Hugh Janus

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.  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

Yamaha and Suzuki join Harley, Honda and Polaris in stopping motorcycle shipments to Russia. (Yamaha/)More than three weeks into Russia’s unprovoked invasion of Ukraine, a growing number of motorcycle manufacturers, their parent companies, and some aftermarket companies are ceasing production and business operations in Russia, in response to that country’s brutal invasion of Ukraine. Others are pledging donations to humanitarian aid groups to give assistance to and help stem the tide of more 3 million displaced persons who have been forced out of their homes. Adding to the effort are new sanctions from Western governments that ban the sale and shipment of some motorcycles to Russia. BMW, one of the more popular marques in Russia, has said it will stop vehicle exports to the country. (BMW Motorrad/)Harley-Davidson and Polaris Inc. revealed their actions early in March. H-D announced it had “…suspended its business in Russia and all shipments of its bikes to the country,” and Polaris, manufacturer of Indian motorcycles, said it “is suspending exports to Russia” and “halting business with the country” around the same time. Related: Harley Suspends Business in Russia That same week, Honda Motor Co. Ltd. announced the suspension of exports of motorcycles and autos to Russia, citing “distribution and financial challenges,” and just this week, the Tokyo headquarters said it would “…donate 1 million euros to the Japanese Red Cross Society as humanitarian support for the many people in Ukraine and neighboring areas who are facing extraordinary difficulties.” In addition, American Honda has said it would match donations made by associates who wish to support organizations providing aid to those impacted, as part of its existing HondaGO Give program. BMW, whose motorcycles enjoy huge popularity in Russia, also issued a statement confirming it had stopped exports of all vehicles to that country, and was quoted in the NY Times as saying, “production would suffer at its factories in Munich.” For context, most of the company’s motorcycles are made in Berlin, though BMW has assembly plants in Thailand and Brazil for distribution to those local markets, as well as contract manufacturing agreements in China and India. Ducati, whether intentionally or not, was another firm that found itself suspending vehicle exports to Russia early on, via an announcement from parent company Volkswagen Group emphasizing that its associated brands would be halting business there. The statement went on to say, “a sustainable solution to the conflict can only be found on the basis of international law.” And on March 3, Suzuki too announced it would be halting shipments of motorcycles and cars to the warmongering country. Honda has just announced the donation of 1 million euros to humanitarian relief efforts for the displaced. (Honda/)That same week Yamaha, which sells motorcycles, snowmobiles, and outboard motors in Russia, suspended exports from Japan and other countries, citing “chaotic logistics networks.” It’s not clear whether the company intends to resume operations once those issues are cleared, but in a statement released earlier this week, Yamaha HQ in Japan said it will “…donate 700,000 US dollars toward humanitarian aid for Ukraine and its surrounding regions.” Ural is the only Russian manufacturer of high-capacity bikes. On its US subsidiary’s Instagram page, the brand continues to show the simple message: “Stop War Now.” Meanwhile, the Russia-born Sardarov brothers are in control of 100 percent of MV Agusta’s capital, and CEO Timur Sardarov issued an early condemnation of the invasion in an open letter, saying he “never thought that I would feel so betrayed by the action of my own country.” An additional post on Instagram stated simply, “No War.” it has since been deleted. Bridgestone and Michelin are two aftermarket suppliers also committing to pulling out of Russia. (Bridgestone/)Other companies pulling out of Russia include the Michelin Group which has said it is suspending its industrial activity in Russia, as well as exports to the country in the wake of Russia’s invasion of Ukraine. Michelin has halted production of passenger tires and truck retreads at its 18-year-old factory in Davydovo. Bridgestone Corp. said earlier this week it will suspend operations while halting exports of tires to the country immediately, and just the other day said it would donate a total of around 500 million yen ($4.2 million) to the Office of the U.N. High Commissioner for Refugees, the International Red Cross, and other entities as humanitarian aid to Ukraine. That also includes a $250,000 USD donation made by Bridgestone Americas to the International Committee of the Red Cross. In addition to individual companies taking action, Western governments have stepped up with sanctions as well, the latest coming just this week. In a just-released package of sanctions, the European Union will restrict the shipment of luxury goods to Russia. Motorcycles are considered a luxury item and the ban is enacted to target motorcycles worth more 5,000 euros and any other vehicle or boat over 50,000 euros. This follows a package of US measures released on March 11. The Executive Order prohibits the “direct or indirect supply of luxury goods to any person located in Russia from the United States or by US persons.” Those luxury goods include “apparel, autos, motorcycles, and artwork.” Whether the reasons are economic or moral, the wholesale elimination of motorcycle sales in the country is unlikely to put any serious pressure on Vladimir Putin’s decision to wage war, but even the smallest of steps taken together can hopefully make a meaningful unifying statement. Source

A more aggressive Super Duke R comes with more performance but less comfort. But will you care about comfort when the front wheel is climbing and the scenery is a blur? (Jeff Allen/)We’ve always loved the European manufacturers’ pride in the outright performance of their motorcycles. Case in point: naked bikes. While the Japanese approach is a well-rounded bike with nonthreatening power, the Europeans have basically given us what many were always screaming for; take the bodywork and clip-ons off the superbike, stick on a standard handlebar with more comfortable ergonomics, shave just a bit off the top of the powerband, and let ‘er rip. Because the European manufacturers mostly used V-twin engines up until about five years ago, when the performance wars heated up the development of the twin-cylinder configuration did as well. It didn’t take long before we had twins with power outputs in excess of 150 hp, and we were all the better for it. But eventually most of the European factories ditched twin-cylinder engines for their flagship sportbikes, seeking ever-higher horsepower through more cylinders. In 2020, KTM’s 1290 Super Duke R got a redesign. The 2022 Evo model builds on the Super Duke 3.0. (Jeff Allen/)KTM has been the lone holdout, using its V-twin engine in its 1290 Super Duke R and 1290 Super Adventure ADV models. The latest and strongest edition of its LC8 75-degree V-twin engine powers the 1290 Super Duke R, which underwent a major revamp in 2020. About 90 percent of the bike was redesigned for lighter weight, better handling, or more power, along with a more sophisticated electronics suite; CW’s Don Canet was very impressed in his First Ride Review. The bike has been dubbed “The Beast 3.0″ by KTM, the number designating the model’s third generation. And the Austrian V-twin certainly lives up to that billing, with an absolutely stonking engine coupled to an upgraded chassis providing incredibly agile yet stable handling at even racetrack speeds. All of which brings us to the new 2022 1290 Super Duke R Evo. All the beastly goodness of the latest 1290 SDR is present, but with the added upgrade of WP’s new Apex Semi-Active Technology (SAT) suspension. The addition of a six-axis Bosch IMU along with other improved electronics in 2020 made the WP semi-active suspension an easy upgrade, as the IMU helps determine what damping adjustments to make to the magnetic valves in the fork and shock. And as you’d expect with a performance-oriented manufacturer like KTM, the electronics suite was upgraded to match. To be fair, most of the added features require the $800 Tech Pack option, as equipped on our testbike. WP’s Apex semi-active suspension on the 1290 Super Duke R Evo has five options: Sport, Street, Comfort, Auto, and Advanced. (Jeff Allen/)The Suspension Pro menu offers a fairly wide range of adjustability, especially when it comes to spring preload. Riders can pick between the automatic preload settings of High, Standard, and Low; the SAT system will automatically set the spring preload for a specific chassis attitude. High is for more aggressive riding with very little sag in the rear; Standard puts the chassis in a more neutral position; and Low provides, according to KTM, “a lot of sag on the rear wheel for a low seat height and low riding geometry.” The 1290 SDR is intended to handle even racetrack riding, so the spring rates are pretty stiff. Even with my 160-pound weight, the Low auto-preload setting didn’t exactly make the bike feel like a chopper. In fact, I remarked little difference between Standard and Low settings, although I wasn’t able to do any track riding where aggressive chassis pitch might make those differences more noticeable. Spring preload on the WP Apex semi-active shock has multiple electronically adjustable options. (Jeff Allen/)Riders can also manually select preload settings in six different percentage increments. To illustrate how stiff the spring rates are, consider that I did most of my riding with the preload in its lowest, or 0–20 percent, setting. Anything more than that and the rear suspension felt like it was sitting too high in its stroke; the ride also became harsh because the SAT system automatically changes the rebound damping to compensate for the preload. There are, naturally, a number of choices for suspension damping: the standard Sport, Street, and Comfort settings; Auto, which lets the SAT suspension change the damping according to the riding situation; and Advanced, which allows manual setting of the damping in the fork and shock. Street was firm enough for even the most aggressive canyon riding, with Sport being so stiff that any sharp-edged bumps would upset the chassis and tire grip; that setting should be reserved for the racetrack. The Comfort setting is a relative term; while it took the edge off some smaller bumps, anything larger, like frost heaves or sharp bumps, will be felt in the back and wrists. Auto suspension setting works well for nearly any street riding. (Jeff Allen/)The Auto suspension setting worked well for any street riding situations encountered, including spirited canyon runs. The SAT system does a good job of sensing when to firm up the suspension, and the reaction time is lightning-quick; try tricking the system by cruising at a good clip up to a corner and then just flicking the bike into the turn, and the suspension immediately firms up as the chassis settles into cornering mode. There wasn’t time to thoroughly try out the manual suspension damping settings, which unfortunately do not include separate compression and rebound, but this setting is likely only fit for trackdays. At any rate, the SAT system worked well enough that the manual modes weren’t really a temptation. Like the 1290 SDR, the Sport, Street, Rain, Performance, and Track ride modes return with the SDR Evo. In the Sport/Street/Rain modes, the traction control, wheelie control, and throttle response are all preset. Because of the 1290 SDR Evo’s outrageously powerful engine (our testbike churned out 161 hp at 10,100 rpm and 93 pound-feet of torque at 8,300 rpm, with 80 pound-feet of that torque occurring at 4,200 rpm) coupled with its light weight and short wheelbase, the TC and WC intervention is pretty frequent even in Sport mode. Although both are transparent in their action, power can be felt getting reined in at even moderate lean angles, or for aggressive throttle openings in the first three gears. Lean angle can practically be used as a throttle; as the bike is picked up, power can be felt increasing. Traction control intervention is frequent when leaned over, but the lean-sensitive system works well. (Jeff Allen/)The Performance and Track ride modes are where the 1290 SDR Evo’s engine and chassis can really be enjoyed, because every parameter becomes adjustable. Wheelie control can be turned off, which may be preferable given its tendency to dial back power just when riders might want to use it. Traction control can be adjusted on the fly using thumb/forefinger paddles on the left handlebar switch gear to any of nine levels, and throttle response is available in Street, Sport, and Track levels of responsiveness. With the 1290 SDR Evo’s new quicker-turn throttle (seven degrees less rotation), most will prefer the response of the Sport throttle level, as the Track setting is perhaps too aggressive in the middle portion of the throttle turn for the street. The Performance ride mode allows all the adjustability of Track mode, but retains the cruise control and Bluetooth connectivity for the MyRide app. The KTM engine is a continual reminder of just how good modern performance V-twins are for the street. Yes, the four-cylinder competition has a little more top-end horsepower, but that advantage can’t really be exploited in the day-to-day world. The 1290 SDR Evo has far more responsive power that is more controllable in the vast majority of riding situations encountered on public pavement, making it easier and more fun to ride quickly. Fueling and throttle response are much smoother than previous-generation 1290 SDRs, with no burbling or hiccups even during slow-speed city cruising. Add the KTM’s upgraded chassis, which provides surprisingly nimble handling with a sure-footed stability that complements the engine’s stupendous power, and this bike has a grin factor that’s hard to beat. While a V-4 may make more peak horsepower, nothing is much more fun than a high-powered V-twin. And the 1,301cc LC8 unit in the 1290 Super Duke R Evo is a blast. (Jeff Allen/)Bleeding off the KTM’s speed is ably handled by Brembo’s Stylema Monoblock four-piston calipers biting 320mm discs up front and a twin-piston caliper with 240mm disc out back. The front brake is crisp and responsive without grabbiness in the initial bite and has excellent feel through the lever pull. The ABS threshold is not only fairly high (a contributing factor here is the excellent grip from the OEM-spec Bridgestone multi-compound S22 tires) but very transparent when it does intervene. There is a Supermoto ABS mode that disables the rear ABS to allow more rear-wheel slippage into corners, which riders may prefer as it feels like the front wheel ABS threshold is higher in that mode. Brembo Stylema Monoblock calipers and 320mm rotors offer excellent feel. (Jeff Allen/)In a nod to the front brake’s power, there is an electronic anti-dive feature for the front fork. While this feature might be useful for track use, it keeps the front end higher than usual under braking, which affects steering into the corner while trail braking. Testers turned that feature off and left it off. As absolutely enjoyable as the KTM is, it’s by no means wart-free. Navigating the menus on the 5-inch TFT display is not very intuitive, and the owner’s manual is not much help. For example, a small C1/C2 toggle switch on the left switch gear that allows quick access to features or menus of your choosing; a nice touch, but nowhere in the owner’s manual is it explained how to program that switch. The transmission has been improved with crisper and lighter shift action, but it’s still not easy to find neutral at a stop, and the quickshifter could be smoother on auto-blipping during downshifts. Ergonomics are more aggressive on the Super Duke R than on past models. (Jeff Allen/)But perhaps the biggest gripe with the KTM is a matter of being careful what you wish for. There is a lot to love about the 1290 Super Duke R Evo’s performance, but the continuing pursuit of those higher levels of performance has inevitably tilted the chassis into the racetrack realm. Besides the stiff suspension rates, the ergos are now more aggressive to help the chassis cope with that added power and provide better racetrack performance. The first-gen 1190 Super Duke was a bike that could be ridden all day long, but the 1290′s riding position is a little more cramped and puts a little more weight on your wrists. But should any of those minor gripes prevent anyone from laying out $19,599 for the 1290 Super Duke R Evo if they have the cash? Not a chance. KTM’s Beast 3.1 is just too much fun. 2022 KTM 1290 Super Duke R Evo Specifications MSRP: $19,599 Engine: DOHC, liquid-cooled, four-stroke 75-degree V-twin; 8 valves/cyl. Displacement: 1,301cc Bore x Stroke: 108.0 x 71.0mm Compression Ratio: 13.6:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 161.1 hp @ 10,100 rpm Cycle World Measured Torque: 93.0 lb.-ft. @ 8,340 rpm Fuel System: EFI w/ 56mm throttle bodies, ride-by-wire Clutch: Wet, PASC slipper; hydraulic actuation Engine Management/Ignition: Keihin EMS/dual-spark ignition Frame: Tubular chromoly steel Front Suspension: 48mm WP Apex SAT inverted fork, electronically adjustable; 5.1 in. travel Rear Suspension: WP Apex SAT shock, electronically adjustable; 5.5 in. travel Front Brake: Brembo Stylema 4-piston Monoblock caliper, 320mm floating discs w/ Bosch ABS Rear Brake: 2-piston caliper, 240mm disc w/ Bosch ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.50 in. / 17 x 6.00 in. Tires, Front/Rear: Bridgestone S22; 120/70ZR-17 / 200/55ZR-17 Rake/Trail: 25.2°/4.2 in. Wheelbase: 58.9 in. Ground Clearance: 6.3 in. Seat Height: 32.9 in. Fuel Capacity: 4.2 gal. Average MPG: 35.4 mpg Wet Weight: 437 lb. Contact: ktm.com Cycle World Measured Performance Quarter-Mile: 10.59 sec. @ 139.08 mph 0–30 mph: 1.56 sec. 0–60 mph: 3.19 sec. 0–100 mph: 5.65 sec. Top-Gear Roll-On, 40–60 mph: 4.05 sec. Top-Gear Roll-On, 60–80 mph: 2.78 sec Braking, 30–0 mph: 32.77 ft. Braking, 60–0 mph: 132.27 ft. There are many parameters to adjust on the 1290 Super Duke R Evo. (Jeff Allen/) While being honed for the track, the 2022 KTM 1290 Super Duke R Evo is so much fun on the street. (Jeff Allen/)Source

One of the 693cc QJ models will be a more premium offering, with a single-sided swingarm, gold fork, and a wider rear tire. (QJmotor/)The middleweight sportbike class has been poorly served in recent years as manufacturers have concentrated on liter machines and left the junior models to go stale on the shelf. Now that’s turning around with a growing interest in midsize parallel-twin machines that appear to be revitalizing the category. Aprilia’s RS 660 and Yamaha’s R7 have shown there’s interest at both higher and lower price points, and Honda’s upcoming Hornet revival, which also features a high-revving twin, is also likely to spawn a full-faired sibling at some point. Now Chinese giant Qianjiang is joining the same market with a pair of 693cc parallel-twin sportbikes that will soon be launched under its QJmotor brand name. Both have yet to be officially launched, but pictures and basic specs have emerged via approval filings in China. Related: New QJMotor 600cc and 700cc Models Revealed This red version looks to be the lower-spec model, though both bikes share the same frame, engine, and basic styling. (QJmotor/)The two models are variations on the same machine, sharing an identical engine, styling, and frame but with different suspension specs and paintwork to set them apart. We don’t have names for the machines yet, but since QJmotor’s four-cylinder 600cc sportbike is simply called the 600RR, there’s a good chance the new models will go under 700RR branding. Power comes from the same 693cc twin that recently emerged in the QJmotor SRK700 roadster, and despite being made in-house by Qianjiang, appears to be either a clone or a license-made version of the identically sized engine in CFMoto’s 700CL-X. With the same 83mm bore and 64mm stroke as the CFMoto engine and near-identical peak power, it’s likely to feel much the same as that engine and, importantly, should have no trouble meeting international emissions standards. The 693cc engine in both QJ versions looks nearly identical to the liquid-cooled parallel twin seen in CFMoto’s 700CL-X model. (CFMoto/)It’s bolted to a steel tube frame, again from the SRK700, with what appears to be Marzocchi suspension. The Italian brand is used on several other QJmotor models, and Qianjiang recently signed a joint venture deal to take over production of Marzocchi components, although the suspension company’s kit will still be designed in Italy. The suspension is where the two versions of the bike differ though. The red machine seen here is the lower-spec model, with black fork and a double-sided swingarm holding a rear wheel clad in a 180/55-17 tire. The black version, which has a look that takes a leaf from Ducati’s Panigale V4 SP, complete with a silver tank and red trim, uses a single-sided swingarm, gold-colored fork, and a wider 190/55-17 hoop at the back. Both have competent, if not spectacular, styling that ticks all the usual sportbike boxes, including the seemingly inevitable winglets on either side of the nose. The look isn’t the sort of blatant copy seen from some Chinese firms, but neither is it anything radically original. It’s a surprise to see the small, conventionally mounted Nissin brake calipers on both versions, though, as early shots of the unfaired SRK700 (that shares the same frame and engine) showed it fitted with Brembo radial brakes. Steel tube frame on both appears to be shared with the firm’s existing SRK700 roadster, and the suspension looks to be from Marzocchi. (QJmotor/)While QJmotor hasn’t announced any clear plans for international sales yet—the brand was only launched a couple of years ago in the Chinese market—it’s raising its global profile this year as title sponsor of the Avintia Moto3 effort and took a stand at last year’s EICMA show in Milan. Its parent firm, Qianjiang, is already one of the most internationally active of China’s motorcycle makers, having owned Benelli since 2005 and securing deals with both MV Agusta and Harley-Davidson to develop and manufacture bikes for both those companies. The result for MV is the Lucky Explorer 5.5 that was unveiled last year—effectively a restyled version of an existing Chinese-market QJmotor bike—while the Harley project, despite being ongoing for years, has yet to be officially revealed. So while there’s no clue that the new QJmotor 700RR models will be sold in the US, there’s a strong chance that these bikes, or a derivative of them, will eventually be offered on international markets. Source

Have you ever imagined riding a robot goat? Kawasaki engineers did ahead of unveiling Bex at the 2022 International Robot Exhibition. (Kazumichi Moriyama / Youtube/)Imagine a robot. What comes to mind? For Kawasaki’s robotics division, the answer is a goat. The Japanese manufacturer unveiled Bex, its rideable robot goat, to over 140,000 visitors to the 2022 International Robot Exhibition, the world’s largest robot trade show, which was held in Tokyo March 9–12. This robogoat is a by-product of Kawasaki’s humanoid program, which recently unveiled Kaleido, a robot engineered in a joint effort with the University of Tokyo. Kawasaki video shows an all-white Bex, which was named after the Ibex, a goat found in the Middle East, slowly prancing around the perimeter of an enclosed stage as rather ungoatlike lights flash along its neck and horns. The goatbot moves in a fashion similar to Spot, the popular, arguably creepy, undeniably agile quadrupedal robot from Boston Dynamics. Bex stands alone, showing off its robotic profile. (Kazumichi Moriyama / Youtube/)In the video Bex can be seen stopping at the front of the stage, folding its four legs in half, and extruding eight wheels, two on each robotic leg. Two wheels also descend from Bex’s belly analogue, and the robot proceeds forth like a complex mechanical ungulate roller skate. Bex then moves to pick up a rider, who straddles the goat by means of footpegs, appendages which, like the aforementioned wheels, are not usually found on biological goats and which must therefore be acknowledged as a notable goat improvement. The rider-demonstrator appears to control the cybergoat through a handlebar with a digital interface as Bex rises from its wheels to its legs and takes another lap around the stage, the rider perched atop like a complex metaphor for the unfathomable strangeness of mankind’s technological goat-based future. The speeds attainable by the mechanogoat while either prancing or being ridden seemed objectively slow, and Kawasaki has yet to release any information regarding top speed; range; the possibility of Bex producing tangy milk and cheeses in the manner of its biological forebears; or whether Bex models will become commercially available. Bex lowered and in electric drive mode. (Kazumichi Moriyama / Youtube/)And what of Kaleido, the robot unveiled in December 2017 during the International Robot Exhibit? The humanoid robot was updated for 2019 and shown at that year’s robot exhibition walking on a treadmill and replicating a victim rescue during a staged disaster scenario. Kawasaki says Kaleido has a “similar physique as a human” and features a “tough structure that does not break easily even if it falls”; it is unclear if this is intended to be encouraging news. Meet Kaleido, Kawasaki’s humanoid. (Kazumichi Moriyama / Youtube/)Whereas the focus of Kaleido is reportedly disaster relief, Bex seems to be utility- and leisure-based. Bex can carry up to 220 pounds and would be ideal for large factories, farms, or large factory farms. The upper body is modular, allowing owners to remove the goat section for added utility and visual strangeness. Demand for, or at least interest in, robots has recently risen due to the pandemic labor shortage in 2021. According to Business Insider, a record 29,000 robots were ordered during the first nine months of 2021. The humanoid-replacement race is therefore on among many innovative companies; this naturally and inevitably includes Tesla. The electric-car manufacturer’s CEO, Elon Musk, who despite widespread speculation claims not to be a humanoid robot himself, has discussed releasing the Tesla Bot in 2022 with the not-exactly-original name “Optimus.” Kawasaki also knows labor equipment is essential and evidently plans to push forward with non-humanoid advancements such as Bex, the prancing robot goat. Kawasaki’s robot goat Bex can carry up to 220 pounds. (Kazumichi Moriyama / Youtube/)Source

Royal Enfield has finally pulled the covers off the long-teased Scram 411 for India and Europe. (Royal Enfield/)Having recently upgraded the bare-bones Himalayan adventure bike, Royal Enfield has pulled the wraps off its sister model—the urban-oriented Scram 411—to reveal a machine that shares the same simple appeal, but in a more attractive-looking package. The Scram has been an ill-kept secret for some time, and its official specs come as little surprise; it’s based on the Himalayan, and Royal Enfield has made as few changes as possible to the major components. Affordability is key to the appeal of both the Himalayan and the Scram, and since every modification or factory retooling has a knock-on impact on the eventual price, those shared parts are to be celebrated, not shamed. Related: 2022 Royal Enfield Himalayan First Ride To no one’s surprise, the Scram is heavily based on the current Himalayan, right down to the chassis and engine. (Royal Enfield/)It means there are very few surprises when it comes to the Scram’s mechanical parts. The frame is the same Harris Performance-designed chassis that’s used on the Himalayan; it’s a simple, rugged, steel affair, and the engine is a direct carryover as well. That means a 411cc air-cooled single, with an undersquare bore and stroke of 78mm (3.07 inches) x 86mm (3.39 inches), pushing out 24.3 hp at 6,500 rpm and 23.6 pound-feet between 4,000 rpm and 4,500 rpm. Those aren’t numbers that’ll get the blood racing, but they’re enough to keep up with the flow of traffic. The suspension arrangement carries over from the Himalayan as well, though the front wheel changes to a 19-incher. (Royal Enfield/)It’s much the same story when it comes to the suspension, with a 41mm telescopic fork up front and a monoshock out back, but the Scram has fractionally less front suspension travel, at 7.5 inches instead of 7.9. More significantly, the front wheel diameter drops from 21 inches to 19 inches, wrapped in a 100/90-19 tire, lowering the front of the bike, sharpening the steering, and slicing 0.4 inch off the wheelbase, down from 57.7 to 57.3 inches. The rear wheel is the same 17-incher used on the Himalayan, and is shod with 120/90 rubber. The changes drop the bike’s ground clearance from the Himalayan’s 8.6 inches to 7.9 inches, while the seat, more deeply padded than the Himalayan’s, comes down by 0.2 inch to 31.3 inches. The Scram’s mass is less than the Himalayan’s too, coming in at 408 pounds without fuel. Other noticeable changes include a lower, plusher seat and a shorter tail, along with additional side panels. (Royal Enfield/)The Scram’s styling is perhaps the most surprising success, as despite carrying over the Himlayan’s 4-gallon fuel tank—which makes up most of the bodywork—and the side panels, it manages to look much less awkward than the adventure bike it’s based on. The Scram ditches the high-mounted front fender and swaps the rear one for a shorter design, while the circular headlight is mounted lower and set back further between the fork legs. Small additional panels on either side of the tank help visually lower the front further, and along with the repositioned light and shorter tail give the Scram the appearance of a more compact bike, with its mass hunched forward. A small nose cowl takes the place of the Himalayan’s shield, and completes the transformation, overseen by Royal Enfield’s British design boss, Mark Wells. The brake system carries over from the Himalayan as well, but a new nose cowl and repositioned light give the Scram a distinct appearance. (Royal Enfield/)Like many of the other components, the brake system is taken wholesale from the Himalayan, with a simple two-pot front caliper gripping a 300mm disc and a single pot brake at the rear on a 240mm rotor, with ABS as standard. There’s little else in the way of tech, but the bike’s simple analog speedo houses a small digital dash for other readouts, and like the Himalayan it has the Tripper smartphone-connected navigation system mounted in a separate pod to the side. Just a simple analog speedo and small digital display join the Tripper nav system in the cockpit. (Royal Enfield/)Royal Enfield has yet to confirm pricing for the Scram, which is set to go on sale in Europe in May, but given the similarity to the Himalayan the two bikes aren’t going to be far apart in cost. The paint schemes shown in Europe include three versions with gray tanks, using plastics in red, blue, or yellow to add color, as well as two more expensive variants with two-tone paint on the tank in either red and white or silver and gray. The Scram will go on sale in May (in Europe), with base models available in red, blue or yellow. (Royal Enfield/)2022 Royal Enfield Scram 411 Specifications MSRP: N/A Engine: SOHC, air-cooled single Displacement: 411cc Bore x Stroke: 78.0 x 86.0mm Compression Ratio: 9.5:1 Transmission/Final Drive: 5-speed/chain Claimed Horsepower: 24.4 hp @ 6,500 rpm Claimed Torque: 23.6 lb.-ft. @ 4,250 rpm Fuel System: Electronic fuel injection Clutch: Wet, multiplate Frame: Half-duplex, split-cradle steel frame Front Suspension: 41mm telescopic fork, nonadjustable; 7.5 in. travel Rear Suspension: Monoshock w/ linkage; 7.1 in. travel Front Brake: 2-piston floating caliper, 300mm disc w/ ABS Rear Brake: 1-piston floating caliper, 240mm disc w/ ABS Tires, Front/Rear: 100/90-19 / 120/90-17 Rake/Trail: N/A Wheelbase: 57.3 in. Ground Clearance: 7.9 in. Seat Height: 31.3 in. Fuel Capacity: 4.0 gal. Claimed Curb Weight: 408 lb. Availability: May (Europe) Contact: royalenfield.com Source

Look familiar? Europe will be getting a modern reboot of Honda’s Dax minibike, which first appeared in the 1970s. (Honda/)Honda has revived its Dax minibike in the form of the new ST125, a 21st century version of the ST50, ST70, and ST90 machines that were defining models of the 1970s. While the single-cylinder model has only been revealed in Europe so far, there’s a strong chance it will be coming to the States in the future. The revival of the Dax is part of a minibike renaissance for Honda, who rediscovered the format with the MSX125 Grom in 2014 and has been mining that seam ever since. The MSX itself has since spawned the Monkey 125 as an authentic tribute to perhaps the most famous minibike of all, and the new Dax follows in its footsteps. Main components are shared with the Super Cub, Grom, and Monkey, though the Dax has slightly larger dimensions. (Honda/)The original Dax ST50 and ST70 (which was sold as the CT70 in the States) were created specifically with export markets—Europe and the USA—in mind, making their debut back in 1969 as a follow-up to the 1967-on Monkey. In fact, it was the American market that inspired the bike, asking for an enlarged version of the Monkey to better suit Western physiques, as well as the ability to carry passengers. Just like the original, the new ST125 Dax takes its main components from the Super Cub, which these days means a 124cc SOHC air-cooled single attached to a four-speed transmission via a centrifugal clutch. While both the Grom and Monkey share the same engine, the current iterations of those models have a conventional clutch and five-speed box, so despite its similar dimensions and shape, the semi-auto Dax promises a markedly different riding proposition. Related: 2022 Honda Grom First Ride The ST125 carries over the same single-cylinder motor from the Grom and Monkey, though here it’s mounted in a pressed steel frame and gets a semi-automatic transmission. (Honda/)We won’t dwell on performance for too long; that’s simply not what these bikes are about. For the record, the Dax makes 9.25 hp at 7,000 rpm and a peak of 8 pound-feet of torque at 5,000 rpm, numbers that are understandably within a whisker of the Grom, Monkey, and Super Cub that use the very same single-cylinder motor. Top speed will likely be somewhere around the 60 mph mark, so while urban traffic won’t be a problem, faster roads might prove daunting. Just like the original Dax, the new model’s engine is slung beneath a T-shaped, pressed steel frame that hides the fuel tank and all the electronics and wiring, making for a clean, unfussy look. With the tank in the top frame rail, it’s understandably limited in size; 1 US gallon is all you’ll get in there, around half a gallon less than will fit into the Monkey’s tank. Even so, since the Dax is good for a claimed 150 mpg, that’s a lot of potential range between fill-ups. Don’t plan on going too far; that frame holds just 1 gallon of gas in the top rail. (Honda/)The Dax’s frame means there’s space for a longer seat than the Monkey’s, and like the original that means there’s room for a passenger, who gets a chrome grab rail and their own footpegs. Those pegs are even mounted on hangers extending from the frame, which is an upgrade over the original Dax, which had them bolted directly to the swingarm. Despite the extra space, the new Dax is just 2 inches longer than the Monkey, coming in at a compact 69.3 inches overall. It’s still a lightweight machine, coming in at 236 pounds, only 7 pounds more than the Monkey 125. The Dax also benefits from the Grom’s upside-down fork and five-spoke wheels with disc brakes. (Honda/)As well as the Grom’s engine, the Dax adopts the Grom’s five-spoke wheels and front and rear disc brakes—representing another much-appreciated upgrade over the cable-operated drum brakes of the 1970s models. There’s even ABS and an IMU to monitor and prevent rear wheel lift, something that’s inevitably a concern on a bike with such a short wheelbase and high center of gravity. An LCD display hides within the chrome-trimmed, analog-styled dial. (Honda/)As on the latest Monkey and Grom models, the Dax’s fork is a 31mm upside-down telescopic unit, although it lacks any adjustability, while the steel box-section swingarm is suspended by two nonadjustable coilover shocks. Despite the retro looks, there are modern touches including a set of LCD instruments hiding inside a trad-looking circular dial—it’s the same setup as the Monkey 125—and full LED lighting. No pricing has been released yet, but we do know the 2023 Dax will be available in red or blue when it comes to Europe this May. (Honda/)In terms of other visuals, the Euro market version of the new Dax comes in two paint schemes, red or blue, with the Dax name on a band around the tank and the ST125 branding on a side badge that also features a helmeted dachshund on wheels; Dax is short for dachshund, reflecting the idea that the bike’s long frame and small wheels give it the look of a wiener dog from the side. Officially, the Dax is a 2023 model and it’s not due in European dealers until May this year. A US market version seems sure to follow, not least because the original Dax was designed specifically for the States, but also because America has proven to be a huge market for the Grom, showing that the appetite for minibikes hasn’t diminished. Prices have yet to be announced, even in Europe, but it’s sure to be very close to the Monkey and Grom in that respect. The new Dax is 2 inches longer than the Monkey so there’s more room for a passenger. (Honda/)Source

Honda made its racing debut at the 1959 Isle of Man TT in the 125cc class. (Honda/)At the 1954 Isle of Man TT races, Soichiro Honda was stunned to learn that European bikes were making three times more power per liter than the best Japanese machines. In his wartime business of manufacturing aero-engine piston rings, he had learned the value of research. When his first rings flunked quality standards, he sought understanding from university metallurgists and achieved success with an improved process. R&D is the key to moving forward. Now Mr. Honda saw German Rupert Hollaus win the 125 TT on a high-revving NSU single. Four NSU twins swept the 250 TT, with winner Werner Haas averaging 90.867 mph over 113 miles. The 350 TT was won by Rod Coleman on a British AJS single at 91.54 mph. The three major components of horsepower are 1) engine displacement, 2) stroke-averaged net combustion pressure, and 3) rpm. The well-traveled path to power was the English way: a low-revving but deep-breathing single-cylinder engine of great refinement. The new way, so powerfully demonstrated by NSU, was to make power through rpm. Related: Honda CB750 - CLASSICS REMEMBERED Mr. Honda explored both the traditional and the new. Because his company was producing small commuter bikes, the lightweight TT classes were especially interesting. He wanted to know more, so he bought an NSU and an Italian Mondial, both of which were designed to make their power through higher rpm, and shipped them back to Japan. Now comes the really interesting part. Honda decided to develop his own machines to compete in a future TT. For the 1959 Isle of Man TT’s 125 class he built tiny twins with double overhead camshafts. Were they copies of NSUs or Mondials? Not in the least; Honda’s researchers equipped the new twins with four valves per cylinder. As a kind of insurance they also built some two-valve versions of the same engine. Honda engineers Tadashi Kume and Kimio Shinmura knew the literature, and it was discouraging. At the time the majority opinion was that two valves per cylinder delivered the best flow, as seen in bikes like the AJS 350. Four-valve designs had been successful in 1912, but Harry Weslake had begun scientific flow testing in 1922, finding that in terms of specific airflow (cubic feet of airflow per minute, per square inch of valve-head area), a single intake valve flowed best. Four-valve engines fell out of fashion despite Rudge’s brief TT success with them in the early 1930s. The high flow from a single intake valve arose mainly from its ability to attach that flow to the inside surface of a hemi combustion chamber, converting flow velocity back into pressure in the cylinder more efficiently. Decades of success by the highly refined British singles from Norton, Velo, and AJS underlined two-valve superiority. Modern airflow specialists will recall that for years, the instruction book supplied with Superflow’s flow benches identified the two-valve Norton twins as having the highest intake-specific flow in their experience. No Room for Error Yet there was a problem. As MV Agusta’s four-cylinder two-valve 500 engine neared 10,000 rpm, riders were told they had a safety margin of just 300 revs before destructive valve float could be expected (precipitating collisions between valves and pistons). Prevention required one eye on the tach and one on the road ahead. Why not just use stiffer valve springs? Add enough spring and your reward is not only cam and tappet galling but valve-stem stretch as well. MV’s narrow 300-rpm safety margin was a no-go for Honda, whose first ambition was to win Japan’s Mount Asama races. These events were run on a rough cinder surface, and the constant wheel hopping as the rear tire broke and regained traction made engine speeds jump. You could hear it there, and you can still hear it in sound recordings of racebikes on the Isle of Man as the rear tire periodically loses grip over the rough surface. How tall are those spikes, measured in rpm? More than 300? When you run into tough problems, you look at every “fact” again, in detail. Compare one big intake valve to two smaller ones of equal total flow area, and an important scale effect jumps out: The total weight of the two smaller valves works out to be considerably less than that of the single larger valve! The Problem of Scale Every dimension of the single, larger valve is bigger. Its head diameter is bigger, so the head must also be thicker to support combustion pressure over its larger area. The bigger valve needs a longer valve stem, to make room for its larger single port to turn down, and that stem has to be sufficiently thicker to withstand the force of the stronger valve springs. It’s like comparing two cubes, one whose sides are 1 inch long, and another whose sides are 2 inches long. What is the ratio of their volumes? For the 1-inch cube, it’s 1 cubic inch: 1 x 1 x 1 = 1. But for the 2-inch cube, it is 2 x 2 x 2 = 8 cubic inches. Instead of scaling directly with head diameter, valve weight scales nearly as the cube of head diameter. The lighter the valve, the easier it is to make it follow the cam contour without valve float. The Solution Appears So here was a solution—provided adequate flow could be achieved. Choosing to build a four-valve-per-cylinder engine reduced valve weight enough that Honda could safely operate the valve train at engine speeds roughly 40 percent higher. Getting adequate flow turned out to be a non-problem. All Honda had to do was make the cylinder’s bore slightly greater than the piston’s stroke. This gave enough room for four valves big enough to supply all the airflow they needed—even though four-valve’s specific airflow is less than that of a well-designed two-valve engine. As race time approached, Honda’s two-valve 125 was making just over 15 hp, but the four-valve was giving nearly 18. The four-valve concept made it possible to both reach higher revs and provide the necessary wide-overrev safety margin. Honda didn’t win at the first try. In that 1959 125 TT the highest-placing Honda was Naomi Taniguchi in sixth, with other four-valve Hondas in seventh and eighth. Ahead of them were two MVs, a pair of two-stroke MZs, and a Ducati ridden by some 19-year-old named Mike Hailwood. While outright victory eluded them, the Honda riders were awarded a manufacturer’s team prize. Constantly refining its concept, Honda won its first world championships in 1961, Tom Phillis taking the 125 title and Hailwood the 250. By the end of 1967 Honda had won a total of 16 FIM world roadracing championships with four-valve four-stroke engines, and had made its name known worldwide. Mike Hailwood on the 250 Honda six-cylinder at the 1967 Isle of Man. (Cycle World Archives/)Honda’s R&D engineers had not respected accepted opinion, but had rather focused on ways to solve their problem: How to achieve winning power through higher rpm. Their success is still evident. Today, the great majority of auto and motorcycle engines are built with four valves per cylinder. Source

Honda’s soon to be launched Hawk 11 shares its chassis and parallel-twin engine with the Africa Twin. (Honda/)There’s nothing new about using one engine design across a variety of different bikes, but the 1,084cc parallel twin from the latest generation of Honda Africa Twin is proving to be a remarkably versatile design. Already used in the Rebel 1100 bobber and NT1100 tourer as well as the Africa Twin itself, the engine is about to appear in a neo-retro café racer that revives the famous Hawk title. The Hawk 11 is already being teased in a series of official videos and is expected to make its debut at the Osaka Motorcycle Show in late March, combining the retro styling of the Honda CB4 Interceptor concept with the Africa Twin’s running gear to make a surprisingly attractive package. Although the teaser videos take the standard tack of hiding details in dark shadows and using short close-up clips to muddy the overall impression of the machine, you can get a pretty decent idea of the styling and technical makeup of the model from the stills seen here. Related: Honda Hornet Makes a Comeback Bullet-shaped nose fairing with circular headlight is a clear homage to Honda’s 2017 CB4 concept. (Honda/) Starting at the front, the bullet-shaped nose fairing is the clearest nod to the 2017 CB4 Interceptor concept—sharing the same satin black paintwork and oversized, circular headlight that gives a visual link to the “Neo-Sports Café” styling direction that’s already seen on the CB1000R, CB650R, CB300R, and CB125R. However, while those are all naked roadsters, the Hawk is a sportbike. Where the CB4 Interceptor used the chassis and engine from the CB1000R, the Hawk 11 takes parts wholesale from the Africa Twin and NT1100, borrowing not only the 101 hp, 1,084cc, Unicam four-valve-per-cylinder parallel twin but also appearing to adopt the same steel semi-double-cradle frame. It was already impressive that the adventure bike design from the Africa Twin could be adapted to suit the touring needs of the NT1100; that it can also work as a sportbike chassis is even more surprising. However, the essentials of the Africa Twin—a compact, lightweight engine and frame—also tick the same requirement boxes of a sport model, and the more parts that can be shared, the lower the final price of the bike is likely to be. The CB4 Interceptor concept also sported underseat mufflers, but it’s unclear whether the new Hawk will have the same arrangement. (Honda/)Even the front section of the exhaust, just visible in one section of the video, seems to be the same as both the NT1100 and Africa Twin, although the rear pipes aren’t shared between those machines and the Hawk will probably get its own to suit the styling. Whether it can adopt the underseat muffler of the CB4 Interceptor concept remains to be seen, as that section is hidden in the videos. The identical front exhaust hints that there’s no big change to the engine’s spec or power, so the Hawk 11 clearly isn’t a superbike-rivaling performance machine, nor does it gain the supercharged version of the Africa Twin engine that Honda has been working on. Even with 101 hp, coupled with the Africa Twin’s plentiful torque, it promises to be a lot of fun. Related: Examining Honda’s 2022 Africa Twin Front of the exhaust looks identical to the Africa Twin’s suggesting the engine carries over relatively unchanged. (Honda/)The revival of the Hawk name comes soon after Honda’s announcement that it will bring back the Hornet title on an upcoming parallel-twin roadster. The Hornet is expected to use a new, high-revving, smaller-capacity twin of around 755cc, according to Japanese sources. Honda’s tactic, already employed for many years on the CB500 range, is to make as many models as possible from a number of shared components, using economies of scale to bring prices down—so the upcoming Hornet, expected to be launched late in 2022, will also lead to multiple models. A reborn Transalp, built around the same smaller twin engine, is widely believed to be following hot on its heels. Although it’s very distinct, the Hawk’s retro styling still draws a direct line to Honda’s current Neo-Sports CB series. (Honda/)In the meantime, the Hawk 11 brings something distinctly new to Honda’s lineup, despite harking back to the past and sharing so many components with existing bikes. The demise of the CBR600RR in many markets means there’s a gaping hole in the between the CBR650R and the CBR1000RR-R Fireblade, and there are already hints that the retro trend is migrating toward faired machines—just look at Bimota’s new KB4, MV Agusta’s Superveloce, and the 2018 Husqvarna Vitpilen Aero concept, which is also expected to spawn a production machine eventually. All share the same sort of bullet-faired, circular-lamped style that’s appearing on the Hawk 11, but none with the mass-manufactured level of availability that’s promised by the Honda badge. The current retro trend may be morphing away from nakeds and toward fairing-ed machines, which would favor the timing of the Hawk’s launch. (Honda/)Source

No need to worry about desmodromic valve-adjustment intervals with Ducati’s latest streetbike. The pedal-assist Futa is light, fast, powerful, and gorgeous, just what you want in a Duc. (Ducati/)We already know that Ducati is developing racebikes for the MotoE series. Rumor has it former racer Alex de Angelis has already secretly tested the first prototype on an Italian racetrack. The project, developed with Dorna’s full support, may eventually lead to a line of electric Ducati sportbikes for the street. Ducati is expected to take full advantage of parent company Audi’s experience with battery-powered electric vehicles. Yet Ducati is already in the ebike business. Back in 2019, the folks in Borgo Panigale established a partnership with Thok E-Bikes to coproduce pedal-assisted bicycles, primarily high-end off-road models. This partnership took a big step forward in 2022 when the existing MIG-S and TK-01RR models received major upgrades, and a new road model, the Futa, was also added. The Ducati MIG-S The Ducati MIG-S is an all-mountain ebike designed to negotiate difficult trails. For 2022, it gets the latest Shimano EP8 drive unit; the 5.7-pound component can generate 6.2 pound-feet of torque. Also new is a 630 watt-hour Shimano battery. The new MIG-S now features fully adjustable RockShox 35 RC fork and RockShox Super Deluxe rear shock. Related: Italdesign Gives Us an Electric Ducati The MIG-S is Ducati’s all-rounder. A Shimano drive unit and battery are improvements this year. Look closely, and you’ll see the front wheel is larger in diameter than the rear, like a gasoline-engined dirt bike. (Ducati/)Wheel travel is 150mm at the front and 140mm at the rear. The bike uses a “mullet” wheel setup, with a 29-inch wheel up front and a 27.5-inch rear, both equipped with Pirelli Scorpion tires. SRAM supplies both the 12-speed “transmission” and the powerful braking system, the latter based on a pair of 203mm discs gripped by four-piston calipers. The TK-01RR Limited Edition The TK-01 RR uses an Öhlins DH38 air fork and Öhlins shock—legit premium components. Also note the dual triple clamps joining the fork to the frame—just like a “real” dirt bike. (Ducati/)For the e-enduro specialists, Ducati has developed the highly sophisticated TK-01RR Limited Edition, equipped with an Öhlins DH38 air fork and Öhlins TTX spring shock, good for 180mm of front-wheel travel and 170mm of travel at the rear. The fork features a double-triple clamp steering-head design for extra rigidity and steering precision, while Shimano supplies its latest Di2 XT 11-speed electronic shifter. Given the extreme downhill capability of the bike, theTK-01RR wears a powerful Magura MT7 braking system with a 220mm front and 203mm rear disc teamed with four-piston calipers. Crankbrothers Synthesis wheels with carbon fiber rims come as standard equipment. Related: Ducati CEO on MotoE and Electric Bike Plans Magura components will be a familiar name to some old-school motorcyclists, and you can find them again on Ducati’s TK-01RR. The bike uses Magura disc brakes front and rear. (Ducati/)One for the Road Ducati’s sporty road ebike is a total novelty. It’s named the Futa, after the Apennines Futa Pass where Ducatisti meet to challenge other motorcyclists in wild hill climb competitions. The Ducati Futa is a top-quality roadgoing ebike that features a carbon fiber frame offering high torsional rigidity, but which also caters to rider comfort, especially with its carbon fiber handlebar. Named after the famous Apennine mountain pass, the new Futa is designed to climb. Its lightweight, carbon fiber frame and plentiful power help it do so. (Ducati/)The FSA System HM 1.0 electric motor is located in the rear hub. It delivers 250W and 3.1 pound-feet of peak torque, powered by a 250Wh FSA battery integrated in the downtube. An additional 250 watt-hour range extender is also available. The motor pairs with a wireless electronic-shifting 12-speed freewheel. Using the Garmin control system on the handlebar, the rider can select from five assistance modes. The Futa weighs just 26.3 pounds, thanks to the extensive use of carbon fiber components. Its design is also refined to offer the lowest possible wind resistance. Vision carbon fiber AGX30 wheels use Pirelli Cinturato Velo TLR tires. The Futa will also be available in a special limited edition of 50 numbered units, which will weigh about 2 pounds less. These bikes will also feature sophisticated components like the Campagnolo Super Record EPS electromechanical gruppo, a benchmark in terms of performance built with ceramic bearings and extensive titanium construction. Related: Ducati MIG-RR Electric Mountain Bike Review When was the last time Ducati made a serious dirt bike? Today, if you’re talking about the MIG-S. (Ducati/)Ducati’s electric motorcycle for public consumption is still quite a ways off; for now, if you want an electric Duc, you’ll have to pedal. Source

The 1959 Triumph Bonneville T120’s iconic status is about to grow following a partnership with Gibson, the makers of the equally iconic Les Paul guitar. (Triumph Motorcycles/)Motorcycles and music blend well together, and the sound only gets better when a good causes are involved. In this case, those causes are cancer and mental health awareness. This sentiment laid the groundwork for the latest collaboration between Triumph Motorcycles and Gibson, two of the most iconic and historic brands in motorcycles and music. The companies have united to create a partnership of two legends: the 1959 Triumph Bonneville T120 and the 1959 Gibson Les Paul Standard guitar. The partnership will support the 2022 Distinguished Gentleman’s Ride, which will take place alongside the Movember movement to help raise money to fight prostate cancer, support mental health, and prevent suicide among men. The ride, founded in 2012 by Mark Hawwa of Sydney, Australia, brings dapper personal style together with classic and vintage motorcycles. Dapper? Yes; the finest menswear is on display during the DGR, the theme of which was inspired by an image of Don Draper of Mad Men wearing a suit while on a motorcycle. Since 2012, The Distinguished Gentleman’s Ride has raised more than $31.5 million from over 340,000 riders across 107 countries. Although no details of an actual motorcycle build have yet been released, the thought of combining two of 1959′s greatest creations quickly created some energy of its own. The Triumph Bonneville T120 debuted in 1959 as a factory update to the T100, its 649cc air-cooled OHV 360-degree parallel twin featuring a splayed port cylinder head, a tweaked camshaft, and twin Amal Monobloc carbs. The focus was increased performance, something stateside riders had been seeking since they first saw Brando in The Wild One. The Bonneville name recognizes Johnny Allen’s record-breaking feats aboard a Triumph-powered streamliner at the Utah salt flats. While the name was discontinued in 1975, it was revived in 2016 with a 1,200cc model that’s the basis of many cool modern factory editions, including Triumph’s Modern Classics line: Bobber, Scrambler, Speed Twin, and Thruxton. As for Gibson, founded in 1902 by Orville Gibson in Kalamazoo, Michigan, many historians claim 1958–1960 was its golden era. Some of the Les Pauls from that generation sell for prices in the mid-six figures. The Les Paul, used by legendary guitarists of all generations, from Jimmy Page of Led Zeppelin to Slash of Guns N’ Roses fame, is as significant to guitars as Triumph is for motorcycles. Together, these brands hope to raise much-needed awareness and help battle men’s cancer and mental health issues. Triumph will release additional information on March 22. Stay clicked to Cycle World for details about this partnership (and pictures of a hopeful build!). Source

Honda’s NC750X DCT might be as practical as motorcycles can get. (Adam Campbell/)Practicality, in the truest sense of the word, is hard to come by in motorcycling these days. The specialization of the marketplace has divided the showroom floor by making bikes so sharply focused that versatility has been developed out of the equation. Bikes have primarily been designed on a performance, styling, or even lifestyle basis, and for a new rider, that narrowness of focus can make choosing a motorcycle confusing and often intimidating. But the practical philosophy is the driving force behind the Honda NC750X. For example, rather than take an existing motorcycle engine and repurpose it, Honda basically took the four-cylinder engine from its Fit/Jazz subcompact car and cut it in half. So instead of the usual motorcycle powerplant, which is designed for high power density and rpm, the NC750X parallel-twin engine’s forte is excellent efficiency at lower revs, as demonstrated by its comparatively low 6,500-rpm redline. Check out Kevin Cameron’s discussion of the NC750X’s predecessor engine, the NC700, here. Related: Honda NC850 In The Works? Base price for the NC750X DCT is $9,299. Without the Dual-Clutch Transmission, base price is $8,499. (Adam Campbell/)But don’t assume that design makes the NC750X sluggish. 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. That’s especially true of the DCT automatic transmission version we tested, more on which later. The 270-degree crankshaft design provides a broad spread of power with a much better exhaust note and none of the annoying vibes of a typical 180-degree parallel twin. The engine design also allowed Honda to tilt the cylinders forward at a 55-degree angle, which provides numerous benefits: It permits a fairly low 31.6-inch seat height, which fosters confidence in new riders (and the seat feels much lower than that due to a shape that narrows at the front); it allows for a cavernous 23-liter ignition-keyed storage space, big enough for a full-face helmet or a decent load of groceries, where the fuel tank normally sits; and the 3.8-gallon fuel tank can be relocated below the rider’s seat, so the NC750X DCT’s center of mass is kept very low to aid handling. In there, there’s half of a car engine—a very small one. (Adam Campbell/)In fact, despite its somewhat porky 493-pound wet weight and 60-inch wheelbase, the NC750X DCT is surprisingly agile, and steering is light and neutral at all speeds. Yet the chassis remains very stable in nearly all situations, and there’s good ground clearance before the footpeg tips touch down. It’s easy to get the Honda moving quickly through any set of corners, a situation aided by decent grip from the stock Metzeler Tourance Next tires. The bike uses a nonadjustable 41mm Showa Dual Bending Valve fork, which is a sort of poor man’s cartridge fork straddling the design gap between a standard fixed-orifice damping rod unit and a shim-stack cartridge design. This cleverness, combined with a single rear shock, does an admirable job of keeping chassis pitch to a minimum. The bike only begins to come unglued when pushed to a pace that the vast majority of NC750X owners won’t approach. Despite being fairly low-spec in the chassis department, the NC750X DCT is stable in corners. (Adam Campbell/)Braking from the single 320mm disc with twin-piston slide-pin caliper up front is adequate, but is much better and stronger when used in conjunction with the single rear 240mm disc and single-piston caliper. Perhaps Honda’s Combined ABS would have been a good choice for the NC, but cost considerations likely canceled that idea. As previously mentioned, we tested the DCT automatic transmission version of the NC750X, a $800 premium over the manual transmission model; considering the engine’s torquey, quick-revving character, this is the version to get. Honda has continually refined and tweaked the DCT gearbox since its 2010 debut on the VFR1200F DCT, and this latest edition is the best yet. There are four riding modes, Sport, Standard, Rain, and User, with User mode allowing you to individually configure power, throttle response, traction control, and engine-braking. Considering the torquey power delivery of the NC750X’s engine, the DCT option is the best transmission choice. (Adam Campbell/)Sport mode lets each gear rev out to near redline before shifting, while Standard upshifts to as high a gear as quickly as possible to keep fuel consumption to a minimum. This latest DCT, however, has a “learning” ability that can change shifting according to how you’re riding. For instance, if you’re in Sport mode and you dial back the throttle to cruise, the transmission will upshift to the next gear after a couple of seconds; if you stay at cruise throttle, it will continue upshifting to the appropriate higher gear. Subsequent takeoffs from a stoplight with mellow throttle will result in early upshifts instead of holding a gear. But start grabbing handfuls of throttle, and the DCT will immediately downshift and return to letting you rev out each gear before upshifting. Downshift programming is also much better than the first-gen unit on the VFR, making downshifts at just the right times before corner entry; downshifts coming to a stop in Standard mode are far less clunky and noisy. User mode did an excellent job of determining when the rider is cruising or riding more aggressively. (Adam Campbell/)Rain mode drastically dials back the engine response, power, and engine-braking, while boosting traction control to full nanny. I liked User mode, which allows a rider to reduce engine-braking and TC to the minimum; and the system did an excellent job of sensing when I was ramping up the pace through turns versus just commuting to work. And, as with any DCT transmission, you can shift manually using the paddles on the left handlebar switch gear. One downside though: The NC750X’s DCT always defaults to Standard mode when the ignition key is turned off. Apparently Honda feels that the intended market for this bike, namely new riders, should always start in Standard. It’s easy to see their point, but it’s annoying to always have to make the change if one wants to start in Sport or User mode. As far as fuel economy, riding in Standard mode only on a daily city commute achieved 55.7 mpg, very good for a full-size bike. That figure dropped to 49 mpg when Sport and User modes were frequently used with a lot of throttle twisting, but that’s still very good fuel efficiency. With the fuel tank located below the rider, Honda placed a handy storage compartment in front of the rider. (Adam Campbell/)The NC750X DCT’s ergonomics are pretty much standard bike fare, with a comfortable upright riding position providing good leverage over a wide handlebar. The seat-to-peg relationship was a bit tight for my 5-foot-8 frame, however; taller riders will probably feel even more cramped. And while the seat is plenty supportive, it started to cause discomfort after about an hour in the saddle. The short windscreen also didn’t really provide much wind protection, resulting in some helmet-area turbulence above 60 mph. Riding position is upright but tight for anyone over 5 feet, 8 inches tall. (Adam Campbell/)But those are minor nitpicks on a bike that’s an excellent overall choice for the rider looking for a truly practical and easy-to-ride motorcycle without any ego baggage. The Honda NC750X DCT delivers excellent fuel mileage and good performance to go with its convenient and cavernous keyed storage compartment and excellent automatic transmission. And it still stickers well under $10K. It’s one of the better deals in motorcycling, and it absolutely shouldn’t be overlooked. Honda’s NC750X DCT is a value for those looking for a fuel-efficient, practical motorcycle. (Adam Campbell/)2021 Honda NC750X DCT Specifications MSRP: $9,299 Engine: OHC, liquid-cooled, four-stroke parallel twin; 8 valves Displacement: 745cc Bore x Stroke: 77.0 x 80.0mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed DCT automatic/chain Fuel System: EFI w/ 36mm throttle body, ride-by-wire Clutch: Wet, multiplate dual automatic system (DCT) Engine Management/Ignition: TCI Frame: Tubular steel chassis Front Suspension: 41mm Showa SDBV fork, nonadjustable; 4.7 in. travel Rear Suspension: Showa shock, nonadjustable; 4.7 in. travel Front Brake: 2-piston slide-pin caliper, 320mm disc w/ 2-channel ABS Rear Brake: 1-piston caliper, 240mm disc w/ 2-channel 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: 6.5 in. Seat Height: 31.6 in. Fuel Capacity: 3.8 gal. Average MPG: 52.4 mpg Wet Weight: 493 lb. Contact: powersports.honda.com The NC750X’s fuel filler is located under the passenger seat. (Adam Campbell/) The LCD dash feels like it was built to a price, as you would expect from a motorcycle such as the NC750X DCT. (Adam Campbell/) Ride modes change the character of the NC750X DCT from easy commuting to backroad fun. (Adam Campbell/)Source

After only a year on the market, the Ducati Multistrada V4 is already getting some updates. Of particular interest, the V4 S gets a new, semi-auto ride-height function (Ducati/)Since its introduction just last year, Ducati’s Multistrada V4 has proven to be an advanced grand tourer, following the current super-enduro GT trend that’s currently so popular. The engine, of course, was the key ingredient: a non-desmo 1,158cc V-4 developing 170 hp at 10,500 rpm and 92 pound-feet of torque at 8,750 rpm. Packaged in a balanced chassis and wrapped in aggressive bodywork, the bike offered an advanced electronics suite including front and rear radar sensors to monitor traffic conditions, adaptive cruise control, and a blind spot detection system. Ducati, of course, also offered a wide range of accessories. The Multistrada V4′s chassis is based on the same cast aluminum concept originally developed for the Panigale V4 superbike. Its construction provides high torsional rigidity along with light weight, and the bike delivers excellent stability, agility, and versatility in both on- and off-road riding. Ducati aimed to offer a bike with high levels of reliability and comfort, an engaging riding experience, and superior safety. Those primary virtues helped make the Multistrada V4 an instant success, with more than 10,000 units sold in its first year. Prestige and purity aside, the current generation of Ducatisti obviously embraces and appreciates the long maintenance intervals of a non-desmo valve-actuation system. Updates for 2022 Although the bike is only a year old, the Multistrada V4 is getting both styling and technological updates for 2022. Most obvious is the new Arctic White colorway, which joins the current Ducati Red and Aviator Gray. The Multistrada V4 is available in four trim packages, Essential, Radar, Travel & Radar, and Full, and each trim is available in all three colors. Electronic Ride Height The “S” variant of the Multistrada V4 includes an electronically managed suspension system, which now has an additional function known as “minimum preload.” This system semi-automatically lowers the motorcycle on its suspension to enhance low-speed maneuverability and make the bike more rider-friendly in urban traffic. There’s also been a software upgrade to make it easier to access and interact with the electronics, thanks to the Ducati Connect system. While the updates come as standard on the new bikes, they’ll also be available free of charge to owners of last year’s Multistrada V4 S. While the bike is currently available with detachable saddlebags, a new ADV-spec aluminum top box and side panniers will now be available. (Ducati/)Speaking of lowering the bike, there’s another option: The Ducati Performance accessories line will offer a lowered suspension kit consisting of fork and shock springs, plus a shorter sidestand. This setup will bring the seat height down by 20 millimeters (0.8 inch) with the goal of improving low-speed agility and allowing a sportier riding style. Finally, starting in April, new aluminum luggage (both panniers and top case) will be available, catering to serious touring enthusiasts. These offer plenty of room: 76 liters for the side panniers and 41 liters for the top case. Waterproof internal liner bags provide both an additional layer of waterproofing and make loading and unloading easier. A line from Ducati’s own website makes the 2022 Multistrada V4′s intentions clear: “Ruling the roads will never be easier.” A view of the Multistrada V4 S with saddlebags removed. The Multistrada V4 models have been a spectacular success for Ducati, and 2022 updates add key improvements. (Ducati/) Source

Spy shots show a prototype Husqvarna Svartpilen powered by a small-displacement single—most likely this is the next Svartpilen 401. (S. Baldauf/SB-Medien/)It’s been more than seven years since Husqvarna’s Svartpilen scrambler and Vitpilen cafe racer first appeared as concept bikes back at the 2014 EICMA show in Milan—setting the template for the styling that would be adopted across the brand’s road-going lineup in its then-new position as a sister company to KTM. KTM’s parent firm, Pierer Industrie AG, bought Husqvarna from its previous custodian, BMW, in 2013 and the Svartpilen and Vitpilen 401 models are cleverly restyled versions of the KTM 390 Duke. As the bikes go into their next generation, the same logic will apply, and these pictures give the first clear look at a near final version of the Svartpilen’s replacement. Although some of the key styling elements of the original bike remain, notably the oversized soup dish of a headlight and the chamfered-flat edges to the fuel tank, the next-gen machine takes the styling forward in several areas. Those shaved side sections are now much further forward than before, curling around the frame’s upper rails to nearly meet the fork legs instead of simply sitting on the flanks of the tank. Above them, a rectangular TFT dash sits behind the signature headlight design, and below are new panels to either side of the radiator. As on the current Svartpilen, a rack is mounted atop the tank to carry luggage, but it’s redesigned to integrate with the new bodywork. Related: Top 5 Scramblers of 2021 Further back, where the old model’s tank section flowed straight into the seat unit, there’s a clear break ahead of the subframe, which is almost entirely free of bodywork in the new design. The result is a Tonka-toy ruggedness to the rear end, reminiscent of utilitarian machines like the Honda Ruckus with the white-painted steel subframe clearly on display. At the very rear, a conventional licence plate hanger replaces the swingarm-mounted unit of the original Svartpilen; a move that’s practical and gives the bike more convincing, scrambler-like proportions. However, it’s what’s underneath the styling that’s really intriguing, as almost every mechanical component is also new. Chassis While the frame is still a steel trellis design, it’s completely redesigned compared to the current model, and behind it hangs a braced swingarm that looks very much like the unit that appeared last year on Husky’s E-Pilen concept bike. KTM Duke prototypes have previously been spied sporting the same redesigned chassis and swingarm, so it’s no surprise that Husqvarna’s range is following suit. What’s more surprising is that the Husky appears to be nearer production readiness than the Duke models that will share its components—perhaps indicating that Husqvarna will be used to debut these machines, with KTM’s versions coming later, rather than the usual pattern that sees the Austrian firm’s models preceding their Husky equivalents. The same approach appears to be being applied to the battery-powered E-Pilen, which has been shown in advance of the E-Duke that will be coming after it. At the front, the use of a WP Apex fork comes as no surprise, nor does the ByBre brake caliper; while the caliper is identical to the one used on the current Svartpilen the brackets it bolts to are a different design. A round headlight and chamfered-edge fuel tank cover remain on this new Svartpilen. (S. Baldauf/SB-Medien/)Engine There’s more mystery when it comes to the engine, clearly a single-cylinder design of around the same physical size as the existing 373cc “390″ KTM engine that powers the Svartpilen 401. Despite that similarity, it appears to share no visible components with the current 373cc design—the rough casting of the covers and cylinder, and the highly polished, billet alloy look of the engine cases hint that this motor is still a prototype design. Its exact capacity is unknown, but a similar-looking prototype engine has previously been spotted in KTM Duke test bed bikes, suggesting this is a next-gen single that will replace the 390. Unlike the current Svartpilen, which carries a fairly large muffler on the right-hand side, the new engine’s exhaust is entirely underneath it, exiting in a stubby pipe just ahead of the rear wheel. The engine for this prototype is the same physical size as the current Husqvarna 401 powerplant, but it seems to be quite different from the current 373cc engine. (S. Baldauf/SB-Medien/)From the look of this prototype, the next-gen Svartpilen’s production isn’t too far away. It’s likely to be ready in time for the 2023 model range, and no doubt there’s a road-tired, low-barred Vitpilen cafe racer variant out there somewhere piling on test miles as well. Source

The Triumph Speed Twin Breitling Limited Edition wears both a unique blue that pays homage to The Wild One and fully adjustable Öhlins piggyback twin rear suspension. (Triumph Motorcycles/)Following a record sales year, Triumph Motorcycles has unveiled its first model of 2023. And it’s a timeless one. Meet the Triumph Speed Twin Breitling Limited Edition, a modern classic developed through a partnership with Breitling, the iconic Swiss chronograph company founded by Léon Breitling in 1884. Only 270 of these special editions will be available. That number celebrates the 270-degree firing order of the parallel-twin engine. Buyers can also order a matching edition number Breitling Top Time Triumph watch. Here’s a look into this unique Triumph, which joins an expansive lineup of currently available special-edition models including the Street Twin ECI, Gold Line, Thruxton Ton Up, and Rocket 3 GT and R 221 editions. Triumph paint team artist Gary Devine hand paints all 270 models. (Triumph Motorcycles/)Speed Twin Breitling Timeless Styling Triumph enthusiasts will notice the Polychromatic Blue coloring on the Breitling LE, which is influenced by the Triumph Thunderbird 6T Marlon Brandon rode in The Wild One, the 1953 movie that’s a motorcyclist favorite. Triumph didn’t cut any corners with regard to exact replication. The Hinckley-based company says it took a mint condition color chip of the original Thunderbird paint option from the 1950s factory paint sample book and put it under a spectrograph to exactly match the color. Triumph also hand masked and painted the bike with a jet black stripe and Breitling script, and added a jet black side panel and headlamp bowl. To further enhance the limited-edition look, Triumph paint team artist Gary Devine hand painted the detailing of all 270 models. Designers didn’t have to search far for some timeless looks of the Speed Twin Breitling’s gauges. (Triumph Motorcycles/)Other aesthetic highlights include: Machined billet aluminum clutch and alternator covers with dark anodized finish that featured machined Breitling branding.Perforated black leather seat with contrast gray stitching, complementing the Breitling edition watch strap, with pillowed ribbed detailing and black single-stitching detail with an elegant Breitling “B” embroidered branding.Bespoke Breitling Speed Twin instrument faces with styling cues from the watch design. Another look at the Polychromatic Blue and jet black stripe on the Speed Twin Breitling’s tank. (Triumph Motorcycles/)Speed Twin Breitling: Enhanced Modern Performance Just as Triumph enthusiasts will enjoy their bikes’ relationship to Brando’s, the performance rider will enjoy a relationship to some special components. Fully adjustable Öhlins piggyback twin rear shocks with gloss black springs are the highlight of the performance upgrades. Fully adjustable Öhlins piggyback twin rear suspension adds to the performance appeal of this special-edition Triumph. (Triumph Motorcycles/)All else is typical of the Speed Twin, part of Triumph’s Modern Classic lineup that was launched in 2018. The bike, created to offer the power of a Thruxton R in a more comfortable setup, comes with a 1,200cc High Power Bonneville twin producing 98 hp at 7,250 rpm and 82 pound-feet of torque. Complementing the Öhlins rear suspension is a 43mm Marzocchi fork with cartridge damping. Stopping the Speed Twin Breitling are Brembo four-piston M50 Monoblock calipers squeezing twin 320 Brembo discs up front and a Nissin two-piston floating caliper squeezing a 220mm disc out back. Other highlights include: 17-inch, 12-spoke cast aluminum wheels wrapped in Metzeler Racetec RR tiresThree riding modes (Rain, Road, Sport)Traction controlABSLED turn signalsTire Pressure Monitoring System The Breitling custom stitching adds some further styling to the leather. (Triumph Motorcycles/)Notable Motorcycle Collector Attractions and Price Each of the 270 Speed Twin Breitling Limited Edition models will arrive with an individually numbered unique handlebar clamp and a certificate of authenticity signed by Triumph CEO Nick Bloor and Breitling CEO Georges Kern. Each buyer will also have the opportunity to purchase a Breitling Top Time Triumph limited-edition chronograph with a personalized matching edition number (if requested by August 22, 2022). As per pricing, the Speed Twin is available for $18,300, a $5,800 premium over the base 2021 Speed Twin. Source

Everything about the 2022 KTM 1290 Super Adventure R is big, including the roost it leaves in its wake. (Jeff Allen/)How much is too much? Inside a four-story building in Mattighofen, Austria, there’s no such thing as too much. That building houses the hundreds of engineers, technicians, and test riders for KTM. When it’s time to design any motorcycle bearing the name Super, you’d better bet everyone in that building will make damn sure it lives up to its title. In this case the bike is the 2022 1290 Super Adventure R. Too much is never enough for KTM, but is enough for them too much for mere mortals? KTM revised the 1290 Super Adventure models for 2022 with minor updates to the engine and major changes to the chassis. There’s an updated user interface with a new dash and switch gear. This bike is the most refined Super Adventure to date, and I have to say it looks great as long as you don’t face it head-on; that’s a face only KTM could love. So what is the criteria for a “Super” model designation? One thing: a 1,301cc LC8 75-degree V-twin. This particular example cranks out a claimed 160 hp and 102 pound-feet of torque. On the Cycle World dyno, the Super Adventure R produced 132.3 hp at 9,200 rpm and 87.5 pound-feet at 7,000 rpm at the rear tire. KTM’s 1290 Super Adventure R weighs in at 506 pounds dry and 545 pounds when the 6.1-gallon tank is filled to the cap. (Jeff Allen/)Those weren’t easy numbers to hit; KTM had to maintain previous levels of performance while achieving Euro 5 compliance. It started by reducing friction with revised oil routing, diamond-like coating on the camshaft followers, and Grafal anti-friction coating on the piston skirts. New stick coils fire two spark plugs per cylinder. The cooling system is now more efficient, with two separate tall and narrow radiators rather than one large single unit. Changes to the exhaust and intake tracts also contribute to the SAR’s continued power level. A new airbox, accessible by removing the small storage box ahead of the fuel filler, has been fitted with a vertically ribbed filter to clear sand to the bottom rather than trapping it in horizontal slats. The exhaust system gets new head pipes connected to a hydroformed collector with twin catalytic converters and feeding into a new stainless twin tip muffler. A new stainless steel muffler caps off a completely revised exhaust system on the 1290 Super Adventure R. (Jeff Allen/)Screw the ride-by-wire throttle to its stop and you’ll instantly receive confirmation that Euro 5 regulations do nothing to mute the bombastic power of the Super Adventure R. It may not boast the highest output in the ADV segment, but the LC8′s forceful torque hit, followed by a rush of horsepower up to the 10,500-rpm redline, is one of the most satisfying power deliveries in all of adventuredom. Select Sport mode on the slick, bright 7-inch TFT screen and you get every bit of the LC8′s fury complete with snappy throttle response. Even with that quick delivery, the fueling is neither jerky nor twitchy, a wonderful trait to have while leaned over on a bike with long-travel suspension and knobby tires. The Sport setting does allow some rear wheelspin from KTM’s lean-sensitive Motorcycle Traction Control (MTC), so add a few more bucks to your tire budget. Street mode still gives the rider full power, but the delivery is less immediate as throttle response is turned down from 11 to a reasonable 8. Rain does what rain modes do; power is muted, traction control is at maximum nanny, and throttle response is as mellow as Manilow. Sport mode unleashes the entirety of the 1290 SAR’s power. (Jeff Allen/)There are options for dirt duty as well: One is standard equipment; one is a $174.99 dealer-installed option. Offroad mode is standard issue and highly effective on most dirt roads and two-track. This mode lets the rear tire spin twice as fast as the front for easy control of yaw on dirt roads. Additionally, the mode switches the Bosch 10.3 ME combined ABS into a highly effective off-road setting that retains antilock function at the front while disabling it at the rear. Cornering functions of ABS and MTC are also disabled in this mode. Overall, the Offroad mode is great. But if you’re looking to extract every bit of performance and dirt-slinging potential from the Super Adventure R, spend the extra dough on the Rally pack. Or, ultimately, go truly big with the $749.99 Tech package, which includes the Rally package along with Motor Slip Regulation, Quickshifter+, and Hill Hold Control. Off-road mode comes standard on the 1290 Super Adventure R and works well in most situations. (Jeff Allen/)Rally is the most versatile and effective way to manage every electronic aid on the 1290 Super Adventure R. Set-and-forget works, but Rally lets you customize nearly every single parameter like throttle response, ABS, and rear wheel slip. Before you set off you can choose on- or off-road ABS and Sport, Street, Offroad, or Rally throttle response. On the road or trail, a click of a thumb or index finger moves the rear traction or slip though nine levels, 9 being the most restrictive and 1 the least. You can dial-a-slide on the fly; what a wonderful time to be alive. An optional Rally mode allows you to exploit the Super Adventure R’s full dirt potential. (Jeff Allen/)With so much power on tap, levels 1 and 2 allow the rear tire to get rowdy in the dirt and come around quickly—almost too quickly. I found 3, 4, and 5 worked most effectively in controlling the swing of the pendulum; level 5 worked great on the road as well. With so much power in the dirt, steering with the rear wheel is a blast, and it works. But to do so you need a front end that gives you confidence in its ability to stay put and react quickly when needed. KTM has reconfigured the Super Adventure R’s chassis to do just that. At the front the steering head has been moved 15mm rearward on the chrome-molybdenum trellis frame for additional maneuverability and response. The front engine mount has been rotated two degrees forward for increased stability and front tire contact. Additionally, the swingarm is now 15mm longer for better traction and tracking. It all works; choose your mark, swing the rear end out, get your upper body over the front, and know that all 545 pounds of a fully fueled SAR are going to go where you want them. Front tire confidence has been increased with changes to the SAR’s chrome-moly frame. (Jeff Allen/)In tight corners, sitting down and railing the inside is possible, but you’ll notice the bike’s heft. However, that feeling is reduced from previous models, thanks to a three-piece 6.1-gallon tank and a saddle configuration that moves most of the fuel and weight lower and to the sides of the chassis as on KTM’s midsize 890 Adventure. Not only does this centralize the mass of the SAR, it also makes for a thinner “tank” area between your knees while standing up. It’s much easier to get the rider’s weight forward when needed; at the same time, side-to-side movement is less strenuous. Simply put, the KTM 1290 Super Adventure R’s handling belies its considerable mass and physical size. The engine is now partially surrounded by the new 6.1-gallon fuel tank. (Jeff Allen/)That physical size does help when on the road by delivering a mostly comfortable experience. The reach to the bars is long but relaxed, and the width of those bars allows for plenty of leverage for quick and authoritative inputs. The seat height has been lowered to 34.6 inches, great for those of us with shorter inseams; however, this does reduce the seat-to-footpeg measurement, and your legs may feel a bit cramped. No worries. Just stand up for a bit during long road rides. Still, for me, the first change would be a taller seat. Dakar hero Quinn Cody was brought in to help KTM rework the WP-supplied Xplor suspension. A 48mm fork features split function; one leg controls compression damping while the other controls rebound. Both legs have an external preload adjuster with three positions. The PDS (progressive damping system) shock also features an external preload adjustment as well as compression and rebound damping. Preload adjustment of the WP Xplor PDS shock is easy with a knob located on the left side of the Super Adventure R. (Jeff Allen/)On the road, both fork and shock provide a supple feel that soaks up nearly any pavement flaws; balance front to rear is achieved without the egregious fore and aft weight transfer that often happens on heavy bikes with long-travel suspensions. Here the travel is 220mm, or 8.7 inches, front and rear. Increasing the compression by two clicks front and rear firmed up the ride and allowed me to ride as aggressively as I dared, with chunky Bridgestone Battlax Adventurecross AX41 tires on cobbled backroads. On the road, the Super Adventure R is a competent handler despite chunky adventure tires and a 21-inch front wheel. (Jeff Allen/)Get off the road and it’s quickly clear KTM and Cody did their homework on the SAR’s suspension settings. It certainly seems that a motorcycle weighing over a quarter ton shouldn’t be as controlled over rough terrain as the Super Adventure R. While the bike isn’t quite at the phenomenal level of the 890 Adventure R, I would stake several paychecks that not one of the large ADVs currently on the market could hang with the 1290 R in the dirt. More than once I laughed in incredulity while slamming through water bars, small whoops, and massive rock fields. You’ll absolutely use all the travel, but when you do, the 1290 R flies straight and true to your mark. During these maneuvers the chain slaps loudly on the bottom of the swingarm and the centerstand smashes into the earth with a thunk-thunk. Still, there’s that familiar feel of KTM’s racy EXC-F dual sport wrapped in extra everything. Ride hard in the dirt and you will find the end of the SAR’s WP Xplor suspension, but overall the action is well suited for nearly any adventure you may encounter. (Jeff Allen/)Yes, it’s a beast and a bruiser. But this Super Adventure R is also more refined than before. The new 7-inch TFT dash is massive, slick, and well thought out. Animations and images clearly relay what happens when you make setting changes, and the light-sensitive display is easy to read at speed. Cruise control works just as it should, although it would have been nice to get the S model’s adaptive unit on the R; shredders like to relax too. Clutchless up- and downshifts from the Quickshifter+ are fast and precise thanks to a new aluminum shift drum and bronze coated shift forks. The LED lighting is bright, and turning LEDs light the inside of dark mountain corners for added confidence. LED headlights and cornering lights are bright and effective when you have traveled too far to reach home before dark. (Jeff Allen/)So KTM’s largest and most powerful Adventure continues to impress as it again raises the off-road bar while remaining a competent road mount. God help whatever stands between the 1290 Super Adventure R and its next fuel stop. The SAR will blast through the toughest adventures and ask, “Is that all you got? What’s next?” KTM has successfully squeezed more from its most. Where to next? The 2022 KTM 1290 Super Adventure R is a willing adventure partner. (Jeff Allen/)2022 KTM 1290 Super Adventure R Specifications MSRP: $19,499 N/AEngine: DOHC, liquid-cooled LC8 V-twin; 4-valve Displacement: 1,301cc Bore x Stroke: 108.0 x 71.0mm Compression Ratio: 13.1:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 132.3 hp @ 9,200 rpm Cycle World Measured Torque: 87.5 lb.-ft. @ 7,000 rpm Fuel System: Electronic fuel injection w/ 52mm throttle bodies Clutch: Wet, multiplate, PASC slipper function; hydraulically actuated Engine Management/Ignition: Keihin, ride-by-wire Frame: Chromoly steel trellis Front Suspension: WP Xplor 48mm inverted fork; fully adjustable; 8.7 in. travel Rear Suspension: WP Xplor PDS monoshock; fully adjustable, 8.7 in. travel Front Brake: 4-piston radial-mount Brembo calipers, dual 320mm discs w/ ABS Rear Brake: 2-piston Brembo caliper, 267mm disc w/ ABS Wheels, Front/Rear: Aluminum; 21 x 2.5 in. / 18 x 4.25 in. Tires, Front/Rear: Bridgestone Battlax Adventurecross AX41; 90/90-21 / 150/70-18 Rake/Trail: 25.3°/4.4 in. Wheelbase: 62.1 in. (1,570mm) Ground Clearance: 9.5 in. (242mm) Seat Height: 34.6 in. (880mm) Fuel Capacity: 6.1 gal. Average MPG: 34.0 mpg Cycle World Measured Dry Weight: 505.6 lb. Contact: ktm.com A 7-inch full-color TFT screen is clear and bright. (Jeff Allen/) A manually adjustable 48mm WP Xplor fork features separate functions for compression and rebound. (Jeff Allen/) During our testing we saw a 34.0-mpg average, giving the 1290 Super Adventure R a range of over 200 miles from the 6.1-gallon tank. (Jeff Allen/) On the <i>Cycle World</i> dyno the 1290 Super Adventure R produced 132.3 hp at 9,200 rpm—the seat of our pants confirms those numbers. (Jeff Allen/) Despite weighing more than 500 pounds, the 1290 Super Adventure R can be thrown around. (Jeff Allen/) Standing up on the 1290 Super Adventure R reveals a slim seat and tank thanks to the new three-piece fuel tank. (Jeff Allen/) In Sport mode, things get blurry quickly. (Jeff Allen/) Being able to choose the level of traction control on the fly in Rally mode is worth the extra cost. (Jeff Allen/)Source

Niobium crystals next to an anodized cube of 99.95 percent pure niobium. (Alchemist-hp/Wiki Commons/)A piece by Ron Lieback that appeared recently on the Cycle World website announced that “The Hollister, California-based motorcycle company [Lightning] is betting on new niobium technology… “A yet-to-be-named electric motorcycle prototype is under way that will leverage the metal niobium. Lightning Motorcycles says the initiative intends to innovate and test the metal in various vehicle components, which will improve its performance and, eventually, help the bike exceed the 250-mph mark.” I wanted to know more about how niobium could help, and have since learned some interesting things. What Niobium Is, and What It Does Niobium, which was at one time called columbium, is not a light metal. At a density of 8.57 grams per cubic centimeter, it is heavier than iron (7.87); but its largest application takes the form of ferroniobium, a combination with iron that enables easy alloying with around 1/10 of a percent of niobium, resulting in high-strength, low-alloy (HSLA) steels widely used in auto bodies and structures. HSLA steels save weight because greater strength makes it possible to use less material. There are far stronger specialty steel alloys available, but their high costs makes them unattractive for auto construction. CBMM, the Brazilian niobium producer named in the article, ships thousands of tons of ferroniobium and niobium oxide annually; more on them shortly. The current price of niobium is in the range of $18–$20 per pound. In this application, niobium strengthens steel just as vanadium did for Henry Ford’s Model T: through a mechanism called grain-boundary hardening. Metals are crystalline, meaning their atoms naturally arrange themselves into orderly ranks and rows. But metal objects in general are polycrystalline, meaning they consist of a jumble of myriad tiny crystals which are oriented randomly and separated by intergranular regions in which crystalline order is not present. How Niobium Works Under high stress, metal crystals yield across one row of atoms at a time as local defects, points of weakness called dislocations, propagate through them. But when moving dislocations arrive at a grain boundary, they encounter chaotic and highly strained regions that impede their progress. The more such grain boundaries a material contains, the more strongly it resists deformation. This is why fine-grained materials tend to be stronger than their coarse-grained counterparts. When added to steel in very small amounts, grain refiners such as vanadium, niobium, tantalum, and titanium all act to nucleate the formation of very great numbers of crystals as the molten metal begins to solidify. The resulting steel can be finer-grained and therefore stronger. When added to stainless steels, niobium offers another advantage: It can help prevent the dreaded intergranular corrosion. This occurs when carbon atoms diffuse into the intergranular zones and combine with nearby chromium, a necessary constituent of stainless; this depletes the chromium from adjacent metal crystals and makes them vulnerable to intergranular corrosion. Adding a bit of niobium, which combines with carbon to form niobium carbide, can prevent chromium depletion and, in turn, such corrosion. Niobium also finds use in the preparation of high-temperature refractory metals for use in gas turbines. The Electric Connection Since HSLA steels are already widely used in the auto industry, it seemed unlikely to me that they would serve as a basis for supporting a Bonneville speed-record attempt. There had to be more to the story—something new. And there is. Niobium has a new role in the production of lithium-ion batteries. In Japan, Toshiba has, for some time now, produced so-called “LTO” (lithium titanium oxide) anodes as an important element in its Super Charge ion Battery (SCiB). Toshiba claims the SCiB is capable of 20,000 charge-discharge cycles, and of being rechargeable to 80 percent of full capacity in six minutes. The company also claims the battery retains 71 percent of its room-temperature discharge capacity at -22 degrees Fahrenheit. More Durable Anodes When a lithium-ion battery uses the usual carbon-anode construction, the influx and outflux of lithium ions during charge-discharge causes the anode to cyclically swell. This eventually causes conductive flakes to detach from it, a major problem. Extra-fast charging accelerates this, leading to the graphite anode being plated with lithium metal. LTO is said to avoid this, and now Toshiba has taken an additional step in developing an NTO, or Niobium Titanium Oxide anode, said to considerably increase energy storage per unit of volume. A thin coating that replaces the separator normally necessary between cathode and anode further reduces the Toshiba NTO-anode li-ion battery’s volume. Now we’re talkin’! A denser, lighter li-ion battery would indeed be useful for anyone seeking an electric motorcycle speed record. Brazil supplies a majority share of the world niobium market, and reserves near Araxá held by CBMM (Companhia Brasileira de Metalurgia e Mineração) are reportedly large enough to supply present world demand for 500 years! In 2011 a Chinese group took a 15-percent stake in CBMM, and a group of four Japanese and two South Korean companies bought another 15 percent, leaving the billionaire Moreira Salles family firmly in control with 70 percent. Can you say “globalization”? In attempting a speed record at Bonneville, it would appear that CBMM and its Asian partners seek to publicize niobium’s expanding capabilities. Source

The new Ténéré 700 World Raid takes the standard model and bulks it up with longer-travel suspension, more fuel capacity, and new bodywork. (Yamaha/)With adventure bikes fast becoming motorcycling’s dominant species, every new entrant to the market seems destined to spawn multiple variants. Yamaha’s Ténéré 700 is no exception, with a newly revealed spinoff model from the standard bike designed to cater to more hardcore adventurers. It’s called the Ténéré 700 World Raid. While it was first seen as the Ténéré 700 Raid Prototype at last year’s EICMA show, we got a better look at the showroom-ready version back in January when Yamaha’s official design patents for the styling leaked. Given the detail that those patent renders revealed it’s no surprise that the finished version of the bike is exactly the machine they depicted. Related: 2021 Yamaha Ténéré 700 Buyer’s Guide The Ténéré World Raid’s twin-tank arrangement and new front bodywork makes the bike wider but also accommodates 6 gallons of fuel for added range. (Yamaha/)Although the Ténéré 700 World Raid clearly caters to riders who want to look like they’ve just ridden off a stage of the Dakar Rally, there are some genuine practical improvements in this version of the bike. While immediately recognizable as a Ténéré 700, sharing the same headlight and tail unit as the standard bike, the World Raid looks like it’s been on steroids, gaining a bulked-up tank that makes the original look like a skinny weakling in comparison. It’s actually a twin-tank setup, with a separate section hanging either side of the frame and engine, fed by a duo of side-by-side filler caps on top that play perfectly into that Dakar-inspired look. Although the side-mounted tanks don’t hang as low as those on KTM’s 890 Adventure, they’re actually bigger, capable of carrying 6 gallons (23 liters) of gas. That’s a full 1.8 gallons (7 liters) more than the stock Ténéré 700, giving it a potential range of up to 310 miles between refills. The World Raid’s added width is most noticeable from the front; shared elements from the standard bike include the headlight and tail unit. (Yamaha/)While the side-mounted tanks make the Ténéré 700 World Raid far wider than the normal version, they have the advantage of actually lowering the top section, where the two connect, to allow a motocross-style seat to be fitted. That means there’s more room for the rider to shift fore and aft, adding control when riding off-road. Using two 3-gallon tanks rather than one large one also means there’s less space for fuel to slosh around, promising to give better control over the bike’s weight distribution while cornering. The now-lower tank makes room for a new, two-piece motocross style seat that gives pilots more positioning options. Back portion can be removed to fit luggage if necessary. (Yamaha/)The new seat, with its long, flat shape, sits 35 inches off the ground, only around half an inch higher than the base model, and despite looking like a single piece it’s actually made of two panels, which means the rear section can be removed and replaced with luggage if you’re traveling solo. A new 5-inch TFT display offers three layout options, with smartphone connectivity via Yamaha’s app. (Yamaha/)On board, you’re greeted by a new 5-inch color TFT display, mounted in portrait orientation rather than the usual landscape layout and including the usual 2020s array of tech including cellphone connectivity via Yamaha’s own app to display calls and messages on the screen. Three screen layouts can be selected; Explorer, Street, and Raid each feature different graphics and instrument readouts. There’s also a USB socket to the right of the dash as power for accessories. Related: Yamaha Ténéré 700 Raid Prototype First Look Three-mode ABS can also be configured from the dash to suit rider preferences or switched off altogether. (Yamaha/)Suiting the bike’s off-road intentions, there’s three-mode ABS, configured via the dash, with a road-oriented standard setup joined by two off-road settings. Mode 2 works only on the front wheel, allowing the rear to be locked, while Mode 3 turns the system off altogether. You have to be stationary to switch from the standard Mode 1 to either of the off-road settings, but can return to the road-biased, full-ABS setting on the fly. A fully adjustable KYB fork delivers 9 inches of travel up front, while an included Öhlins steering damper offers a wide range of settings. (Yamaha/)Suspension for the World Raid comes in the form of a new 43mm KYB fork with 9 inches of travel, up 0.8 inch on the standard Ténéré, and with preload, compression, and rebound damping adjustment. An Öhlins steering damper is also added, with 18 possible settings. At the back there’s an aluminum piggyback shock with 8.7 inches of travel—also a 0.8-inch increase over stock—and again with a full range of adjustment for preload, compression, and rebound. The Ténéré 700 World Raid’s 689cc parallel-twin engine is carried over from the standard model unchanged. (Yamaha/)There’s no change to the 689cc parallel-twin CP2 engine, but the World Raid’s front bodywork is new, with a 0.6-inch-taller front screen and new, detachable side deflectors. The front panels either side of the radiator are made of glass fiber composite, as is the panel in front of the rider, as the material is reckoned to be tougher than the normal plastic. A new under-engine bash plate, made of aluminum, helps protect the oily bits if the bike’s 9.8 inches of ground clearance turns out to be too little. Protective bits include composite panels bracketing the radiator and an aluminum skid plate. (Yamaha/)The bike is set to reach European Yamaha dealers in May, with prices yet to be revealed but sure to be somewhat higher than the standard Ténéré 700. Yamaha USA says that it’s a model “designed for, and produced in the European market” (Yamaha’s factory in France manufactures the Ténéré 700) and won’t speculate on whether it will reach North American shores at the moment. The new model’s twin-tank setup is accessed via two side-by-side filler caps up to, giving it a Dakar-like vibe. (Yamaha/) Although the new Ténéré 700 World Raid will reach European dealers sometime in May, there’s no word yet on a North American debut. (Yamaha/) The 2022 Yamaha Ténéré 700 World Raid gets some air. (Yamaha/) The 2022 Yamaha Ténéré 700 World Raid viewed from the left. (Yamaha/)Source

The 2022 Royal Enfield “Build. Train. Race.” roadracing program grows with new riders and MotoAmerica rounds. (Royal Enfield/)Royal Enfield’s “Build. Train. Race.” roadracing program returns for 2022, doubling in size and the number of MotoAmerica roadracing events. The 2022 Royal Enfield BTR series will feature 15 women riders and compete at six MotoAmerica rounds throughout 2022. The program was launched in 2020 by Breeann Poland, marketing and communications lead for Royal Enfield Americas, initially in American Flat Track. The BTR expanded into roadracing in 2021. It’s the first all-woman initiative that teaches women to not only race, but to build their own bikes. The process is as straightforward as the name implies. The 15 participating female racers will receive a Royal Enfield Continental GT 650, which they will build over three months. They will then train to ultimately race in the six MotoAmerica rounds. This is all being done under the mentorship of roadracer and crew chief Melissa Paris, an icon in female roadracing in her own right. “The excruciating process of selecting the participants from hundreds of applicants is now over, and we have our BTR Road Race field in place,” Poland says in a press release. “We are excited to welcome back four women from previous seasons, plus one making the switch from flat track, along with 10 new faces. “Royal Enfield, MotoAmerica, and all the BTR sponsors are looking forward to sharing the stories, personalities, and progress of these amazing women from different backgrounds and experience levels as they go through the season.” A shot from the 2021 BTR grid. (Royal Enfield/)2022 Royal Enfield BTR Road Racing Rider Lineup Returning from the 2021 program are riders Kayla Thiesler, Michaela Trumbull, Alyssa Bridges, Trisha Dahl, and flat-tracker Bridgette LeBer transitioning to the roadracing side. Ten new riders will join them. Bios for each of the following female racers are featured on the Royal Enfield BTR website. 2022 BTR Road Racing Roster Kayla Thiesler, 26, Milwaukee, WisconsinMichaela Trumbull, 29, Sheridan, WyomingAlyssa Bridges, 31, Orange County, CaliforniaTrisha Dahl, 31, Minneapolis, MinnesotaBridgette LeBer, 29, Port Angeles, WashingtonAsh Truxal, 31, Oakland, CaliforniaChloe Peterson, 31, Steger, IllinoisCora Tennyson, 36, Brandenburg, KentuckyCrystal Looy, 34, Thousand Oaks, CaliforniaHannah Stockton, 23, Kansas City, MissouriJenny Chancellor, 46, Tumwater, WashingtonJessica Martin, 38, Savannah, GeorgiaKayleigh Buyck, 30, Sodus, New YorkNicole Pareso, 34, Carrolton, OhioPatty Paul, 57, Berrien Springs, Michigan“Holy smokes. I get to do this again,” says returning BTR Road Race rider Alyssa Bridges. “This program has changed so many things in my life, and I can’t believe we get to do it again. I’m honored to be asked to return for a second season. This time last year I had never modified a motorcycle to such a great extent, and never set foot on a racetrack. I’m sure this year will be different, but I’m so grateful to be asked to join again.” “This whole experience is a dream come true,” says BTR Road Racing newcomer Kayleigh Buyck. “I never would have thought I would be chosen to be a part of something so inspiring and motivational. I only hope this encourages many more women to chase their dreams and help the sport grow.” 2022 Royal Enfield BTR Road Racing Schedule For 2022, the BTR road-racing program adds three additional MotoAmerica rounds to the schedule: 2022 BTR Road Racing Schedule Round 1, May 20–22: Virginia International Raceway, Alton, VirginiaRound 2, June 3–5: Road America, Elkhart Lake, WisconsinRound 3, July 29–31: Brainerd International Raceway, Brainerd, MinnesotaRound 4, August 19–21: Pittsburgh International Race Complex, Wampum, PennsylvaniaRound 5, September 9–11: New Jersey Motorsports Park, Millville, New JerseyRound 6, September 23–25: Barber Motorsports Park, Birmingham, Alabama“The Royal Enfield Build. Train. Race. racers and crew were a pleasure to have in our paddock last year,” MotoAmerica Communications Manager Paul Carruthers says. “The series was embraced by our fans, the rest of the paddock, and the industry. We’re excited to welcome them back this year for twice as many rounds, and with even more racers.” 2022 Royal Enfield BTR Sponsors Many sponsors return for the 2022 program: S&amp;S CycleMaxima Racing OilsBoxo USAÖhlins USA SuspensionNew sponsors for 2022 are Arai Helmets and AGV. “It means the world to us to have such generous support from these great companies,” Poland says. “Being able to send the Royal Enfield BTR women out onto the track with premium parts, support, and protection is everything. Huge thanks to everyone who is behind our 2022 BTR Road Racing program. We can’t wait to see it all come together this season.” For additional information, visit Royal Enfield BTR’s roadracing website. Source

New paperwork confirms Indian’s upcoming Pursuit model will be heavily based on the current Challenger bagger. (Indian Motorcycle/)It’s been nearly two years since Indian trademarked the name “Pursuit” for a new model, but now we finally have some definite details about two upcoming machines that will bear that title. Although there are still no photos of the bikes, we’ve got our hands on specifications that reveal that Indian is on the verge of launching a Pursuit Dark Horse and Pursuit Limited, with both bikes being virtually identical, apart from their cosmetics. In line with Indian’s usual styling conventions, the Dark Horse will be blacked out, with minimal chrome and a subtle look, while the Limited will be a glitzier, chrome-laden take on the same idea. The Pursuit name might have initially been thought to hint at a lighter, sportier model, but the new details show that it’s actually Indian’s biggest, heaviest bike yet—a full-dress tourer based on the water-cooled DOHC Challenger bagger. Related: 2021 Indian Roadmaster Buyer’s Guide The new bike will come in Dark Horse and Limited options, and with the same engine and chassis (and possibly fairing) as the Challenger. (Indian Motorcycle/)The specs show that the bike uses the same 1,768cc (108ci) V-twin as the Challenger, putting out 121 hp at 5,500 rpm and 131 pound-feet at 3,800 rpm (103.1 hp on our dyno), with an identical state of tune, intake, and exhaust as the existing bike. The chassis is also a carryover part, with the new Pursuit models sharing the same 65.7-inch wheelbase as the Challenger, as well as identically sized wheels and tires: 130/60-19 at the front, 180/60-16 rear. So then what’s different? That’s revealed in the Pursuit’s overall dimensions, which show it’s taller, longer, and heavier than the Challenger—a combination that can only point to it being a full-dress tourer. The length increase puts the Pursuit at 102.7 inches overall, up from 98.5 inches for the Challenger. With no change in wheelbase, that additional 4.2 inches can only mean a longer tail, no doubt the result of the addition of a top case, probably incorporating an armchair-style passenger backrest. The bike is powered by the same liquid-cooled 1,768cc PowerPlus V-twin, outputting the same claimed 121 hp. (Indian Motorcycle/)Up front, the Pursuit is likely to share the nose design of the Challenger, despite earlier patents from Indian showing the Challenger’s chassis and engine fitted with a more traditional batwing-style fairing. The clue that the Pursuit carries over the Challenger’s nose—which is distinctly similar to the Harley Road Glide’s slanted front—comes from the fact that its electrically adjustable screen has the same range of movement, around 3.25 inches, as the Challenger. The Pursuit’s screen itself is higher than the low-cut version on the Challenger, coming in at 56.85 inches at its lowest setting and 60.1 inches at its tallest. In comparison, the Challenger’s low setting is only 53 inches high, rising to 56.25 inches at its highest. There’s no change in the wheelbase, but the new bike will be taller, longer, and heavier, which suggests it’ll be a full-dress tourer with a backrest and top trunk, à la the firm’s current Roadmaster model. (Indian Motorcycle/)The Pursuit’s additional weight is apparent confirmation of its status as a full-dresser. Ready to ride, complete with fuel, it comes in at 917 pounds, making it even heavier than the firm’s Roadmaster (which weighs in at 908 pounds by the same measure). Both the Dark Horse and Limited versions of the Pursuit weigh the same, though the specs we’ve seen note that the tested bikes are fitted with a “Premium Package”—presumably a kit of add-on parts—that might make them heavier than versions without that option. The Challenger Limited, in comparison, is 77 pounds lighter than the Pursuit, while the Challenger Dark Horse is 86 pounds less than the new model. Related: Riding The Completely New 2020 Indian Motorcycle Challenger Documents also point to a new higher-spec Challenger Elite model coming soon (Challenger Limited pictured). (Indian Motorcycle/)The same document that reveals the Pursuit Dark Horse and Pursuit Limited’s details also confirms that Indian will soon launch a high-spec Challenger Elite, sitting above the Dark Horse and Limited in the bagger range. Dimensionally, it’s the same as the Challenger Limited, including the same weight, so the Challenger Elite is likely to be marked out by a higher-spec audio setup and hand-finished paintwork. Source

Two new, small-displacement Triumphs have been spied undergoing tests in Europe. The first is a more conventional street-going model, expected to be in the 500cc range. (Bernhard M. Hohne/BMH-Images/)Shortly before the coronavirus pandemic threw the world into disarray, Triumph had announced a tie-in with Indian firm Bajaj to create new engines and bikes in the 200cc–750cc class. The first fruit of the partnership has long been expected to emerge in 2022, and right on schedule, Triumph has been spied testing two new single-cylinder machines at the firm’s test facility in Spain. With an estimated capacity of around 500cc, the bikes are expected to be manufactured by Bajaj in India to directly compete with the likes of Royal Enfield and the newly reborn BSA brand, owned by Mahindra. Meanwhile, the bikes will form a new entry-level step in the Triumph range worldwide, slotting in below the current cheapest models—the 900cc Street Twin and the 660cc Trident triple—to give younger, less experienced riders the option to get on a Triumph earlier in their motorcycling lives. Both bikes have a standard tube steel frame and are powered by a single-cylinder engine, seemingly related to the parallel twin in the Bonneville. (Bernhard M. Hohne/BMH-Images/)The two machines spotted in Spain are very clearly based on the same set of components. The engine is a single that appears to be directly related to the existing 900cc and 1,200cc parallel twin used in the Bonneville and related models. The engine’s side covers and even the bolt patterns around them closely match the Bonneville twin, but there’s clearly just one cylinder here. It’s a sensible shortcut to a smaller-capacity engine. Using the Bonnie engine as a template means things like the combustion chamber shape, intake and exhaust porting, valve sizes, cam profiles, and piston design can be informed by the existing design, potentially even carrying over some common components. For instance, it’s quite possible that the valves and piston in the new single are shared with one of the iterations of the Bonneville twin. Ancillary parts like the water and oil pumps might also be able to be shared, and perhaps even some transmission components. Rumors have long suggested the first new Bajaj-Triumph machine would be a 500cc single, and this certainly appears to be that size. With one cylinder of the Bonneville engine in either 900cc or 1,200cc, 450cc and 600cc capacities would be easy to achieve, while adding slightly longer-stroke cranks could turn those into more category-conforming 500cc and 650cc machines. Related: 2020 Triumph Street Twin First Ride Review The more streetwise bike gets 17-inch wheels, an upside-down fork and a monoshock strut out back. (Bernhard M. Hohne/BMH-Images/)The prototypes here show the engine to be fitted to a conventional-looking tubular steel frame, with a simple alloy swingarm at the back, supported on a monoshock strut, and upside-down fork. These prototypes might initially look similar, but they represent two models. One is a very straightforward streetbike—”Street Single” would be a name that fits with Triumph’s existing nomenclature neatly, although it would be nostalgic to see a more evocative name from the past, like Cub, revived. The Street Single version has 17-inch wheels front and rear, with a single exit on an exhaust that copies the Bonneville’s trick of using a fake outer section to disguise the first muffler and catalytic converter and trick the eye into believing it runs straight from the cylinder to the end can. The second bike is more scrambler-styled, with a larger front wheel, skid plate, and higher-mounted dual exhausts. (Bernhard M. Hohne/BMH-Images/)The second machine shares a similar chassis but has a more scrambler or flat-track style, with a larger front wheel—around 19 inches in diameter, but still a cast alloy design. It appears that the steering head on this prototype is further forward than on the Street Single, giving enough clearance for the enlarged front wheel ahead of the radiator. This version’s exhaust differs, too, with dual exits from a stacked, shotgun-style end can, and it’s missing the trim section to hide the under-engine muffler. Under the front of the engine, an alloy skid plate adds to the off-road look. Hand guards are another clue, along with conventional mirrors as opposed to the bar-end design used on the Street Single version. The scrambler-style model also has a two-piece seat, whereas the street version has a one-piece design, and the footpegs are mounted lower and further forward. On this prototype, the final position of the pillion pegs appears to be undecided—they’re temporarily mounted on a large, billet alloy panel that allows them to be moved around until the best posture is found. While the tail bodywork is similar on both versions of the bike, the scrambler version has a wider license plate hanger that doubles as an extended rear mudguard. The scrambler-type bike also has a two-piece seat and more relaxed rider footpeg positioning. (Bernhard M. Hohne/BMH-Images/)Both models appear to share a similar circular LED headlight, ahead of a simple, rectangular digital instrument display. At least three bikes were spotted on test—two examples of the Street Single and one of the scrambler-style version. One of the Street Singles was a later prototype, with finalized designs for the pegs and the triple clamps, while the other, earlier prototype had billet alloy versions allowing for adjustment, as seen on the lone scrambler prototype on test. Both test mules look nearly finalized, so we might well see them in Triumph’s range late this year or in early 2023. (Bernhard M. Hohne/BMH-Images/)| 5.TigerCub3.jpg | Both test mules look nearly finalized, so we might well see them in Triumph’s range late this year or in early 2023. | Photo: Bernhard M. Hohne/BMH-Images | Given the bikes’ near-finished appearance, it seems that Triumph is on schedule to unveil the first single-cylinder models later in 2022, joining the firm’s 2023 range in showrooms either late this year or early next. However, it’s worth noting that the company doesn’t hesitate to cancel new models even at a very late stage, so if these machines don’t reach expectations, there’s no guarantee they’ll see the light of day. The most recent U-turn was the decision to drop the much-publicized (and officially confirmed) range of 250cc single-cylinder models including a Daytona 250 sportbike, which were due to be launched for the 2015 model range. Those bikes were dropped at the last minute as the market had evolved by their due date, with rivals like the Yamaha R3 and MT-03 having moved the goalposts. Source