Hugh Janus

The 2022 V85 TT Guardia D’onore edition will be released in a numbered series of 1,946 models. (Moto Guzzi/)In 1946, Italy’s Cuirassiers Regiment, the honor guard to the Italian president, chose Moto Guzzi as its first official motorcycle. Since then, whenever the Italian head of state travels, his security regiment accompanies him on a fleet of Moto Guzzis. For 2022, Moto Guzzi is releasing a new limited edition V85 TT to the public as a way of honoring this 75-year partnership. Various models have been used and adapted for the regiment’s purposes, which changed bikes every few years until the V-1000 I-Convert model was adopted in 1975. These lasted a decade before being replaced by 948cc California models in 1985, which in turn held on until 2007, when they were supplanted by the larger California 1400 Touring models which remain in use to this day. As a way to celebrate Moto Guzzi’s centennial in 2021, the company gifted two new V85 TTs, bearing the same Guardia D’Onore livery we see here, to the President of the Republic Sergio Mattarella. They are now ridden alongside the Californias in the fleet. Along with its limited livery, the V85 TT will come with a taller windshield, crashbars, centerstand, and each bike’s unique serial number engraved on its handlebar riser. (Moto Guzzi/)In their black and white uniforms, the Cuirassiers Regiment matches Moto Guzzi’s most iconic color scheme, though this early partnership is likely responsible for part of that livery’s popularity. The new V85 TT Guardia D’Onore edition will be limited to only 1,946 models, painted to match the iconic guard bikes of the past with a black base and white graphics. The special editions will come with a suite of accessories, such as a taller windshield, paint-matched side covers, centerstand, and LED auxiliary lights. A matching pannier set is also available as an added accessory. Each bike will be serialized, numbered 1 through 1,946, with that number engraved on the handlebar risers. The base-model 2022 Moto Guzzi V85 TT comes equipped with a shorter windshield and no crashbars or centerstand. (Moto Guzzi /)As an added bonus, each customer who purchases this version of the V85 TT will receive a commemorative case with a brochure on the history of past Moto Guzzi motorcycles used by the Cuirassiers and a stamp collector’s folder with the postmarked stamp issued on Moto Guzzi’s 100th anniversary. Moto Guzzi has not released any information on the pricing or availability of these models, but check its website for more details and information at motoguzzi.com. Source

Lucky Explorer 9.5 is the bigger of the new MV Agusta adventure bikes—with a 930cc version of the firm’s three-cylinder engine. (MV Agusta/)MV Agusta is finally getting into the adventure-bike scene by reviving the Lucky Explorer name that graced rally-replica versions of the old Cagiva Elefant and showing near-production prototypes for not one but two new models that will use the title. Although MV isn’t currently committing to production dates or complete, final specifications for the new Lucky Explorer models, the firm is opening up the project so it can develop the bikes without the veil of secrecy that normally surrounds new machines. Official word is that the Lucky Explorers will be 2022 models. While the brand’s decision to enter the adventure market comes as no surprise—MV Agusta has been open about its intentions for some time—the Lucky Explorer project is actually more significant than that. It includes not one but two models, both representing significant moves for MV. The larger machine, dubbed Lucky Explorer 9.5, is the first to appear with a new 931cc derivative of the 800cc triple that currently powers the majority of MV’s range, including the F3, Brutale 800, Dragster 800, Turismo Veloce, and Superveloce. The second bike, the Lucky Explorer 5.5, is the first fruit of MV Agusta’s partnership with Chinese firm Qianjiang, owner of the Benelli and QJMotor brands, and features a 550cc parallel twin that’s likely to be the basis of a whole range of entry-level MVs in the future. An MV Agusta without a single-sided swingarm? The Lucky Explorer 9.5 takes its off-road role seriously. (MV Agusta/)Let’s start with the Lucky Explorer 9.5. Although still in prototype stages, the bike’s styling and most of its technical details are now set in stone. Visually, the link to the old Dakar racers of the ‘80s and early ‘90s is clear to see, with a shape that—like Ducati’s upcoming DesertX, which is certain to be the Lucky Explorer 9.5′s closest rival—eschews the cliched beak used by so many adventure models in favor of a more conventional profile. The DesertX similarities run as far as the engine capacity too, with both bikes falling into the 950 category. Ducati will use its 937cc Testastretta V-twin, MV has developed a 930cc version of its existing triple. Although we’ve yet to see the final DesertX, even the paintwork on the two models is expected to be similar. Ducati’s 2019 Scrambler DesertX concept also adopted Lucky Strike-inspired colors, because both the Ducati and the MV Agusta see the old Cagiva Elefant Dakar racers as those models’ ancestors. Back in the ‘80s and early ‘90s, Ducati, Cagiva, and the then-dormant MV Agusta brand were owned by the Castiglioni family. The Cagiva Elefant was Ducati-engined. Now MV and Ducati are deadly rivals, but both have a claim to the Cagiva’s Dakar Rally heritage. High-end materials including forged carbon fiber are visible on the 9.5, as well as practical touches like the quick-release luggage brackets. (MV Agusta/)To uprate the 800 triple to 930cc, MV has increased both the bore and stroke, requiring a new crankshaft and a new cylinder head. As with the smaller displacement engine, the crank is a 120-degree design that rotates backward to reduce the bike’s overall gyroscopic effect and sharpen handling—a trick most modern GP bikes have long since adopted. With a 12.5:1 compression ratio, down from, 13.3:1 on the 800, the engine is tuned for torque rather than absolute power, although its peak—a claimed 123 hp at 10,000 rpm, along with 75 pound-feet of torque at 7,000 rpm—is still more than most similarly sized rivals can muster. The bike’s tech includes a 7-inch TFT screen with the usual Bluetooth connections for smartphones, and less usually there will be the option of a Rekluse automatic clutch and a semi-automatic, electronically actuated transmission. Given the high proportion of Honda Africa Twins sold with the firm’s DCT semi-auto, that’s a smart move. The engine sits in a steel frame made of a combination of forged and extruded sections, with an aluminum dual-sided swingarm and proper, off-road-suited wheels, 21 inches at the front and 18 at the rear, with a fairly long 1,580mm (62.2 inches) wheelbase between them. Lucky Explorer 5.5 marks a new segment entirely for MV Agusta, with a Chinese-made 550cc parallel-twin engine. (MV Agusta/)Stepping down to the Lucky Explorer 5.5—a bike that MV says has been developed “in close collaboration” with Qianjiang in China—there are fewer specs to go on at the moment but it’s clear that the prototype borrows a large number of its parts from the QJMotor SRT 500. That bike, in turn, uses the engine and frame from the Benelli TRK 502, since both companies are subsidiaries of Qianjiang, and while the Benelli isn’t well known on this side of the Atlantic it’s been one of Italy’s bestselling bikes for the last couple of years. MV’s version gets a larger-capacity, 550cc derivative of that parallel-twin engine, with a 70.5mm bore and 71mm stroke compared to the 69mm x 66.8mm of the Benelli and QJMotor 500s, mounted in what appears to be the same steel frame used by both QJMotor and Benelli. The alloy swingarm, meanwhile, looks to be the same as the Chinese-market QJMotor SRT 500. As befits an MV Agusta, other components look to be high spec, with Brembo brakes clearly on display, although final details of the bike have yet to be announced. The styling, too, is a quantum leap forward from the gawky-looking Benelli TRK 502 or the sleeker but somewhat derivative QJMotor SRT 500. With the Lucky Explorer project now out in the open, MV Agusta has launched a dedicated website—luckyexplorerproject.com—and an @luckyexplorer.official Instagram channel to chart the bikes’ development toward production in the not-too-distant future. Source

Husqvarna’s Norden 901 is a comfortable and capable adventure motorcycle. (Husqvarna/)It’s difficult to review Husqvarna’s motorcycles without talking about the KTM models from which they are derived—for this motorcycle, evolved is a better descriptor—and even more difficult to not make comparisons. This is because Husqvarna, as the second adopted child of KTM CEO Stefan Pierer, is a play to maximize profitability; Husky has less overhead and fewer operating costs because it has been absorbed by the machine that is KTM. And until now, most of Husqvarna’s street offerings have been heavily styled riffs on tried-and-true orange platforms, riffs that have missed the mark in one way or the other. Don’t get it wrong; they’re still excellent machines, but not better than what you could have if you chose orange over white. After two days in the Azores on the 2022 Norden 901, we can say that has changed. Let’s usher the orange elephant out of the room in quick order. The Norden 901 is built on the same chassis and engine platform as KTM’s 890 Adventure and 890 Adventure R. Engine capacity, tuning, and performance are identical, as are the frame and subframe. Yet it’s the differences that make the Norden 901 the most compelling ADV to roll out of Mattighofen. The production Norden 901 looks nearly identical to the concept that was released November 2019. (Husqvarna/)When the Concept 901 was released at EICMA 2019, the buzz was immediate and palpable. The insectoid fascia and knife-edge angles of the KTMs were replaced with smooth modern lines that still evoked rally in a neo-retro sort of way. Two years later, the production model hasn’t been diluted by regulations or cost-cutting measures and looks nearly identical to the concept. The design is entirely Husqvarna; a round LED headlight sits high above the front wheel, flanked by integrated fog lights and a steeply angled windscreen. The black, white, and yellow bodywork has broader shoulders and hindquarters. The overall look is refined and subtle in many aspects, yet substantial at the same time. Also substantial is the Norden 901′s LC8c engine. Displacing 899cc, the liquid-cooled parallel twin puts out a claimed 105 hp at 8,000 rpm and 73 pound-feet of torque at 6,500 rpm. On the CW dyno, the same engine in the 890 Adventure R produced 86.5 hp at 8,350 rpm and 58.1 pound-feet at 6,850 rpm, measured at the rear wheel. It’s an excellent powerplant for adventure riding, rowdy and powerful when called for but usable and controllable when the need arises. Torque comes on strong at around 3,000 rpm and jumps the Norden forward with authority when asked; the rush of power sweeps you through to the 9,000-rpm redline. Throttle response is immediate but not jerky, and it’s easy to feel how much you are feeding the rear through the ride-by-wire throttle. Controlling the power to the rear tire on the Norden 901 is as easy as thumbing a button to choose your slip level and then cracking your right wrist. (Husqvarna/)Ride modes tailor that power delivery even further to suit your ride or conditions. Three settings, Street, Rain, and Offroad, are equipped standard; an optional mode called Explorer is available at a price. Rain mode cuts the horsepower to 80, mutes throttle response, and sets the lean-sensitive traction control to maximum. Street throttle response is sharper, and gives the Norden full horsepower with just a touch of slip from the lean-sensitive traction control under full throttle. Offroad provides the most aggressive throttle response and allows for rear wheelspin in the dirt. It also removes the lean-sensitive ABS function and turns off the ABS to the rear wheel. Lean-sensitive traction control and ABS keep the Norden moving forward in inclement weather. (Husqvarna/)Each standard mode does its job well, but the optional Explorer mode gets the most out of the Norden’s rider aids. This mode allows riders to select between nine levels of rear tire spin or slip via the up/down button on the thumb pad on the left side of the handlebar. Throttle response can also be selected based on the Street, Rain, and Offroad settings. The ABS settings also get locked to this mode, a great help for those who habitually forget to change ABS modes after turning the ignition key. After the first few hours on the bike I used the Explorer mode exclusively, as it’s flexible and adjustable on the fly. And with the highly changeable weather on the island of São Miguel in the Azores archipelago, the ability to change rear-wheel slip levels quickly and easily is extremely useful. Our ride consisted of winding mountain roads, often wet, with green moss growing in the center and on the edges of the lane, slick as icy cobblestones; and dirt roads soaked with the remnants of Tropical Storm Wanda. Traction varied along a range from tacky dirt to grippy asphalt. It was much easier to add or subtract TC with a single tap while riding rather than navigating menus for mode selection. The graphic interface on the Norden’s 5-inch TFT screen is bright and easy to understand and navigate. Images of the bike are highlighted with red and green areas to make it clear what changes are being made. Key info, such as the speedometer, tachometer, fuel level, TC level, and ABS settings, are clearly visible. There’s also Bluetooth connectivity for turn-by-turn directions via Husqvarna’s own app, although it is an additional charge. Finally, a Husky dash that isn’t a failed styling exercise. The Norden 901’s 5-inch TFT dash is bright, clear, and easy to understand. (Husqvarna/)And it’s not just design that differentiates the Norden 901 from its KTM cousins. The bike’s suspension travel and damping really set it apart. Travel from the 43mm WP Apex fork is 8.7 inches (220mm), and rear shock is 8.5 inches (215mm); that’s smack in the middle of the street-focused 890 Adventure and 890 Adventure R, which have 7.9 inches (200mm) and 9.5 inches (240mm) respectively. Matched with softer springs and damping than the 890 R, the suspension setup on the 901 is perfectly suited for rough and broken asphalt or moderate imperfections on dirt surfaces. Choppy off-road sections are gobbled up by the Norden’s fork and shock without upsetting the chassis or rider. You can get rodeo on the Norden 901, but you will find the limits of the shock quickly when pushing hard. (Husqvarna/)Bigger hits will require moderation. In the course of testing we got a little too spirited and found the end of the shock stroke quickly and often. More compression damping would be advised, but the rear shock lacks that adjustment; a shame. More preload via the handy knob under the left side of the seat and more rebound damping helped keep things under control when the shock did bottom, but the omission of compression adjustment at the rear is significant. Still, when ridden within Husqvarna’s intended usage parameters as a travel mount capable of going most places in the dirt, the Norden is wonderfully comfortable and sure-footed. A wide and flat rear profile of the Norden’s seat makes for all-day comfort. (Husqvarna/)So styling is cool, the engine is excellent, the rider aids are well sorted, and the chassis is capable. But what’s really impressive is how comfortable the Norden is, especially the seat, which is wide and flat at the rear and narrows to the front. This gives excellent support while occupying the aftmost part of the saddle. When aggressive riding calls for the rider to move their weight forward, the seat has room to move or to get feet down. Seat height is adjustable, with a low setting of 33.6 inches and a high setting of 34.4 inches; at 5-foot-10 I personally preferred the high setting, which allowed for additional legroom to the motocross-sized footpegs. Wind protection from the windscreen is great, with just a minor amount of buffeting against my motocross helmet. Additionally, the wider tank and shoulders of the Norden keep the elements off of legs in light rain. Wide handlebars provide plenty of leverage for moving the 901 around with authority on and off-road, and reach is adjustable forward and back in three positions covering 1.2 inches. Comfort for the launch haul sets the 2022 Husqvarna Norden 901 apart from its KTM counterparts. (Husqvarna/)Husqvarna claims the Norden 901 weighs 449 pounds without fuel. Add 30 pounds or so for 5 gallons of gas, and the 901 comes in around 479 pounds, about 15 more than the 890. Most of that weight is found in the large LED headlight, fog lights, and a 901-specific tank shape that moves its capacity higher on the chassis, as the bottom of the tank is narrower. The tank also carries a quarter-gallon less than the 890′s. Transitioning from side to side in the dirt, you can feel that weight as the bike’s reactions are a bit sluggish. On the street, there is no hint of sluggishness; the Norden has quick reflexes while being rock solid in the corners. On the street the Norden 901 is quick to react and is stable once in a corner. (Husqvarna/)After two full days on the Norden in rain and sunshine, on muddy roads and dry asphalt, riding it both fast and slow, it’s clear the Norden 901 has allowed Husqvarna to step out of KTM’s orange shadow. This is a cohesive motorcycle offering a less racy take on adventure-touring while delivering on comfort and style. Husky got this one right. The Norden 901 has an MSRP of $13,999. (Husqvarna/)2022 Husqvarna Norden 901 Specifications MSRP: $13,999 Engine: DOHC, liquid-cooled parallel twin Displacement: 889cc Bore x Stroke: 90.7 x 68.8mm Compression Ratio: 13.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 105 hp @ 8,000 rpm Claimed Torque: 73 lb.-ft. @ 6,500 rpm Fuel System: EFI w/ 46mm DKK Dell’Orto throttle body Clutch: Wet, multiplate, PASC slipper clutch; cable actuation Engine Management/Ignition: Bosch EMS w/ ride-by-wire Frame: Chromium-molybdenum steel Front Suspension: 43mm WP Apex USD fork, fully adjustable; 8.7 in. (220mm) travel Rear Suspension: WP Apex monoshock, rebound and preload adjustable; 8.5 in. (215mm) travel Front Brake: 4-piston radially mounted caliper, dual 320mm discs w/ cornering ABS, Offroad mode disengageable Rear Brake: 2-piston floating caliper, 260mm disc w/ cornering ABS, Offroad mode disengageable Wheels, Front/Rear: Tubeless aluminum spoked wheels; 21 x 2.50 in. / 18 x 4.50 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 90/90-R21 / 150/70R-18 Rake/Trail: 25.8°/4.2 in. Wheelbase: 59.5 in. Ground Clearance: 9.9 in. Seat Height: 33.6 in. (adjustable to 34.4 in.) Fuel Capacity: 5.0 gal. Claimed Dry Weight: 449 lb. Availability: November 2021 Contact: husqvarna-motorcycles.com For most off-road travel the Norden 901 is suspended well, soaking up chop and rough roads with ease. (Husqvarna/)Gearbox: Helmet: Arai VX-Pro4 Combat Goggles: 100% Armega Jacket: Rev’It Sand 4 H2O Pants: Rev’It Peninsula Gloves: Rev’It Massif Boots: Alpinestars Tech 10 Source

He may be best known as The Doctor, but he’s long since evolved into a whole different animal: the GOAT. Greatest Of All Time. It’s hard to argue against Valentino Rossi’s impact on Grand Prix motorcycle racing. Even 15-time world champion and original GOAT Giacomo Agostini would likely nod in agreement. In 26 seasons of GP racing, Rossi earned 115 wins, 235 podium finishes, and nine championships, seven of those in the MotoGP class. But Rossi’s character, passion, and charisma shine brighter than any of his trophies. His fans are forever faithful, his presence is noticed everywhere he goes, and he has taken MotoGP to parts of the world that may not have even seen motorcycle racing before he brought it there. Photography group Milagro and Gigi Soldano have been there and seen it all through the viewfinder. From Rossi’s first 125cc race, Milagro has chronicled the achievements of the bright yellow sun that is Rossi. But more importantly he has communicated Rossi’s lust for life, capturing Rossi’s speed and tenacity in an instant of action. His photos are a glimpse inside Rossi’s head and heart. Without these images, Rossi would still be the GOAT. But Milagro’s photos have contributed to Rossi’s immortality. Rossi will retire from Grand Prix racing at the end of the 2021 MotoGP season. Ciao, Valentino. And grazie mille, Gigi. —Justin Dawes The bikes, the competition, and the face have changed over 26 seasons. Rossi’s amiable nature never has. (MILAGRO-Gigi Soldano/) Rossi secured his first championship at the 1997 Czech Republic Grand Prix in Brno with three races remaining in the season. (MILAGRO-Gigi Soldano/) Rossi’s first premier class win on a 500cc GP bike came on a Honda at the Cinzano British Grand Prix in 2000, his first year in the class. (MILAGRO-Gigi Soldano/) Celebrating his first 125cc victory, Brno 1996. (MILAGRO-Gigi Soldano/) Rossi stormed through the 2001 season winning 11 races and finishing off the podium only three times on his way to his first 500cc championship. (MILAGRO-Gigi Soldano/) Rossi’s post-win antics often included skits with his fans; here he is stopped for speeding by Mugello <i>polizia</i>. (MILAGRO-Gigi Soldano/) Bowling ’em down after a win at the 2007 Spanish Grand Prix. (MILAGRO-Gigi Soldano/) A podium celebration after a second-place finish at the 2008 Catalan Grand Prix. (MILAGRO-Gigi Soldano/) <i>Che spettacolo</i>—what a show! Rossi wrapped up his sixth world cham- pionship at the 2004 Australian Grand Prix. (MILAGRO-Gigi Soldano/) What if Rossi had not locked up his seventh championship at Sepang in 2005? These guys would look pretty silly. (MILAGRO-Gigi Soldano/) Rossi took his first win of 2008 in China, starting his march to an eighth world championship. (MILAGRO-Gigi Soldano/) Rossi battling with his first archenemy, Max Biaggi, at the 2004 Africa’s Grand Prix. (MILAGRO-Gigi Soldano/) Leading Loris Capirossi and Nicky Hayden in 2008 enroute to his second win of the 2006 season. (MILAGRO-Gigi Soldano/) Rossi’s fan club often takes over entire sections of the grandstands. This example is from Holland 2013 after another win. (MILAGRO-Gigi Soldano/) What’s with the chicken? Rossi made up a sponsorship from a nonexistent poultry shop called Pollería Osvaldo. Some of his most famous helmet designs featured the mascot Osvaldo, and he even took a victory lap with a friend in a chicken suit after a 125cc win in Sepang. Here Osvaldo helps with a celebration of a ninth world title. (MILAGRO-Gigi Soldano/) Rossi’s famous (or infamous) go-for-broke pass on Casey Stoner at Laguna Seca in 2008. (MILAGRO-Gigi Soldano/) Another title celebration, this time with a notary making Rossi’s eighth world title official. (MILAGRO-Gigi Soldano/) Assen 2009 marked 100 victories for The Doctor. (MILAGRO-Gigi Soldano/) Honda’s Marc Márquez became Rossi’s last and most spectacular archrival; the two more than once tried to occupy the same spot on the track at the same time. (MILAGRO-Gigi Soldano/) Surveying the Dainese Museum’s collection of his custom leather racing suits. (MILAGRO-Gigi Soldano/) Focus of a champion. (MILAGRO-Gigi Soldano/) Bright designs on Rossi’s helmets and leathers made it easy to spot the Italian even when he wasn’t at the front of the pack. (MILAGRO-Gigi Soldano/) Rossi's impact on motorcycle racing will last long after his retirement. (MILAGRO-Gigi Soldano/)Source

After two days in Italy, it’s become clear the Multistrada is an exceptional value in the Italian brand’s lineup. (Ducati/)The autumn buzz around Ducati’s Multistrada line has quite understandably been dominated by the upcoming Pikes Peak V4. With its sport-focused 17-inch wheels, dedicated Race riding mode, and thunderous 170 hp (claimed) 1,260cc Stradale motor, it promises to be a Multistrada like no other. But the Multi that deserves even more of our attention, the one that will deliver an immaculate experience when loaded up and pointed at the scenery next summer, and do it for $17,895, is the relatively humble but thoughtfully uprated V2 S. Ducati introduced the Multistrada 950 back in 2017 as an entry point into the Multistrada family. Its versatility, price, and keen but proportionate performance made it a hit with those who don’t believe biggest is always best. Yet the 950 has largely remained in the shadow of the V4 Multis, particularly the best-selling V4 S. For 2022 the Bologna, Italy, factory has emphasized the V2′s strengths by making it lighter, more comfortable, and even easier to ride and maneuver, especially where shorter riders are concerned. The 2022 Ducati Multistrada V2 S has an MSRP of $17,895. (Ducati/)Ducati hasn’t tried to reinvent its middleweight adventure bike. Instead, the existing model has been refined and enlivened with small but significant changes, many of which have been requested by existing Multistrada owners. A lighter clutch makes sense. So, too, does a roomier riding position with 0.4 inch (10mm) more between pegs and seat, and cutting back unsprung weight by using 3.7-pound-lighter (1.7kg) wheels from the premium Multistrada V4. Ducati set up a two-day road test to get a flavor for its refreshed Multi V2 S, including a tour around Tuscany. The factory wanted us to “discover the beauties of this territory, its culture, food, and wine while introducing the true spirit of the new Multistrada V2.” Which, yes, is flagrant stage-setting, but we must go where the job takes us. With the bike’s (optional) panniers packed with enough kit for a few days, we dutifully headed out into the stunning scenery. Multistrada V2 Pre-ride Details It’s surprising how much gear you can fit into the Multi’s new panniers. At 26 liters, the right pannier is slightly smaller than the 30-liter left due to exhaust routing. But the bags ooze quality and incorporate a simple lock and release system. There is extra storage under the seat, as well as a conventional charger and a USB port. There’s even an additional charging point next to the full-color TFT dash. A 937cc Testastretta twin powers the Multistrada V2 and V2 S. (Ducati/)As before, there are four riding modes to choose from: Urban, Touring, Sport, and Enduro. With a 19-inch front wheel and off-road-capable Pirelli Scorpion Trail II rubber, the new Multi V2 is on point for light dirt duties. Unlike the base V2, this more expensive S edition comes equipped with Ducati’s Skyhook EVO semi-active suspension, meaning each riding mode changes the suspension setup as well as the lean-sensitive traction control and ABS rider aids. As my fully loaded panniers added extra weight to the rear end, I electronically adjusted the suspension accordingly by selecting “rider plus luggage” from the menu, which added a little spring preload. A typical new-model press launch is basically 24 crazy hours of photo taking, video making, and social media, with interviews and technical briefings squeezed in between as much fast riding as possible. However, this launch had a few days touring ahead, and it was rewarding to take the time to get properly acquainted with the Multi V2. Multistrada V2 Ergonomics Throwing a leg over the bike for the first time, I was struck by the 0.4-inch-lower seat height and narrower seat shape, which shortens the length of the inner-seam arch—the stand-over, if you like. At 5-foot-7, I was able to stand almost flat-footed, which is rare on bikes of this sort. This standard seat now sits at 32.7 inches and can’t be lowered on a stepped system like some; instead, Ducati offers a lower seat option of 31.9 inches, as well as a suspension lowering kit that drops seat height to 31.1 inches. A 33.5.-inch seat option has been added to the catalog for taller riders. A 32.7-inch seat height and narrow seat make for an easy reach to the pavement. (Ducati/)Dirt Capability Our first test section was mild off-road, and it was suggested we try the Enduro riding mode. It’s slightly surreal to feel the electronic Sachs suspension rise slightly in readiness of the tough terrain. Ducati has fitted lighter, Multi V4-style mirrors to the V2, and my first off-road observation is how the curvature of their stems means your forearms aren’t impeded when you stand up. The manually adjustable screen is, on its lowest setting, just about low enough to peer over in the standing position. It all works nicely. The Multi V2 lacks the 21-inch front wheel of true off-road-focused adventure bikes, but it can certainly take on some challenging terrain. And now it’s easier for feet to reach and get traction on the uneven surface when coming to a stop, which inspires confidence, especially for short and inexperienced riders. There is a limit, of course, as the road-biased bars are set too low for prolonged or technical dirt adventures. I’d also want more room around the pegs for my heels, especially on the right side which is slightly restricted due to the exhaust routing. On the Road Leaving the dusty trails behind, I quickly switched into Urban mode, which behaves like a wet mode in that there’s relatively early intervention from the TC and ABS, which was most welcome, given my bike’s dirty tires. Tuscan roads are smooth and flowing in the country, but very tight, twisty, and usually cobblestoned in the picturesque villages that cling to the hillside. This V2 is in its element in both. The fueling in Urban mode is softer than a hug from Santa, and gentle use of the throttle results in a seamless and proportionate response from the 937cc Testastretta 11°. Forget those horror stories of snatchy V-twins of old; this one is smoother than the Fonz. Urban mode is well suited for duty on wet or damp roads. (Ducati/)The clever semi-active suspension is now on a noticeably soft setting, allowing it to control speed bumps and iron out those cobbled surfaces nicely. New riders will adore the V2′s balance and calm at slow speed. The roads opened up as we left the historic villages behind and headed into the Tuscan hills. Once flicked into Touring mode, easily done on the move with a closed throttle, the changes in the Ducati’s performance and suspension are instantly noticeable. The setup is still on the soft side, but fueling is more aggressive and there appears to be more power to play with. The open road is, naturally, the best place to get the flavor of the claimed 113 hp twin. Despite being Euro 5 compliant, there’s a pleasant bark to the engine and exhaust that makes the ride even more rewarding. Ducati has made clutch actuation easier, and the eight-plate unit is lighter in weight, while the up-and-down quickshifter that’s standard on the S model adds to the acoustic experience by selectively cutting the ignition. All of it is noticeably smooth and effortless. On the snaking asphalt of Tuscany, the V2′s chassis was free to display its considerable ability. Ducati has reduced the new bike’s weight, most significantly the unsprung weight by adopting those wheels from the V4 Multi. This, in theory, should allow it to steer more quickly, but the added bulk of my fully loaded panniers pretty much canceled out any obvious new sportiness. Moving through the countryside is smooth and effortless on the Multistrada V2 S. (Ducati/)Despite all that baggage, the Multi V2 was more than happy to carve up the endless twists and turns of the stunning landscape. Steering is precise and engaging, and the Skyhook EVO suspension can be felt controlling fork dive, reducing rear squat, and generally making the ride as smooth and effortless as possible. It all feels as high-quality and plush as you’d expect from a Multi, no matter the price point. In mixed weather conditions I was thankful for the Ducati’s advanced rider aids, both the lean-sensitive traction control and ABS. Most corners were wet, with a scattering of dry sections here and there, a real mixed bag of grip and surfaces. It was comforting to have such effective electronic backup, which like the rider modes can be tailored to match the rider and conditions via the dash. Once the sun was higher and the road dried out, I opted for Sport mode; after all, this Ducati came from the same factory as the MotoGP missile which just claimed the constructors’ title. Again. And once again there is detectable adjustment to the chassis and the reaction from the semi-active Skyhook EVO suspension. There is less travel, the chassis feels tauter, and the body of the bike moves less, particularly when I start to push hard. While 113 hp may not appear to be a lot of power, especially when pushing 496 pounds of bike plus rider and loaded bags, I never felt short-changed by this supposedly entry-level Multi. There are gratifying servings of torque and drive at the bottom, followed by a clean and satisfying spread of power. I never really had the opportunity to explore the engine performance, as this session is about enjoying the roads, not doubling the national speed limit. But the power delivery is not intimidating, just easy. You’d only want more for high-speed touring on German autobahns, two-up and fully loaded with luggage. In fact, with the TC deactivated to better chase crazy Italians down their local roads, the Testastretta motor is more than enough, even allowing the front wheel to lift on occasion. The Multi V2 S is just as happy exploring cobblestone streets as it is tearing up well-maintained blacktop. (Ducati/)these get a separate button on the right bar, not a setting hidden within a menu. The grips, centerstand, and panniers are all optional extras, part of the Travel pack. Reinstating the TC I had deactivated the previous night to Sports mode was all simple and intuitive. I also took time to play with the standard-equipment cruise control, which is operated via the left bar, and the manually adjustable windscreen. Cruise control is simple to set; the windscreen offers sufficient wind protection and low buffeting for most rider sizes. My only quibble is the wind noise, which at speed is noisier than expected. But after two days of riding, none of my body parts were complaining, and comfort simply wasn’t an issue. The engine proved frugal, returning a 45 mpg average over two days, which equates to a best estimated range of 238 miles. Three to four uninterrupted hours in the saddle shouldn’t be a problem for the V2 rider. V2 or V4? After two days of riding some of the best roads in Italy, it’s unclear why anyone would want more. If I took this trip again, I’d choose this bike again; the new Multistrada V2 S is that good. For sheer fast touring you might reasonably pick the Ducati Multistrada V4, but for most the twin will be more than sufficient. In terms of performance, spec, and quality, it feels nothing like a base or budget model. Ducati’s current evolution of the 937cc V-twin-powered Multistrada is capable, comfortable, and has plenty of power for an entirely enjoyable road trip. (Ducati/)This 2022 refresh isn’t a massive leap. Instead, it’s a significant evolution for those who, whether by seat height, weight, or price, are put off by big adventure bikes. It’s far more accessible than the existing bike, and deserves to attract a new and younger audience. Owners will get Ducati styling, quality, and character, as well as a high level of performance and handling delivered through excellent rider aids. It’s a competitive market, but the new V2 S should carry on the success of the 950. It’s now more appealing to a larger audience than ever. 2022 Ducati Multistrada V2 S Specifications MSRP: $17,895 Engine: Liquid-cooled Testastretta DVT L-twin; 4 valves/cyl. Displacement: 937cc Bore x Stroke: 94 x 67.5mm Compression Ratio: 12.6:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 113 hp @ 9,000 rpm Claimed Torque: 71 lb.-ft. @ 7,750 rpm Fuel System: Fuel injection w/ ride-by-wire 53mm throttle bodies Clutch: Wet, multiplate, slipper function; hydraulic actuation Frame: Steel trellis Front Suspension: 48mm USD fork, fully adjustable; semi-active, 6.7 in. travel Rear Suspension: Monoshock, fully adjustable; semi-active; 6.7 in. travel Front Brake: 4-piston Brembo radial caliper, dual 320mm discs w/ ABS Rear Brake: 2-piston Brembo caliper, 265mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 x 3.0 in. / 17 x 4.5 in. Tires, Front/Rear: 120/70-19 / 170/60-17 Rake/Trail: 25.0°/4.2 in. Wheelbase: 62.8 in. Seat Height: 32.7 in. Fuel Capacity: 5.3 gal Claimed Wet Weight: 489 lb. Availability: January 2022 Contact: ducati.com Source

The Himalayan is a great option for a wide range of riders thanks to its friendly engine and comfortable ergonomics. (Royal Enfield/)India’s Royal Enfield can reasonably lay claim to being the oldest global motorcycle brand in continuous production, having produced its first model in 1901. Twelve decades ago RE was a British manufacturer; the firm is now owned by vehicle manufacturer Eicher Motors Limited and makes its motorcycles in the Indian city of Chennai. Royal Enfield currently has only a few cafe-style streetbikes to its name, but its Bullet is indeed currently the longest-running motorcycle in production. The company dipped a toe in the adventure market with the midsize Himalayan in 2018; that bike has since carved out its own niche in the adventure-touring category. 2022 Royal Enfield Himalayan Updates The Himalayan doesn’t get a full overhaul for 2022, but enjoys several updates with an emphasis on rider comfort and delivering a better overall ride. Both front and rear cargo racks have been modified, the front rack with a slimmer design to give taller riders more legroom and the rear rack with a lower, stronger profile for better luggage mounting and an easier time getting on and off the motorcycle. The seat cushion has been updated, and a new windscreen is designed to increase comfort on longer rides. Related: A 3,500-Mile Royal Enfield Himalayan Summer Updated front racks provide riders more than 6 inches of additional legroom. (Royal Enfield/)Perhaps the most notable update is the addition of a Royal Enfield Tripper Navigation pod on the right side of the dash. Riders simply connect to the bike via the Royal Enfield North America navigation smartphone app, type in a destination, press go, pocket their phone, and follow the simple directions on the Tripper. The Himalayan also gets three new paint jobs, Granite Black, Mirage Silver, and Pine Green, added to returning colors Gravel Grey, Rock Red, and Lake Blue. The 2022 Himalayan is set to arrive in North America this month (November) with a $5,299 price tag, very reasonable when compared to other middleweight adventure bikes. Riding the 2022 Royal Enfield Himalayan We had the opportunity to throw a leg over the updated 2022 Royal Enfield Himalayan in the hills of Southern California’s Temecula wine country. Royal Enfield put together a solid event to showcase the updated Himalayan at Doffo Winery—if you’re a motorcycle enthusiast, Doffo should be on your list of places to visit. The winery has a beautiful collection of motorcycles, memorabilia, and wine. It would also be the perfect place to take your significant other for a date—thank us later. Doffo Winery hosted the 2022 Royal Enfield Himalayan press intro in Temecula, California. (Royal Enfield/)The Himalayan had a certain something that caught our eye when it was first released in 2018, and it’s still got it today. Small-bore manageability, a simple good-looking design, and a low price tag hit the sweet spot: The Himalayan would be a great bike for more riders than not. Large ADVs are great, but their horsepower, weight, and tall seats can be tiring, if not intimidating; the mid- and small-ADV market seems more inviting for more riders as they push farther off the road. Sit on the Himalayan’s low 31.5-inch seat for the first time and the riding position gets your attention. Just in front of the seat there’s a boxy, retro-styled 4.0-gallon fuel tank between you and the bars, making for a comfortable rider cockpit. The grips are an easy reach from the center of the seat, though they’re thin and could use some extra material for a less hard feel. The controls are simple and straightforward, and it’s easy to read the speedometer and tachometer, the digital compass, and new Tripper Navigation pod on the dash. The footpegs are well placed for an off-road-capable machine, so your legs aren’t cramped. It may have your attention at first, but there’s no reason to give it too much thought once underway; it fit our 5-foot-11 tester perfectly. The Himalayan looks the part of adventure with a rally styled front end, contoured seat, high pipe, and front and rear racks. (Royal Enfield/)Once things get rolling, the chassis and suspension package delivers a smooth, controlled ride that handles a variety of terrain better than one might expect from a relatively new, relatively inexpensive ADV bike. Combine that with a low center of gravity and the Himalayan feels quite a bit lighter than its claimed 439 pounds (with a 90 percent fuel load). With its 58-inch wheelbase this bike carves through the canyons effortlessly, enjoys good road grip thanks to Pirelli MT 60s, and has impressive straight-line stability due to its half-duplex split-cradle frame and monoshock linkage rear end. The Himalayan is the only Royal Enfield with a linkage setup, which was designed specifically for adventure riding in mind. The overall suspension action was predictable; the compression damping felt soft through on-road high-speed bumps, but the initial stroke and low-speed damping on both the fork and shock are on the money when conditions are less than desirable. Broken pavement, dirt roads, rocks, or potholes don’t matter; the Himalayan and its 8.6 inches of ground clearance and inches of suspension travel eat it up. The Himalaya’s slogan is “Built for all roads. Built for no roads,” and it certainly seemed accurate. Even when things get a little wild you’ll be hard-pressed to bottom out and make the suspension go metal to metal. There may be only 7.9 inches of travel from the 41mm nonadjustable fork and 7.1 inches of travel in the basic monoshock, but what Royal Enfield is able to accomplish with such a simple and cost-effective platform is certainly impressive. The Himalayan is not a performance ADV, but it punches further above its weight class than you’d expect. The Himalayan suspension is right at home while riding off-road—rougher the road the better. (Royal Enfield/)The Himalayan also satisfies with its engine character and overall engine performance. It’s no high-horsepower fire breather; in fact it’s the complete opposite, an easy-to-control single with good, useful torque. That fuel-injected SOHC 411cc engine is a joy to work with, easily tractoring through the terrain with little to no vibration thanks to the Himalayan’s counterbalancer. The five-speed constant-mesh transmission has a spread wide enough to cover any type of terrain without putting too much stress on the long-stroke engine. The pull on the wet, multiplate clutch is light, and shifting is smooth as long as shifts aren’t too aggressive. There’s a wide gap between first and second that is noticeable while riding off-road; second gear can be run from quite low in the rpm range without stalling, especially while climbing hills. On-road comfort and a claimed 75 mpg entices you to find the long way. (Royal Enfield/)At speed on the road, power is smooth and predictable; during our local ride five gears were all that was needed. This bike wasn’t intended to travel 90 mph down the interstate, but when riding at a relaxed pace on the local highway or taking the road less traveled it couldn’t be happier. Pine Green is one of the three new color choices for the Himalayan. (Royal Enfield/)That said, the Himalayan’s brakes are interesting, and likely a work in progress, as they have a rather wooden feel and lack bite. The single 300mm disc and two-piston floating caliper do a respectable job up front, though a harder squeeze than normal was necessary to get the desired stopping performance. That’s most likely because this is a 400-pound-plus motorcycle with a single front disc and ABS. Speaking of which, the dual-channel ABS system now gives the option to shut off the rear channel (via dash) on a single-piston caliper for increased control off-road, and taking full advantage of this feature makes the bike feel more at home in the dirt. Himalayan Tripper Navigation Royal Enfield’s dash-mounted Tripper Navigation unit is useful and a joy to use. Once you install the North American app, it’s easy to connect and use. The pod uses the Google Maps platform to tell you your distance to and direction of your next turn via both mileage and large arrows; total mileage to destination appears on the bottom. Tripper Navigation can connect to headsets as well. That said, the compass on the dash shows the wrong direction the majority of the time, so pay it no attention. Frankly, an old-school floating ball compass would be a better choice, because it would mesh with the vibe of the bike. Also, it would actually work. Royal Enfield’s new Tripper Navigation works seamlessly once connected to your phone through the North America Royal Enfield app and is a great addition to this funky adventure motorcycle. (Royal Enfield/)At the end of the day, Himalayan riders will walk away with smiles on their faces. Not because they’ve just finished a gnarly ride and feel the satisfaction of testing the limits of man and machine, but because they had a relaxing day on a fun and capable motorcycle. This is a bike with the ability to make adventure riding accessible to a wider range of people, including those that might be intimidated by more powerful multicylinder ADVs. You’d be hard-pressed to find a machine that has such a wide range of ability in this price range. And you won’t find one with this much character. 2022 Royal Enfield Himalayan Specifications MSRP: $5,299 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: 24.3 hp @ 6,500 rpm Claimed Torque: 23.6 lb.-ft. @ 4,500 rpm Fuel System: Electronic fuel injection w/ 33mm throttle body Clutch: Wet, multiplate Frame: Half-duplex, split-cradle steel frame Front Suspension: 41mm telescopic fork, nonadjustable; 7.9 in. travel Rear Suspension: Monoshock w/ linkage, preload adjustable; 7.1 in. travel Front Brake: 2-piston floating caliper, 300mm disc w/ ABS Rear Brake: 1-piston floating caliper, 240mm disc w/ disengageable ABS Tires, Front/Rear: 90/90-21 / 120/90-17 Rake/Trail: 36.0°/4.4 in. Wheelbase: 57.7 in. Ground Clearance: 8.6 in. Seat Height: 31.5 in. Fuel Capacity: 4.0 gal. Claimed Wet Weight: 439 lb. Availability: Now Contact: royalenfield.com Source

Yamaha gives the 2022 XSR900 a long overdue update, with a bigger engine, more power, and fresher styling. | Photo: (Yamaha Motor Europe/)Yamaha’s XSR900 has been in line for an update ever since the launch of the all-new MT-09 a year ago. Now the firm has taken the wraps off the new model and it’s a huge step forward from the old one both in terms of technology and appearance. The XSR900′s formula has always been to take the structure of the MT-09, including its CP3 triple engine and aluminum frame, and wrap it in bodywork that’s vaguely retro without being a tribute to a specific model. For 2022 that recipe isn’t changed but the ingredients have all been renewed. Related: 2021 Yamaha MT-09 First Ride The MT-09’s 889cc CP3 engine and cast alloy frame is swapped into the new bike, but there’s also a new, longer swingarm bolted on. (Yamaha Motor Europe/)The engine is now the latest, 889cc version of the CP3 instead of the previous 846cc unit, and with the extra capacity comes another 4 hp, taking it to 117.3 bhp at 10,000 rpm. Torque is up too, from 64.2 pound-feet to 68.6 pound-feet, peaking at 7,000 rpm instead of the previous 8,500 rpm. As well as the new engine, the latest XSR900 gets the cast alloy Deltabox frame from the MT-09, with varying wall thickness to help get the best mix of weight, flex, and rigidity, as well as the same spin-forged wheels that first arrived on the MT-09, reducing both rotating and unsprung mass for a boost in performance and handling. However, the chassis isn’t a direct carryover. For the XSR900 Yamaha has added a much longer swingarm to the mix, increasing the wheelbase from 56.7 inches to 58.9 inches, while the overall length is up from 81.7 inches to 84.4 inches. Above the new swingarm sits a subframe that’s designed specifically for the XSR900, carrying a cafe-racer-style seat with an exaggerated hump behind the rider’s perch, along with extended, foldaway passenger footpegs for anyone brave enough to clamber onto the pillion pad. The MT-09’s KYB fork and Brembo brakes carry over on to the XSR, as do much of the electronic rider aids and a TFT color display. (Yamaha Motor Europe/)While the longer wheelbase might not suggest sharper handling, Yamaha expects the new XSR900 to be quicker turning than its predecessor thanks to the lightweight wheels and a head pipe that’s mounted more than an inch lower than the old bike’s, dropping the top yoke and bars in the process and reducing steering inertia by 14 percent. The bike is 4.4 pounds lighter than its predecessor too, with a curb mass of 426 pounds. The vaguely retro feel continues up front, though the bike’s overall profile is much cleaner, with a low-slung exhaust and a model-specific subframe. (Yamaha Motor Europe/)When it comes to styling, Yamaha has taken the switch to a Deltabox frame as a cue to bring the bike’s appearance forward by a decade. Where the previous XSR900 was arguably loosely inspired by 1970s designs, the 2022 model is intended to be a 1980s throwback. It’s not a slavish replica of any particular model, but the tank shape is reminiscent of older Yamahas while hiding the same acoustically tuned airbox as used on the MT-09. Underneath, the exhaust is unaltered too, and while the belly-mounted pipe is unlike anything from the 1980s, at least it means there’s no bulky side-mounted muffler to mar the bike’s appearance. Overall, the bike’s profile is a big step forward from the previous XSR900. The old model’s headlight always looked a little too high, but the lower-slung chassis of the new one solves that problem. Visually, the rider’s seat is mounted much further back too—a change that gives a more genuine representation of older bikes and also probably accounts for the need for a longer swingarm to make sure the center of gravity isn’t biased too far rearward. Four ride modes, a quickshifter, and an assist and slipper clutch come standard, as does cruise control and a six-axis IMU. (Yamaha Motor Europe/)Swingarm aside, the suspension and brakes come straight from the MT-09, with a KYB fork and matching shock, allied to radial calipers operated via a Brembo radial master cylinder. The technology, too, is like the MT-09′s, with a high overall specification including a six-axis IMU that allows the use of cornering traction control, cornering ABS, and Yamaha’s slide control system, with a variety of user-selectable settings. The power delivery can also be tailored, with four modes to choose from, and there’s a bidirectional quickshifter as standard along with an assist-and-slipper clutch. Cruise control and anti-wheelie are both standard, along with a small, 3.5-inch color TFT display. In Europe, the bike is set to reach dealers in February next year, along with a range of accessories including an optional fly screen and Akrapovič exhaust. The 3.5-inch TFT color display provides info on chosen ride modes, traction control levels, and the usual basics. (Yamaha Motor Europe/)Source

The new Multistrada V4 Pikes Peak takes a Ducati favorite and refocuses it for the pavement with 17-inch wheels and a single-sided swingarm. (Ducati/)Last year Ducati announced its new Multistrada V4, positioning it as the king of the crossover class. Some strong numbers supported that statement, starting with the engine’s claimed 170 hp output. The 1,158cc 90-degree V-4 (83mm by 53.5mm bore and stroke) generates 92.2 pound-feet of torque at 8,750 rpm. On Cycle World’s dyno the rear-wheel power was measured at 143.8 hp and 77.8 lb-ft. The compression ratio is an impressive 14:1, and each cylinder breathes through a 46mm throttle body. If there was one issue, it was that the Multistrada is a non-desmo engine. At first the Ducati purists were outraged, claiming that without the desmodromic valve train it couldn’t be a real Duck. But for the most part they’ve cooled off, especially since they’ve realized the design provides an extremely light and compact engine (147 pounds). The fact that the valve clearances don’t need inspection until 60,000 kilometers (more than 37,000 miles) doesn’t hurt either. For Ducati, that’s an unheard-of figure. Related: Ducati Multistrada V4 Pikes Peak Early Ride Now Ducati is doing the Multistrada one better for 2022 by introducing the new Multistrada V4 Pikes Peak. Cycle World had the opportunity to score an early ride on one. Now, we have the formal announcement, though we still lack some detailed technical information. New 17-inch Wheels, New Chassis This new version is an evolution of the Multistrada V4 Sport with revised suspension settings; the engine remains unchanged. The new Pikes Peak rolls on 17-inch wheels front and rear rather than the standard model’s 19-inch front and 17-inch rear combo. The wheels are Marchesini forged aluminum pieces, 6 pounds lighter than the cast aluminum wheels on the Multistrada V4 S and S Sport. In total, the Multistrada V4 Pikes Peak is 9 pounds lighter thanks to the wheels and extensive carbon fiber body components, in particular the front section of the partly redesigned upper fairing, the side panels, and the front mudguard. Further underscoring the new bike’s sporting intent, the wheels are shod with Pirelli Diablo Rosso IV tires, a 120/70-17 front and 190/55-17 rear. The Pikes Peak model gets Öhlins Smart EC 2.0 suspension front and rear, which should significantly improve handling. (Ducati/)The Pikes Peak also gets some major suspension upgrades aimed at enhancing its sporting performance on pavement. An electronically managed Öhlins Smart EC 2.0 fork and shock adapt their damping action in relation to the riding style and the road conditions. In addition, the Pikes Peak dispenses with the Multistrada’s conventional swingarm, replacing it with a single-sided piece from the Panigale V4. This is a big change, enhancing the bike’s sporting image more than the new bodywork. The new wheel sizes required revised chassis geometry. To compensate for the loss of trail, steering rake increased from 24.5 degrees to 25.75 degrees. This means that the front wheel has moved forward and the wheelbase has consequently grown by about an inch. Trail should be back to the original measurement of 105.5mm. Seat height is 33 inches, and the riding posture has been refined by moving the pegs a little higher and farther back, while the lower, narrower handlebar and a new smoked windshield offer protection from windblast. Carbon fiber bodywork and new wheels shave more than 9 pounds from the Multistrada, in addition to changing the bike’s look. (Ducati/)The bike’s braking equipment is impressive, borrowed directly from the Panigale V4. Twin 330mm rotors up front with Stylema Monoblock calipers team with a 265mm rear disc and a floating caliper. Bosch cornering ABS manages the whole system. Both the Multistrada V4 S and the new Pikes Peak include the millimeter-wave radar system, front and rear, allowing adaptive cruise control and blind-spot alert. The electronics suite also includes traction control and wheelie control, along with a novelty: the addition of Race riding mode to the existing list of rider-selectable power and torque modes. Other details include an electronically controlled quick-shift gearbox and a 6.5-inch TFT instrumentation display that interfaces with the rider’s smartphone and includes Ducati Connect and a navigation function. The new Multistrada V4 Pikes Peak is announced to weigh 472 pounds dry. Ducati’s US website lists the price at $28,995. Anyone who’s ever ridden Pikes Peak will immediately understand what this bike is about. The graphics are inspired by the Desmosedici GP ’21. (Ducati/)Source

The 2021 Yamaha Tracer 9 GT is the next step in the bLU cRU’s evolution of its successful sport-touring model, supplanting the outgoing Tracer 900 GT and the original FJ-09. Yamaha decked out the new model with a number of functional updates aimed at improving the performance and feel of the motorcycle while remaining an in-class value. Horsepower and torque figures on the 2021 Yamaha Tracer 9 GT. (Robert Martin Jr./)There’s no question that the most notable change is Yamaha’s all-new liquid-cooled DOHC inline-triple CP3 engine, which grows in displacement from 847cc to 890cc for the 2021 model year, identical to the updated MT-09. Yamaha’s aim here was to maintain, if not improve, the already impressive performance of the powerplant despite tightening emissions regulations. To do so, stroke was increased by 3mm to achieve the larger displacement with several additional changes as covered in our first ride review of the 2021 Yamaha MT-09. Following our first experience aboard the Tracer 9 GT, we placed it on our in-house Dynojet 250i dynamometer, recording horsepower and torque figures. The Tracer produced a peak of 104.23 hp at 9,890 rpm and 62.24 pound-feet of torque at 6,990 rpm. The numbers are very similar to the 104.90 hp of the last Tracer 900 GT we tested, but gets a slight bump in torque from its 59.80 pound-feet. It’s also worthy to note that the 2021-model Tracer’s horsepower curve drops off sooner and more aggressively as it approaches its slightly lower 10,500-rpm redline (from 11,200). Source

2022 Triumph Gold Line models. (Triumph/)There’s a term in the motorcycle industry for when manufacturers spin up the new model year’s bikes despite that product seeing little or no functional changes. We call it “bold new graphics.” Well Triumph has found a way to take the underwhelming term and turn it on its head, making this year’s bold new graphics something to actually get excited about. Announced today, eight of Triumph’s modern classic Bonneville line will be released in a one-year-only special-edition Gold Line design. Gold and green badging with hand-painted pinstripes come on the 2022 Bonneville T120. (Triumph/)Each edition of the new Gold Line will feature hand-painted pinstriping from Triumph’s expert paint shop. Many of them will come with unique accessory options to complement the overall design of the special-edition bikes. This gold striping has been a staple of Triumph design for decades. I had a beautiful old 1974 Bonneville T140 and the gold line between the deep maroon paint and the white was an exceptional detail that always caught my eye. Each of the special-edition 2022 models will be marked with this Gold Line insignia. (Triumph/)Details on dealer availability are scarce at the moment, but check out triumphmotorcycles.com or call your local dealership for more information. 2022 Triumph Bonneville T120 Gold Line has a starting MSRP of $13,100. (Triumph/) 2022 Triumph Scrambler XC Gold Line starts at $15,100. (Triumph/) The new Triumph Bobber Gold Line, available only for 2022, starts at $14,200. (Triumph/) The 2022 Triumph Bonneville T120 Black Gold Line starts at $13,100. (Triumph/) 2022 Triumph Speedmaster Gold Line has a starting MSRP of $14,200. (Triumph/) The 2022 Triumph Bonneville T100 Gold Line will hit dealerships with the lowest starting price of the Gold Line, at $11,450. (Triumph/) As the most expensive of the special-edition Gold Line bikes, the 2022 Triumph Scrambler XE starts at $16,500. (Triumph/) The Street Scrambler Gold Line starts at $11,950. (Triumph/)Source

2021 Royal Enfield Himalayan. (Royal Enfield/)Ups Enticing MSRPVersatile and beginner-friendly performanceDowns Dismal braking performanceAdded roll-on power would be welcomedVerdict The Royal Enfield Himalayan is a lightweight dual sport/adventure machine that pairs approachable performance with an enticing $4,999 price tag. 2021 Royal Enfield Himalayan. (Royal Enfield/)Overview Since its introduction to the United States market in 2019, the India-built Royal Enfield Himalayan has been a hugely popular lightweight dual sport/adventure machine worthy of competing with Japanese rivals. Unintimidating, yet delightful performance makes it attractive for all levels of riding enthusiasts. Updates for 2021 Royal Enfield updated the Himalayan for 2021 with a switchable ABS system, meaning the rear-wheel ABS can now be deactivated for off-road use. A variety of colorways have also been added. Pricing and Variants The 2021 Royal Enfield Himalayan is offered at a relatively low $4,999 MSRP. It is available in six colorways: Snow White, Granite Black, Rock Red, Lake Blue, Gravel Grey, and Sleet Grey. Competition Being a lightweight dual sport machine, the Himlayan could compete with a number of models. The most direct competition would likely include the also-budget-friendly Kawasaki Versys-X 300 and BMW G 310 GS. Other competitors include the Honda CRF300L and Kawasaki KLX300. Powertrain: Engine, Transmission, and Performance The 2021 Royal Enfield is powered by a 411cc air-cooled SOHC single-cylinder engine, which was worthy of a modest 21.8 hp and 21 pound-feet of torque on the Cycle World dyno in 2020. With modest power comes modest performance, as Road Test Editor Michael Gilbert noted in his MC Commute Review of the 2020 Himalayan. “The Enfield isn’t the most performance-minded motorcycle on the block. Nor is it meant to be,” Gilbert wrote. “It’s built to get from point A to B, regardless of the terrain in between. In fact, the little Himalayan-that-could recorded a 17.7-second quarter-mile time at 72 mph and only reaches about 85 mph with a downhill tailwind, if you’re lucky. It’s not in a hurry.” That said, it’s an approachable package for any level of rider, offering tractable power delivery and comfortable cruising pace. Added roll-on power and a sixth gear would be welcomed for high-speed riding. 2021 Royal Enfield Himalayan. (Robert Martin Jr./)Handling The Himalayan’s handling is highlighted by a positively neutral ride, with easy tip-in effort and a confidence-inspiring midcorner feel despite a relatively heavy Cycle World-measured 441-pound wet weight. Although nonadjustable, the 41mm conventional fork and monoshock find a good balance of big-hit support and small-bump compliance to soak up the road’s imperfections. Even CW contributor Peter Egan bought his own Himalayan, noting the motorcycle’s comfort following a summer of experience aboard it. Brakes The Himalayan is stopped via a single two-piston caliper clamping to a 300mm disc up front and a single-piston caliper and 240mm disc at the rear. The 2021 model incorporates a switchable ABS system for the first time, with the ability to deactivate the rear-wheel ABS for off-road riding. Outright braking performance of the Himalayan is lackluster, to say the least. When we ran the 2020 model at our proving grounds, the Himlayan recorded a 60 to 0 stopping distance in a dismal 176 feet. For reference, similar models stop around the 130-foot mark. To add to it, a numb feeling at the lever robs the understanding of brake pressure being applied. 2021 Royal Enfield Himalayan. (Royal Enfield/)Fuel Economy and Real-World MPG Cycle World Road Test Editor Michael Gilbert recorded a 58-mpg average during California testing. Paired with a 4.0-gallon fuel tank, the expectation of 200-mile trips isn’t out of the question. Ergonomics: Comfort and Utility The rider triangle of the Himalayan is relatively relaxed and super comfortable, according to both Road Test Editor Michael Gilbert’s MC Commute Review and Peter Egan’s summerlong experience. The wide, one-piece handlebar only requires a short reach, yet is positioned somewhat high while in a seated position, but offers a good amount of leverage. The claimed 31.5-inch seat height is aided by a narrow shape, making for an easy reach to the ground and confidence when navigating slow-speed scenarios. It also comes with a fixed windscreen for added wind protection. 2021 Royal Enfield Himalayan. (Royal Enfield/)Electronics Aside from the ABS system, the Royal Enfield Himalayan is bare-bones in terms of electronic features. It does come with an analog compass, but at least in the case of the 2020 model, we’ve reported being miscalibrated on both our test units. Likewise, an ambient temperature gauge has also proved inaccurate. Warranty and Maintenance Coverage The Himlayan is covered by Royal Enfield’s two-year, unlimited-mileage warranty. Quality Although a rad concept, the Himalayan’s $4,999 MSRP reflects its quality. The kickstand’s functionality is iffy, instrumentation could be improved, and the handlebars could be stronger (don’t ask us how). Still, considering its price tag, the Himalayan is a relative bargain. 2021 Royal Enfield Himalayan. (Royal Enfield/)2021 Royal Enfield Himalayan Claimed Specifications MSRP: $4,999 Engine: 411cc, SOHC, air-cooled single, 4 valves Bore x Stroke: 78.0 x 86.0mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Electronic fuel injection w/ 33mm throttle body Clutch: Wet, multiple disc Frame: Half-duplex split cradle Front Suspension: 41mm telescopic fork, nonadjustable; 7.9 in. travel Rear Suspension: Monoshock, nonadjustable; 7.1 in. travel Front Brake: 2-piston caliper, 300mm disc w/ ABS Rear Brake: 1-piston floating caliper, 240mm disc w/ ABS Wheels, Front/Rear: Spoked wheels w/ aluminum rims; 21 in. / 17 in. Tires, Front/Rear: 90/90-21 / 120/90-17 Rake/Trail: 36.0°/4.4 in. Wheelbase: 58.0 in. Ground Clearance: 8.6 in. Seat Height: 31.5 in. Fuel Capacity: 4.0 gal. Wet Weight: 439 lb. Contact: royalenfield.com Cycle World Tested Specifications Seat Height: 29.0 in. Wet Weight: 441 lb. (2020 model) Rear-Wheel Horsepower: 21.81 hp @ 6,260 rpm Rear-Wheel Torque: 20.95 lb.-ft. @ 4,400 rpm 0–60 mph: 9.8 sec. 1/4-mile: 17.67 sec. @ 73.41 mph Braking 30–0 mph: 47.7 ft. Braking 60–0 mph: 175.8 ft. Source

Hot weather riding is an unfortunate reality of our sport. It can be unavoidable. You can strip off layers, but the sun will still beat down on you, sapping your body’s moisture and leaving you dehydrated. Opening up a couple of vents on an insulated jacket can actually cause convection, transferring heat more quickly than direct airflow. Evaporative cooling layers usually only last a short while. Mesh jackets are an excellent option as long as the material is strong enough to be protective, but they tend to be one-trick ponies, either wide open with complete venting or totally suffocating with a rain layer on. However, Aether has found a smart and stylish solution with its Draft mesh jacket. Made primarily of leather and a polyester mesh, the Draft jacket is, classically, available in any color you want so long as it’s black. (Aether Apparel/)The Draft jacket consists of two pieces, a waterproof outer shell and the leather and mesh jacket beneath it. The shell is made of a three-way-stretch nylon, has sealed seams to keep water out, and packs up small enough to fit into the back compartment of the mesh jacket. Zippered openings in the shell let the wearer reach through to access the pockets underneath or get partial venting if desired, but it is clearly not designed for independent use. It connects to the inner jacket with one snap at the end of each sleeve and one at the collar. Reflective sections at the back and on each sleeve help increase visibility, an important feature as you’ll probably only be busting out the shell in poor weather. The mesh jacket is the real star of the show here. Most of the jacket is a mesh polyester that breathes like it’s barely there at all; Aether claims this fabric is “highly abrasion resistant,” though luckily we avoided testing that claim. Thick but soft leather panels on the forearms, collar, and pocket openings add to the jacket’s weight, which is substantial in the best way. Mesh jackets often feel light and flimsy, but the Draft, with D3O armor in the elbows, shoulders, and back, feels ready to do its job should things go sideways. The Draft jacket is available on <a href="https://www.aetherapparel.com/" target="_blank"><strong>aetherapparel.com</strong></a> for $695. (BMW Motorrad/)Most riders want their jackets’ impact padding to be removable. But since this padding is needed on the joints, which are also friction zones, Velcro closures and zippers can be uncomfortable. Aether has figured out a clever solution here, with a second Velcro access point beyond the D3O back pad that reaches the elbow and shoulder pockets. Voila! No more itchy Velcro or zipper pressure point. Branding detail on the collar of the Aether Draft jacket. (Aether Apparel/)As mentioned earlier, there is a large back pocket on the mesh jacket similar to map pockets on adventure jackets. This one, however, is designed to fit the folded wind/rain layer when you’re not using it. This can limit exhaust venting a little bit, but it was hardly noticeable when used to stash the shell except for a little bit of added bulk. I personally preferred to just keep the shell in the saddlebag when I wasn’t using it. The Draft jacket features a zipper-adjustable cuff. (Aether Apparel/)I tend to fit between a L and an XL in most motorcycle jackets, as I have a tall, thin build and tend to need length more than width. In the case of the Draft I went with the XL, which fits my shoulders and sleeves perfectly. The lower hem of the jacket is a little bit low for me, causing a potbelly effect when I’m sitting on a cruiser. On standard or adventure motorcycles requiring a more upright posture, this isn’t really an issue. Many companies use zippers with a second pull to allow unzipping from the bottom, which alleviates this issue and would have been appreciated here. The fasteners are, however, high-quality components; the zippers are chunky and large, and the snaps big and easy to find with your gloves on. In fact, every part of this jacket feels like it was developed, tested, and refined by motorcyclists. True, your kid may have to attend their second choice of college, but you’ll be cool and comfortable. In all seriousness, handsome gear that fits and functions properly and effortlessly is gear you’re more likely to use, which makes it an investment in your well-being.Therefore, Aether’s Draft jacket has the potential to return years of protection and comfort on your warm-weather rides. Front and back of the Draft jacket with its outer shell equipped. (Aether Apparel/)Source

2021 Yamaha XSR700. (Yamaha/)Ups Same chassis and engine as previous-generation MT-07Wicked retro stylingFairly comfy ergonomicsDowns Seat foam too softNumb front brake feel$800 more expensive than MT-07Verdict The XSR700 brings retro style along with near-identical performance to the previous generation MT-07 it’s based upon, plus more relaxed ergos. You’ll be paying an $800 premium for it, though. 2021 Yamaha XSR700. (Yamaha/)Overview Like its big brother XSR900, the XSR700 combines retro classic/heritage styling with the excellent performance of its naked bike cousin (in the XSR700′s case, the best-selling MT-07). Unlike the XSR900, however, American enthusiasts had to wait two years before the smaller XSR finally hit US dealerships in 2018. Utilizing the same parallel-twin engine as the previous-generation MT-07 (the 2021 MT-07 has some engine updates) and diamond-type tubular steel frame, the XSR700 has the same twisty-road abilities but with more relaxed ergos courtesy of its taller handlebar and large one-piece seat. Updates for 2021 There are no updates for 2021 to the XSR700. Available colorway is Radical White/Rapid Red. Pricing and Variants The 2021 XSR700 retails for $8,499. Competition The XSR700′s main competitors are the Honda CB650R, Royal Enfield INT650 and Continental GT, Kawasaki W800 and Z650 (plus the new 2022 Z650RS), Suzuki SV650X, and Triumph Trident 660. Powertrain: Engine, Transmission, and Performance The XSR uses the exact same 689cc DOHC parallel twin as last year’s last year’s MT-07. When we put a 2018 model XSR700 on the Cycle World dyno (the engine has remained the same since then), we saw 67.91 hp at 8,790 rpm and 47.47 pound-feet of torque at 6,490 rpm. This engine uses a unique 270-degree crankshaft firing order that provides a torquey yet revvy character very unlike most parallel-twin engines. CW’s Michael Gilbert said in his 2018 XSR700 First Ride story: “Pointing the front wheel skyward under hard acceleration is no problem. The XSR really takes off around 5,500 rpm, and the strong delivery only tapers off near redline.” There is no slipper clutch, as noted by Zack Courts in his MC Commute video of the XSR700, so you’ll need to pay attention to your downshifts. 2021 Yamaha XSR700. (Yamaha/)Handling The spring and damping rates in the 41mm conventional KYB fork and single rear shock have been stiffened up slightly over the previous-generation FZ-07 (which became the MT-07 in 2018 with the same stiffer suspension rates), and sport grippy Pirelli Phantom SportComp tires on both ends. The XSR700′s handling has a planted and confidence-inspiring feel, while still remaining light and agile without being nervous. Brakes Four-piston Advics Monoblock calipers biting on 282mm discs up front provide excellent stopping power, although feel at the lever is lacking when braking hard. ABS is standard on the XSR700, and intervention can be felt only when aggressively braking at slow speeds. Fuel Economy and Real-World MPG Yamaha is claiming 53 mpg for the XSR700. Ergonomics: Comfort and Utility The one-piece saddle is much taller than the FZ/MT-07′s separate seat (32.9 inches versus 31.7 inches), along with a taller and wider (3 inches) handlebar, so the riding position is much more relaxed. Unfortunately most of our testers found the seat cushion foam to be too mushy, resulting in discomfort after 30 minutes in the saddle. Passengers will definitely be happier on the XSR700 than the FZ/MT, as there’s much more padding and the seat is far wider. That tall seat height might be a deal breaker for some riders (especially new ones). 2021 Yamaha XSR700. (Yamaha/)Electronics Other than the standard ABS, the XSR700 has no electronic rider aids. The round instrument unit made to look like a classic speedometer is actually a circular LCD panel that provides all pertinent info. Warranty and Maintenance Coverage The Yamaha XSR700 comes with Yamaha’s one-year limited warranty, with extended warranty and benefits available through Yamaha Extended Service. Quality The XSR700′s fit and finish is excellent, and the build quality garners similar praise, especially for a bike in this price range. 2021 Yamaha XSR700. (Yamaha/)2021 Yamaha XSR700 Claimed Specifications MSRP: $8,499 Engine: 689cc, DOHC, liquid-cooled parallel twin; 8 valves Bore x Stroke: 80.0 x 68.6mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/ 38mm throttle bodies Clutch: Wet, multiple disc; cable operation Engine Management/Ignition: Transistorized ignition w/ electronic advance Frame: Diamond-type steel-tube chassis Front Suspension: 41mm KYB conventional fork, nonadjustable; 5.1 in. travel Rear Suspension: KYB shock, spring preload adjustable; 5.1 in. travel Front Brake: 4-piston Advics Monoblock caliper, dual 282mm discs w/ ABS Rear Brake: 1-piston slide-pin caliper, 245mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.50 in. / 17 x 5.50 in. Tires, Front/Rear: 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 25.0°/3.5 in. Wheelbase: 55.3 in. Ground Clearance: 5.5 in. Seat Height: 32.9 in. Fuel Capacity: 3.7 gal. Wet Weight 410 lb. Contact: yamaha-motor.com Cycle World Tested Specifications Seat Height: N/A Wet Weight: N/A Rear-Wheel Horsepower: 67.91 hp @ 8,790 rpm Rear-Wheel Torque: 47.47 lb.-ft. @ 6,490 rpm 0–60 mph: N/A 1/4-mile: N/A Braking 30–0 mph: N/A Braking 60–0 mph: N/A Source

Jedi Motor’s Vision K750 middleweight may have been presented as a concept, but it looks very close to production ready. (Jinan Jedi/)There’s an understandable reluctance among a substantial segment of the Western motorcycling market to embrace Chinese-made bikes, but the industry over there appears to be undergoing a revolution in terms of technology, styling, and quality. It’s enough to lend credence to the long-running prophecies that Chinese bikes will follow in the footsteps of Japanese machines on the international stage. The recent CIMA show in China underscored that point, as it provided a platform for a series of new launches from brands unfamiliar in this part of the globe, all of them bucking preconceptions that Chinese firms can only make cheap, low-capacity, low-quality models. Among the stars of the show was a concept bike from Jinan Jedi, a company whose previous focus was supplying motorcycles to Chinese police and security services, but which is making moves into the consumer market. Related: China’s Big-Bike Revolution Although it carries a 730cc engine used in the brand’s new production machines, the Vision also piles on wildly stylized details in the bodywork and lighting. (Jinan Jedi/)The brand’s Vision K750 concept wouldn’t look out of place at a Japanese or European brand presentation, and while it’s a concept bike rather than a production model it’s clearly very close to rolling off an assembly line. Under that impressive-looking skin, it’s understood to use the same 730cc parallel-twin engine from the company’s two new production models, the GTR750 sport-tourer, and the JFR750 naked roadster. That means despite its radical, superbike-style looks, the K750 is actually a midsize machine. In its production form, that in-house-made JD283MV DOHC parallel twin designates two cylinders and an 83mm bore—and since known capacity is 730.4cc, we can deduce the stroke is 67.5mm. Its known performance is roughly in line with expectations from a low-cost engine with those specs, with peak power of 68 bhp at 7,500 rpm and max torque of 49.4 pound-feet at 6,500 rpm. Jedi’s GTR750 sport-tourer utilizes a cast aluminum chassis, USD fork, and Brembo brakes, and has been shown as a prototype in the past but is expected to be in production soon. (Jinan Jedi/)In the previously mentioned production models, that engine sits in a cast aluminum chassis that’s reputed to be designed by Suter in Switzerland, which bodes well for its potential. The K750 concept also appears to have a similar design and uses the same upside-down fork and Brembo brakes that the GTR750 and JFR750 feature, so it’s clearly not a completely imaginary machine. Where the concept does start to stretch into show bike territory is with details like the headlight, made up of 76 triangular shards, lit by LEDs, and flanked by boomerang-shaped running lights. The taillamps use the same design, with multiple triangular elements tucked into cowls in the seat unit. The brand’s JFR750 roadster is a new production model that was shown in two forms; this one is the scrambler-styled version. (Jinan Jedi/)Circling back to the production machines, the GTR750 has been shown several times in the past as a prototype, but the JFR750 is a new design, which Jedi revealed in two forms. One version is a scrambler-inspired model, with semi-knobby tires on wire wheels, topped by a circular headlight and relatively high, wide bars. The second version features lower bars, alloy wheels, street tires, and a small nose fairing including a low screen. Both models are expected to be part of Jedi’s production range in the near future, although the company hasn’t announced prices or revealed whether its ambitions extend to offering the bikes on international markets as well as in China. The sportier JFR750 version features lower bars, alloy wheels, and a nose fairing. (Jinan Jedi/)Source

The Kawasaki Z650RS ABS is Team Green’s latest addition to its retro sport family, pairing modern middleweight performance with timeless styling. (Kawasaki/)Kawasaki’s retro sport lineup, including the Z900RS and Z900RS Café, has been a favorite of the industry’s classic craze, and now Team Green is expanding it further with the addition of the all-new 2022 Z650RS ABS. The new RS combines its proven and versatile 650cc parallel-twin platform with timeless styling harkening back to the old-school Z models of the ‘70s. And it looks rad. The Z650RS ABS shares its basic architecture with the Kawasaki Z650 middleweight naked, including the punchy DOHC 649cc parallel-twin engine. The basic engine platform appears to have remained unchanged in transition to the RS, which has been known by CW testers for its butter-smooth throttle response and flexible power delivery. It is paired with a six-speed gearbox and a slipper/assist slipper clutch for light lever effort. One of the most catching features of the Z650RS are these cast wheels with flat spokes used to resemble wire-spoke wheels. How can you deny these in gold? (Kawasaki/)Kawasaki also utilized the chassis of the Z650, meaning it has the same steel trellis frame, 41mm telescopic fork, and monoshock as the sport naked. It is stopped via a pair of two-piston Nissin calipers clamping to 300mm discs up front, with ABS as standard equipment. Like the Z650, the RS also rides on Dunlop Sportmax Roadsport 2 rubber. Clear at first glance, the Z650RS distinguishes itself with catchy, retro classic styling and obvious influences from ‘70s Z1, especially while dressed in its available Candy Emerald Green colorway. The round LED headlight and teardrop-shaped fuel tank hammer in the classic aesthetic, but the RS is dripping in details. A set of cast wheels use flat spokes to mimic old-school wire-spoke wheels, while the oval-shaped LED taillight is an influence of classic models. Like the Z900RS, the Z650RS shares this dual analog speedometer/tachometer instrument cluster for easy-to-read information and classic styling cues. (Kawasaki/)A dual analog speedometer/tachometer instrument cluster is paired with an LCD to display basic riding information, just like on the Z900RS and RS Café. A seriously cool touch that gives the cockpit a classic feel. Aside from the styling, the Z650RS does vary from the sport naked in terms of ergonomics. The handlebar has been raised by 50mm and pushed toward the rider by 30mm for a more relaxed, comfortable riding position. It is paired with a relatively low 31.5-inch seat height, which should lend itself to approachability for less experienced or smaller stature riders. The Z650RS ABS is available in two colorways, Candy Emerald Green and Metallic Moondust Gray/Ebony, with an MSRP of $8,999. There is no question the 2021 Z650RS pays homage to the legendary Z models of the 1970s, but pairs it with modern performance. (Kawasaki/)Source

Can’t make it to EICMA this year to see the new models? No worries. Ducati can’t make it either. That’s why it is introducing its 2022 lineup online. First at bat: the new Multistrada V2 and Multistrada V2 S. (Ducati/)Ducati has announced it won’t be attending this year’s EICMA show (held in Milan, November 23–28, 2021). It is not alone in this decision: as of press time, several other makes have yet to confirm their attendance, including BMW, Kawasaki, Harley-Davidson, and Indian. Instead, Ducati is unveiling its 2022 models online in a sequence of six “events” between now and December 9, when we shall see what’s behind the announced “Dream Wilder—DesertX.” In this first event, Ducati unveiled the 2022 Multistrada V2, the updated edition of the previous Multistrada 950. The biggest update/upgrade is an evolved electronics suite, primarily a six-axis inertial platform to manage new rider-aid systems focused on providing additional safety and comfort. The newest Multistrada V2 also features state-of-the-art ABS, including a cornering function and eight levels of rider-selectable traction control. The system also provides vehicle hold for starting on hills. Four riding modes are available: Sport, Touring, Urban, and Enduro. For visibility and safety, in the event of an extreme/emergency stop the system activates a flashing function on all lighting equipment to jar narcoleptic drivers out of their slumber. The biggest upgrades to the Multistrada V2 this year come from improved electronics and rider aids. Lighter wheels, a new clutch, and a new seat also keep it fresh. (Ducati/)The Multistrada V2 is available in both standard and S editions. The latter includes an electronics package adding more functions and components, such as a standard cruise control and electronically managed semi-active Skyhook suspension. An LED headlight replaces the standard unit and also offers corner-lighting ability. A 5-inch TFT displays the bike’s instrumentation and acts as an easily accessible connectivity platform. About that Skyhook semi-active electronic suspension: This means the S model uses a 48mm Sachs fork, replacing the standard Kayaba unit. That and lighter cast aluminum wheels are the only chassis differences between models. The Multistrada still features a generous 62.75-inch wheelbase, a 25-degree steering rake, and 4.2 inches of trail, the same as the Multistrada 950. The new V2 rolls on Pirelli Scorpion radials, 120/70-19 front and 170/60-17 rear. The braking system is based on the customary Brembo twin 320mm rotors and four-piston Monoblock calipers. While the V2 S model features Ducati’s Skyhook active suspension and a Sachs fork, both bikes use the same four-piston Monoblock Brembo brake setup, now with cornering ABS. (Ducati/)The V2′s engine also is unchanged from the previous Multistrada 950. That’s not a bad thing, as it has an excellent reputation. Displacing 937cc, the Testastretta engine is an eight-valve desmo twin with a 94mm bore and 67.5mm stroke. It breathes through a pair of 53mm throttle bodies and features a healthy 12.6:1 compression ratio. Claimed horsepower is 113 at 9,000 rpm, with 69 pound-feet of peak torque at 6,750 rpm. The engine is lighter thanks to new connecting rods, a new eight-disc clutch, and related side cover. (Editor’s Note: If you’ve ever wondered, “Testaretta” translates approximately to “narrow head,” an allusion to the bike’s compact included valve angle. The “11″ in the model designation is the engine’s valve overlap expressed in degrees of crankshaft rotation.) There are loads of motorcycles in this class, but the standout point of the Multistrada V2 is the 937cc Testastretta engine. (Ducati/)The Ducati specialists have also fine-tuned the riding position with an eye to improved long-haul comfort and low-speed maneuvering. The seat has a new, more comfortable configuration; seat height is 32.7 inches with a lower option available that drops the seat down to 31.1 inches in combination with a reduced-height suspension. The seat is accurately configured where it meets the tank, making it easier to reach the ground. The top fairing has been partly redesigned to offer better wind protection thanks to the new windscreen, which is easily adjustable on the go. Lastly, the new Multistrada V2 is about 10 pounds lighter than the previous Multistrada 950 and claims a dry weight of 439 pounds. Price in the US is $15,295 for the standard edition and $17,895 for the S edition. Source

The 2021 Ducati Multistrada V4 S and the 2008 Ducati Multistrada 1100 S. (DW Burnett/)It’s ironic that the original Ducati Multistrada, a motorcycle named and designed for many roads, was in fact built for a single road. The Futa Pass, a serpentine route connecting Bologna and Florence through the Apennine Mountains, is no major thoroughfare. Yet Ducati looked at it as the strada writ small. In the Futa’s cracked asphalt and hairpin turns it saw the roads of the world. It seems like part of the Italian character to focus on what’s close to home. Yet by concentrating on the local and the specific, it gives itself to the world by making things which are at once both self-assuredly Italian and universally resonant. Consider the delicacies of Ducati’s home region of Emilia-Romagna; the best parmesan in the world is made using milk from the Bianca Modenese cows of the Po River Valley, while prized prosciutto di Parma comes from a single native breed of pig whose authenticity is ensured through rigorous genetic testing. Our 2021 Multistrada V4 S Travel + Radar testbike cost $26,495. It came equipped with the following accessories: Akrapovič slip-on ($1,700), crash guards ($600), skid plate ($330), protective mesh oil cooler guard ($120), and hand guards ($180), for a total price of $29,425. (DW Burnett/)If local flavor is part of the original Multistrada’s renown, what can we make of the latest Multistrada? Because Ducati is quite clear: Merely representing the Futa Pass is not enough for the 2021 Multistrada V4. The new Multi, the company says, is designed “to dominate all roads.” To legitimize this claim, Ducati points out the Multistrada V4 can circumnavigate the globe one and a half times (or 37,300 miles) before needing a major service. However, to achieve this feat, Ducati ditched its signature desmodromic valves for conventional valve springs. This is perhaps the Ducatisti’s equivalent of making carbonara with mere bacon instead of proper pork-jowl guinciale. Related: How Much Power Does the 2021 Ducati Multistrada V4 S Make? On the Futa Pass, the Multistrada V4′s adaptive cruise control would be practically useless. Its Enduro mode would be the wrong mode altogether. And its V-4 engine would rarely have the chance to reach the upper limits of its rev range, where it’s most exuberant. By turning its gaze further afield, by adding more tech, more performance, and more capability in its journey from Multistrada to Molto-Multistrada, did Ducati abandon what made the original recipe such a delicacy? The past leading the future. (DW Burnett/)To find out, we got our hands on a 2008 Multistrada 1100 S to test alongside a brand-new V4 S. Yes, the 2003 Multistrada 1000 is the original, but the 1100 is close enough for our purposes, differing only in minor ways such as an 86cc displacement hike and the addition of a wet clutch. Seeing the V4 and the 1100 side by side, it’s easy to recognize the evolution of the adventure-touring motorcycle since 2008. Back then, a full quiver of adjectives was necessary to describe riding a 500-plus-pound motorcycle anywhere near gravel, let alone one quite that red and Italian. The ‘08 Multi is decidedly diminutive next to the hulking V4; but in spite of its larger dimensions and the added weight associated with its far greater complexity and two added cylinders, the claimed dry weight of the V4 S, at 480 pounds, is only 11 pounds more than that of the 1100 S. The ‘08 Multistrada has been a reliable motorcycle since we purchased it several months ago. A weeping clutch slave cylinder is the only issue we’ve experienced. (DW Burnett/)The 1100 is dressed immaculately in sportbike attire, with carbon fiber timing belt covers and fenders, Marchesini five-spoke wheels, and gold-tubed Öhlins suspension. The Multistrada V4, on the other hand, has a Ducati performance catalog’s worth of rugged skid plates and crash bars. Back when the original Multistrada was on the drawing board, Ducati couldn’t have dreamed that the evolution of the adventure-touring segment would morph the bike so far from its sporting heritage. Ducati also couldn’t have foreseen the Multi V4, or perhaps it would have given the original Multi a superbike-derived desmoquattro or Testastretta engine rather than its more conservative desmodue. Brembo, Marchesini, Öhlins. Yup, all the players are here. (DW Burnett/)The desmodue 1100 is an air-cooled SOHC dual-spark two-valve 1,078cc engine. All in all, it isn’t that far removed from Fabio Taglioni’s 1975 500cc Pantah V-twin, the engine that introduced rubber timing belts to the Ducati lexicon. While the crankcases were beefed up over the years and the vertical cylinder head was rotated 180 degrees, the profile is virtually unchanged from Taglioni’s design. As Bruno dePrato points out, “That the engine has more than doubled in size from the original, with great reliability [valve-adjust intervals are at 7,500 miles], is a remarkable achievement.” Equally remarkable is that the venerable desmodue engine is still in production in 2021; it’s currently powering the Scrambler 1100. When the ‘08 Multi was new, Ducati claimed 95 hp at 7,750 rpm and 76 pound-feet of torque at 4,750 rpm. When CW tested it in 2007, it produced 84.1 hp at 7,750 rpm and 66.6 pound-feet at 4,800 rpm. The Multistrada 1100′s cable-operated twistgrip feels direct with a heavyish pull. The clutch and brake levers require some force too. It’s a trait characteristic of the era. There are those among us who prefer the feel to ultralight clutch pull and “attached-to-nothing” ride-by-wire throttles. (DW Burnett/)Opening the throttle feels and sounds like a celebration of Ducati’s heritage. Fuel injection is a bit on/off at first touch, but otherwise fueling and throttle response are nearly flawless. Snappy response from the bottom begins an adamant, though not terribly rapid, climb through the rev range, and though power tapers off at the upper register, there’s still satisfaction in grabbing a gear a little late just to hear the motor at full song. At about 70 mph in sixth gear, the tachometer needle hovers around 4,000 rpm, and thanks to perfect primary balance and those big power pulses, the 1100 lopes along, confident in its own sense of modernity. But then one rides the Multistrada V4, and the 1100 feels its age. It’s no less wonderful. Just kind of, well, slow. The V4 Granturismo engine is at once composed and audacious. On the CW dyno, the 1,158cc engine produces a substantial 143.82 hp at 10,580 rpm and 77.78 pound-feet of torque at 7,410. But because it’s derived from the 200-plus horsepower Desmosedici Stradale engine from the Panigale V4 and Streetfighter V4, those figures come easy, giving the sensation that it’s in a rather conservative state of tune. Even with the throttle pinned it never breaks a sweat, practically yawning as it zips to redline. On the 1100, with the throttle wide open, it feels like it’s working hard to give everything it’s got, two big pistons pounding away. The V4 makes such hard work seem uncouth. Its smaller power pulses make the engine feel impossibly smooth and civilized, at least for a Ducati. The immediate, almost instant throttle response makes it think-and-you’re-there quick. In power delivery and feel, the V4 Granturismo is lightning to the desmodue’s thunder. The V4′s user interface is excellent. The new thumb joystick makes it easy to navigate through the various menu options, though it may take some getting used to in order to not mistake it for the turn signal switch when initiating a turn. (DW Burnett/)Yet just because it accelerates so rapidly with so little fuss doesn’t make it bland. Power wheelies are incredibly frequent, even more frequent than on a Hypermotard 950. Crest a hill in fourth gear—fourth!—and grab some throttle, and the front air lifts with ease. It’s intoxicating. Its happy place is 7,000 rpm and above. The airbox resonates with a honk that would make a GSX-R or a Yamaha YZF-R1M proud, and the rider’s laughter makes the whole cycle repeat in another gear. Shifting, come to think of it, may be one of the V4 Granturismo’s best attributes. With a light flick of the lever, up or down, at any rpm, the rapid-fire shifts are as near seamless as you’ll get this side of a MotoGP gearbox. Related: Ducati Multistrada 1100 vs. Triumph Tiger 1050 Comparison Test As excellent as the engine is, the V4 lacks presence compared to the Multi 1100′s desmodue. When cruising at 60 mph, turning 4,000 rpm in top gear, the engine all but vanishes from thought. The desmodue makes an impression that never quite leaves the consciousness, being so visceral and engaging that the experience of using it stays with the rider long after hitting the kill switch. The V4 Granturismo is just flat-out exceptional to use, which makes up for its occasional inconspicuous moments. The Multistrada V4 averaged around 37 mpg, which is not exceptional. The performance is worth it, I say. Some will understandably disagree. (DW Burnett/)Long-distance tourers asked for refinement, and got it. They asked for comfy ergos and good wind protection, and got those too. The Multistrada V4′s seat is the most comfortable Ducati saddle ever. The windscreen provides smooth airflow over the rider’s head. Heat from the engine is pretty minimal for a big V-configured engine, thanks to cylinder deactivation at idle and clever aerodynamics that pull heat away while directing cool air onto the rider. It’s all basic but significant stuff, stuff riders still don’t take for granted because memories of poor aero and uncomfortable seats are not too distant. The year 2008 comes to mind. The 1100 is by no means the hottest-running Ducati of all time, but creature comforts are certainly sparse. The rider sits on top of, rather than in, the motorcycle, and the bars are narrower and lower than the V4′s. It’s a nice place to be perched, but the ergonomics go downhill from there. The Ducati Performance “comfort” gel saddle on our testbike was uncomfortable after only a couple of hours. Wind protection is minimal at best. There’s no buffeting at speed, but the short windscreen directs air to the upper chest and shoulders, making wind noise loud and tiring; avoid billed ADV helmets at all costs. Unsurprisingly, the Multi V4 is the obvious choice for long-distance riding. Ducati deserves a gold star for the V4′s amazingly comfortable seat and its easily adjustable windscreen. The outgoing Multistrada 1260′s pinch-to-adjust screen was already great but the new pinchless operation is even better. (DW Burnett/)Not that you won’t second-guess yourself. You see, the 1100 handles so well that you might be willing to overlook some discomfort if your route includes enough twisty roads. In the corners, the Multistrada 1100′s chassis and Öhlins suspension prove the distance from the Futa Pass to Mugello is not too far (it’s actually about 25 kilometers, or 16 miles). The bike feels low and long, not nosey like a sportbike or high up like an ADV bike, and imperturbable through corners. Because of all the feedback through the front end and its prodigious midcorner stability, it begs to be leaned over farther and farther. The suspension is so firm it’s difficult to compress at a standstill, but so compliant that fiddling with the adjusters seems unnecessary. Handling on this 13-year-old Ducati is a revelation. We found our 2008 Multistrada 1100 S on Craigslist and purchased it for $4,500. It has less than 20,000 miles on the odometer and runs like a champ. It included aftermarket mirrors, R&G frame sliders, Oxford heated grips, a rear rack for top box mounting, and a dark windscreen. The S model came with Termignoni silencers that were very quiet. We sourced Staintune silencers from eBay that let the 1100 sound as Taglioni intended. Huge thanks to the author’s friend, Rob Bandler, for purchasing the motorcycle for this story, and for riding it in the photos. (DW Burnett/)The V4 can also hustle through the twisties, but without applying the front brakes during corner entry, the front end feels slightly vague; its 19-inch front tire is almost certainly a contributing factor. At neutral throttle in long sweepers, the front tire doesn’t feel quite stuck in, as though there’s not enough weight on the front. Overall, it’s not an alien experience; it handles like an adventure bike of 2021, whereas the Multistrada 1100 handles more like a sportbike from 2008. On the plus side, jamming on the front binders on the V4 is a delight. Stylema calipers offer great power and feel. If only the same could be said of the 1100, which is rather let down by weakish brakes requiring Popeye forearms to get the shortest stopping distance from the lever. Note the difference in handlebar positions. (DW Burnett/)The V4 may not perform like the 1100 through the twisties, but happily it doesn’t handle like the 1100 off-road either; this may provide some insight into its on-road handling character, if one comes at the expense of the other. While the 1100 handles no better than a Monster when the pavement ends, the V4 is surprisingly adept on fire roads and gravel tracks, especially considering V-4-powered motorcycles don’t make the most natural off-roaders. The biggest surprise is that executing tight turns in gravel reveals a well-balanced and stable chassis that inspires confidence when swinging the wide bars from lock to lock. Dropping the outside knee and shifting body weight to the outside is all it takes for the handlebars to turn nearly of their own accord and for the bike to lean. Unfortunately, off-road performance suffers in other areas. The Multi’s lowest level of traction control offers far too much intervention, cutting in to prevent even modest wheelspin. It’s best to turn TC off altogether and use Enduro mode’s softer throttle response and truncated power output. Locking the rear wheel is also frustrating, as the rear brake is too weak. While serious adventurers have more suitable options for hardcore trail-riding, the V4′s off-road personality is winsome enough that off-road novices will be tempted to get their expensive, shiny motorcycles a little dirty. Unlike some manufacturers that make ride modes “untouchable,” Ducati lets riders adjust individual settings within each mode. Everything is customizable—from suspension to TC to throttle response. (DW Burnett/)As wrong as it may feel to ride such a pricey motorcycle in low-traction, cosmetically hostile environments, it’s equally foreign to turn the adaptive cruise control on and hand over throttle control to the Multistrada. It’s also amazing how quickly one becomes accustomed to trusting one’s life to a computer. To experience what 2021 feels like on two wheels, cruise down the highway with adaptive cruise control and blind spot detection working in the background, on-screen navigation leading the way, heated grips and seat keeping things toasty, all while using the dash and thumb controls to make a phone call. Some riders may be predisposed to dislike such amenities. Others may note that, rather than detracting from the riding experience, they add another dimension by augmenting the ride with technologies unimaginable when the 1100 was new. Adaptive cruise control works incredibly well. The only niggles are when the rider applies the front brakes while the motorcycle is doing the same, the lever feels extra firm and sensitive. Additionally, several times the radar lost sight of the motorcycle I was following, but it found it as soon as I swerved directly behind it. (DW Burnett/)When considering the evolution of a single motorcycle model, it’s difficult to conceive of one more drastically altered over the course of 13 years than the Ducati Multistrada. Back in the early 2000s, when the first Multistrada 1000 DS existed only as a test mule, designer Pierre Terblanche told Cycle World: “This bike will have a big visual impact…as much as the MH900e. It’s a franchise bike.” He was right. The original Multistrada’s unconventional design did indeed make a big impact, though that impact was not always positive. From our vantage point in 2021, its blend of curves and creases looks at once utilitarian and flamboyant, appropriate on a bike made for long rides up the Futa Pass. It’s significant because it represents Terblanche’s attempt to devise the look of a then-new motorcycle category. Pierre Terblanche’s design always looked best in three dimensions, and time has made it more attractive. To each his own, of course. (DW Burnett/)The Futa Pass made the Multistrada 1100 feel uniquely Italian. It’s charismatic, unconventional, and endearing almost in spite of itself. It’s a motorcycle to be cherished as much as the more conventional beauties in Ducati’s history, not simply because the engine is stalwart, the handling sublime, and the bike as a whole fairly practical. But because, interestingly, it’s almost unrecognizable as the thing it would eventually become. In 2003 a motorcycle built for many roads seemed rational. But a motorcycle built for very many roads, some of them leading to the ends of the earth, is what ultimately captured the imaginations of motorcyclists. The Multistrada V4 is Ducati’s response to changing but not fully realized expectations, to a world larger and rougher than the Futa Pass. Old Ducatis representing a certain slice of Italy will always be cherished. They express, perhaps premeditatively, something that’s universal, yet can only be articulated in Italian. But the Multistrada V4 is Ducati fully embracing its customers’ vision of adventure. It’s accessible enough to be ridden around town on a whim, and comfortable and versatile enough to be ridden around a continent. It can be ridden casually or aggressively, in the dirt or on the pavement. It’s both the safest, most refined Multistrada ever and the most rapid-accelerating, wheel-in-the-air, laugh-out-loud Multistrada ever. “Refinement” was once a byword for bland. But the Multistrada V4 redefines refinement for thrill-seeking Ducatisti who want to ride farther, faster, and safer than they could have imagined in 2003. The modern Multi. (DW Burnett/)It may have lost some of its Italian flavor in its journey from Multistrada to Molto-Multistrada, but the 2021 V4 S is an achievement, a technological marvel, and a phenomenally good time. This go-round, rather than seeing the Futa Pass as the strada writ small, Ducati transformed the Multistrada itself into the motorcycle writ large. The wide world shrinks beneath its wheels. Italian adventure separated by more than a decade. (DW Burnett/) On-screen navigation is a game changer in the two-wheeled space. The Multistrada V4 uses the Sygic navigation app and the Ducati Connect app in conjunction with a smartphone. It works but it takes a while for the bike and phone to sync and requires the phone never goes to sleep. At the end of the day, Sygic is not Google maps or Apple maps. The system is good enough to use, but it’s also bad enough that I was angry every time I used it, accustomed as I am to my Volkswagen’s Apple CarPlay. (DW Burnett/) Ducati says it didn’t use Apple CarPlay and Android Auto because they aren’t available worldwide. Yet they are available in the biggest markets and on most continents. It’s a lame excuse. At the very least, Ducati should make CarPlay/Android Auto available as optional extras. It’s a great shame that a motorcycle this expensive and equipped with the technology has to make do with a subpar solution. (DW Burnett/) The $1,700 Akrapovič silencer is Euro 5 compliant and very quiet. (DW Burnett/) The V4 has a handy mode button to switch ride modes on the fly, but rather than simply cycle through them on the main screen, it goes into its own submenu which is a little finicky. I’d say it’s the only UI annoyance, and a very minor one at that. (DW Burnett/) Which one would you buy with your own money? (DW Burnett/) While the V4 makes the 1100 (and just about everything else) feel old-fashioned, it doesn’t make the old Multi feel any less good. The Multistrada 1100 is by and large a great motorcycle even by today’s standards. Get one while they’re still cheap. (DW Burnett/)Gearbag Multistrada V4 S rider: Helmet: AGV AX9 Carbon Jacket: Spidi Mission-T H2Out Pants: Spidi Thunder H2Out Boots: XPD X-Trail OutDry Gloves: Spidi X-Force Multistrada 1100 S rider: Helmet: Arai XD4 Jacket: Klim Carlsbad Pants: Klim Carlsbad Boots: Klim Adventure GTX Gloves: Klim Induction 2008 Ducati Multistrada 1100 S Price and Specifications MSRP $13,995 (2008) ENGINE SOHC, air-cooled, 90-degree V-twin DISPLACEMENT 1,078cc BORE X STROKE 98.0 x 71.5mm COMPRESSION RATIO 10.5:1 TRANSMISSION/FINAL DRIVE 6-speed/chain CLAIMED HORSEPOWER 95 hp @ 7,750 rpm CLAIMED TORQUE 76 lb.-ft. @ 4,750 rpm FUEL SYSTEM EFI w/ 45mm throttle bodies CLUTCH Wet, multiplate; hydraulic operation FRAME Steel trellis frame FRONT SUSPENSION Fully adjustable Öhlins 43mm inverted; 6.5 in. travel REAR SUSPENSION Fully adjustable Öhlins monoshock; 5.6 in. travel FRONT BRAKE Brembo semi-floating calipers, twin 320mm discs REAR BRAKE Brembo, 245mm disc WHEELS, FRONT/REAR Cast aluminum; 17 x 3.5 in. / 17 x 5.5 in. TIRES, FRONT/REAR 120/70ZR-17 / 180/55ZR-17 RAKE/TRAIL 24.0°/ N/A in. WHEELBASE 57.6 in. SEAT HEIGHT 33.5 in. FUEL CAPACITY 5.3 gal. CLAIMED DRY WEIGHT 432 lb. CONTACT ducati.com 2021 Ducati Multistrada V4 S Price and Specifications MSRP $26,495 ENGINE DOHC, liquid-cooled, 90-degree V-4 w/ counter-rotating crankshaft DISPLACEMENT 1,158cc BORE X STROKE 83.0 x 53.5mm COMPRESSION RATIO 14.0:1 TRANSMISSION/FINAL DRIVE 6-speed/chain CLAIMED HORSEPOWER 170 hp @ 10,500 rpm CLAIMED TORQUE 92 lb.-ft. @ 8,750 rpm FUEL SYSTEM EFI w/ 46mm elliptical throttle bodies; ride-by-wire CLUTCH Wet, multiplate w/ slipper action; hydraulic operation FRAME Aluminum monocoque FRONT SUSPENSION Electronically adjustable 50mm inverted w/ Ducati Skyhook; 6.7 in. travel REAR SUSPENSION Electronically adjustable monoshock w/ Ducati Skyhook; 7.1 in. travel FRONT BRAKE Radially mounted Brembo Stylema Monoblock 4-piston calipers, twin 330mm discs w/ Cornering ABS REAR BRAKE Brembo 2-piston floating caliper, 265mm disc w/ Cornering ABS WHEELS, FRONT/REAR Spoked; 19 x 3 in. / 17 x 4.5 in. TIRES, FRONT/REAR Pirellis Scorpion Trail II; 120/70ZR-19 / 170/60ZR-17 RAKE/TRAIL 24.5°/4.0 in. WHEELBASE 61.7 in. SEAT HEIGHT 33.1–33.9 in. FUEL CAPACITY 5.8 gal. CLAIMED CURB WEIGHT 536 lb. AVAILABILITY Now CONTACT ducati.com Source

Yamaha’s all-new 2021 Tracer 9 GT is an evolution of its successful sport-touring model, now dressed in top-spec components. (Joseph Agustin/)Yamaha’s reputable Tracer 9 GT has enjoyed a long run of success as a bang-for-the-buck sport-tourer since its inception back in 2015. The Tracer is the direct descendant of the Tracer 900 GT, and the FJ-09 before that, and it has always packed a versatile punch. It’s a street-focused machine, good for racking up triple-digit backroad miles, braving monotonous urban commutes, or enduring interstate long hauls, a true sport-touring specialist. With all that capability on tap at a relative bargain, why raise the cost of entry? Yet that’s exactly what Yamaha has done. To be fair, it has also extended the all-new 2021 Tracer 9 GT’s potential, with a larger-displacement and more flexible CP3 engine package, a chassis shared with the new and improved 2021 MT-09, the very latest IMU-based electronic rider-aid suite, top-shelf components including semi-active suspension, and flashier styling. However, the third-generation Tracer’s up-spec overhaul substantially increases its price to $14,899, which is perhaps not drastic but still $1,800 more than the outgoing model. It’s fair to suspect that the MSRP increase might take the Tracer out of consideration for more budget-conscious riders, and the wallet hit will likely wipe out a portion of its trusted following. Still, considering the premium improvements, the all-new Tracer 9 GT continues to represent a remarkable value when compared to similarly spec’d competition. Considering that the 2021 Tracer 9 GT has received a serious overhaul and is fitted with rather expensive technology, the $1,800 MSRP increase to $14,899 is feasible. (Joseph Agustin/)We recently spent a day putting the Tracer 9 GT through its paces as part of Yamaha’s official press introduction of the sport-tourer. Our 170-mile Southern California testing route took us along meandering sections of Angeles Crest Highway to the small ski-resort town of Wrightwood. While deviations were required due to national forest closures, the inconsistent tarmac, long stretches of highway, mountainous backroads, and scenic landscapes made for prime testing conditions. In every scenario, the Tracer 9 GT’s all-new 890cc liquid-cooled DOHC inline-triple CP3 engine package, which we covered extensively in our first ride review of the 2021 Yamaha MT-09, was a highlight of the package. 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. The next-generation 890ccc CP3 engine package is delightful to ride at any speed. Settling into a 75 mph cruising pace, the engine glides along at a comfortable, relatively vibration-free 5,500 rpm. (Joseph Agustin/)Yamaha has leveraged and adapted the six-axis IMU electronic rider-aid suite from Yamaha’s YZF-R1 superbike to tame the Tracer, giving riders four throttle response settings they can select on the fly. Each mapping tailors power delivery at full throttle, with the fourth noticeably reducing outright performance, most likely for use in treacherous road conditions. Various levels of traction control (TCS), slide control (SCS), and wheelie control (LIF) are lumped together in two preset selectable settings while a manual setting is fully customizable to rider preferences. 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. The twin 3.5-inch TFT displays are an eye-catcher, quite literally. Each displays its own useful information, as seen here. The left display features four customizable quadrants to display the information you feel is important. The only gripe? Poor brightness makes it difficult to read in hard light. (Joseph Agustin/)The rider-aid system is accessed via a dual 3.5-inch TFT display cluster in front of the Tracer’s one-piece handlebar. The left display is home to basic riding information: tachometer, speedometer, trip readings, and selected motorcycle settings; on the right, the second display features four customizable quadrants to show the bike’s running orders. It’s a modern setup that further elevates the Tracer’s premium feel. If it weren’t for a dim display that struggles in direct sunlight even on its brightest setting, it might be the best dashboard on the market. The Tracer’s chassis also gets that high-end feel along with more performance. Like the MT-09 on which the Tracer is based, there’s an all-new die-cast aluminum chassis with optimized geometry and rigidity in a lighter package. Distinct to the 9 GT, however, is a swingarm 60mm longer than the MT’s and a designated steel subframe for increased payload capacity. 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. The Tracer 9 GT’s updated chassis and Bridgestone Battlax T32 GT tires lend themselves to a newfound sure-footed feel at maximum lean angle, even when the road conditions are less than ideal. (Joseph Agustin/)Even better is the semi-active KYB suspension, which Yamaha calls the KYB Actimatic Damping System (KADS). This uses information gathered from a dedicated Suspension Control Unit (SCU) to electronically adjust damping characteristics in near-real time; only compression at the fork, but both compression and rebound at the shock. There are two selectable baseline settings (SUS-Mode): A-1 is the stiffer, sport-minded option, and A-2 the softer, more comfortable setup for rougher roads, but these offer no further adjustment other than manually adjustable spring preload fore and aft. The simplicity of the system is noteworthy, but the lack of adjustment may be disappointing to those fond of tinkering in search of the magical setting. KYB’s semi-active fork and shock, or the KYB Actimatic Damping System (KADS), are tasked with handling the Tracer 9 GT’s damping duties. While compression and rebound damping are electronically adjusted, spring preload is manually adjustable front and rear. (Joseph Agustin/)Still, 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. A set of 30-liter saddlebags are standard with the Tracer. The best part? They have an option to leave them unlocked but latched, so it isn’t a pain to open every time you stop. (Joseph Agustin/)The intelligence built into the new Tracer doesn’t stop, unless you count the four-piston calipers and Nissin radial master cylinder up front and single two-piston caliper at the rear. These are paired with Yamaha’s new Brake Control (BC) system, simply called cornering ABS. 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. The Tracer 9 GT features full-LED lighting, including lean-angle-sensitive cornering lights for improved illumination at night. Other creature comforts include a cruise control function and 10-stage heated grips. All standard. (Joseph Agustin/)During our touring stint, the Tracer proved to be impressively comfortable right through to the ride’s end. Credit goes to the Tracer’s supportive saddle and relaxed upright ergos, as well as improved aerodynamics from redesigned fairings and adjustable, though somewhat minimal, windscreen. The Tracer offers three-point ergonomic adjustability through the seat, footpegs, and handlebar for a high degree of personalized comfort. Notably, the standard seat height is 31.9 inches, which fits my 5-foot-7-inch stature well; this can quickly adjust to 32.5 inches with no tools required. The 2021 Tracer 9 GT is available now in dealerships in two colors—Liquid Metal and Redline. (Joseph Agustin/)There’s no question that the Tracer 9 GT provides refined power delivery, improved handling in any conditions, premium componentry, and several creature comforts that make its ride that much more satisfying. The only remaining question is whether buyers will accept the higher MSRP for those improvements. 2021 Yamaha Tracer 9 GT Specs MSRP: $14,899 Engine: DOHC, liquid-cooled inline 3-cylinder; 4 valves/ cyl. Displacement: 890cc Bore x Stroke: 78.0 x 62.1mm Compression Ratio: 11.5:1 Transmission/Final Drive: 6-speed/chain Fuel System: Fuel injection w/ YCC-T ride-by-wire Clutch: Wet, multiplate slipper/assist Engine Management/Ignition: TCI (Transistor Controlled Ignition) Frame: Cast aluminum Front Suspension: KYB 41mm fork, adjustable spring preload, electronically adjustable compression and rebound damping; 5.1 in. travel Rear Suspension: KYB shock, adjustable spring preload, 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: 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./32.5 in. Fuel Capacity: 5.0 gal. Claimed Wet Weight: 485 lb. Availability: Now Contact: yamahamotorsports.com Source

Babes Ride Out attendees and contributing artist Nicole Andrijauskas taking in the jaw-dropping view along California’s central coast. (Tamara Raye Wilson/)It’s a rare event that encourages attendees to take the longest possible route there and leave nearly immediately upon arrival. You might expect to see a natural ebb and flow of riders at a typical motorcycle weekender, but here female-identifying motorcyclists swirl around in a constant state of activity. If you’re looking to get lost in order to find a good time with great humans, Babes Ride Out (BRO) may be your ticket. For eight years, the guiding principle of this good-times-only event has simply been “no dudes, no ‘tudes.” Since its inception, Babes Ride Out has maintained a grassroots feel hearkening back to its meager beginnings in Borrego Springs circa 2013. That first year nearly 50 women met up for a short ride to a very primitive, slightly illegal camp on a dry lake bed in the heart of the Anza-Borrego Desert in southern California. The bonds formed by that inaugural group, which now refers to the event as a family reunion, can still be seen and felt here in the Los Padres National Forest. A separate peace with a few friends far away from the main camp area. (Tamara Raye Wilson/)That brings us to the present day where I, one of the aforementioned Original 50, have embarked on my annual pilgrimage to the event via the most indirect and scenic route known to Google Maps. Limited to tarmac by the recent national forest fire-safety closures, I planned a path to BRO 8 that changed a mundane 45-minute ride up the coast into a four-hour sojourn down some of California’s premier motorcycling roads. As my riding companion and I set out from Ventura, the greatest surprise came in the most unexpected way; Highway 33 had been freshly repaved. Now you know. Thank me later. After whizzing through three other counties, we made our way into Santa Barbara County by way of highways 33 and 166 and the ultratechnical turns of Tepusquet Canyon. Our arrival at the event space was perfectly timed as the sun dipped behind the ridge and its twilight rays illuminated the grounds through a magical orange haze. With approximately 900 attendees, there seemed to be movement everywhere with no particular gathering point. This weekend’s weapon of choice: the author’s 2003 Triumph Bonneville, affectionately dubbed “El Trineo,” Spanish for “The Sled,” in homage to its dirt-bound predecessors. (Tamara Raye Wilson/) Bagged and tagged. Attendees check into the VIP motorcycle camping area at BRO 8. (Tamara Raye Wilson/)Simultaneous offerings like the Real Deal Bike Show, self-defense demos, and an 805 happy hour kept crowds to a responsible COVID-conscious minimum. Porsche Taylor, the founder of Black Girls Ride magazine, held a Long Distance Riding workshop where she advocated that “preparation alleviates anxiety.” After nightfall, familiar faces began to emerge from the glimmering moonshine as small groups of friends sat together to talk story, retracing their rides over cold cocktails. With a fire ban in full effect, the air was crisp as the camp became quiet fairly early in anticipation of Saturday’s ride. “Frida Bike 2021” painted by Nicole Andrijauskas (@chicken_in_a_biscuit) and entered into the Real Deal Bike Show at BRO. (Tamara Raye Wilson/)When there’s a two-wheeled fun machine parked 3 feet from your tent, no alarm clock or wake-up call is needed. First light was greeted with a deafening roar of tent and sleeping bag zippers ripping open as campers raced to gear up and ride out. Inside my tent, I reviewed a meandering figure-eight route through the central coast backcountry while coffee began to boil on a small camp stove outside. There has never been anything more perfect than that exact moment. Coffee and gasoline, proper ways to start any morning. (Tamara Raye Wilson/) The marine layer sat thick above the Los Padres mountains in the early morning as campers began readying their machines for the day ahead. (Tamara Raye Wilson/)As I meandered around the grounds and the chilly morning fog burned off, the true nature of the main camp area was revealed. Each site was its own ecosystem, a microcosm of tents with similar bikes circled around each other. Choppers grouped with choppers, baggers grouped with baggers, modern classics with modern classics; you get the point. Naturally there was a strong Harley-Davidson presence, due to its partnership with BRO. There was, however, one noteworthy outlier stashed way off in the back forty: a lovely BMW R80 G/S Paris Dakar. I slow-clapped for the gal who rode in on that magnificent machine. It’s increasingly rare to see vintage motorcycles at this event. But regardless of who rode what, the ambiance was nothing but smiles and caffeinated giggles. Tell me you’re at Babes Ride Out without telling me you’re at Babes Ride Out. (Tamara Raye Wilson/) Harley-Davidson is a key sponsor of Babes Ride Out, which is no surprise for the many, many years the Motor Company has supported women in riding. (Tamara Raye Wilson/) Although most riders arrive on modern machines, this prime example of a BMW R80 G/S Paris Dakar stole the show. (Tamara Raye Wilson/)For those who are newcomers or otherwise unfamiliar with the area, Babes Ride Out provides a bevy of maps. In past years, routes have been printed on cardstock for distribution at the event only. Thanks to technology and the altruistic nature of founders Anya Violet and Ashmore Ellis, these routes are now available to all on the Babes Ride Out blog. The central coast has anything a rider could possibly ask for, from sea to sky and everything in between, including a pit stop at an ostrich farm. As previously mentioned, the bulk of the time at BRO is spent with your knees in the breeze out there on the open road. Avoiding most people as I often do, I coerced two fast girls to ride with me on a route of my own design, meandering down the coast to a somewhat undiscovered out-and-back stunner of a beach called Jalama, snaking around wine country and zipping through tree tunnels for a few hundred miles before ending up at an ice cream shop in the small Dutch town of Solvang. Is there any better way to end a ride than enjoying a sweet treat under a large windmill? The author with a scoop of a very appropriate ice cream called “Motor Oil.” (Tamara Raye Wilson/)We returned to camp just in time to catch a small group gathering around the stage as Anya and Ashmore presented the Dunlop Furthest Ride Award. Several girls had rolled into the event with upward of 3,000 hard miles under their belts just so they could join a two-day campout. The winners, a group from the Florida Keys, took the win with a one-way total of more than 4,000 miles. Now that is dedication. The evening culminated with DJ’s Porsche Taylor and Ry Toast taking the stage for some late-night dance party vibes. Anya Violet and Ashmore Ellis, the event’s founders, as they present the Dunlop Furthest Ride Award. (Tamara Raye Wilson/)High on good vibes and female empowerment, I packed up my gear and decided to make the winding trek down the 154 in the cover of darkness on Saturday night. The quiet, contemplative night ride through Santa Barbara and down the Pacific Coast Highway let me reflect and gain perspective on what I’d witnessed over the last few days. It’s truly remarkable how this event has progressed over the years. Yet Babes Ride Out retains the ability to profoundly inspire riders of all different backgrounds, ages, identities, and experiences to do the one thing that brought us all together in the first place: Just get out there and ride. “El Trineo,” the author’s modern classic Triumph, at Jalama Beach. (Tamara Raye Wilson/)Source

2021 Kawasaki Z900RS. (Kawasaki/)Ups Classic replica styling of the original Z1Modern chassis, suspension, brakes, wheelsDowns Under 100 hp fromSuspension a bit softVerdict Retro classic fever caught on big with the motorcycle industry in the latter half of the past decade, but no one has done it better than Kawasaki with its Z900RS and Z900 RSCafé models. It’s the best combination of old-school design and modern tech, with good, usable, everyday performance coupled with great styling that closely replicates the original ‘70s Z1. And it’s even the least expensive bike in its class… What’s not to like? 2021 Kawasaki Z900RS. (Kawasaki/)Overview The Kawasaki Z900RS and Café have been one of the best retro classic motorcycles in the market since debuting in 2018, and the 2021 models continue that tradition. Based upon the Z900, the Z900RS recalls the styling cues of the original ‘70s Z1, while the Z900RS Café harkens back to the original ‘82–’83 KZ1000 Eddie Lawson Replica. There were some updates in 2020 that included a TFT dash display with Bluetooth connectivity for the Z900RS (the Café model retains the round analog tach and speedometer in keeping with the old-school styling), along with variations on Kawasaki’s classic lime green paint schemes. Updates for 2021 There are no updates for 2021 for either the Z900RS or the Z900RS Café. Available colorways are Candytone Green for the Z900RS, and Pearl Storm Gray for the Café model. Pricing and Variants The 2021 Kawasaki Z900RS retails for $11,299. The 2021 Kawasaki Z900RS Café dressed in its half fairing has an MSRP of $11,899. Competition This category is chock-full of throwback models, including the Honda CB650R, Triumph Bonneville T100 and T120, Yamaha XSR900, Ducati Scrambler Café Racer, Royal Enfield Continental GT, Suzuki Katana, BMW R nineT Racer, and even Kawasaki’s own W800 Café. The Kawasaki Z900 RS Café even became Cycle World’s pick in this comparison with the Yamaha XSR900 and Honda CB1000R. Powertrain: Engine, Transmission, and Performance Using the same basic liquid-cooled DOHC 948cc inline-four engine from the Z900 but retuned for low-end and midrange power, the Z900RS Café punched out 94.65 hp at 8,590 rpm and 63.51 pound-feet of torque at 6,040 rpm when CW ran the 2020 model on the dyno. Morgan Gales complained about a “twitchy throttle response” on the first version of the Z900RS that he rode in 2018, but Kawasaki apparently has tuned that issue out of the later versions. There’s plenty of good acceleration for any situation in the city and highway, but if you’re looking to really play hard in the canyons, the flaccid top-end power will disappoint. 2021 Kawasaki Z900RS Café. (Kawasaki/)Handling The Z900RS comes with older-generation Dunlop GPR-300 tires that provide quick and responsive handling with adequate grip, and the somewhat soft suspension rates (the front fork is fully adjustable for spring preload, rebound, and compression damping, while the rear shock is spring preload and rebound-damping adjustable) absorb most of the pavement imperfections you’ll encounter while keeping the chassis balanced and planted Brakes Radial-mount four-piston Monoblock calipers biting on 300mm petal-style discs up front provide excellent stopping power with a communicative feel, according to the Cycle World UJM comparison test including the Kawasaki Z900RS Café. ABS comes standard on both models. 2021 Kawasaki Z900RS Café. (Kawasaki/)Fuel Economy and Real-World MPG There is no current fuel economy for the Z900RS models. Ergonomics: Comfort and Utility Keeping in line with its original Z1 retro styling, both the Z900RS’ and the Café's ergos are in the normal upright standard vein. A wide, flat seat and rubber-mounted handlebar and footpegs keep everything comfy and vibe-free, and the passenger accommodations are decent as well. 2021 Kawasaki Z900RS. (Kawasaki/)Electronics Both models come standard with ABS. Kawasaki’s three-step adjustable KTRC traction control is also standard on both machines. The Z900RS has a full color TFT display equipped with Bluetooth connectivity via the Rideology app. Warranty and Maintenance Coverage The Z900RS and Kawasaki Z900RS Café comes with Kawasaki’s usual 12-month limited warranty. Extended warranty options available for 12, 24, 36 and 48 months. Quality The paint on both models is superb, with a deep, metal flake finish that is a cut above most production bikes. The Café model’s chrome bezels on its round and legible analog tachometer and speedometer are a nice touch, and Z900RS’ full-color TFT dash display is bright and easy to read. 2021 Kawasaki Z900RS Café. (Kawasaki/)2021 Kawasaki Z900RS/Café Claimed Specifications MSRP: $11,299/$11,899 Engine: 948cc, DOHC, liquid-cooled inline-four; 16 valves Bore x Stroke: 73.4 x 56.0mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/ 36mm throttle body Clutch: Wet, multiple disc; cable operation Engine Management/Ignition: TCBI w/ electronic advance Frame: Steel trellis chassis Front Suspension: 41mm KYB inverted fork, fully adjustable; 4.7 in. travel Rear Suspension: KYB shock, spring preload, rebound damping adjustable; 5.5 in. travel Front Brake: Radial-mount Monoblock 4-piston caliper, dual 300mm petal-style discs w/ ABS Rear Brake: 2-piston caliper, single 250mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.50 in. / 17 x 5.50 in. Tires, Front/Rear: 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 25.0°/3.9 in. Wheelbase: 57.9 in. Ground Clearance: 5.1 in. Seat Height: 32.9 in./32.3 in. Fuel Capacity: 4.5 gal. Wet Weight: 474 lb./476 lb. Contact: kawasaki.com Cycle World Kawasaki Z900RS Café Tested Specifications Seat Height: 32.4 in. Wet Weight: 479 lb. Rear-Wheel Horsepower: 94.65 hp @ 8,590 rpm Rear-Wheel Torque: 63.51 lb.-ft. @ 6,040 rpm 0–60 mph: 3.50 sec. 1/4-mile: 11.85 sec. @ 116.54 mph Braking 30–0 mph: 34.55 ft. Braking 60–0 mph: 132.11 ft. Source

The throttle was pinned as I raced down Venice Boulevard with my chest on the gas tank and my chin jutting forward. With this purposeful, steely-eyed commitment to total performance, it took the length of seven blocks for the 2022 Honda Grom to reach 59 mph. As I cross Los Angeles on this brilliant yellow pill of a motorcycle, launching from green lights and filtering at red lights, I experience a pure and simple joy. The Grom has been popular since its 2014 introduction, thanks to its easy handling, low price tag, and jaunty—one might even say welcoming—design. Now Honda has updated it in all the right ways, focusing on engine power, fuel efficiency, home maintenance, and ease of customization. The 2022 Grom suffers no increase to its $3,399 price tag, yet enjoys a great improvement to overall function and design. The 2022 Grom remains the same beacon of good times that we fell in love with years ago, but now more capable than ever. (Jeff Allen/)Ergonomics At 6-foot-4, I never expected to fit on a Grom. Anyone who happens to catch a glimpse of me on the thing is practically obligated to toss off a Grape Ape or Shriners joke. But the freshly redone ergonomics make the little bike a joy to ride. The new seat is longer, more cushioned, and totally flat, still providing room for a passenger but allowing a solo rider to slide back on the seat more easily. The new seat sits atop a new subframe, one slightly smaller than before and now removable. Small jaunts around town and one-hour-long rides across Los Angeles were both surprisingly comfortable and easy. Despite, or perhaps because of, its small size, the Grom is incredibly well suited for city riding and congested environments. (Jeff Allen/)Approachability For some reason, people wave and throw me a thumbs-up a lot more often when I’m on the $3,400 Grom than when I’m on a $21,000 Harley. It’s bright. It’s small. It would scream “Wheeeee!” from its exhaust pipe if it could. It’s unpretentious, and therefore by the transitive principle its rider is as well, authentic and approachable. You’re not trying to be a calloused biker on this machine, that’s its strength. You’re a rider who has left their ego and Buck knife at home in lieu of good times and bright colors. If you see someone riding a Grom, say hi; after all, you meet the nicest people on a Honda. In the crowded side streets of Venice Beach, the Grom is the perfect tool for the job. (Jeff Allen/)Engine Updates And this year, it’s a slightly faster little Honda. In updating the engine, Honda wanted to make it more fuel efficient and more easily maintained at home. It achieves this, partially, with a removable oil filter, compared to past models where owners would just clean the oil spinner and screen. A larger airbox also increases intervals between maintenance, as Honda claims it will only need to be changed every 10,000 miles in “normal riding conditions.” The engine now features a slightly longer stroke and smaller bore, as well as a compression ratio bump from 9.3:1 to 10.0:1, a recipe for torque and engine response. That comes despite a claim of lower fuel consumption on average and some pretty significant changes to the bike’s gearing. The 2022 Grom now has a gear position indicator in the top right corner of its digital gauge. (Jeff Allen/)Updated Gearbox The Grom’s gearbox and final drive have been reworked with longer range in mind, adding a fifth gear and increasing the rear sprocket sizing from 34 to 38 teeth (the front remains unchanged at 15T). With newly adjusted sprocket gearing ratio the Honda feels quicker off the line, but the added fifth gear and the new wider spread of ratios in the gearbox let the Grom reach a higher top speed without over-revving the engine. In real-world testing, the new fifth gear served as more of an overdrive. Fourth gear is needed for any real acceleration, but once the bike gets up to speed, fifth gear is there to reduce the engine’s speed while cruising. Still, run upon a steep hill and it’s back down to fourth gear, maybe even third, to make sure you don’t slow down too much. On level ground, with my admittedly above-average frame tucked in as much as I could, I was unable to reach 60 mph. The most notable updates for the 2022 Grom happen inside the engine, with higher compression, new bore and stroke dimensions, and the addition of a fifth gear. (Jeff Allen/)Suspension At low and mid speeds, say up to about 45 mph, the suspension is perfectly adequate. But as you get toward the bike’s top speed it runs out of stroke much more quickly, transferring bigger bumps to the rider. Approaching any obstacles or potholes, I found myself standing, almost trying to bunny hop the bike to avoid them, as they were likely to overwhelm the soft suspension. There was no notable weight transfer on acceleration, but hard braking led to notable fork dive; moving back on the seat helped significantly. Suspension components tend to be one of our first complaints on any budget-minded motorcycle, and they certainly were on previous Grom models. The simple fact is that good suspension is expensive. By leaving the same nonadjustable 31mm cartridge fork and a monoshock with preload adjustment only, Honda has left room for customers to improve these components in their own time and on their own dime. This keeps the price where it was and, as a side benefit, encourages the aftermarket that’s such a big part of Grom ownership. Suspension and braking components on the Grom remained unchanged, keeping the MSRP the same as last year and leaving room for the aftermarket. (Jeff Allen/)Braking As with the suspension, the braking components remain unchanged on this third generation of Grom. The bike is of course light, so its dual-piston caliper grips the front 220mm rotor with plenty of strength and good feel at the lever. The rear single-piston caliper and 190mm rotor work just fine as well, easily bringing the Grom’s 228 pounds (weight measured full of gas, ready to ride) to a halt. Models equipped with ABS now come with an Inertial Measurement Unit (IMU) and linked braking; our test unit was the $200-cheaper base model. Ergonomic revisions to the Grom include a more cushioned seat that replaces the earlier contoured shape with a long, flat one. (Jeff Allen/)Fuel Economy In two weeks of testing I used the Grom almost daily, and I was about as heavy-handed with the throttle as possible. In that time I averaged just over 103 mpg, not quite the 155 mpg that Honda estimated. But seriously, with a near-200-pound rider wringing this little bike’s neck all day, 103 is nothing to sneeze at. To more easily accommodate aftermarket mufflers, the Grom’s exhaust system is now two pieces. (Jeff Allen/)Easier Customization Honda designed the Grom’s four bodywork panels to unbolt quickly and easily for modification. Lay down some newspaper, spray ‘em with that easy-peel rubberized paint, and you can change the whole look of your bike in a couple of hours. The low overall price tag, plastic panels, and ease in swapping those panels takes the intimidation out of modification. And if you mess something up, it’s not the end of the world; the panels are much cheaper than a whole metal gas tank. I want to paint it pink and have the seat upholstered in a Hawaiian shirt pattern, but that’s just me. Things that would seem reckless on a larger motorcycle are just playful fun on the Grom. (Jeff Allen/)Fun Machine When assaulting the narrow alleys and one-way streets of Venice Beach, the Grom proved to be the perfect tool for the job. It’s lightweight, it’s nimble, and its size has more to offer than easy handling. Navigating through and around traffic, even hopping the occasional curb if the situation calls for it, the Grom’s playful nature shaves the edges off of things that might seem reckless on a larger motorcycle. There’s a reason so many people learn to stunt on these wicked little machines. And so the Grom continues to improve, staying at the top of its class despite competitive offerings from Kymco, Kawasaki, Benelli, and others. It’s more fun for less money than just about any other major production motorcycle, and it’s been improved in all the right ways. Approachable pricing remains, ergonomics are improved, changes in sprocket sizing and gearbox spacing help with acceleration and fuel economy, and home customization is now easier than ever. Honda has once again demonstrated its ability to recognize and meet customer needs without losing sight of what’s made us love the Grom since its inception. 2022 Honda Grom Specifications MSRP: $3,399 (base) Engine: SOHC, air-cooled single; 2 valves/cyl. Displacement: 124cc Bore x Stroke: 50.0 x 63.1mm Compression Ratio: 10.0:1 Transmission/Final Drive: 5-speed/chain Claimed Horsepower: 9.7 hp @ 7,000 rpm Claimed Torque: 7.7 lb.-ft. @ 5,500 rpm Fuel System: PGM-FI Clutch: Wet Engine Management/Ignition: Electronic Frame: Steel mono-backbone Front Suspension: 31mm telescopic fork; 3.9 in. travel Rear Suspension: Single shock; 4.1 in. travel Front Brake: 2-piston caliper, 220mm disc Rear Brake: 1-piston caliper, 190mm disc Wheels, Front/Rear: 10-spoke cast wheels; 12 in. Tires, Front/Rear: 120/70-12 / 130/70-12 Rake/Trail: 25.0°/3.3 in. Wheelbase: 47.2 in. Ground Clearance: 7.0 in. Seat Height: 30.0 in. Fuel Capacity: 1.6 gal. Measured Wet Weight: 228 lb. (non-ABS) Availability: Now Contact: powersports.honda.com Source

Honda’s beloved middleweight is probably best known in its original 600cc form, but it may be coming back as a 750cc machine. (Honda/)We’re hearing fresh rumors from Japan that Honda is finally preparing to launch a replacement for the much-missed Transalp, which would finally give the firm a sub-Africa Twin adventure bike with genuine off-road ability. The word is that the bike will use a newly developed 755cc parallel twin, and the same motor will simultaneously appear in a street-oriented roadster, dubbed CB750S, which may revive the Hornet name tag. Although there are no photos to back up the rumors yet, there’s evidence for them in the form of Honda’s trademark activity, with new paperwork for both the Transalp and Hornet names being submitted all over the world this year to make sure Honda still has the rights to use them. The Transalp was last seen in 700cc guise before disappearing altogether in 2011. (Honda/)Honda applied for the Transalp trademark in the USA, Japan, Uruguay, Costa Rica, New Zealand, Australia, Thailand, Singapore, Malaysia, and the Philippines in February and March 2021, as well as Brazil, China, Colombia, Indonesia, India, Korea, Russia, Turkey, Ukraine, and Vietnam. It’s already got the name registered in the European Union and the UK until 2026, so most key markets around the world have been covered. And it’s a similar story with the Hornet trademark. Honda has made new applications for its use, specifically on motorcycles, in Japan, Singapore, New Zealand, Brazil, Korea, Russia, and Thailand, and still bears the rights to the name in other areas including the UK and European Union. Although there hasn’t been an attempt to register the Hornet name in the USA, the previous four-cylinder CB600F and part faired CB600S models that bore the title elsewhere weren’t called Hornet in the States, either. The “CB750” title is far more evocative, particularly in the USA, should Honda opt to take that route instead. Related: 1989 Honda Transalp...Big Red’s Original ADV Bike for American Riders A 400cc version also appeared in several regional markets to meet licensing regulations. (Honda/)While the 755cc parallel twin isn’t far from the existing NC750′s 745cc unit in terms of capacity and layout, it’s expected to be a different engine, tuned for significantly more performance. As such, there’s a chance it will share design cues with the Africa Twin’s 1,084cc twin. Similarly, the Transalp—which is expected to carry the official title “XL750L”—is sure to take its styling inspiration from the Africa Twin. Although the Transalp name is a familiar one, the new bike is going to be a different proposition to the previous machines that carried the title. The original and most enduring Transalp was the 1987–1999 XL600V, with a 50 hp, 583cc three-valve-per-cylinder V-twin. In 2000 a new version appeared, using the 647cc V-twin from the NT650, and finally in 2008 it became the XL700V, with the new four-valve twin from the NT700V Deauville, before disappearing from the range a decade ago in 2011. In Japan, 400cc versions were offered as well to meet local license rules. The new model, in contrast, will have a parallel-twin arrangement, which is cheaper to make than a V-twin, has fewer components, and is easier to package in a bike as the exhausts and air intakes are easier to route. At 755cc it’s set to be a clear rival to Yamaha’s Ténéré 700 and Aprilia’s Tuareg 660, which both also follow the parallel-twin route. The direction that the expected CB750S will take is less certain, particularly in terms of styling. Although the “CB750” name evokes the four-cylinder bike that carried the title from 1969, the “S” portion suggests a part fairing, and the spate of Hornet trademark applications hints that it won’t be an out-and-out retro. With Honda due to launch the Africa Twin-based NT1100 as a part-faired, sport-touring streetbike later this year, the CB750S might well follow similar lines. Whether the two parallel twins will be ready for the 2022 model year or held back until 2023 remains to be seen. The timing of the trademark applications—coming at around the same time that Honda applied for rights to the NT1100 name—could indicate that the models are on a similar launch schedule. The NT1100 has now been awarded vehicle type approval in Europe, confirming that it will definitely be one of Honda’s launches at this autumn’s bike shows, so we might not have to wait too long to hear more about the rumoured Transalp and CB750S. Source

The 2022 BMW R 18 B in Option 719 Galaxy Dust. The B has an MSRP of $21,945, but costs $29,515 as tested. (Kevin Wing/)There’s a saying in Colorado: “If you don’t like the weather, wait 10 minutes.” Today I do like the weather. It’s dry. Thunderclouds are forming quickly overhead as we gear up and I mount the Galaxy Dust R 18 B that will be my steed for the first half of the day. This 877-pound behemoth is half of BMW’s second play at the American cruiser and touring market following the initial launch of the base model R 18 and the subsequent R 18 Classic. The B and its counterpart, the 942-pound Transcontinental, are big, heavy, and look about as American as a Kraftwerk album. In the Colorado Rockies, we are about to find out how BMW does grand American touring. We meander slowly through Denver’s dense traffic. It’s overcast, muggy. We’re in a hurry to outrun impending weather, but the city isn’t letting us out just yet. Along stop-and-go six-lane highways and zipping down open side streets, the B’s handling is surprisingly neutral; the bike is easy to ride. Despite weighing 116 pounds more than the 761-pound R 18 (claimed weights), low-speed handling is much improved on this model. The chassis, updated from the R 18 model, has a reinforced backbone and steeper rake, moving from 32.7 degrees to 27.3. (Kevin Wing/)This improvement is credited to the modified touring chassis, which received two major changes. A thicker double-steel backbone accommodates the added weight and larger gas tank, and rake angle has steepened from 32.7 degrees to 27.3. This not only reduces the bike’s trail and wheelbase, but because the front suspension components are identical to those on the R 18, the bike’s ride height and available lean angle have increased. As we putt from stop sign to stop sign in the low revs, power is readily available and the weight of the bike is easily forgotten, for a while. We turn on to Highway 6 at just the right time. Dark clouds stay behind us as we roll toward Golden. It’s 85 degrees with a cool wind, and the world’s problems disappear. The seat is comfortable, ergonomics are surprisingly perfect for my 6-foot-4 build, and at 75 mph in the Rock (most aggressive) power mode, the engine pulses pleasantly while effortlessly turning 2,650 rpm. The all-new fairing for the R 18 B and Transcontinental features radars for Active Cruise Control and a fixed windshield. (Kevin Wing/)I hit the button for Active Cruise Control and another to set my top optimal speed. It works flawlessly in both Dynamic and Comfortable modes, adjusting the bike’s rate of acceleration back to optimal after sensing that slower automobiles in front of you have moved. The system allows you to pull in the clutch and even shift without disengaging as long as you don’t drop below 20 mph, at which point it will automatically return control to the rider. At our pre-ride meeting the group was discouraged from pairing our phones with the bike, so navigation and music through Bluetooth are unavailable for the time being. I scroll over to satellite radio and Missy Elliot comes on. Is it worth it? Let me work it. I crank up the volume as we continue down the straight. It feels appropriate. The four Marshall Series I speakers installed in the fairing as part of BMW’s Premium Package ($2,800 for the B) deliver excellent sound. Crisp highs and deep lows are clearly audible, even with my helmet’s visor up at highway speeds. The eight Series II speakers on the Transcontinental are even more impressive, with their surround sound capabilities. Unfortunately, getting your personal music to play through the speakers proves to be more difficult than pairing and hitting play. The R 18 touring platform features a 10.25-inch display screen, four analog gauges, and fairing-mounted speakers. (Kevin Wing/)The 10.25-inch screen sits below four analog gauges in an attempt to balance out the modern feel with a dose of classic aesthetic. It sort of works. With an analog speedometer, tachometer, and fuel gauge, I wanted to use the screen for navigation and entertainment, which requires pairing your phone with the BMW Connected app open. Later, after repeatedly pairing my phone, then unpairing and re-pairing my phone, and then having my playlist stop after every song, I understood why this was discouraged. If you owned this bike and rode it day after day, I imagine you’d figure out the kinks and this process would smooth out. But now, compared to competitive models with similar systems, the app adds an unnecessary and complex step to the user experience. And what if your phone dies? The phone storage compartment is located below the gas cap on the R 18 B and R 18 Transcontinental. (Kevin Wing/)With the owner’s phone being such a key part of this riding experience, it’s only natural that BMW places a phone storage compartment within reach. Indian and Harley-Davidson do this on the Chieftain and Street Glide’s fairings; BMW does it below the gas cap. The compartment is sealed, has a USB-C port, and includes an internal fan to help control temperature. It is small and flat with a few pieces of plastic to hold your phone in place, making it tough to use a normal charging cord; if your cord doesn’t attach to your phone’s base at a 90-degree angle, you have to flip your device upside down to make it work. This would have been a perfect application for wireless charging, but instead you get a crammed little compartment that offers barely enough room, creating more questions than it answers. I give up on Bluetooth music and navigation for the time being as we continue from Golden to Boulder, where we stop for a coffee at Full Cycle Bikes, a large bicycle shop with a friendly vibe and well-stocked cafe. With almost 30 baggers lined up, the parking lot looks more like a local Bike Night than a local bicycle shop. The Galaxy Dust paint ($2,400) has a June bug-like iridescent effect, changing from green to purple depending on light and the angle. It’s something you wouldn’t expect to see on a BMW, which is sort of the point: It’s far out. It isn’t garish, just different in the best way. The bike’s lines are clean and attractive, its black engine finish downplaying the size of its massive 244-pound engine. The R 18 B’s First Edition package ($2,400), pictured here, includes a chrome accessory kit, double white pinstriping, and Black Storm Metallic paint. (Kevin Wing/)The all-new fairing, like many aspects of these new touring models, seems caught between two worlds. The exposed bolts and rubber bushings on the fixed windshield look and feel like a Vetter fairing from the ‘70s, yet they sit right above the radar for Active Cruise Control. The B’s lower windshield created buffeting right at my nose level, and the taller Transcontinental shield fell right in that inconvenient zone above the horizon where my eyes tend to be while riding long distances. BMW has other models with electronically adjustable windscreens, but this is one area where it unfortunately decided to lean into the design ethos of classic cruiser models. This is an area where BMW should do BMW. Now refreshed and with no thunderheads in sight, we remount the bikes and point them toward the Rocky Mountains, specifically the town of Estes Park. Perfect asphalt weaves between the mountains, but patches of dirt mean you have to be aware of your line. The B holds its intended path perfectly while dodging debris at speed, never losing composure or coming unglued.The 49mm fork and shock that were so plush on the highway are just as comfortable here in the twisties. The rear suspension on both models automatically adjusts preload using load sensor, ride-height sensor, and a small servo motor on the spring. Neither front nor rear suspension is manually adjustable by the rider in any way, but the system performed well in our testing, never feeling as if it required human adjustment intervention. The R 18 B and R 18 Transcontinental have a ride height of 6.3 inches and a lean angle of 35 degrees, compared to the R 18’s 6.0-inch ride height and 32-degree claimed lean angle. (Kevin Wing/)Feel at the front brake lever is adequate, taking a significant squeeze to get a strong reaction, but providing good stopping power with the right input. With BMW’s fully integrated ABS, braking is linked. So while the toe of my right boot has to touch the cylinder to wedge in between it and the brake pedal, I can also avoid that by primarily using the lever if I so desire. I was expecting this canyon portion of the ride to be painfully limited by available lean angle, as the R 18 had been. But as we hit the first turn, I’m pleasantly surprised to find substantial improvement. The new front end geometry provides more stability and responsiveness at higher speeds. And the increased rear suspension travel, from 3.0 to 4.7 inches, improves lean angle from a claimed 32 degrees on the R 18 to 35 on the touring models. You’ll still see some sparks on a spirited canyon run, but those three degrees make a significant difference in the bike’s capability and fun factor on mountain roads. Floorboards are featured on the R 18 B and R 18 Transcontinental with independently adjustable heel-toe shifters and a further adjustable knob on the toe. (Kevin Wing/)It is here, however, that I start to notice a big problem. Attempting to accelerate out of an uphill turn in third gear, I notice the revs climbing indepently of my bike’s acceleration. As the ride continued, so did this issue. I would shift and let out the clutch only to watch the revs climb while the bike coasted; then the engine speed would drop as the clutch engaged and the bike picked up speed. Clutch slippage was an issue in early R 18 models, and BMW alleviated it by retuning throttle maps. As the touring models were designed at the same time as the initial R 18, faults and criticisms of that model, including this major issue, have not been addressed. Even on the Transcontinental, which adds 183 pounds to the R 18′s identical Big Boxer engine, there have been no mechanical changes to the clutch. In time we come around the road’s final bend and into the town of Estes Park, known for the Stanley Hotel, made famous as the hotel in The Shining, today’s lunch spot. Cars slow as we pass a family of elk, who couldn’t be less bothered by our exhaust rumble. The Stanley’s iconic carpet patterns are immediately recognizable. Access to the movie’s iconic Room 217 is blocked off. A hedge maze has been constructed outside of the hotel to further evoke images of the famous garden scene, but it’s dry and some parts only stand a couple feet high. This place plays the “Redrum” card to the hilt. The R 18 Transcontinental has a starting MSRP of $24,995 but costs $31,965 as tested. (Kevin Wing/)After lunch, the R 18 Transcontinental in First Edition trim waits to take me back to Denver, where the storm is now in full effect. Approaching the bike, I notice the passenger floorboard was folded up and covering the chrome R 18 badge. I throw a leg over the bike to sit down and the seat rocks beneath me, so I hop off to investigate. The Transcontinental has a larger and more padded seat than the B, though both have built-in heating. Both seats attach at only two points (front and rear) but the edges of the Transcontinental seat can rock up and down with roughly 2 inches of freeplay. With the kickstand down I sit on the back seat to see if it may feel better while laden. It does not. The seat rocks and the seat pan flexes while I shift my weight side to side. As I point the bike at the thunderclouds, I accept that the more enjoyable part of the day’s testing could be behind me. The ride back down the mountain on Highway 34 is relaxed and enjoyable. The radar’s scan is not wide enough to pick up the motorcycle in front of me, so I manage my own throttle; just imagine that. The 65 extra pounds over the B model are essentially just the top case and its mounting system, and the high placement of that weight means it’s impossible to ignore as we carve down a mountain. Some of the improved handling qualities present on the B remain, but the larger bike takes more muscling through the turns. The wide seat of the Transcontinental extends past the edges of the rear fender, making it feel unstable while the passenger’s weight shifts. (Kevin Wing/)The added storage on the Transcontinental is a great bonus. Two full-face helmets easily fit in the top case, a handy thing indeed; but most people would choose this bike over the B for its passenger amenities. BMW has added passenger controls for heating on the seat, though one suspects the lack of stability will overwhelm any passenger impressions before they get a chance to look for the switch. While shifting is smooth, clutch feel on both bikes is lacking, and quickly shifting this torque-rich Big Boxer in canyons or traffic will inevitably lead to jerking your passenger around a bit. It’s a wonder why BMW wouldn’t make its Shift Assist Pro an option here. Although passenger floorboards are a welcome amenity, they cover the handsome R 18 badge when folded up. (Kevin Wing/)The road back to Denver is long, and the bikes begin to heat up as traffic slows down. Temperatures are in the low 80s when the rider next to me approaches and points to his TFT screen with a grimace. A large orange alert covers almost the whole screen, reading “Engine too hot! Continue driving at low speeds to cool engine.” This comes as sort of a shock on a contemporary bike, even though I can feel my own engine’s heat on my toes beneath those iconic protruding cylinders. The Big Boxer engine has seen no changes for this application. As dyno-tested in the R 18, the engine put out less horsepower and torque than a Milwaukee-Eight 114. The clutch has clear and obvious failures; today, in warm weather and moderate traffic, it is unable to cool itself efficiently. That thunderstorm is moving the same direction we are, but now we’re hoping for the rain. When we pull up to the hotel, it seems every rider is 5 feet from their bike by the time I can get my helmet off. I know the feeling. Despite the added weight, the R 18 Transcontinental’s improved lean angle has measurable benefits. (Kevin Wing/)BMW has leaned into certain things that previously defined the American touring experience: sound, size, feel of the engine. But some critical elements of BMW’s brand identity have been left out, elements that would have elevated the bike to the level expected of the “Berlin Built” badge. Fit and finish on the initial R 18 were praised, but the Transcontinental takes a hit with floorboards that cover the badge and an unforgivable passenger seat. BMW went modern with some aspects and classic with others, but understanding the logic behind its choices in this area is as much of a challenge as picking up one of these bikes if it were to tip over. The R 18 B feels like the best and most suited usage of the Big Boxer yet. It sounds great, it looks good, and the updates to the chassis geometry yield great results. But the lingering clutch issue should have been fixed with more than a retune in the year between the R 18 and the B’s launch. The Transcontinental feels more like an accessory package than a thoroughly developed model with its own identity. With these models, BMW is entering a market that’s been dominated by Harley-Davidson since the debut of the 1969 FLH with its fairing and hard bags. The bar was set high then, and it’s only been raised over time. Had BMW retained more of its own brand identity in key parts of the machine, the results would have been a more refined motorcycle, and the company would have found greater success based on engineering merits. But if it is going to play the emotion game against Harley-Davidson, it’s up against a hell of a home-field advantage. Gearbox: Helmet: Arai Signet-X Jacket: Aether Draft Mesh Pants: Tobacco Archetype Riding Jeans Gloves: Spidi X-Knit Boots: RSD x White’s Boots Foreman For more detailed photos of the 2022 BMW R 18 Transcontinental, check out our First Look here! Specifications: 2022 BMW R 18 Transcontinental 2022 BMW R 18 B MSRP(base/as tested): $24,995/$31,965 $21,945/$29,515 Engine: Air/oil-cooled, horizontally opposed twin; 2 valves/cyl. Air/oil-cooled, horizontally opposed twin; 2 valves/cyl. Displacement: 1,802cc 1,802cc Bore x Stroke: 107.1 x 100.0mm 107.1 x 100.0mm Compression Ratio: 9.6:1 9.6:1 Transmission/Final Drive: In-unit 6-speed/exposed shaft In-unit 6-speed/exposed shaft Claimed Horsepower: 91 hp @ 4,750 rpm 91 hp @ 4,750 rpm Claimed Torque: 116 lb.-ft. @ 3,000 rpm 116 lb.-ft. @ 3,000 rpm Fuel System: Electronic fuel injection w/ 48mm throttle bodies Electronic fuel injection w/ 48mm throttle bodies Clutch: Dry, single disc Dry, single disc Engine Management/Ignition: BMS-K+ electronic engine management w/ overrun cutoff and twin-spark ignition BMS-K+ electronic engine management w/ overrun cutoff and twin-spark ignition Frame: Double-cradle tubular steel Double-cradle tubular steel Front Suspension: 49mm telescopic fork; 4.7 in. travel 49mm telescopic fork; 4.7 in. travel Rear Suspension: Steel swingarm w/ central shock strut; automatic preload adjustment w/ load and ride-height sensors; 4.7 in. travel Steel swingarm w/ central shock strut; automatic preload adjustment w/ load and ride-height sensors; 4.7 in. travel Front Brake: 4-piston fixed calipers, twin 300mm discs w/ linked ABS 4-piston fixed calipers, twin 300mm discs w/ linked ABS Rear Brake: 4-piston fixed caliper, 300mm disc w/ linked ABS 4-piston fixed caliper, 300mm disc w/ linked ABS Wheels, Front/Rear: Cast aluminum; 19 x 3.5 in. / 16 x 5.0 in. Cast aluminum; 19 x 3.5 in. / 16 x 5.0 in. Tires, Front/Rear: 120/70R-19 / 180/65B-16 120/70R-19 / 180/65B-16 Rake: 27.3° 27.3° Wheelbase: 66.7 in. 66.7 in. Seat Height: 29.1 in. (at curb weight) 28.4 in. (at curb weight) Fuel Capacity: 6.3 gal. 6.3 gal. Claimed Wet Weight: 942 lb. 877 lb. Availability: Now Now Contact: bmwmotorcycles.com bmwmotorcycles.com Source

Kawasaki’s KLR650 gets fuel injection along with a host of other updates for 2022. (Kawasaki / Drew Ruiz/)Everyone has a favorite KLR joke, from the one about the milk crate luggage to the one about the cheapest part being the nut behind the handlebar. At the same time, in the 34 years since the bike came out, if you saw a single headlight coming at you on an interesting dirt road in the middle of nowhere, chances were good that headlight belonged to a KLR. We’d venture to guess that no other model has racked up more miles off the beaten track. People who ride KLRs don’t buy the bike to look at. They buy it to ride. From its genesis back in 1987, Kawasaki’s KLR was never intended as a narrowly focused tool. It was always the bike that did everything to some degree, even if it didn’t excel at any single task. This remains a pretty good description, and in the realm of adventure riding, that is absolutely a strength. When you roll out of the garage, you don’t know what road might beckon, but whatever looks appealing, you’ll be able to get there on this bike. Our 2022 KLR650 test unit is the Adventure model without ABS. (Kawasaki / Drew Ruiz/)The product team reports getting conflicting feedback from existing KLR owners. On one hand, they wanted an updated bike; on the other, they told the team not to change anything. The resulting bike is pretty much what you’d expect: not a clean sheet design that attempts to remake the original platform, but an evolution that tries to build on its considerable strengths. So for 2022, the KLR650 has a host of updates, the most significant among them being the addition of fuel injection. The chassis gets bigger axles, a 2mm-larger-diameter swingarm pivot, and firmer suspension damping settings. The swingarm is now 30mm longer, and the front end has 2 degrees more of rake (from 28 to 30) and about 8mm more trail. The brake rotors are bigger, with off-road-tuned ABS now optional. You can also get charging ports on the dash for your phone or GPS. A new LCD dash now includes a fuel gauge—a much needed and welcomed update. (Kawasaki / Drew Ruiz/)Virtually every cosmetic aspect of the bike has changed, from the digital dash—now including a fuel gauge!—to new bodywork. The windscreen has two positions, and the bike is available with luggage in the shape of side cases (small) and a top case (large). The bike is not light, starting around 450 pounds and ending up closer to 500 with luggage, ABS, and lights. Prices range from $6,699 for the base model without ABS to $7,999 Adventure ABS with side cases, fog lamps, power outlets, and frame sliders. The Adventure model tested here without ABS is $7,699. Pricing on the KLR650 ranges from $6,699 to $7,999 depending on the options. Our unit is $7,699 as tested. (Kawasaki / Drew Ruiz/)Kawasaki went to some trouble to arrange an interesting test ride for the bike. After all, the KLR is one of the brand’s bestselling models, and Kawasaki is very excited about it. The ride started at an old ranch in northern New Mexico and over the next two days covered every kind of terrain you could ever hope or expect to come across, from interstates to hidden backroads to graded dirt roads to even rougher trails. First impressions were positive, though none of them were surprising. The motor starts easily, runs smoothly, and delivers power calmly, with a friendly torque band…but not much excitement. This bike still feels heavy and slow, because frankly, it is. But it’s also comfortable and undemanding. Shortly after our ride began, we wound up on the interstate; while 80 mph is at the upper end of the bike’s legs, its air management is good and the engine has minimal vibration for a big single. The bars are now rubber mounted, and they are remarkably smooth for a big single on the road. The bike can seem wide when it is in the garage, but on the road the bulk of the fairing contributes to minimize the sort of buffeting which plagues many other, more expensive adventure bikes. The KLR’s new windscreen and fairing keeps wind buffeting to a minimum. (Kawasaki / Drew Ruiz/)The chassis changes have successfully improved the bike’s feel. The old model had a tendency to follow pavement seams, but the changes Kawasaki made to stiffen the new bike make it more confident in line selection. The suspension is comfortable, if generally unremarkable, on the road; once onto dirt, it does a good job of absorbing low-speed bumps. Get too enthusiastic and it will bottom on even relatively mild obstacles, so it’s best to set a moderate pace. The new damping settings make the bike easier to ride by holding the bike up better than before, but they aren’t made for aggression. That’s in line with the rest of the bike; the engine isn’t playful, the brakes are adequate but not exactly sharp (border on feeling wooden), and the whole package communicates a preference for patience off-road. Gravel fire roads are where the KLR650 is the happiest. (Kawasaki / Drew Ruiz/)When the going gets slow, the bike even feels clumsy. It can accomplish technical challenges, but it doesn’t make them easy. This seems to be down to several factors: First, the clutch is vague, and combined with the tall first gear it’s often hard to know exactly how much drive you are going to get. Second, the bike’s heavy; the front end in particular feels overloaded. On one road, we dropped into some sandy sections; while I survived, it was not confidence inspiring. The OEM Dunlops are most likely partly to blame for this as well. In slower and technical situations, you can feel the KLR650’s 483 pounds, and the rubber-isolated footpegs don’t provide a solid connection to the bike. (Kawasaki / Drew Ruiz/)There is really only one serious criticism to make of the bike: The pegs and foot controls are terrible. The shifter is close to the peg and cannot be raised without hitting the case, so a motocross boot will not fit beneath it to make an upshift; and the peg position is forward, so the standing position is cramped. The pegs are covered in rubber, making them slippery when wet. They’re also rubber-isolated from the frame, so putting your weight on them by standing makes them flex down to the point where your foot wants to slide off. Fortunately, this complaint should be relatively easy to address in the aftermarket. On the plus side, the fuel injection is a hit. The bike ran perfectly everywhere from about 6,000 feet of elevation to nearly 10,000. It has reasonable low-end torque, but it signs off pretty early; rev it and nothing much happens. True KLR purists will be disappointed to hear the exhaust no longer has the “tweety bird” chirp of the early models. After 34 years, the KLR finally gets fuel injection, and it works well. (Kawasaki / Drew Ruiz/)The KLR is also equipped with oldest-possible-school traction control: a heavy flywheel. The inertia in the motor makes spinning the tire difficult, so electronic aids aren’t needed. The gap from first to second gear is wide, but short of adding a sixth gear, there might not be a better answer. The ABS is good too; it’s not as intrusive as some systems, and accomplishes exactly what it is supposed to. Our assembled group, being motojournalists, spent a lot of time chasing each other at wide-open throttle. We all remarked on how gracefully the bike accepted this treatment; some bikes don’t like to be abused like this, but the KLR doesn’t seem to mind at all. Which is good, because you’ll be stretching the cable with regularity if you want to make a pass. The bike will gamely get it done, but you’ll need to have a plan and cross the dotted lines with a head of steam. Abuse or cruise—the KLR650 will take either approach without complaint. (Kawasaki / Drew Ruiz/)In summary, the KLR is everything it should be, if perhaps not quite all it could be. Look at it this way: From a statistical standpoint, basketball teams are rewarded for having superstar players; conversely, soccer teams rely on every position to make goals and therefore prioritize avoiding weak team members over seeking standouts. The KLR, therefore, is a soccer-team bike. It doesn’t have any superstar features, instead taking its strength from a lack of weaknesses. It’s fine on the road, even if it is slow. It’s fine on dirt, even if it is heavy. It can get up a trail, it can go down an interstate. You can ride it alone, you can take luggage, you can take a friend, and while it will be outstanding at none of these things, it will do all of them. And it will do them at a lower price than anything comparable on the market. This bike is about options rather than singular excellence, including the option to buy a whole lot of gas and tires with the money you save by buying it. While the KLR650 doesn’t have any standout features, it doesn’t have many weaknesses—just what is needed from a trustworthy adventure companion. (Kawasaki / Drew Ruiz/)2022 Kawasaki KLR650 Traveler ABS Specs MSRP: $7,699 Engine: DOHC, liquid-cooled, 4-stroke single-cylinder; 4 valves Displacement: 652cc Bore x Stroke: 100.0 x 83.0mm Compression Ratio: 9.8:1 Transmission/Final Drive: 5-speed/chain Claimed Torque: 39.1 lb.-ft. @ 4,500 rpm Fuel System: Digital fuel injection w/ 40mm throttle body Clutch: Wet, multiplate; cable actuation Engine Management/Ignition: CDI Frame: Tubular steel, semi-double cradle Front Suspension: 41mm telescopic fork; 7.9 in. travel Rear Suspension: Uni-Trak single shock, rebound damping and preload adjustable; 7.3 in. travel Front Brake: 2-piston caliper, 300mm disc w/ ABS Rear Brake: 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Spoked aluminum rims Tires, Front/Rear: 90/90-21 / 130/80-17 Rake/Trail: 30.0°/4.8 in. Wheelbase: 60.6 in. Ground Clearance: 8.3 in. Seat Height: 34.3 in. Fuel Capacity: 6.1 gal. Claimed Wet Weight: 483 lb. Availability: Now Contact: kawasaki.com Kawasaki has managed to update the KLR650 without losing that do-it-all character that has made it a success for the past 34 years. (Kawasaki / Drew Ruiz/)Gearbox: Helmet: Klim Krios Jacket: Klim Carlsbad Pant: Klim Carlsbad Boots: Klim Adventure GTX Gloves: Klim Dakar Source

Honda’s Africa Twin gets lighter with more torque. (Honda/)While perhaps not particularly well known in North America, Honda’s original XRV650 Africa Twin stormed the European crossover market some 30 years ago and held its class-leading position until passing the torch to the CRF1000L Africa Twin in 2016. While the two machines shared a name and the basic concept of the high-versatility dual sport/adventure bike, their individual executions of that idea are radically different and perfectly representative of their eras. The original bike was a svelte 52-degree V-twin. The current machine is a counterbalanced parallel twin with a 270-degree crankshaft; in addition to its versatile chassis geometry and a smooth, flexible, powerful engine, there’s also the option of Honda’s automatic Dual Clutch Transmission (DCT), which greatly assists the rider in demanding off-road sections. In 2018, with a few technical updates, the Adventure Sports version was added to the mix. 2022 Honda Africa Twin. (Honda/)For 2022 both the standard Africa Twin and the Adventure Sports model benefit from technical updates designed to keep them atop their market segment. According to information released in Europe, the fully Euro 5 homologated 2022 engine now displaces 1,084cc, up from the original’s 998cc. The increase comes from a longer stroke, up from 75.1mm to 81.5mm; the bore remains unchanged at 92mm. With the larger engine, output increases from 94 to 101 hp, at the same 7,500 rpm, while peak torque went up from 73 to 77.5 pound-feet at an equally unchanged 6,250 rpm. The substantial peak-torque increase also fattens the whole torque curve from 2,500 rpm onward. The extra power and torque don’t come from the extra displacement alone. New cam timing and an increase in valve lift (from 9.2 to 10.1mm intake and from 8.6 to 9.3 exhaust) play a significant role, as does increased volumetric efficiency thanks to 46mm throttle bodies, reshaped inlet runners, and repositioned injectors. The engine retains its compact, efficient Unicam SOHC layout and twin-plug ignition, and the exhaust system now includes a new variable exhaust valve. Lighter Than Ever The new engine/transmission package is also lighter than the previous version at 5.5 pounds for the manual transmission version and 5.0 pounds for the DCT. The electronics suite also received a massive upgrade; a six-axis inertial platform located at the bike’s center of gravity monitors roll angle/rate, pitch angle/rate, and yaw angle/rate in real time. It also manages rear-wheel traction via throttle-by-wire (TBW) and Honda Selectable Torque Control (HSTC), front-braking grip through cornering ABS, and front-wheel lift through wheelie control in addition to a new rear-lift control. The electronic engine-management system also ties into the new inertial platform, allowing four choices for power delivery and three levels of engine-braking. The rider can also select from four riding modes: Tour, Urban, Gravel, and Off-Road. The new electronics also control the DCT transmission’s shifting, while the transmission itself has been further refined in terms of smoothness and shift speed. Honda’s Automatic Dual Clutch Transmission With DCT, the rider can select from full manual operation, “D” automatic, or a sportier “S” automatic. There’s also a “G” mode for use on dirt/gravel roads. The inertial platform modulates the DCT’s shift points relative to lean angle and available rear-wheel traction. Cruise control is standard equipment, as is a 6.5-inch touchscreen display. Honda’s DCT engine paired to the Africa Twin Adventure Sports model is well suited for touring. (Honda/)While the frame’s main structure is unchanged, a new bolt-on aluminum subframe contributes to the bike’s overall 10-pound weight loss. The new Africa Twin looks sharper and more aggressive, standing solidly on its 62-inch wheelbase. An adjustable seat moves from an easily accessible 32.5 inches to a towering 35.2 inches. Steering geometry is set at 27.5 degrees of rake with 4.4 inches of trail. Dry weight is announced at 498 pounds for the manual transmission version, with the DCT bike weighing 22 pounds more. 2022 Africa Twin Adventure Sports. (Honda/)While the Adventure Sports version is more touring oriented, the most significant difference is its active Showa suspension system, which is integrated with the selectable riding mode. The 45mm fork delivers 9.1 inches of wheel travel, while the single rear shock and motocross-derived aluminum swingarm return 8.1 inches of wheel travel. Both versions roll on Metzeler Karoo Street tires, a 90/90-21 front and a 150/70-18 rear. The braking system is based on dual 310mm rotors and four-piston calipers up front and a single 256mm rear rotor with a single-piston floating caliper. While these model changes have not been announced for the North American market, we expect to see an announcement from American Honda in the near future. All in all, the new Africa Twin takes the classic Honda approach of annual refinements and updates. The 2022 model looks to be a fine choice for both European and North American riders. Source