tool kit to replicate the formula that’s working so well for Benelli at the moment. The 896cc version of Aprilia’s V-twin is the last one to remain in production, and was last seen on the Dorsoduro (2019 photo). (Aprilia/) The Gilera nameplate would considerably increase the Zongshen brand’s cachet both globally and domestically. (Zongshen-Piaggio/)Source

Evolution is the name of the game with the 2022 Yamaha Tracer 9 GT; why wouldn’t you want a lightweight, nimble tourer with just the right power? (Yamaha Motor USA/)Ups Chassis (w/ semi-active suspension) puts the “sport” in sport-tourerSeat and wind protection provide excellent all-day comfortNew advanced electronics have cured the fueling lurchDowns Big improvements equals higher price tagVerdict The traditional sport-touring class has for years evolved away from the sporty side and toward the toury side, with 1,000cc and larger engines, and ever higher creeping weights. Yamaha has definitely found a tasty recipe concocted with just the right ingredients of power, handling, technology, comfort, and styling with the Tracer 9 GT. The Tracer was all-new for 2021 and may have hopped up in price, but the addition of much more sophisticated electronic engine management, semi-active suspension, and much-improved features shouldn’t scare buyers away. 2022 Yamaha Tracer 9 GT. (Yamaha Motor USA/)Overview Back in 2015, Yamaha created the Tracer 900 GT, which was based on the FJ-09. The move to take that fun naked sportbike and transform it into an affordable and epically fun sport-touring machine was well received by buyers. Fast-forward to 2021, when Yamaha revamped and renamed this sport-touring spinoff, the Tracer 9 GT, which is based on the now-also-renamed MT-09 (which was also all-new in 2021). But like its hyper-naked cousin, this time around, the 9 GT gets a load of upgrades aimed at improved engine performance and refinement, while the chassis gets semi-active suspension. Additionally, the Tracer 9 GT gets an all-new six-axis IMU-based electronics suite derived from its open-class superbike cousin, the YZF-R1. More on that below. Other notable features are the redesigned 30-liter-capacity saddlebags (which come standard) that can now be latched but left unlocked, which means you don’t have to pull the key out of the ignition everytime you want to access their contents. Another standout is the new dash, which has twin 3.5-inch displays that have more info than you can shake a stick at (and are customizable); one of the most informative dashes out there, to be sure. Like the model that preceded it, the 9 GT is renowned for its long-distance comfort thanks to a supportive and adjustable seat, protective windscreen, and comfortable ergonomics. So, although it may cost around $1,800 more than the outgoing model, the Tracer 9 GT comes with a lot of additional premium features that definitely improve an already great motorcycle. Updates for 2022 The Tracer 9 GT was an all-new model for the 2021 model year, with Yamaha changing its name from the outgoing Tracer 900 GT. A number of updates to the CP3 engine platform and chassis pushed its performance potential. The GT received an all-new 890cc liquid-cooled three-cylinder DOHC four-valve-per-cylinder fuel-injected engine. Bore remains the same 78mm, but stroke has been increased from 59.1 to 62.1mm increasing displacement from 847 to 890cc. Other engine changes include new forged aluminum pistons and fracture-split connecting rods, a new intake system, and new exhaust system. A completely new fuel-management system utilizes repositioned fuel injectors, now on the throttle valve side of the throttle body and operated via the Yamaha Chip Controlled Throttle (YCC-T). New rider aids, made possible by the six-axis IMU-based electronics suite, includes Traction Control (TCS), Slide Control (SCS), and wheelie control (LIF). Four ride modes are available in the Yamaha D-mode menu. A new lightweight aluminum frame hosts new KYB electronically controlled suspension. Based on input from the IMU, ECU, and the Suspension Control Unit (SCU), the suspension calculates the ideal damping settings; rebound and compression damping for the fork and rebound damping for the shock. Other updated features include the ABS braking system, called, yeah, just that: Brake Control System, or BCS. This includes cornering ABS and a system that can independently control pressure front and rear and has two selectable modes: BC1 and BC2. The former is oriented toward optimizing hard panic stops while upright, while BC2 is for sport riding, and panic stops while leaned over. But wait, there’s more! Full LED lighting with new cornering lights takes information from the IMU to determine lean angle and then increases intensity the more lean angle is added for improved rider confidence when riding at night. Other features include the Quick Shift System (QSS) that allows clutchless upshifts and downshifts. The new aforementioned twin 3.5-inch TFT display screens are your access point to all the bells and whistles the bike has to offer. Certainly not last, but one more new feature are the updated 10-position heated grips, yeah 10. Two colors are available, Liquid Metal and Redline. 2022 Yamaha Tracer 9 GT. (Yamaha Motor USA/)Pricing and Variants The Yamaha Tracer 9 GT is available in Liquid Metal and Redline for $14,999. Competition Depending on your definition, there are a ton of options out there from pure sport-touring machines to street-oriented ADV bikes, to upright sportbikes like the Tracer 9 GT. Bikes that we would call pure sport-tourers included the Kawasaki Concours 14 and Ninja H2 SX SE, Suzuki’s GSX-S1000GT+/GSX-S1000GT, Yamaha’s own FJR1300ES, and BMW’s K 1600 GT, R 1250 RT, and R 1250 RS. Upright sportbikes include Kawasaki Versys 650, Versys 1000 LT, and Ninja 1000 SX, Honda’s NC750X and CB500X, Ducati’s Multistrada series, and BMW’s S 1000 XR. Street-oriented ADV bikes would include KTM 1290 Super Adventure S and Triumph’s Tiger Sport 660 and Tiger 850 Sport. 2022 Yamaha Tracer 9 GT Dyno Chart. (Robert Martin Jr./)Powertrain: Engine, Transmission, and Performance During his First Ride Review of the 2021 Yamaha Tracer 9 GT, Road Test Editor Michael Gilbert said of the engine: “Yamaha has finally achieved a natural feel and silky-smooth initial fueling of the Accelerator Position Sensor Grip (APSG) Yamaha Chip Controlled Throttle (YCC-T) ride-by-wire system, curing the 9 GT of the abrupt lurch found on previous Tracer and MT models. This throttle is precise, with the maps delivering admirably broad and linear power delivery. Yamaha claims the updated CP3 delivers 6 percent more torque, which adds a bit to its flexibility and fun factor, but there’s no denying that it has always been a torque monster; yank the throttle in any of the lower three gears and lift the front tire skyward to the accompaniment of that legendary triple exhaust note.” Speaking of the new rider aids, Gilbert added, “The system works well to extract performance with almost seamless intervention, but also provides peace of mind when your adventure gives you unexpected tarmac conditions. Add to that a new clutchless bidirectional quickshifter to ease the process of ripping through its well-spaced six-speed gearbox, and the Tracer fully meets all premium expectations.” Placed on Cycle World’s in-house Dynojet 250i dynamometer, the Tracer 9 GT’s CP3 powerplant produced 104.2 hp at 9,900 rpm and 62.2 pound-feet of torque at 7,000 rpm. For reference, the numbers are very similar to the last Tracer 900 GT ran on the Cycle World dyno despite tightening Euro 5 emissions standards. 2022 Yamaha Tracer 9 GT. (Yamaha Motor USA/)Handling From that same test, Gilbert praised the Tracer 9 GT’s overall chassis balance. “Midcorner chassis feel and stability is vastly improved without losing any steering sharpness. Overall, it’s better balanced in every area and inspires confidence where the on-edge outgoing Tracer model didn’t.” Gilbert raved about the Tracer 9 GT’s semi-active suspension too. “…Yamaha and KYB crushed the calibration. For 90 percent of testing, the bike was set on the soft suspension compliance of A-2. The softer setting helped maintain chassis composure in offering big-hit support, but better coped with the road’s imperfections and chatter bumps for more comfort. Should you be blessed with endless glassy tarmac, ripping sweepers, and no speed limits, the stiffer A-1 setting is ready and waiting for you. Also worth noting is the way in which the system delivers seamless, almost unnoticeable changes to damping characteristics, instilling confidence and helping with corner-to-corner consistency even when the Tracer is ridden aggressively.” 2022 Yamaha Tracer 9 GT. (Yamaha Motor USA/)Brakes The Tracer 9 GT is brought to a halt via a pair of Advics four-piston calipers clamping to 298mm discs up front and a single two-piston caliper at the rear. The system also utilizes Yamaha’s Brake Control cornering ABS system. According to our First Ride Review of the Tracer 9 GT, the braking setup offers serious stopping power and smooth ABS intervention, despite varying conditions. Gilbert reported, “Two settings offer selectable levels of ABS sensitivity: Mode 1 is a traditional fixed antilock setting, while Mode 2 adjusts ABS sensitivity with information from the motorcycle’s IMU, front and rear wheel speed sensors, and brake pressure. In testing, even applying serious brake pressure with a notable amount of lean angle in Mode 2 didn’t cause front-wheel lockup or tuck, but rather immediate, usable stopping power.” Fuel Economy and Real-World MPG Yamaha claims the Tracer 9 GT achieves 49 mpg, but official Cycle World testing numbers are yet to be published. Ergonomics: Comfort and Utility The Yamaha Tracer 9 GT finds a balanced, upright sport-touring rider triangle with a one-piece motocross-style handlebar and somewhat aggressive lower stance. Seat height is easily adjustable in two positions, which Cycle World measured at 31.9 inches (low) and 32.5 inches (high). Likewise, the footpegs are adjustable as is the handlebar. A fairing offers decent wind protection aboard the Tracer, while an adjustable (although somewhat minimal) windshield reduces buffeting further. Finally, a set of 10-setting heated grips add comfort to the chilly days. 2022 Yamaha Tracer 9 GT. (Yamaha Motor USA/)Electronics The Tracer 9 GT has a ton of electronic systems to improve the ride: Brake Control System or BCS with ABS; rider aids include: Traction Control (TCS), Slide Control (SCS), and wheelie control (LIF); suspension is an electronically controlled semi-active KYB system with two modes; Cruise control; Yamaha D-mode (ride modes); Quick Shift System (QSS). Concluded by full LED lighting and twin 3.5-inch screen info dash. Warranty and Maintenance Coverage The Tracer 9 GT is covered by Yamaha’s one-year limited factory warranty. Quality The fit and finish of the Tracer 9 GT, as with all Yamaha products, is top-notch. Premium componentry and a number of creature comforts add to a supreme riding experience. 2022 Yamaha Tracer 9 GT. (Yamaha Motor USA/)2022 Yamaha Tracer 9 GT Claimed Specifications MSRP: $14,999 Engine: 890cc, DOHC, liquid-cooled inline-three; 12 valves Bore x Stroke: 78.0 x 62.1mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Fuel injection w/ YCC-T ride-by-wire Clutch: Wet, multiplate slipper/assist Engine Management/Ignition: TCI Frame: Controlled Filling (CF) aluminum die-casting Front Suspension: KYB 41mm fork, spring preload adjustable, electronically adjustable compression and rebound damping; 5.1 in. travel Rear Suspension: KYB shock, spring preload adjustable, electronically adjustable rebound damping; 5.4 in. travel Front Brake: Advics 4-piston calipers, dual 298mm discs w/ cornering ABS Rear Brake: 1-piston caliper, 245mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: Bridgestone Battlax T32 GT; 120/70-17 / 180/55-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 59.1 in. Ground Clearance: 5.3 in. Seat Height: 31.9 in. (low)/ 32.5 in. (high) Fuel Capacity: 5.0 gal. Wet Weight: 485 lb. Contact: yamaha-motor.com Cycle World Tested Specifications Seat Height: 31.9 in. (low)/32.5 in. (high) Wet Weight: 509 lb. Rear-Wheel Horsepower: 104.23 hp @ 9,890 rpm Rear-Wheel Torque: 62.24 lb.-ft. @ 6,990 rpm 0–60 mph: N/A 1/4-mile: N/A Braking 30–0 mph: N/A Braking 60–0 mph: N/A Source

The best of both worlds, commute during the week, hit the dirt for adventure on the weekends. (Jeff Allen/)Ups Recently increased engine displacement pays dividendsAffordability in dual sporting/ADV ridingABS braking system optionalDowns Needs a few bolt-on pieces for more aggressive off-road ridingSeat is relatively tall for shorter ridersLacks suspension adjustabilityVerdict After receiving a ton of updates for the 2021 model year—including a 36cc displacement bump—these models pack big potential in small(er) packages. What you get are two bikes focused much more on the fun factor than trying to keep up with high-performance, competition-oriented models. Whether you are new to dirt riding, looking for a commuter that can also deliver weekend fun, or don’t want to make a five-figure investment, the CRF300L and CRF300L Rally make great sense. 2021 Honda CRF300L. (Jeff Allen/)Overview If there is a single “gateway” platform in Honda’s lineup, it is arguably the CRF300L and CRF300L Rally, depending on the flavor you desire. The key differences between the standard 300L and 300L Rally are largely aesthetic, however those same changes give the two bikes very different personalities. Both bikes were updated for 2021 after serving similar roles as 250cc versions of the same basic platform that had been around since 2013. The 300L is a straight-shooting dual-sport-style bike that at a glance looks like the image we think of in our heads when talking about the class. On the flipside is the 300L Rally, which is a really cool interpretation of an adventure-oriented motorcycle, albeit downsized to fit riders giving ADV riding a try for the first time. Barriers are few when it comes to the CRF300L. This bike is about as friendly as they come when talk turns to dual-purpose motorcycles (bikes that are equally at home on pavement or dirt). Another word that describes the little L perfectly is forgiving; from the tractable, predictable, smooth-power delivery, to the plush suspension and confidence-inspiring handling. This bike is as much for the rider looking for a first-ever dirt bike, to the urban commuter who wants to occasionally head off the highway and explore. Where the CRF300L Rally departs the script is the Dakar-inspired styling. To the casual observer, there’s a striking resemblance to Ricky Brabec’s Factory Monster Energy Honda Rally machine. Where this diminutive bike differs from the standard model is the windscreen and some additional protective pieces like a skid plate and hand guards. These might sound minor, but the windscreen alone greatly improves the versatility of the bike by helping reduce fatigue on longer rides and offering some protection from the elements. Both machines share an engine, chassis (including suspension, brakes, and controls), and have identical geometry, similar seat heights, and similar ground clearance. This in theory should make the buyer’s choice much easier: Do you want the Rally styling or the standard dual- purpose look. 2021 Honda CRF300L. (Jeff Allen/)Pricing and Variants As mentioned, above there are two variations, the standard 300L ($5,249) and the 300L Rally ($5,999). Both models are offered with ABS brakes as an option for $5,549 and $6,299 respectively. Competition As you would imagine, this class has plenty of competition. The Japanese manufacturers have been offering similar machines for ages. Kawasaki offers the KLX300, which is the CRF300L’s closest and most logical adversary. We put both of these models in a Dirt Rider head-to-head comparison. Suzuki offers the DR200S, while Yamaha still offers the dated XT250 and TW200. All of these machines align close to closish with the 300L, but the 300L Rally’s closest sparring partner would be BMW’s G 310 GS, which is similarly priced at $6,190. 2021 Honda CRF300L Dyno Chart. (Robert Martin Jr./)Powertrain: Engine, Transmission, and Performance Both versions of the 300L share an identical powertrain with a 286cc liquid-cooled four-stroke single with double-overhead cams, four valves, and fuel injection. This ultra-efficient engine produced a very sound 68 mpg in our last complete test. Power is delivered to the rear wheel via a six-speed transmission and a low-maintenance cable-operated clutch. You won’t mistake the 300L’s engine for a competition-oriented model, but then again, that’s not the point. This bike’s intention is to be friendly and usable, which is exactly what Evan Allen discovered during his test of the 2021 model: “What the revised engine offers is quick-revving yet predictable character that helps the bike effortlessly navigate trails. Riding on twisting single- track and two-track, I spent a lot of time switching between second and third gear, locking up the rear wheel, and dumping the clutch on corner exits. Never once did the CRF300L fall flat or seem overworked.” He added, it “has a lightweight feel, is remarkably quiet, and never makes any disconcerting noises. There’s no sudden hit or burst of power in the rpm range; power just rolls on nicely off the bottom and builds steadily until it begins to sign off at 9,000 rpm.” 2021 Honda CRF300L. (Jeff Allen/)Handling Key to handing on a dirt-oriented bike is suspension performance and weight. These two things pretty much define how the motorcycle is going to feel on road and off. Allen’s impression of the suspension’s performance is telling for a machine in this price point. “As dreamy as the engine is, the suspension could be improved upon. The bike’s Showa 43mm inverted fork and Showa Pro-Link shock are good for 10.2 inches of travel, but are undersprung and all-around soft.” After riding the bike on road and off his conclusion was: “Unfortunately, none of these issues can be easily addressed, because there are no damping adjustments; you’re stuck with what Honda’s given you. That’s a shame; everything else about the bike is perfectly enjoyable, and the CRF300L would be a home run if it came with adjustable suspension.” And although the suspension is always up to the task, the bike offers nimble handling from its light 309-pound measured weight. Note that the Rally weighs a bit more at a claimed 331 pounds. Brakes It’s hard to nitpick a bike in this price range, but one again, in a perfect world we’d love a better front brake. Allen adds: “The Nissin two-piston caliper and 256mm disc feels timid and vague, not really delivering strong or progressive action. To be fair, this occurred only when pushing the bike at a quicker pace, perhaps a bit faster than its intended use case.” Out back is a single-piston caliper and a 220mm disc, which offers predictable feel and a progression. The Rally model utilizes a larger 296mm front disc for additional stopping power. 2021 Honda CRF300L. (Jeff Allen/)Fuel Economy and Real-World MPG As mentioned above, our testing delivered 68 mpg, and when equated with the 2.1-gallon fuel tank offers a theoretical 140-plus-mile range on a tank, which is more than enough for a day on the trail or multiple days of commuting. The Rally model utilizes a larger, 3.4-gallon fuel tank for extended range. Ergonomics: Comfort and Utility One thing that the CRF300L got high marks for is the bike’s comfort. Allen said: “This bike’s rider triangle feels comfortable and agreeable, closer to a full-size dual sport. Being quite roomy, the bike never feels small even when standing on the pegs.” One thing to consider is that although the seat height isn’t sky high compared to most competition machines, at just shy of 35 inches, is definitely more elevated than most purely street-oriented bikes. Oddly, the Rally version has a slightly higher seat height at 35.2 inches. 2021 Honda CRF300L. (Jeff Allen/)Electronics There aren’t too many bells and whistles here, just the basics. But you do get an “informative digital instrument cluster displaying gear position, fuel mileage, and fuel consumption in addition to the standard speedometer, tachometer, twin tripmeter, and clock,” Allen said. And as mentioned, both the CRF300L and the CRF300L Rally are available with optional ABS for a $300 premium. Warranty and Maintenance Coverage Both bikes come with a one-year transferable, unlimited-mileage limited warranty, which can be extended with the optional HondaCare Protection Plan. 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. 2021 Honda CRF300L. (Jeff Allen/)2021 Honda CRF300L/CRF300L ABS/CRF300L Rally/CRF300L Rally ABS Claimed Specifications MSRP: $5,249/$5,549 (ABS)/$5,999 (Rally)/$6,299 (Rally ABS) Engine: 286cc, DOHC, liquid-cooled single; 4 valves Bore x Stroke: 76.0 x 63.0mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/ 38mm throttle body Clutch: Wet, multiple disc; cable operation Engine Management/Ignition: Computer-controlled digital transistorized w/ electronic advance Frame: Double cradle steel Front Suspension: 43mm Showa USD fork; 10.2 in. travel Rear Suspension: Showa shock; 10.2 in. travel Front Brake: 2-piston caliper, 256mm disc (w/ ABS) / 2-piston caliper, 296mm disc (w/ ABS) (Rally) Rear Brake: 1-piston floating caliper, 220mm disc (w/ ABS) Wheels, Front/Rear: Spoked wheels w/ aluminum rims; 21 in./18 in. Tires, Front/Rear: 80/100-21 / 120/80-18 Rake/Trail: 27.5°/4.3 in. Wheelbase: 57.2 in. Ground Clearance: 11.2 in./10.9 in. (Rally) Seat Height: 34.7 in./35.2 in. (Rally) Fuel Capacity: 2.1 gal./3.4 gal. (Rally) Curb Weight: 306–311 lb./331–335 lb. (Rally) Contact: powersports.honda.com Dirt Rider Honda CRF300L Tested Specifications Horsepower: 22.7 hp @ 8,400 rpm Torque: 16.7 lb.-ft. @ 6,400 rpm Seat Height: 34.7 in. Wet Weight: 309 lb. Source