Hugh Janus

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

Honda overhauled a number of its dirt-capable motorcycles for 2021, including its smallest-displacement road-legal CRF. A staple in Big Red’s lineup since 2013, the CRF250L was granted a displacement bump from 250cc to 286cc and a name change to CRF300L, plus several updates to the engine, suspension, and chassis. Big Red’s goal with the new machine was to improve its off-road performance, retain its ease of use in everyday riding, and thereby have a viable platform for newer riders and those in the market for a user-friendly, low-cost dual sport. We logged more than 500 miles on the CRF300L to find out if Honda achieved its objectives. Riding the 2021 Honda CRF300L. (Jeff Allen/)In addition to a displacement bump, Big Red made other changes to the engine, including revised camshaft lift and timing, a lighter exhaust system, and a new air filter. Gear ratios in the six-speed transmission were updated with closer spacing in the first five gears and a taller sixth for relaxed high-speed cruising. Clutch pull is now a claimed 20 percent lighter, thanks to a new slipper/assist clutch. Shedding weight from the frame, swingarm, and lower triple clamp allowed Honda to reduce the bike’s overall weight by a claimed 11 pounds over its predecessor. Big Red granted its smallest street-legal CRF a bevy of updates for 2021. Enter the CRF300L. (Jeff Allen/)So there’s increased power, less weight, revised ergonomics, and updated styling, meaning the CRF300L is a potential head-turner. But how is it on the trail? Formerly the CRF250L, the dual sport boasts a 36cc displacement increase, updated gear ratios ratios in the six-speed transmission, more suspension travel, a less rigid frame and swingarm, new rear brake master cylinder, revised ergonomics, and more. (Jeff Allen/)2021 Honda CRF300L Engine When initially getting on the CRF300L and pulling away, you’re quickly reminded this is not a competition motorcycle. While it has more power than the CRF250L, it’s not a massive gain that you feel in the seat of your pants. What the revised engine offers is quick-revving yet predictable character that helps the bike effortlessly navigate trails. Riding on twisting single-track and two-track, I spent a lot of time switching between second and third gear, locking up the rear wheel, and dumping the clutch on corner exits. Never once did the CRF300L fall flat or seem overworked. The engine stood out from the beginning, partially due to its impressive build quality. The fuel-injected liquid-cooled DOHC four-stroke has a lightweight feel, is remarkably quiet, and never makes any disconcerting noises. There’s no sudden hit or burst of power in the rpm range; power just rolls on nicely off the bottom and builds steadily until it begins to sign off at 9,000 rpm. Between this linear, predictable powerband and a set of grippy Dunlop Geomax EN91 tires we mounted to replace the less dirt-capable stock IRC GP-21 front and IRC GP-22 rear, I never had to worry about the bike stepping too far out after an aggressive twist of the throttle. An ultralinear powerband contributes to the CRF300L’s ease of rideability. At the same time, the engine’s free-revving character helps make it fun and playful to ride. (Jeff Allen/)There’s no fuss when upshifting and downshifting. Most of the credit probably goes to the slipper/assist clutch, because the transmission changes gears very easily. First gear isn’t exactly required when accelerating from a stop, but that’s certainly preferable; the bike will launch in second but needs some extra clutch work. The gap between second, third, and fourth gear is nicely spaced, appropriate for varying paces on a variety of trail conditions; on tight rocky trails, second gear is the optimal choice. When things open up a bit, third gear is brilliant. It seems to be the bike’s most versatile gear, long enough that you don’t feel the need to upshift to fourth on most trails, low enough to give plenty of get-up when the pace slows down. On tighter fire-road corners, leaving it in third lets you chug along nicely with minimal clutch modulation and no bogging or hesitation when grabbing a handful of throttle. Most of the time, steering with the rear on dry, loose terrain is as simple as a timely pop of the clutch and heavy weighting of the inside footpeg. Clutch pull is effortless. Your index finger will thank you in tight, technical scenarios. (Jeff Allen/)It’s worth repeating that this clutch is a pleaser, with an incredibly light and buttery smooth pull and a distinct feel under load achieved by having a tighter tension feel at the lever. After long days in the saddle, my index finger never feels fatigued no matter how much modulation the trail calls for. 2021 Honda CRF300L Suspension As dreamy as the engine is, the suspension could be improved upon. The bike’s Showa 43mm inverted fork and Showa Pro-Link shock are good for 10.2 inches of travel, but are undersprung and all-around soft. The fork has a little more holdup than the shock, but both seem to travel too easily through the stroke; the shock especially will blow right through its travel and create a pogo sensation on return. The fork doesn’t do this as easily, but when catching moderate air time, both front and rear bottom frequently. Air time typically results in bottoming. We understand the CRF300L is not intended to be ridden too aggressively but having damping adjustments would make the Showa suspension and the entire bike better as a whole. (Jeff Allen/)When the trail was slow, rocky, and technical, the suspension felt plush and forgiving, but never provided as much comfort in the faster sections as it did in the slower stuff. It delivers too much feedback, wallowed, and feels busy at times when turning in the dirt; the bike never feels planted because it seemed like it was constantly moving up and down. Unfortunately, none of these issues can be easily addressed, because there are no damping adjustments; you’re stuck with what Honda’s given you. That’s a shame; everything else about the bike is perfectly enjoyable, and the CRF300L would be a home run if it came with adjustable suspension. Want to steer with the rear? Footpeg pressure and a well-timed pop of the clutch will do the trick. The CRF300L’s handling manners are fairly dirt bike-like, even with its 309-pound wet weight as measured on the <i>Dirt Rider</i> scales. (Jeff Allen/)2021 Honda CRF300L Chassis/Handling The CRF300L chassis is quite enjoyable, very nimble and agile. Its 309-pound wet weight, as measured on the Dirt Rider automotive scales, goes relatively unnoticed in the saddle, where it feels neither particularly thin nor wide. This bike’s rider triangle feels comfortable and agreeable, closer to a full-size dual sport. Being quite roomy, the bike never feels small even when standing on the pegs. I would personally prefer a wider handlebar, but that’s just my preference; overall, Honda did a good job of designing an entry-level dual sport that makes the rider feel as if they are on a higher-performance street-legal dirt bike, such as the CRF450RL. Despite having a Nissin two-piston caliper and 256mm disc (just 4mm smaller than Honda’s motocross and off-road models), the CRF300L’s front brake leaves something to be desired. It’s not strong or progressive enough for our liking. (Jeff Allen/)Ground clearance is acceptable at 11.2 inches, allowing for rough play. However, a skid plate would be a good idea; for that you’ll need to turn to the aftermarket. The only other obvious area in need of improvement, chassis-wise, is the front brake. The Nissin two-piston caliper and 256mm disc feels timid and vague, not really delivering strong or progressive action. To be fair, this occurred only when pushing the bike at a quicker pace, perhaps a bit faster than its intended use case. On the other hand, the single-piston rear brake caliper and 220mm disc is quite sensitive with offered consistent feel, predictable progression, and the capability of easily locking up the rear wheel at any speed. Raise it up. The CRF300L makes an excellent commuter. (Jeff Allen/)2021 Honda CRF300L Overall Impression Our time testing the CRF300L revealed its remarkable versatility in both on- and off-road situations. Honda’s smallest street-legal CRF is a very user-friendly platform with high build quality, impressive 68 mpg fuel economy, striking aesthetics, and an informative digital instrument cluster displaying gear position, fuel mileage, and fuel consumption in addition to the standard speedometer, tachometer, twin tripmeter, and clock. All things considered, the CRF300L is a lot of bang for your buck at $5,249 for the standard (non-ABS) version and $5,549 for the ABS-equipped model. For a price tag of $5,249, the CRF300L offers a lot of bang for your buck. It feels very refined, is a joy to ride, and is an excellent option for riders looking to get into dual sport riding or motorcycles in general. (Jeff Allen/)Gearbox Helmet: Klim F5 Koroyd Goggle: Klim Edge Off-Road Hydration Pack: USWE Outlander 4 Jacket: Klim Inversion Jersey: Klim XC Lite Gloves: Klim XC Lite Pants: Klim XC Lite Boots: Alpinestars Tech 7 2021 Honda CRF300L Specifications MSRP: $5,249/$5,549 (ABS model) Engine: DOHC, liquid-cooled single-cylinder; 4-valve Displacement: 286cc Bore x Stroke: 76.0 x 63.0mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Dirt Rider Measured Horsepower: 22.7 hp @ 8,400 rpm Dirt Rider Measured Torque: 16.7 lb.-ft. @ 6,400 rpm Fuel System: EFI w/ 38mm throttle body Clutch: Wet, multiplate slipper/assist; cable actuation Frame: Steel Front Suspension: Showa 43mm inverted fork, nonadjustable; 10.2 in. travel Rear Suspension: Showa shock, spring preload adjustable; 10.2 in. travel Front Brake: Nissin 2-piston caliper, 256mm disc Rear Brake: Nissin 1-piston caliper, 220mm disc Tires, Front/Rear: IRC Foot Loose Trails GP-21 and GP-22; 80/100-21 / 120/80-18 Rake/Trail: 27.5°/4.3 in. Wheelbase: 57.2 in. Ground Clearance: 11.2 in. Dirt Rider Measured Seat Height: 34.7 in. Fuel Capacity: 2.1 gal. Dirt Rider Measured Wet Weight: 309 lb. Availability: Now Contact: powersports.honda.com Source

2021 Kawasaki Versys 650 LT. (Jeff Allen/)Ups Uber-tractable power delivery from the 649cc parallel-twin engineWell-balanced box-stock suspension settings with adjustabilityDowns No significant changes since 2015 means the Versys has grown long in the toothClunky six-speed gearboxAbrupt on/off throttle responseVerdict The Versys 650 is Team Green’s delivery of approachable and functional performance to the middleweight sport-touring segment, though a lack of recent updates shows its age. 2021 Kawasaki Versys 650 LT. (Jeff Allen/)Overview Originally introduced in 2009, the Versys 650 has been the middleweight staple of Kawasaki’s sport-touring lineup with approachable performance and user-friendliness. It’s powered by Team Green’s proven 649cc parallel-twin engine and paired with neutral handling, making it a motorcycle that riders of all skill levels can enjoy. And although it’s growing long in the tooth, it’s known for its simplicity and reliability. Updates for 2021 There are no updates to the Versys 650 models for 2021. Pricing and Variants The 2021 Kawasaki Versys 650 ABS is available for $8,399. Team Green also offers the up-spec Versys LT for $9,299, which includes OE-equipped hand guards and 28-liter hard saddlebags for more functionality. Competition Main competitors of the Versys 650 include the Honda CB500X and Suzuki V-Strom 650. 2021 Kawasaki Versys 650 LT Dyno Chart. (Robert Martin Jr./)Powertrain: Engine, Transmission, and Performance The Versys 650 is powered by Kawasaki’s proven 649cc parallel-twin engine, known for its approachability and user-friendliness. The powerplant last received updates in 2015 to the ECU mapping and exhaust system, but has remained unchanged since. Placed on the Cycle World dyno, the Versys 650 produced a modest peak 59.60 hp at 8,070 rpm and 41.55 pound-feet of torque at 7,210 rpm. While it may not be the most impressive figures, take note of the tabletop-like torque curve beginning around 2,000 rpm and the ultralinear power delivery before tapering off toward redline. The combination makes for a tractable, friendly engine on the road. In our first ride review of the 2021 Versys 650 LT, we also noted, “The Versys is fantastically fun for spurts between lights, commuting on freeways, or rambling around on winding pavement. This engine can really stretch across third, fourth, and fifth gears; sixth is only rarely needed on the freeways.” But that’s not without shortcomings. The six-speed gearbox is clunky and requires significant effort to shift, and the on/off throttle response is abrupt, which can be annoying at low speeds. Handling The Kawasaki Versys 650 is known for its well-balanced, neutral handling. Measured at 500 pounds fully fueled on the Cycle World scales, the Versys LT is known to be slightly top-heavy at low speeds, but holds great composure on the open roads. The telescopic fork is adjustable for preload and rebound damping, while the shock sees only preload adjustability. Still, we found dialed-in box-stock settings glide over pavement of all conditions in our testing. Brakes The Versys is brought to a halt by a pair of two-piston Nissin axial-mounted calipers clamping to 300mm discs up front and a single one-piston Nissin caliper and 250mm disc out back. Stopping power is adequate, but feel at the front lever could be improved for better understanding of applied brake pressure. ABS comes standard on both models. 2021 Kawasaki Versys 650 LT. (Jeff Allen/)Fuel Economy and Real-World MPG Cycle World recorded an average of 42.5 mpg during testing. Pair that with the relatively large 5.5-gallon fuel tank, and trips of more than 200 miles are reasonable. Ergonomics: Comfort and Utility A wide, one-piece motocross-style handlebar offers great lever for an in-command riding position aboard the Versys. The seat is supportive and narrow between the legs, which lends itself to a more approachable feel of the CW-measured 33.2-inch seat height. The windscreen is adjustable and offers great protection in its highest setting. The LT’s hand guards also provide some protection against the open air. 2021 Kawasaki Versys 650 LT. (Jeff Allen/)Electronics The 2021 Kawasaki Versys 650 lacks any sort of electronic rider-aid package, hold for the standard ABS system. It’s unsurprising considering the 2009 launch date of the model and only various updates incorporated to the 2015 machine, but it does lack compared to other modern-day competition. Likewise, halogen lighting and an LCD/analog tachometer also feel outdated, but updates will surely drive up costs. Warranty and Maintenance Coverage The 2021 Kawasaki Versys 650 is covered by a 24-month, limited warranty. Additional coverage can be purchased via Kawasaki Protection Plus. Quality The Versys 650′s quality falls a step behind in terms of 2021 standards. The fitted equipment and overall build reflects the fact that the last significant update was made in 2015. 2021 Kawasaki Versys 650 LT. (Jeff Allen/)2021 Kawasaki Versys 650 ABS/Versys 650 LT Claimed Specifications MSRP: $8,399/$9,299 (LT) Engine: 649cc, DOHC, liquid-cooled parallel twin; 4 valves/cyl. Bore x Stroke: 83.0 x 60.0mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: DFI w/ Keihin 38mm throttle bodies (2) Clutch: Wet, multiplate Frame: Double-pipe perimeter frame Front Suspension: 41mm hydraulic telescopic fork, rebound and preload adjustable; 5.9 in. travel Rear Suspension: Single shock, preload adjustable; 5.7 in. travel Front Brake: Nissin 2-piston calipers w/ dual 300mm petal disc w/ ABS Rear Brake: Nissin 1-piston caliper w/ single 250mm petal disc w/ ABS Tires, Front/Rear: 120/70-17 / 160/60-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 55.7 in. Ground Clearance: 6.7 in. Seat Height: 33.1 in. Fuel Capacity: 5.5 gal. Wet Weight: 476 lb./496 lb. (LT) Contact: kawasaki.com Cycle World Tested Specifications Seat Height: 33.2 in. Wet Weight: 500 lb. (LT) Rear-Wheel Horsepower: 59.60 hp @ 8,070 rpm Rear-Wheel Torque: 41.55 lb.-ft. @ 7,210 Source

2021 Honda XR650L. (Honda/)Ups Tried-and-true reliability from the 644cc singleGo-anywhere capabilityDowns Updated competition finally stresses the ol’ XRVerdict The XR650L is Honda’s proven on- and off-road workhorse with nearly two decades of reliability to prove it. This may be the most iconic dual sport machine ever produced. 2021 Honda XR650L. (Honda/)Overview There are few motorcycles that have enjoyed a run as successful as that of the Honda XR650L. Since debuting in 1992, the XR has enjoyed the riches of Baja race victories and long-standing success as a trusty dual sport machine. Really, it hasn’t changed much since then, and neither has its reputation. Updates for 2021 The XR650L remains unchanged in 2021. Pricing and Variants The Honda XR650L retails for $6,999. Competition Big Red’s main competitor in the big-bore dual sport space is the Kawasaki KLR650, which sees updates for 2022. The Suzuki DR650S can also be considered as well as the more expensive but modern-day KTM 690 Enduro R. Powertrain: Engine, Transmission, and Performance The 649cc air-cooled single-cylinder engine powering the XR650L packs a go-anywhere, do-anything attitude with its two-decade proven reliability. It has the capability to chug up the steepest hills with loads of usable torque, and on the road the counterbalanced engine is reasonably smooth. A 100-mph top speed? You betcha. Sure, it may not pack the performance of screaming modern-day liquid-cooled enduros, but chances are if you’ve made it here, that’s not what you’re searching for in the first place. 2021 Honda XR650L. (Honda/)Handling At a claimed 346 pounds fully fueled, the XR650L is a tank in comparison to modern-day competition. Yet, once up to speed, quick and agile steering will be a surprise. The adjustable Showa suspension is plush and well balanced, making for adequate all-day ride comfort, but it lacks the big-hit support to withstand bottoming out on any serious jumps! Brakes The XR650L is stopped via disc brakes front and rear. Fuel Economy and Real-World MPG Honda estimates 52 mpg out of the XR650L. Ergonomics: Comfort and Utility Built with aggressive ergonomics, the XR650L is known for having a cramped riding position for taller riders with its relatively low handlebar and tight seat-to-footpeg measurement. That’s kind of funny considering the relatively high claimed 37.0-inch seat height that will challenge most, especially in low-speed situations. Its long motocross-style seat is paired with a grab handle and folding passenger pegs, meaning the XR is two-up capable. 2021 Honda XR650L. (Honda/)Electronics The XR650L is as bare-bones as it gets. The closest thing to a rider aid found on the XR is a push-button electric starter. Otherwise it’s equipped with a headlight, turn signals, and an analog speedometer. Warranty and Maintenance Coverage Honda covers the XR650L with a transferable limited warranty. Additional coverage is available with an additional HondaCare Protection Plan. Quality The Honda XR650L has been Honda’s trusty dual sport steed since its inception and has remained virtually unchanged since. Sure, it may not have the gizmos and gadgets that come standard in 2021, but you can’t fault its bulletproof reliability. 2021 Honda XR650L. (Honda/)2021 Honda XR650L Claimed Specifications MSRP: $6,999 Engine: 644cc, SOHC, air-cooled single-cylinder; 4-valve Bore x Stroke: 100.0mm x 82.0mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: 42.5mm diaphragm-type CV carburetor Clutch: Wet, multiplate Engine Management/Ignition: Solid-state CD Frame: Tubular-steel chassis Front Suspension: 43mm air-adjustable Showa cartridge fork, compression adjustable; 11.6 in. travel Rear Suspension: Pro-Link Showa shock, fully adjustable; 11.0 in. travel Front Brake: 2-piston caliper, 256mm disc Rear Brake: 1-piston caliper, 220mm disc Wheels, Front/Rear: Spoked wheels Tires, Front/Rear: 3.00-21 / 4.60-18 Rake/Trail: 27.0°/4.0 in. Wheelbase: 57.3 in. Ground Clearance: 13.0 in. Seat Height: 37.0 in. Fuel Capacity: 2.8 gal. Wet Weight: 346 lb. Contact: powersports.honda.com Source

2021 Harley-Davidson Softail Slim. (Harley-Davidson/)Ups Engaging and entertaining real-world power from the 107ci engineCarries its 671-pound weight wellBrakes have relatively admirable performance especially considering a single disc setup on both endsClassic Harley-Davidson designDowns Because it lacks a windscreen/fairing and storage, the Slim isn’t quite fit for long-distance cruisingVerdict The Harley-Davidson Softail Slim is a stripped-down cruiser powered by an entertaining V-twin. The Slim handles and stops relatively well making it an enticing option for shorter stints. 2021 Harley-Davidson Softail Slim. (Harley-Davidson/)Overview The Harley-Davidson Softail Slim brings bobber simplicity to the Softail lineup with spoked wheels, chopped fenders, floorboards, and a 107ci V-twin. Light touring and around-town cruising are in store for riders of this classically styled cruiser. Updates for 2021 Aside from Vivid Black there are three new colors: Billiard Red, River Rock Gray Denim/Black Denim, and Midnight Crimson/Stone Washed White Pearl. Pricing and Variants Pricing for the Softail Slim can range between $15,999 and $16,749 depending on paint. Tack on an additional $795 for the optional ABS. Competition Solo riders can also look to the Indian Chief and Triumph Bonneville Bobber as the Softail Slim’s primary competitors. There’s also plenty of competition within Harley-Davidson’s own seven-model Softail lineup, including the Softail Standard, Street Bob 114, Low Rider S, Sport Glide, Fat Boy 114, Fat Bob 114, and Heritage Classic. Sharing the same basic chassis and components, these are similar models with different aesthetics and focuses. Take your pick. 2021 Harley-Davidson Softail Slim Dyno Chart. (Robert Martin Jr./)Powertrain: Engine, Transmission, and Performance Harley-Davidson is known for its emotion-stirring V-twins and within the 2021 Softail Slim resides its 107ci (1,746cc) V-twin engine. On our in-house dyno, this motor sends 73.7 hp at 4,860 rpm and 98.4 pound-feet of torque at 2,790 rpm to the rear wheel via a belt final drive. While these performance numbers are modest, during testing we found the real-world power to be engaging and seriously entertaining. Throttle response is crisp and minimal vibration is felt at freeway speeds when in sixth gear. Handling The Softail Slim has very neutral handling. Don’t let the Cycle World measured 671 pounds (fully fueled) fool you. This cruiser carries its weight exceptionally well, making for easily manageable slow-speed maneuvers and relatively light steering, as noted in Road Test Editor Michael Gilbert’s MC Commute. The 49mm telescopic fork and coilover monoshock glide over the road with the exception of the latter sometimes struggling with big bumps. Brakes Sure, there may be complaints that the 671-pound Harley-Davidson Softail Slim is equipped with only a single four-piston caliper and 300mm disc setup up front, but during performance testing the H-D recorded a 60-0 stop in a relatively quick 138.4 feet. The single rear caliper is a two-piston unit clamping to a 292mm disc. ABS is an additional $765 charge. 2021 Harley-Davidson Softail Slim. (Harley-Davidson/)Fuel Economy and Real-World MPG In real-world testing, the Softail Slim has a 36.7 average mpg. Ergonomics: Comfort and Utility Whether putting feet down at a stop or putting feet down on the floorboards, the rider has an easy reach to the ground and relaxed ergos, especially for our 5-foot-7 tester. Seat height is at a measured 26.4 inches. Reach to the swept-back handlebar is also reported to be relatively relaxed. A couple of things that limit the Softail Slim’s comfort factor for longer rides is its lack of a windscreen and fairing because without them we report that there is moderate windblast that gets tiresome. Electronics ABS is optional, but an LED headlight with incandescent front signals and taillight, USB power outlet, and a tank-mounted analog speedometer with digital display make up the standard electronic features. Warranty and Maintenance Coverage The Softail Slim comes with a two-year, unlimited-mileage warranty. Quality The Softail Slim is an enticing around town cruiser with classic H-D styling and an aesthetically pleasing design. 2021 Harley-Davidson Softail Slim. (Harley-Davidson/)2021 Harley-Davidson Softail Slim Claimed Specifications MSRP: $15,999–$17,544 Engine: 1,745cc, SOHC, 45-degree Milwaukee 107 V-twin Bore x Stroke: 100.0 x 111.1mm Transmission/Final Drive: 6-speed/belt Fuel Delivery: Electronic Sequential Port fuel injection w/ 55mm throttle body Clutch: Wet, multiplate Engine Management/Ignition: N/A Frame: Tubular frame Front Suspension: 49mm telescopic fork w/ Dual Bending Valve, nonadjustable; 5.1 in. travel Rear Suspension: Coilover monoshock, spring preload adjustable; 3.4 in. travel Front Brake: 4-piston caliper, 300mm disc Rear Brake: 2-piston floating caliper, 292mm disc Wheels, Front/Rear: Gloss black, steel laced, 16 x 3.0 in. / 16 x 3.0 in. Tires, Front/Rear: Dunlop D401; 130/90-16 / 150/80-16 Rake/Trail: 30.0°/5.8 in. Wheelbase: 64.2 in. Ground Clearance: 4.7 in. Seat Height: 25.5 in. Fuel Capacity: 5.0 gal. Wet Weight: 671 lb. Contact: harley-davidson.com Cycle World Tested Specifications Seat Height: 26.4 in. Wet Weight: 671 lb. Rear-Wheel Horsepower: 73.7 hp @ 4,900 rpm Rear-Wheel Torque: 98.4 lb.-ft. @ 2,800 rpm 0–60 mph: 4.4 sec. 1/4-mile: 13.13 sec. @ 104.13 mph Braking 30–0 mph: 35.8 ft. Braking 60–0 mph: 138.4 ft. Source

2022 Honda Monkey ABS. (Honda/)Ups Maximum fun, minimum sizeImproved version of a classic designNew long-stroke 125cc engineNew five-speed gearboxStandard ABSDowns Little engine does not make a freeway flierShort 45-inch wheelbase feels odd dynamically, at firstVerdict To inject some fun into your day, take a ride on the Honda Monkey ABS. Its new long-stroke engine and wide-ratio five-speed gearbox improve both acceleration and top speed. Still, don’t expect to set any Bonneville records, because this Monkey is basically a mini. Overview In America, the original 1968 Mini Trail 50 lit a powder keg of excitement for small motorcycles. For 2019 Big Red launched its spiritual descendent, the Monkey. Now comes the 2022 Monkey ABS with a gutsier engine, wide-ratio five-speed gearbox, higher top speed, and standard ABS. Updates for 2022 Honda gave the 2022 Monkey what riders have wanted all along—a five-speed gearbox, spunkier acceleration, higher top speed, and standard ABS. This new little standard shares key engine specs with the 2022 Grom, including a smaller bore and longer stroke (50mm x 63.1mm versus the previous 52.4mm x 57.9mm) for more low- and midrange grunt. The five-speed gearbox has a wider ratio spread overall, and ABS is now included as standard equipment. To ease maintenance, a cartridge-style oil filter replaces the previous prehistoric spinner and screen filter. A choice of yellow or black paint replaces 2021′s choice of red or blue. Pricing and Variants If you want a 2022 Monkey, Honda makes choosing ridiculously easy: Pearl Black or Banana Yellow. The paint colors are literally the only decision to make, because the base MSRP of $4,199 now includes ABS for the first time (it was previously a $200 option). Competition The Honda Monkey’s competition includes the Benelli TNT 135, Kawasaki Z125 Pro, Yamaha TW200, and even Honda’s Grom. Powertrain: Engine, Transmission, and Performance Compared to the original 49cc Mini Trail, the 2022 Monkey is leagues apart in technology. Although its 125cc engine uses a horizontal cylinder, air-cooling, and a single-overhead-camshaft, two-valve head, it leapfrogs ahead with electronic fuel injection and the above-mentioned five-speed gearbox with manual clutch. Power output? The original Mini Trail reportedly made 3 hp—a far cry from the modern Monkey’s expected 9.7 hp (based on 2022 Grom preview here). 2022 Honda Monkey ABS. (Honda/)Handling Any motorcycle with a short 45-inch wheelbase like the Monkey ABS has will likely feel pretty perky in the handling department. Get aboard and you’ll first notice there isn’t much motorcycle visible ahead or behind you. And rolling into motion, the slightest tug on the handlebar gets the bike turning left or right. Tire footprints (120mm front and 130mm rear) are similar to larger bikes, and with a fairly typical geometry, the steering is predictable, albeit quick—just right for sub-60 mph territory where the Monkey lives. Bottom line: The Monkey ABS is responsive handling, and once you get accustomed to it, enjoyable in a variety of street settings. Brakes Fifty years ago, twin-piston front disc brake calipers were cutting-edge racing kit, but now, even on starter bikes like the Monkey, they’re ubiquitous. And for good reason: They work way better than retro drums, with consistent feel and clamping force appropriate for the Monkey’s low-speed job at hand. The rear disc is less posh, with a single-piston caliper and a 190mm disc, 30mm smaller than in front. As is universal now, both discs are cross-drilled for consistent performance in all conditions. The standard ABS, like on most bikes, is most likely activated by overexuberant rear-brake application. It’d take a pretty hard pull on the front brake lever to get the ABS going here. The ABS is not disengageable in case you want to venture into the dirt, where the original Mini Trail 50 started. Fuel Economy and Real-World MPG As of this writing, Cycle World had not conducted a full test of the 2022 Monkey ABS, but the estimated 155 mpg is likely close to accurate for typical around-town and backroads riding. With the little bike’s 1.5-gallon fuel tank, that’s 232 miles of range on a good day. Let’s go! Ergonomics: Comfort and Utility With its standard handlebar, claimed low 30.5-inch seat, and 231-pound curb weight, the Monkey ABS is easy for practically anyone to straddle and ride. The cockpit is cramped for taller riders (the old term “a monkey riding a coconut” is perfect here), but for anyone in the general vicinity of 5 to 6 feet tall, this Monkey can serve. And it’s rather a one-trick pony, because the solo seat, genially shaped and thickly padded, is designed for a single rider; no passenger pegs are provided. Electronics The Monkey is about as easy to start and ride as a manual-gearbox bike can be. Turn the ignition key, flip up the sidestand, thumb the starter, and the EFI engine starts and idles immediately. A multifunction LCD panel reads out engine rpm, road speed, fuel level, gear position, and has an odometer, twin trip odometers, and a clock function. Plenty of functionality for a small bike, but nothing is premium or over the top. LED lighting is used in its round headlight and taillight. Warranty and Maintenance Coverage Honda’s limited warranty coverage for the 2022 Monkey ABS is one year, with unlimited mileage. But optional via the HondaCare Protection Plan is an additional five years of coverage, with no mileage limits, which can also include roadside assistance. Quality Even more than a half-century after Honda introduced the Mini Trail 50, the 2022 Monkey ABS mirrors Honda’s characteristic build quality: The components are cleanly designed, fit together with aforethought and precision, and leave little to criticize in terms of execution. In a word, the Monkey, like its forebears, is “refined.” 2022 Honda Monkey ABS. (Honda/)2022 Honda Monkey ABS Claimed Specifications MSRP: $4,199 Engine: 125cc, SOHC, air-cooled single; 2 valves/cyl. Bore x Stroke: 50.0 x 63.1mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Electronic fuel injection w/ 24mm throttle body Clutch: Wet, multiplate; cable operation Engine Management/Ignition: PGM-FI w/ automatic enrichment, transistorized ignition Frame: Steel-tube backbone chassis Front Suspension: 31mm USD fork; 3.9 in. travel Rear Suspension: Twin shocks; 4.0 in. travel Front Brake: 2-piston caliper, 220mm disc w/ ABS Rear Brake: 1-piston caliper, 190mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 12 in. Tires, Front/Rear: 120/80-12 / 130/80-12 Rake/Trail: 25.0°/3.2 in. Wheelbase: 45.0 in. Ground Clearance: 6.9 in. Seat Height: 30.5 in. Fuel Capacity: 1.5 gal. Wet Weight: 231 lb. Contact: powersports.honda.com Source

My water bottle is pinballing around in one of the Versys 650 LT’s spacious hard cases. The hand guards are protecting my hands from the overgrown brush that makes this thin country road even narrower. The smell of dried brush is wafting through my helmet. It’s a nice ride aboard the 2021 Kawasaki Versys 650 LT. The Kawasaki Versys 650 LT adds hard bags and hand guards for an MSRP that is only $900 more than the base. (Jeff Allen/)The rev-happy engine cranks away, easily setting a brisk pace on the freeway back toward home. Hot summer wind is deflected by the adjustable windscreen, and any patchwork pavement is absorbed by the 41mm telescopic fork and the offset shock; it’s a comfortable ride. With these excellent fundamentals, could the Versys have any faults? Nice sound, long-stretching gears, and a wide spread of torque are definite positives of the Versys engine. Touchy throttle and clunky shifting are a couple drawbacks. (Jeff Allen/)2021 Kawasaki Versys 650 LT Engine Spool up the Versys’ 649cc parallel twin with its 180-degree crank and you’re rewarded with an entertaining growl across the lower to mid rpm, rising to a higher pitch after about 5,000 rpm. The needle makes an energetic sweep across the analog tachometer, giving the rider visual evidence of the engine’s fast-revving character. Power delivery is very linear; there’s 59.6 measured horsepower to feast on, and the tabletop torque curve spreads its bounty from 2,000 to 10,000 rpm with a peak of 41.6 pound-feet at 7,210 rpm. The Versys is fantastically fun for spurts between lights, commuting on freeways, or rambling around on winding pavement. This engine can really stretch across third, fourth, and fifth gears; sixth is only rarely needed on the freeways. The Versys 650 LT’s dyno chart. (Robert Martin Jr./) Even in daylight, the Versys is a starry night sky streak with its sparkling Metallic Moondust Gray/Metallic Spark Black paint. (Jeff Allen/)On switchbacks, however, the Versys’ abrupt on/off throttle and clunky six-speed gearbox become a tad tiresome. Closing the cable-actuated throttle to slow down for an acute right-hander, rolling on for the corner exit, and then doing it all over again for the next left-hander is a jerky process. The shift lever requires a more forceful nudge than is strictly comfortable; the bike is more agreeable when settling into higher gears for a straight road or sweeping bend. Right at home on a smooth and winding road. (Jeff Allen/)What Is the 2021 Kawasaki Versys 650 LT Like to Ride? Total weight of the Versys, fully fueled, is 500 pounds on Cycle World’s automotive scales. This weight is carried slightly higher than other bikes I have ridden, in part due to the large fuel tank and taller dimensions, though it certainly doesn’t feel heavy when in motion. The wide handlebar allows great control, while admirable out-of-the-box suspension settings and more than 5 inches of travel at both ends painlessly tackles ribbed roads and sharp bumps that would usually be upsetting. The 41mm telescopic fork, adjustable for preload and rebound, has a tamed rebound and keeps the front end well planted. The offset single shock, which is adjustable for preload adjustability, also does well in filtering out any rough pavement. The tooless rear preload adjustment knob is particularly convenient for two-up touring with full saddlebags. Preload adjustment made easy. (Jeff Allen/)Dual 300mm front discs and two-piston Nissin calipers offer a progressive feel at the lever and excellent control for composed stopping. The rear’s one-piston caliper and 250mm disc is only slightly less communicative than the front. There’s little to worry about when it comes to braking. The two 300mm petal discs performed very well. (Jeff Allen/)(Jeff Allen/)The Versys falls under Kawasaki’s adventure/touring category, but the 17-inch cast wheels and street-oriented Dunlop Sportmax D222s definitely emphasize road and touring riding over flat-out adventuring. Things got squirrelly while riding on paved backcountry roads occasionally washed out with dirt; the rear tended to skip out while the front tire was trying to find all available traction mid turn. After this, expectations for dirt and gravel testing were low. However, the tires did better than anticipated on gravel sections; I was able to maintain intended turns without much drama. Still, a more aggressive tread pattern would make the Versys even more compatible for dirt (and dirt-covered) roads. The road-focused Dunlops, cast wheels, and non-switchable ABS hint to more street-oriented riding. (Jeff Allen/)2021 Kawasaki Versys 650 LT Comfort and Ergonomics The Versys’ wide, flat handlebar allows for an upright posture and a relaxed commute. The seat is narrow between the legs; impressive, considering the large 5.5-gallon tank capacity. While testing on various roadways, I recorded an average of 42.5 mpg; decent fuel economy for an engine and motorcycle of this size, though it doesn’t quite sip fuel like the Honda CB500X for example. A comfortable riding position and personal air pocket make taking a detour on the Versys a welcome treat. (Jeff Allen/)The seat is supportive enough for longer trips and the adjustable windscreen and LT-specific hand guards do well in redirecting wind from the rider. In the windscreen’s lowest setting I experienced buffeting to the helmet, but unlocking the front knobs (no on-the-fly-adjustment) and moving it to the highest setting eliminated the problem entirely. Once everything was in place I had no reason to adjust it further; riding in the Versys’ air pocket at freeway speeds was incredibly comfortable. Hand guards served double duty in blocking wind and dried brush. In its tallest setting the windscreen did very well in defending the rider against windblast. (Jeff Allen/)With a measured seat height of 33.2 inches, the Versys is a tad tall, putting it close to the ADV-seat-height range (for example, the ‘21 Multistrada V4 S is a measured 33.8 inches). I was on the balls of my feet with my 32-inch inseam, but flat-footing could be achieved with a slight stretch or a thick-soled boot. Tank grooves are also perfectly molded around my knees for great grip when leaning in. Get in the groove. (Jeff Allen/)Fit, Finish, and Features For $9,299, I was frankly hoping for a better electronics package on this middleweight Versys. Antilock brakes are standard, but there are no ride modes, no cruise control, not even heated grips; all features that riders expect on something that is outrigged for longer hauls. Outdated equipment such as halogen lighting and an LCD screen/analog tach are in need of an update. I can understand why the need to keep costs down might mean it wouldn’t have all of those updates, but some trickle-down tech from Kawasaki’s high-end models would still be vastly beneficial and elevate the Versys’ game. It’s easy to read, but a modern dash would still be appreciated. (Jeff Allen/)When it comes to non-electronics features, the adjustable windscreen, quality 28-liter-capacity hard bags, and hand guards grant the Versys an appropriate touring silhouette. The lockable key-matched hard bags are easy to open and close, and easily accommodate a full-face helmet. The convenience of a quality hard case is tough to give up once you’ve had a taste. (Jeff Allen/)Yes, the Versys 650 LT could stand improvement in low-speed smoothness and the electronics package, but overall it maintains its positive reputation for its engine, suspension, and braking performance. Add to that its convenient and well-thought-out features, and what you get is a comfortable everyday tourer for taking the fast way, scenic route, or both. Comfortable touring for the long stretches of country roads. (Jeff Allen/)2021 Kawasaki Versys 650 LT Specs MSRP: $9,299 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl. Displacement: 649cc Bore x Stroke: 83.0 x 60.0mm Compression Ratio: 10.8:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 59.60 hp @ 8,070 rpm Cycle World Measured Torque: 41.55 lb.ft. @ 7,210 rpm Fuel System: DFI w/ Keihin 38mm throttle bodies (2) Clutch: Wet, multiplate Frame: Double-pipe perimeter frame Front Suspension: 41mm hydraulic telescopic fork, rebound and preload adjustable; 5.9 in. travel Rear Suspension: Single shock, preload adjustable; 5.7 in. travel Front Brake: Nissin 2-piston calipers w/ dual 300mm petal disc w/ ABS Rear Brake: Nissin 1-piston caliper w/ single 250mm petal disc w/ ABS Tires, Front/Rear: Dunlop Sportmax D222; 120/70-17, 160/60-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 55.7 in. Ground Clearance: 6.7 in. Cycle World Measured Seat Height: 33.2 in. Fuel Capacity: 5.5 gal. Cycle World Measured Wet Weight: 500 lb. Contact: kawasaki.com Show me that horizon. (Jeff Allen/)GEARBOX: Helmet: Shoei Neotec II Jacket: Rev’It Tornado 3 Ladies Jacket Pant: Rev’It Tornado 3 Ladies Trousers Gloves: Rev’It Striker 3 Gloves Boots: Rev’It Quest Outdry Ladies Boots Source

2021 Triumph Tiger 850 Sport. (Triumph/)Ups An approachable, beginner-friendly ADV-tourer from the UKMeaty powerband from the inline-threeHigh-quality Brembo Stylema brakesExceptionally maneuverableTwo-position seat adjustabilityDowns Non-switchable ABSUnbearable engine heatVerdict The 2021 Triumph Tiger 850 Sport replaces the base Tiger 900 with the purpose to attract those new to the midsize ADV-touring segment with its accessible price, power, and ergonomics. 2021 Triumph Tiger 850 Sport. (Triumph/)Overview The new Triumph Tiger 850 Sport is a road-focused ADV-tourer first, and off-road rider second. It makes the everyday commute comfortable with upright and standard ergonomics and a tall windscreen, and has potential for the trail with blocky Michelin Anakee Adventure tires. It is powered by the same 888cc T-plane triple as the Tiger 900 models, but is retuned to be more tractable in the lower rev range. The new model is more approachable in both price and power compared to its 900 predecessors and is an exceptionally maneuverable and high-quality package for touring. Updates for 2021 The Triumph Tiger 850 Sport replaces the base Tiger 900 model, but has a revised ECU map, new graphics package, and LED lighting. Pricing and Variants The Triumph Tiger 850 Sport is the only variant in the 850 format, which retails at a price of $11,995. Those looking for a little more power and even more up-spec components will be looking at writing a $14,700-plus check for the 900 GT and Rally models. Competition Motorcycles that are running in the same competitive circles as the Tiger 850 include the Suzuki V-Strom 650, Honda NC750X, and Kawasaki Versys 650. 2021 Triumph Tiger 850 Sport Dyno Chart. (Robert Martin Jr./)Powertrain: Engine, Transmission, and Performance In part from the revised ECU map, the 888cc DOHC inline-three delivers a more linear and newer-rider-friendly power. When Motorcyclist’s Senior Editor Adam Waheed rode it for his MC Commute he praised its punchy power and good acceleration. The only knock was that the heat emanating from the engine makes the cockpit unbearable. In staffer Morgan Gales’ review he wrote: “Aside from simply knowing that the engine was detuned, I never found myself wanting power that wasn’t there. The three-cylinder engine has a pleasant character, with nice sound and feel. The lope at idle is satisfying and deep with clear pops of combustion, not merely a mechanical whirring. As the engine revs up, there’s a little vibration around 5,000 rpm, but not so much as to be tiring or take away from the ride.” When testing the machine on our in-house dyno, the Tiger 850 Sport produced a peak 76.93 hp at 8,030 rpm and 54.99 pound-feet of torque at 6,930 rpm. 2021 Triumph Tiger 850 Sport. (Triumph/)Handling Easy steering and exceptional maneuverability for its size were pros of the ADV. Gales noted, “Handling on the 850 is neutral and confidence-inspiring. Much of the bike’s 478 pounds is carried low, so at slow speeds the bike feels light and nimble; paired with the adjusted engine, this allows for precise control.” The Tiger 850 Sport is suspended by a nonadjustable Marzocchi fork and preload-adjustable shock. An excellent blend of support and small-bump compliance makes for an overall pleasing ride quality. Brakes Stopped by a pair of top-shelf Brembo Stylema calipers clamping to dual 320mm discs up front and a single-piston caliper out back, the Tiger 850 Sport is brought to a quick halt with excellent feel. As Motorcyclist’s Adam Waheed stated, the braking components are almost overkill, and he’s not wrong. The same Brembo pieces are used on nearly every modern-day, 200-plus horsepower superbike. Still, they’re a nice touch. ABS is fixed and unable to be deactivated. 2021 Triumph Tiger 850 Sport. (Triumph/)Fuel Economy and Real-World MPG We recorded 42.4 mpg from the Tiger 850. And with the substantial 5.3-gallon fuel tank more than 200 miles can be had between gas station stops. Ergonomics: Comfort and Utility The seat’s two-position adjustability offers a choice between a claimed 32.7-inch and 31.9-inch seat height, which creates flexibility for a wide range of riders. At 6-foot Waheed reported that he was comfortable in the higher position and that short-statured riders will appreciate the lower setting. Further, the seat is wide and comfortable for rider and passenger alike. The bend in the handlebar is wide and great for road use and the tall windscreen offers nice wind protection. The wind screen can be adjusted without the use of tools. 2021 Triumph Tiger 850 Sport. (Triumph/)Electronics Two engine maps (Road and Rain), non-switchable ABS, on/off-adjustable traction control, a 5-inch TFT display, and 12-volt mini-power port make up the electronics package. Warranty and Maintenance Coverage The Triumph Tiger 850 Sport is covered by a two-year, unlimited-mileage warranty. Quality Triumph’s new Tiger 850 Sport oozes high-quality from its switch gear to the beautiful Brembo Stylema calipers. It, as standard with Triumphs, is easy to ride and approachable for many. A well-thought out machine for your well-thought out tour. 2021 Triumph Tiger 850 Sport. (Triumph/)2021 Triumph Tiger 850 Sport Claimed Specifications MSRP: $11,995 Engine: 888cc, DOHC, liquid-cooled, T-plane crank inline-3; 4 valves/cyl. Bore x Stroke: 78.0 x 61.9mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Multipoint sequential electronic fuel injection Clutch: Wet, multiplate assist and slipper; hydraulic actuation Engine Management/Ignition: N/A Frame: Tubular steel Front Suspension: 45mm Marzocchi inverted fork, spring preload adjustable; 7.1 in. travel Rear Suspension: Marzocchi shock, spring preload adjustable; 6.7 in. travel Front Brake: Radial-mounted Brembo 4-piston Stylema calipers, radial master cylinder, floating 320mm discs w/ ABS Rear Brake: Brembo 1-piston caliper, 255mm disc w/ ABS Wheels, Front/Rear: Cast alloy; 19 x 2.5 in. / 17 x 4.25 in. Tires, Front/Rear: Michelin Anakee Trail; 100/90-19 / 150/70-17 Rake/Trail: 24.6°/5.2 in. Wheelbase: 61.3 in. Ground Clearance: N/A Seat Height: 31.9–32.7 in. Fuel Capacity: 5.3 gal. Dry Weight: 423 lb. Contact: triumphmotorcycles.com Cycle World Tested Specifications Seat Height: 32.7 in. Wet Weight: 478 lb. Rear-Wheel Horsepower: 76.93 hp @ 8,030 rpm Rear-Wheel Torque: 54.99 lb.-ft. @ 6,930 rpm Source

2021 Suzuki GSX-R1000R. (Suzuki/)Ups The base-model GSX-R1000 offers an easier entry into a Suzuki superbike, while still packing potentialAll-around performance and legendary Gixxer characterSets the bar for sportbikes in regard to street riding comfortDowns The Gixxer has fallen a step behind the competition with no major updates since 2017LED lighting is everywhere but the turn signalsLCD display is a blast from the past in comparison to modern-day TFT dashboardsVerdict The Suzuki GSX-R1000 and GSX-R1000R carry the flag for the legendary Gixxer line, offering a balance of performance that keeps it a contender. 2021 Suzuki GSX-R1000R. (Suzuki/)Overview Since Suzuki first stuffed a 988cc inline-four engine into the compact GSX-R750 chassis in 2001, the GSX-R1000 has held its pace as a heavy hitter in the superbike category. The last major update to the GSX-R came in 2017 with a ground-up redesign, but development has been held nearly stagnant since. Regardless, the Gixxer remains a favorite for its well-balanced, easy-to-ride character and usable performance. Updates for 2021 Suzuki is celebrating its heritage with a 100th Anniversary Edition GSX-R1000R in 2021, which features a unique paint scheme. Otherwise, both the GSX-R1000 and GSX-R1000R models remain identical. Pricing and Variants The base-model Suzuki GSX-R1000 is available for $15,799, while the up-spec GSX-R1000R version has a $17,749 MSRP. The differences? The R-model is equipped with Showa’s more premium Balance Free Front Fork (BFF) and Balance Free Rear Cushion Light (BFRC-Lite), a bidirectional quickshifter, launch control, cornering ABS, and steel-braided brake lines. That said, if your primary intent for a Gixxer is the racetrack, the R-model is the obvious choice. The 100th Anniversary Edition GSX-1000R is also available in 2021 for $17,999. Competition Other fully faired superbike competition includes the Aprilia RSV4 1100, Ducati Panigale V4, Kawasaki ZX-10R, BMW S 1000 R, Honda CBR1000RR-R Fireblade SP, and Yamaha YZF-R1. Powertrain: Engine, Transmission, and Performance Suzuki’s GSX-R1000 and GSX-R1000R are powered by a 999cc liquid-cooled inline-four with the Suzuki Racing Variable Valve Timing (SR-VVT) system. It has a signature engine character from its exhilarating exhaust note to its conventional firing order. Motorcyclist’s Adam Waheed reported that the engine is peppy from the bottom-end and offers oomph in the midrange for passing traffic. The top-end is also strong, but some competitors could pass it up in that regard. Quick response from the electronic ride-by-wire system combined with the bidirectional quickshifter is an easy way to get through the Gixxer’s six-speed gearbox efficiently. 2021 Suzuki GSX-R1000R 100th Anniversary Edition. (Suzuki/)Handling At a claimed wet weight of 445 pounds, the R-model’s maneuverability impressed our test rider. In his review, he wrote, “It steers more sharply than its predecessor while still offering a high degree of stability. Equally impressive is the lofty level of rear grip that the chassis affords.” The GSX-R1000R features Showa’s Balance Free Fork and Showa’s Balance Free Rear Cushion Light shock. The front is responsive and easily adjustable at the bottom of the fork legs. The rear is also easily adjustable and performs well on both track and street. Brakes Strong braking performance is had with Brembo and Nissin calipers (front/rear). The front Brembo four-piston unit grabs hold on 320mm discs while the one-piston Nissin clamps a 240mm disc. The addition of steel-braided brake lines are an improvement and help mitigate brake fade, which is useful under the extreme conditions of racetrack use. We were particularly pleased with the rear’s strong and responsive feel. Cornering ABS comes standard on the R. 2021 Suzuki GSX-R1000R. (Suzuki/)Fuel Economy and Real-World MPG During our testing of the 2021 GSX-1000R we averaged 36 mpg. Ergonomics: Comfort and Utility The inline-four is impressively slim making riding comfort one of the top in the class. The seat is supportive and passenger accommodations are available. Clip-ons are not overly aggressive and the pegs are located in a comfortable position. 2021 Suzuki GSX-R1000R. (Suzuki/)Electronics The Engine Control Module (ECM) works in tandem with EFI and IMU to enhance the bike’s performance. A ride-by-wire throttle helps to seamlessly match throttle inputs with the IMU-influenced electronics. There are three modes in Suzuki’s Drive Mode Selector (power delivery modes) and 10 selectable modes in its Motion Track Traction Control System. LED positioning lights and headlight guide the way in dark settings, though LED lighting is not carried over into the turn signals. As previously mentioned, cornering ABS, launch control, and a bidirectional quickshifter are also features on the up-spec GSX-R1000R. A digital LCD display is outfitted in front of the handlebars, but feels dated in comparison to the TFT displays on other 2021 superbikes. Warranty and Maintenance Coverage A 12-month unlimited-mileage warranty is included with longer coverage available. Quality The silhouette of the GSX-R1000 models sport clean lines and a racy liveries, and as far as comfort and performance are concerned, they hold their own in a field of cutthroat superbikes. 2021 Suzuki GSX-R1000R 100th Anniversary Edition. (Suzuki/)2021 Suzuki GSX-R1000/GSX-R1000R Claimed Specifications MSRP: $15,799/$17,749 Engine: 999.8cc, DOHC, liquid-cooled inline-four; 16-valve Bore x Stroke: 76.0 x 55.1mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Fuel injection w/ ride-by-wire throttle bodies Clutch: Wet, multiplate slipper; cable actuation Engine Management/Ignition: Transistorized electronic ignition Frame: Aluminum twin-spar Front Suspension: 43mm Showa Big Piston fork, fully adjustable/43mm Showa Balance Free Front Fork, fully adjustable (R-model); 4.7 in. travel Rear Suspension: Showa Remote Reservoir Shock, fully adjustable/Showa Balance Free Rear Cushion Light shock, fully adjustable (R-model); 5.1 in. travel Front Brake: Brembo 4-piston calipers, twin 320mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.5 in. / 17 x 6.0 in. Tires, Front/Rear: Bridgestone Battlax RS11; 120/70-17 / 190/55-17 Rake/Trail: 23.2°/3.7 in. Wheelbase: 55.9 in. Ground Clearance: 5.1 in. Seat Height: 32.5 in. Fuel Capacity: 4.2 gal. Wet Weight: 443 lb./445 lb. (R-model) Contact: suzukicycles.com Source

QJMotor bikes largely share Benelli platforms, and this new type-approved SRT 700 adventure bike is likely to have a Benelli counterpart. (QJMotor/)Despite a lack of new models in the last year or two, Benelli is experiencing a sales boom in its Italian homeland at the moment—with its TRK 502 adventure bike topping the charts and even outselling the BMW R 1250 GS that’s dominated motorcycle sales in Europe for years. Now news from China suggests that a new variation on the Benelli adventure bike is on the way, and it looks much more appealing than the TRK 502. Despite its Italian origins and still being headquartered in Pesaro, Italy, where Benelli was founded 110 years ago, the company is part of the Chinese Qianjiang group, itself an arm of Geely—the company that owns car firms Volvo and Lotus, among others. Another Qianjiang enterprise is the upmarket Chinese-focused bike maker QJMotor, which plies its trade in a model range that’s closely related to Benelli’s lineup, albeit restyled and with revised specs to suit the Chinese market. QJ’s SRT 700 features a 693cc twin-cylinder engine, but looks similar to Benelli’s TRK 502, suggesting a larger Benelli variant would fly. (QJMotor/)At the moment, the QJMotor range features 350cc, 500cc, and 750cc parallel twins along with a line of 600cc fours, all based on existing Benelli engines and frames, but the firm has now type-approved a range of new adventure models, the SRT 700 line, featuring a 693cc twin that doesn’t yet appear in any of the Italian-branded machines. Related: New QJMotor 600cc and 700cc Models Revealed The engine was officially shown first earlier this year in a naked roadster, though it’s yet to go on sale, and the same power unit is spreading to more models in the near future, specifically the SRT 700 adventure bike, which has been type-approved in China in four variants: with or without luggage, and with wire or alloy wheels. Importantly, the SRT 700, seen for the first time here, is mechanically and visually very similar to the Benelli TRK 502-based QJMotor SRT 500, suggesting it will be an equally straightforward task to create a Benelli TRK bearing the same power unit. There’ll be four variants of the SRT 700; this one gets luggage and spoked wheels. (QJMotor/)It’s not simply a bored-out version of the existing 500cc Benelli twin, and neither is it related to the 754cc two-cylinder unit that’s used in Benelli’s 752S, Leoncino 800, and QJMotor’s SRT 750. Instead, it appears to be largely the same as the 693cc twin that’s used in CFMoto’s new 700CL-X, though the type-approval documents show that its internal name is QJ283MU and it’s built by Qianjiang rather than shipped in from elsewhere. The significance of the new engine is that its rated power, 75 bhp (56kW), is identical to the claimed peak of the existing Benelli 752S—suggesting the older 754cc engine, which has its roots in the three-cylinder motor that debuted in the Benelli Tornado, first shown in 1999, might be on the way out. It’s clearly a more compact engine than the existing large Benelli twin, since there appear to be only relatively minor changes to the SRT 500′s TRK 502-based trellis frame to accommodate it. Compared to the QJMotor SRT 750, which uses the frame and 754cc engine of the Benelli Leoncino 800, the SRT 700 is significantly lighter—without luggage, its type-approved wet weight is 222 kilograms (489 pounds), while the SRT 750 is 236 kilograms (520 pounds). In fact, the type-approved mass of the SRT 700 is fractionally lighter than that of the Benelli TRK 502-based SRT 500, which is rated as 225 kilograms (496 pounds). Benelli’s TRK 502 is experiencing a sales boom in Italy, and a new version with the larger powerplant would likely sell even better. (Benelli USA/)With the upcoming 693cc twin now destined for at least two QJMotor models and appearing to offer significantly better power-to-weight performance than the existing Benelli 754cc engine, it seems likely that the motor will also be adopted for Benelli-branded machines at some stage in the future. Source

2021 Yamaha WR450F. (Yamaha/)Ups A casual trailbike or enduro competitorYamaha’s characteristic well-planted chassis is prevalent on the WR450FMajor changes have been made shortly after the prior redesign in 2019Good throttle responseDowns Could use an additional gear to make it a six-speed like the WR250FFront brake has been heavily updated, but not the rearVerdict Designed to tackle everything from the weekend to trail ride to challenging enduro competition courses, Yamaha’s WR450F continues to see improvements to power it through any terrain. 2021 Yamaha WR450F. (Yamaha/)Overview Designed as both an enduro racer and trail navigator, the Yamaha WR450F packs performance that is slightly different from its motocross and cross-country equivalents. It shares many major components with the YZ450F motocrosser, for example, but flaunts enduro-specific features such as different ECU tuning, a multichamber mechanical spark arrestor-equipped muffler, softer suspension settings, and altered engine mount combination. Updates for 2021 Many notable changes have taken place on this year’s WR450F including: a new cylinder head, camshafts, piston, and connecting rod that are identical to the YZ450F motocrosser but with dedicated ECU tuning. It also gets a revised aluminum bilateral beam frame and lightened engine mounts, as well as a new top triple clamp, front axle, a revised front brake package, and revised internal valving settings in the suspension. A new, triple-clamp-mounted multifunction meter is also used. Pricing and Variants Pricing for the highest-displacement WR is $9,799. Competition The Husqvarna FE 501, KTM 500 XCF-W, and Honda CRF450X serve as the WR450F’s primary competitors. Powertrain: Engine, Transmission, and Performance The clean and smooth-running 450cc liquid-cooled four-stroke of the WR450F, though lower on power than the YZ450F and YZ450FX, makes 48.9 hp at 9,000 rpm and 31.8 pound-feet at 7,200 rpm on our in-house dyno. An advantage we found with this lower power is you can be heavier-handed on the throttle in the low to mid rev range and not lose traction. Navigating through the five-speed gearbox presents best uses for each gear: First can be used for tighter-wooded trails, second for starting and stopping, third for faster-paced single-track, and fourth and fifth for wide-open sections to stretch the WR’s legs. 2021 Yamaha WR450F. (Yamaha/)Handling Yamaha is well known for its planted chassis and the WR450F represents the brand well. This is even more noticeable thanks to the soft suspension and 264-pound (measured) wet weight. A 48mm KYB Speed Sensitive System (SSS) coil-spring fork and KYB shock, though notably softer than its motocross sibling, provides a good, controlled feel. It is adjustable for compression and rebound at the fork and spring preload, high-/low-speed compression damping, and rebound damping at the shock. These adjustments can be made easily. Brakes The front brake caliper, disc, and pads have been newly designed for 2021. The Nissin two-piston caliper now has 25.4mm pistons and the disc has 16 percent more contact area with a 22.3-percent-larger brake pad. The rear brake continues to be the same as the previous model with a Nissin one-piston caliper and 245mm rotor. 2021 Yamaha WR450F. (Yamaha/)Fuel Economy and Real-World MPG Real-world miles per gallon is not currently available, but a fuel consumption indicator is connected to the WR’s 2.2-gallon fuel tank. Ergonomics: Comfort and Utility The WR450F’s 2.2-gallon fuel tank size is not noticeably larger than the 1.6-gallon unit of the YZ450F. This is because the fuel tank is extended downward rather than up or out. It is, however, noticeable compared to its Austrian competition as it makes the bike a touch wider in the midsection. The WR has the same handlebar bend as the YZ. Seat height is measured at 37.6 inches. If we had our preference, we would want a taller seat and hand guards, but these can be accommodated with a perusal of Yamaha’s Genuine Yamaha Technology Racing (GYTR) catalog of accessories. 2021 Yamaha WR450F. (Yamaha/)Electronics The new LCD displays a full-feature enduro meter with Standard and Race riding modes that each display different data. Standard shows two tripmeters, a clock, and real-time fuel consumption that illuminates a warning light when there is 0.5 gallon left in the tank, while Race mode features an average speed display and timer. The WR also has an electric start system. Warranty and Maintenance Coverage Like the YZ450F, the WR450F has a 30-day limited factory warranty, Quality The WR450F has what it takes to be a great trailbike and enduro racer, and it has Yamaha’s renowned quality and durability to back it up. 2021 Yamaha WR450F. (Yamaha/)2021 Yamaha WR450F Claimed Specifications MSRP: $9,799 Engine: 450cc, DOHC, liquid-cooled single-cylinder Bore x Stroke: 97.0 x 60.8mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: Electronic fuel injection w/ 44mm throttle body Clutch: Wet, multiplate; cable actuation Engine Management/Ignition: N/A Frame: Bilateral beam aluminum Front Suspension: KYB Speed Sensitive System (SSS) coil-spring fork, compression and rebound damping adjustable; 12.2 in. travel Rear Suspension: KYB shock, spring preload, high-/low-speed compression damping, and rebound damping adjustable; 12.5 in. travel Front Brake: Nissin 2-piston caliper, 270mm disc Rear Brake: Nissin 1-piston caliper, 245mm disc Wheels, Front/Rear: Spoked wheels; Tires, Front/Rear: Dunlop Geomax MX33; 80/100-21 / 120/90-18 Rake/Trail: 27.0°/4.6 in. Wheelbase: 58.3 in. Ground Clearance: 12.6 in. Seat Height: 37.6 in. Fuel Capacity: 2.2 gal. Wet Weight: 262 lb. Contact: yamaha-motor.com Cycle World Tested Specifications Seat Height: 37.6 in. Wet Weight: 264 lb. Rear-Wheel Horsepower: 48.9 hp @ 9,000 rpm Rear-Wheel Torque: 31.8 lb.-ft. @ 7,200 rpm Source

2021/2022 KTM 1290 Super Adventure R. (KTM/)Ups Great control and feedback from the WP Xplor suspensionStrong Brembo brakes with excellent cornering ABSVersatile riding with on-road, off-road, and touring capabilitiesRevisions seen ergonomics, suspension, engine, bodywork, and moreDowns Short windscreen is practical for off-road riding, but not so at high speedsVerdict A great, do-it-all motorcycle is now even better. 2021/2022 KTM 1290 Super Adventure R. (KTM/)Overview Between it and the 1290 Super Adventure S, the KTM 1290 Super Adventure R is the more off-road oriented of the two. It features a 21-inch front wheel, fully adjustable 48mm WP Xplor fork and WP PDS monoshock, both with 8.7 inches (220mm) of travel and spoked, tubeless adventure-spec tires. It is riddled with tech like ride modes, cruise control, traction control, and cornering ABS for short or longer on-road adventures as well. Its numerous updates and improvements help give it a leg up on the previous model years and sets a solid benchmark for the class. Updates for 2021/2022 The new subframe aids in dropping down the seat height slightly to 34.6 inches and the narrower seat makes for an easier reach to the ground. The longer-travel WP suspension has also been reworked, and the engine now meets Euro 5 emission standards. A three-part tank helps distribute liquid weight lower and the steering head has been moved back 15mm, both of which KTM says lends to a sharper cornering sensation. More advanced rider aids are accessible in the new 7-inch TFT display. New LED lighting, a new quick-access airbox, updated bodywork and graphics, shorter windscreen, and adventure-spec Bridgestones are a few more updates. Pricing and Variants The 2021/2022 KTM 1290 Super Adventure R’s pricing is yet to be announced, but the 2020 version was $18,599 so we can expect pricing to be somewhere in that ballpark. Competition The 1290 Super Adventure R runs with other on- and off-road rivals such as the Suzuki V-Strom 1050 XT Adventure, BMW R 1250 GS Adventure, Honda Africa Twin, and Ducati Multistrada 1260 Enduro. Powertrain: Engine, Transmission, And Performance The 1290 Super Adventure R is powered by a 1,301cc liquid-cooled LC8 V-twin which now meets Euro 5 emissions standards and has improved heat dissipation. KTM claims that despite Euro 5 compliance, the LC8 continues to produce a peak 160 hp at 9,000 rpm and 102 pound-feet of torque at 6,500 rpm. Multiple ride modes help tame/release the engine’s potential both on and off-road. European contributor Adam Child had a chance to ride the 2021 model, which will be the 2022 model for the US. He wrote: “Peak power now arrives slightly higher in the rev range, 250 rpm later than before, and the bike has lost a small amount of torque. On a bike with so much tire-shredding grunt, these changes are hardly noticeable.” 2021/2022 KTM 1290 Super Adventure R. (KTM/)Handling Although it is a tall adventure bike, Child related that the KTM has an on-road connection from chassis to Bridgestone A41 tires. Its off-road-friendly rider aids help increase its accessibility. A 48mm WP Xplor fork and WP Xplor PDS monoshock both provide 8.7 inches of travel. In his review, Child writes: “The WP Xplor suspension is hugely effective, despite the need to be stable at high speed and absorb intense punishment off-road. As expected, there is a lot of suspension movement; you can feel the rear squat under power, and the strong Brembo brakes get the fork diving like a toddler when a car backfires, but the movement has control.… The feedback and control from those excellent Xplor fork allows you to make the most of the Brembo’s strong stopping power.” Brakes Situated with cornering ABS and an off-road-specific ABS mode, the braking system proves it is ready to take on diverse surfaces. The Brembo units are the same as the previous model year: a four-piston radial mount caliper with dual 320mm discs and two-piston Brembo caliper with a 287mm disc. Child reports that stopping power is strong and cornering ABS is excellent. 2021/2022 KTM 1290 Super Adventure R. (KTM/)Fuel Economy and Real-World MPG Child reports the 6.1-gallon fuel tank should provide decent range, around 200 miles. Ergonomics: Comfort and Utility The seat height has dropped from the previous 35.0 inches to 34.6 inches and is now narrower between the legs. The windscreen is also smaller and shorter which allows for an unobstructed view when off-road riding, but doesn’t do much at high speeds. The riding position is roomy and since the levers, bars, pegs, and screen are adjustable ergonomics can be fine-tuned. Peg rubber can also be removed for off-road riding. 2021/2022 KTM 1290 Super Adventure R. (KTM/)Electronics From the vast 7-inch TFT display riders can tailor and or disengage rider aids which include: cornering and off-road ABS, traction control, motor slip regulation, stability control, cruise control, and rain, street, sport, and off-road ride modes. Keyless ignition also actuates the fuel cap and seat, Child says. Warranty and Maintenance Coverage KTM provides a 12-month warranty for its R models. Quality Versatile, tech-rich, and now more approachable to a wider range of riders, the updated 1290 Super Adventure R sets a benchmark for its class. 2021/2022 KTM 1290 Super Adventure R. (KTM/)2021/2022 KTM 1290 Super Adventure R Claimed Specifications MSRP: TBA Engine: 1,301cc, DOHC, liquid-cooled LC8 V-twin Bore x Stroke: 108.0 x 71.0mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/ 52mm throttle bodies Clutch: Wet, multiplate, PASC slipper function; hydraulically actuated Engine Management/Ignition: Keihin, ride-by-wire Frame: Chromoly steel trellis Front Suspension: WP Xplor 48mm inverted fork; fully adjustable; 8.7 in. travel Rear Suspension: WP Xplor PDS monoshock; fully adjustable, 8.7 in. travel Front Brake: 4-piston radial-mount Brembo calipers, dual 320mm discs w/ ABS Rear Brake: 2-piston Brembo caliper, 287mm disc w/ ABS Wheels, Front/Rear: 21 x 2.5 in. / 18 x 4.25 in. Tires, Front/Rear: Bridgestone A41; 90/90-21 / 150/70-18 Rake/Trail: 25.3°/4.4 in. Wheelbase: 62.1 in. (1,570mm) Ground Clearance: 9.5 in. (242mm) Seat Height: 34.6 in. (880mm) Fuel Capacity: 6.1 gal. Wet Weight: 551 lb. Contact: ktm.com Source

2021 Husqvarna FX 450. (Husqvarna/)Ups Engine delivers smooth, linear power and and can carry a gear slightly longer than the competitionConsistent clutch feelImpressive stability and good cornerinDowns Engine vibration takes some time to get used toThere’s a trade-off between the suspension’s performance and comfortNeeds to have a more planted feeling in low-traction conditionsVerdict The FX 450′s engine, stability, and cornering stand out as positives. Although suspension was revised this year, we still find there is room for improvement because the rider is left to choose between performance or comfort when making adjustments. 2021 Husqvarna FX 450. (Husqvarna/)Overview The Husqvarna FX 450 is the Austrian brand’s flagship cross-country motorcycle. As such it can be seen competing in races such as the Grand National Cross Country (GNCC), World Off-Road Championship Series (WORCS), AMA National Enduro Championship, and AMA National Grand Prix Championship (NGPC). It uses the same 450cc liquid-cooled four-stroke engine as its motocrosser cousin, the FC 450, but has a larger 2.3-gallon fuel tank, smaller 18-inch rear wheel, O-ring chain, and different suspension valving, EFI mapping, and tires. Updates for 2021 Along with the entire fleet of TX, FC, and TC models, the FX utilizes a new mid-valve damping system in its WP Xact air fork for improved performance and consistency, as well as new low-friction linkage seals in the Xact rear shock for better response. It also has a new seat texture and redesigned graphics. Pricing and Variants The FX 450 has a starting price of $10,799. Competition The trio of Austrian brands could go head to head; KTM has its 450 XC-F and GasGas has its EX 450F. Competitors from Japan include the Yamaha YZ450FX, Honda CRF450RX, and Kawasaki KX450X. We even pitted this full-size cross-country bike against Yamaha’s YZ250FX and GasGas’ EX 350F in a head-to-head comparison here. Powertrain: Engine, Transmission, and Performance A 450cc liquid-cooled four-stroke engine is at the heart of the versatile FX. It has linear power that allows the rider to stretch the gears of its five-speed transmission slightly longer than Yamaha’s YZ450X, for example. Its Magura clutch provides a consistent feel too. On our in-house dynamometer this engine produced 51.5 hp at 9,300 rpm and 32.9 pound-feet of torque at 7,300 rpm. During our testing, we found the engine produces smooth, “almost electric-type power…it’s deceptively fast, with the kind of controllable power that can be an advantage when used correctly.” 2021 Husqvarna FX 450. (Husqvarna/)Handling Suspension updates include a new mid-valve damping system in the fork and new low-friction linkage seals in the shock. The internal valving is set up to be soft which made the bike feel a little low in the rear and caused us to desire a more planted feeling in low-traction conditions. Making changes to the suspension was necessary to improve chassis comfort. Its handling was particularly impressive when it came to its cornering and stability on fast-paced trails. Brakes Magura two-piston and one-piston calipers grab hold of the 260mm front and 220mm rear discs. These are reported to work well and have a good progressive feel. The smaller rear disc can be used aggressively and does not cause constant rear-wheel lockup. 2021 Husqvarna FX 450. (Husqvarna/)Fuel Economy and Real-World MPG Fuel economy is not available, but in cross-country motorcycle fashion there is a larger 2.3-gallon fuel tank. Ergonomics: Comfort and Utility Thanks to a wide and flat ProTaper handlebar the cockpit is roomy and open. The chassis is narrow despite a larger 2.3-gallon fuel tank. Seat height is measured at 37.2 inches. Electronics Two map settings and traction control options are available for on-the-fly selection via the engine control module. Warranty and Maintenance Coverage The full-size cross-country model comes with a 30-day warranty. Quality Its cornering, stability, and engine all lend to the FX’s well-rounded character. Suspension does have some give and take when it comes to performance versus comfort. 2021 Husqvarna FX 450. (Husqvarna/)2021 Husqvarna FX 450 Claimed Specifications MSRP: $10,799 Engine: 450cc, SOHC, liquid-cooled single-cylinder Bore x Stroke: 95.0 x 63.4mm Transmission/Final Drive: 5-speed/chain Fuel Delivery: EFI w/ 44mm throttle body Clutch: Wet, multiplate Damped Diaphragm Steel (DDS); hydraulic actuation Engine Management/Ignition: Keihin EMS Frame: Central double cradle chromoly steel Front Suspension: 48mm WP Xact fork, air pressure, compression damping, and rebound damping adjustable; 12.2 in. travel Rear Suspension: WP Xact shock, spring preload, high-/low-speed compression damping, and rebound damping adjustable; 11.8 in. travel Front Brake: Magura 2-piston caliper, 260mm disc Rear Brake: Magura 1-piston caliper, 220mm disc Wheels, Front/Rear: D.I.D spoked wheels; 21 in. / 18 in. Tires, Front/Rear: Dunlop Geomax AT81; 90/90-21 / 110/100-18 Rake/Trail: 26.1°/NA Wheelbase: 58.5 in. Ground Clearance: 14.6 in. Seat Height: 37.4 in. Fuel Capacity: 2.3 gal. Dry Weight: 223 lb. Contact: husqvarna-motorcycles.com Cycle World Tested Specifications Seat Height: 37.2 in. Wet Weight: 240 lb. Rear-Wheel Horsepower: 51.5 hp @ 9,300 rpm Rear-Wheel Torque: 32.9 lb.-ft. @ 7,300 rpm Source

2021 Ducati Scrambler Nightshift. (Ducati/)Ups Accessible air-cooled L-twin for its targeted audienceNimble handling around town or on faster roadwaysResponsive Pirelli MT 60 tiresSingle disc brakes offer more-than-capable stopping powerEasily customizable with OEM accessoriesDowns Lacks traction controlVerdict Brakes, tires, engine, and chassis perform well and make the Nightshift a solid steppingstone for those new to the Ducati lineup. 2021 Ducati Scrambler Nightshift. (Ducati/)Overview The previous Ducati Scrambler models, Full Throttle and Café Racer, make way for the newest iteration, the Scrambler Nightshift. It features a blend of components from across the Scrambler lineup such as the Full Throttle’s number plates, Café Racer’s mirrors, and 1100 Sport Pro handlebar. And unlike lackadaisical enthusiasm for the start of a 9 p.m. to 5 a.m. shift, the target audience of new and inexperienced riders will enjoy the power from the Ducati’s energetic and accessible 803cc L-twin engine. Updates for 2021 Aside from its latest conglomeration of Scrambler parts, the Nightshift is equipped with a new flat seat and comes in a new Aviator Gray. Pricing and Variants The Nightshift ($11,395) is one of several models in the 803cc Scrambler lineup, including the Icon ($9,995), Icon Dark ($8,995), Desert Sled ($11,995), and the limited-edition Fasthouse Desert Sled ($12,295). The main differences? Most models—hold for the Desert Sled—share all the same basic components, but are dressed in unique scrambler, cafe racer, or tracker-inspired styling. Take your pick. Ducati also offers the larger-displacement 1,079cc L-twin-powered Scrambler 1100 Pro series, beginning at $13,495. Competition Aside from competition within the Ducati Scrambler lineup, The Triumph Street Scrambler and Indian FTR are key Nightshift competitors. The Street Scrambler is similarly priced at $11,000, but the base FTR is a more expensive $12,999. Powertrain: Engine, Transmission, and Performance Like the Icon, Icon Dark, and Desert Sled, the Nightshift is powered by the 803cc L-twin engine. It remains unchanged for 2021 and is claimed to produce 73 hp at 8,250 rpm and 48.8 pound-feet of torque at 5,750 rpm. According to Adam Child’s first ride review on Motorcyclist, the Scrambler’s engine is approachable, yet wickedly entertaining. “Power delivery is soft and friendly, and there is a lovely connection, even at low speeds,” Child says. “I’m always pleasantly surprised by its energetic and well-measured performance, which is more than enough for the road and cruising along at freeway speeds without it feeling breathless.” 2021 Ducati Scrambler Nightshift. (Ducati/)Handling The Nightshift’s neutral handling is just as happy traversing through town as it is on the highway. Its claimed dry weight of 397 pounds is flickable and what we consider to be toylike at times. The OE-fitted Pirelli MT 60 tires work well with great feel and versatility in varying conditions, helping improve corner-carving confidence with responsiveness. Brakes A single four-piston caliper up front and one-piston at the rear grab hold of 330 and 245mm discs respectively. These single discs are more than capable and aren’t too abrupt. Cornering ABS is a welcome rider aid that isn’t intrusive. 2021 Ducati Scrambler Nightshift. (Ducati/)Fuel Economy and Real-World MPG Real-world mpg tallied in at 52 mpg during testing. With a 3.6-gallon fuel tank that mpg will deliver more than 150 miles per tank. Ergonomics: Comfort and Utility The rider is positioned over the fuel tank for a racier feel, but the flat and narrow handlebar is more relaxed than it appears. In our first ride review, we found, “You feel more obliged to hang off the Scrambler midcorner, rather than sit back and simply turn in a conventional manner. [We] like it, though, the riding position encourages you to tuck in and stretch the cable a little more.” 2021 Ducati Scrambler Nightshift. (Ducati/)Electronics Cornering ABS comes standard and is carried over from past Scramblers. Other rider aids like traction control are not included. Warranty and Maintenance Coverage A 24-month, unlimited-mileage warranty comes with the Nightshift. Quality At the end of the day the Nightshift is an easy bike to ride with a charming engine, admirable brakes and tires, and light, flickable handling. It can be easily personalized with OEM accessories too. 2021 Ducati Scrambler Nightshift. (Ducati/)2021 Ducati Scrambler Nightshift Claimed Specifications MSRP: $10,995 Engine: 803cc, air-cooled L-twin; 2 valves/cyl. Bore x Stroke: 88.0 x 66.0mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Fuel injection w/ 50mm throttle bodies Clutch: Wet, multiplate slipper and self-servo; hydraulically actuated Engine Management/Ignition: N/A Frame: Tubular steel trellis Front Suspension: 41mm Kayaba inverted fork; 5.9 in. travel Rear Suspension: Single shock, spring preload adjustable; 5.9 in. travel Front Brake: Radial 4-piston caliper, 330mm disc w/ Cornering ABS Rear Brake: 1-piston floating caliper, 245mm disc w/ Cornering ABS Wheels, Front/Rear: Spoked alloy; 18 x 3.0 in. / 17 x 5.5 in. Tires, Front/Rear: Pirelli MT 60 RS; 110/80-18 / 180/55-17 Rake/Trail: 24.0°/4.4 in. Wheelbase: 56.9 in. Ground Clearance: N/A Seat Height: 31.4 in. Fuel Capacity: 3.6 gal. Dry Weight: 397 lb. Contact: scramblerducati.com Source

2021 BMW R 1250 RT. (BMW/)Ups State-of-the-art tech—you can’t miss spotting a large 10.25-inch TFT displayCapable chassisFlush with touring historySuperb engineDowns Great on long straightaways and sweepers, but top-heaviness is noticeable when roads get tightVerdict For sophisticated tech, superb engine performance, and precise steering (even at 100-plus mph), the BMW R 1250 RT offers a satisfying long-haul ride. 2021 BMW R 1250 RT. (BMW/)Overview The touring functionality of the R 1250 RT has kept it at the forefront of BMW’s lineup since it appeared as the R100RT in 1976. As a 2021 model, the R 1250 RT continues its focus on creature comforts with improvements for high-end touring. Updates for 2021 “We have given the R 1250 RT a new look, a comprehensive increase in standard equipment and numerous technical upgrades to achieve a whole new riding experience,” Project Manager Harald Spagl says. Specifically, the RT is now fitted with Full Integral ABS Pro, which will be fully explained in the Brakes section below. Dynamic Cruise Control is standard and Active Cruise control is an option. The former helps maintain selected speed when going downhill and the latter uses radar sensor technology to adapt controlled speed to vehicles in front. The full LED headlight and expansive 10.25-inch TFT display is also new. The revised fairing completes the touring look. Pricing and Variants Pricing starts at $20,190 for the RT in Alpine White and can go up to $21,940 depending on color choice. Like all BMW’s models, the RT is upgradable with several factory-offered accessories and packages. The Select Package ($4,250) outfits the 1250 with premium equipment like a heated seat, anti-theft alarm system, Ride Modes Pro settings, Gear Shift Assist Pro (a bidirectional quickshifter), Dynamic Engine Brake Control, Dynamic Suspension Adjustment (semi-active damping), and various other upgrades. Competition Other bikes that go the touring distance with the RT include the Honda Gold Wing, Yamaha FJR1300ES, and Kawasaki Concours 14. Powertrain: Engine, Transmission, and Performance Powered by an air/liquid-cooled 1,254cc boxer engine, it hits peak 136 hp and 105 pound-feet while meeting Euro 5 regulations. In Bruno dePrato’s first ride review, he was pleased with the performance, writing, “The engine is simply superb, with instant meaty throttle response at any speed, with supreme engine torque delivery assisting magnificently in both city and backroad duty. A balance shaft kills all vibrations coming from the boxer twin’s offset cylinders. Speaking of throttle response, I started the ride in Road mode which makes the throttle less direct and not as impressive. But switch to Dynamic mode and the engine’s response is connected and direct—as if the engine is connected to your wrist. Spot-on. Period.” 2021 BMW R 1250 RT. (BMW/)Handling Steering is reported to be precise, firm, and stable, even at 120-mph speeds on smooth roads; rough, tight twisting roads, however, presents unpredictable handling with its top-heaviness. A claimed 615 pounds does that. The R 1250 RT is suspended via a front Telever and rear paralever units. Upgrading to the Select Package equips the RT with BMW’s Dynamic Electronic Suspension Adjustment (ESA), otherwise known as semi-active damping, with three preset riding modes to choose from. Brakes Combined with ABS Pro (that utilizes cornering ABS), the RT’s Full Integral ABS Pro unit is a system that, regardless of actuating only the front brake lever or rear brake pedal, pressure is applied to each end. At the front, there are twin 320mm disc brakes and four-piston radial calipers, and at the rear single 277mm disc brake and double-piston floating caliper. 2021 BMW R 1250 RT. (BMW/)Fuel Economy and Real-World MPG Miles per gallon is currently not available, but if interested in having the most efficient fuel economy select the Eco ride mode to make the most of the 6.6 gallons of fuel. Ergonomics: Comfort and Utility This BMW has comforts (both standard and optional) for the tour. The rider is protected from the elements by an expansive and adjustable windscreen and can store away any extra gear in the 18.4 gallons of standard storage space. Seat height is set at 32.5 inches, however, it can be dropped to 31.7 inches to cater to the rider’s inseam. If increased seat comfort in cold weather is a must, then there’s a heated seat and grip option. The heated option and well-shaped saddle of the BMW were admired by test riders in the past. 2021 BMW R 1250 RT. (BMW/)Electronics Three ride modes (Eco, Rain, and Road), Full Integral ABS Pro, full LED headlights, huge 10.25-inch TFT display, Dynamic Cruise Control, four programmable favorite buttons, Dynamic Traction Control, and Hill Start Control all come standard. There’s also a large variety of optional electronics to fully deck out this tourer. Warranty and Maintenance Coverage The R 1250 RT has an impressive three-year warranty. Quality Contemporary tech and superb engineering have gone into the design and making of the BMW R 1250 RT, and it is honed in for almost any road. As Bruno dePrato said, the BMW “does it all with supreme class and composure.” 2021 BMW R 1250 RT. (BMW/)2021 BMW R 1250 RT Claimed Specifications MSRP: $20,190–$21,940 Engine: 1,254cc, DOHC, air/liquid-cooled flat twin w/ BMW ShiftCam Bore x Stroke: 102.5 x 76.0mm Transmission/Final Drive: 6-speed/shaft Fuel Delivery: EFI w/ ride-by-wire Clutch: Wet, multiplate; hydraulic actuation Frame: Two-section w/ load-bearing engine Front Suspension: 37mm BMW Telelever, central spring strut; 4.7 in. travel Rear Suspension: BMW paralever, WAD strut, spring preload, rebound damping adjustable; 5.4 in. travel Front Brake: 4-piston fixed calipers, 320mm floating discs w/ BMW Motorrad Integral ABS Rear Brake: 2-piston floating caliper, 276mm disc w/ BMW Motorrad Integral 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: 25.9°/4.6 in. Wheelbase: 58.5 in. Ground Clearance: N/A Seat Height: 31.7/32.5 in. Fuel Capacity: 6.6 gal. Wet Weight: 615 lb. Contact: bmwmotorcycles.com Source