Hugh Janus

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

Last week BMW unveiled two new touring machines, the new R 18 B and R 18 Transcontinental, based on the 1,802cc horizontally opposed Big Boxer twin that we’ve previously seen in the R 18 and R 18 Classic. Berlin-built for grand American touring, the R 18 Transcontinental makes no attempt to hide the fact that it’s after Harley-Davidson territory, right down to its customer-facing launch at the Sturgis Motorcycle Rally. The Transcontinental and B models see a steeper rake and shortened wheelbase compared to the R 18 and R 18 classic, as well as a larger gas tank and automatically adjusting rear suspension. Adaptive Cruise Control is now available as an option for these models, not previously seen in other heavyweight American-style touring motorcycles. Seeing this bike in person was a great way to inspect some of the finer details, but unfortunately we won’t be able to ride the new machines until the press launch later this month. Stay tuned for our first ride review and video, which will be released in accordance with BMW’s embargo on August 30. For more information, check out our First Look here, or bmwmotorcycles.com. Passenger floorboards come standard on R 18 Transcontinental models. (Morgan Gales/) When the passenger floorboard is folded up, the side R 18 badge is covered. (Morgan Gales/) With a starting MSRP of $24,995, the Transcontinental pictured will retail for $31,965. (Morgan Gales/) The view from the R 18 Transcontinental’s cockpit is a juxtaposition of technology and tradition—but it works. (Morgan Gales/) Adaptive Cruise Control is included in the Trancontinental’s Premium Package, which adds $3,225 to the base price. (Morgan Gales/) The Transcontinental comes with a taller windshield than the R 18 B. (Morgan Gales/) LED fog lights mount below the R 18 Transcontinental’s main headlight. (Morgan Gales/) The Transcontinental comes equipped with a 120mm-wide 19-inch front tire and dual disc brakes. (Morgan Gales/) The BMW R 18 Transcontinental adopts a unique floorboard shape to work with the Big Boxer’s cylinder heads. (Morgan Gales/) With a claimed wet weight of 942 pounds, the Transcontinental is among the heaviest bikes we’ve ever tested. (Morgan Gales/) Located behind the gas cap is a phone storage compartment with wireless charging. (Morgan Gales/) Inside the 2022 BMW R 18 Transcontinental’s top case storage compartment. (Morgan Gales/) With the new R 18 B and Transcontinental, we see a departure from the R 18’s large fishtail exhaust pipes to work around the new hard saddlebags. (Morgan Gales/) Although many changes have occurred, the powerplant for the R 18 Transcontinental is identical to that used in earlier applications. (Morgan Gales/) The First Edition, seen here, will only be available for the bike’s first production year. (Morgan Gales/) Menus displayed on the large screen are navigated through controls at the rider’s left hand. (Morgan Gales/) Like we’ve seen on previous BMW models, a roller and buttons on the left side of the handlebar allow navigation of the menus on the 10.25-inch screen. (Morgan Gales/) A large, wide two-up seat with rider and passenger heating comes standard on the Transcontinental. (Morgan Gales/) The Premium Package installed on this motorcycle includes upgraded Marshall Series II speakers. (Morgan Gales/)2022 BMW R 18 Transcontinental Specs MSRP(base/as pictured): $24,995/$31,965 Engine: Air/oil-cooled, horizontally opposed twin; 2 valves/cyl. Displacement: 1,802cc Bore x Stroke: 107.1 x 100.0mm Compression Ratio: 9.6:1 Transmission/Final Drive: In-unit 6-speed/exposed shaft Claimed Measured Horsepower: 91 hp @ 4,750 rpm Claimed Measured Torque: 116 lb.-ft. @ 3,000 rpm Fuel System: Electronic fuel injection w/ 48mm throttle bodies Clutch: Dry, single disc Engine Management/Ignition: BMS-K+ electronic engine management w/ overrun cutoff and twin-spark ignition Frame: Double-cradle tubular steel Front Suspension: 49mm telescopic fork; 4.7 in. travel Rear Suspension: Steel swingarm w/ central shock strut; automatic preload adjustment with load and ride-height sensors; 4.7 in. travel Front Brake: 4-piston fixed calipers, twin 300mm discs w/ linked ABS Rear Brake: 4-piston fixed caliper, 300mm disc w/ linked ABS Wheels, Front/Rear: Cast aluminum; 19 x 3.5 in. / 16 x 5.0 in. Tires, Front/Rear: 120/70R-19 / 180/65B-16 Rake: 27.3° Wheelbase: 66.7 in. Seat Height: 29.1 in. (at curb weight) Fuel Capacity: 6.3 gal. Claimed Wet Weight: 942 lb. Availability: 2022 Contact: bmwmotorcycles.com Source

2021 Triumph Trident 660. (Triumph/)Ups Torquey 659cc inline-triple engine with a lovely soundtrackFined-tuned Showa suspension (though limited on adjustability)Low seat height for easy flat-footing at stops (according to our 5-foot-7 test rider)Excellent, neutral handlingThat $8,095 price tag, though!Downs Cannot activate or deactivate TC on the moveVerdict As one of the most approachable, both in price, ergonomics, and engine character, the Triumph Trident 660 fantastically sets the stage for Triumph’s new-rider initiatives. 2021 Triumph Trident 660. (Triumph/)Overview The Triumph Trident 660 is the newest model to spearhead the novice-friendly roadster category in the UK manufacturer’s lineup—conveniently with the lowest price tag of all of Triumph’s current crop. Geared toward attracting the latest generation of riders, but nonetheless engaging for experienced riders, the Trident’s torque-rich inline-triple powerplant, healthy dose of electronic rider aids, and approachable ergonomics make it a road-going warrior for the modern rider. Updates for 2021 This is an all-new model for 2021. Pricing and Variants At a reasonable $8,095 (for solid colorways, $8,220 MSRP for two-tone), the Trident 660 is a competitively priced standard . Competition The Trident 660 has an obvious competitor in the Aprilia Tuono 660, which we compared back to back here. Other competitors include Yamaha’s MT-07, Ducati’s Monster, Honda’s CB650R, BMW’s R nineT, Husky’s Svartpilen, and Kawasaki’s Z650. Powertrain: Engine, Transmission, and Performance The Trident 660 utilizes an all-new liquid-cooled 659cc inline-triple, which benefits from the years of relentless development Triumph has invested into its three-cylinder range. Measured on the Cycle World dyno, the Trident produced a modest 72.05 hp at 10,200 rpm and 42.85 pound-feet at 6,600 rpm at the rear wheel. But in all of our experience with the Triumph, we’ve praised it for a balance of engaging power delivery and an approachable, fun-loving personality. In fact, in a recent comparison with the Aprilia Tuono 660, Road Test Editor Michael Gilbert wrote, “Direct throttle connection and gentle initial power delivery lend to confidence-inspiring acceleration, aided by the excellent grip of Michelin Road 5 rubber. And, while modest figures may suggest otherwise to spec sheet spies, getting the Trident’s throttle WFO is damn addicting, not least because the triple-trumpet exhaust howls as it rips through its very well-spaced six-speed gearbox; if you aren’t on the Triumph, you want to be behind it to soak in all that triple glory.” Cycle World’s UK Contributor Chris Northover noted in his first ride review: “A light clutch and gentle throttle response mean the 660 will make it as stress-free as possible to pull away for a test ride while the salesman pretends not to watch. At low speeds the Trident is thoroughly unintimidating, with a light, flickable feel.” Adam Child from Motorcyclist also experienced the Trident firsthand saying: “The British triple drives positively from low down and you can make quick and efficient progress without tapping back too many gears. But if you should want to have some entertainment, go down a gear or two on the smooth gearbox and the Trident will deliver—even to experienced hands.” 2021 Triumph Trident 660. (Triumph/)Handling There is little fault in the Trident’s handling. The machine can hold a line and maintain composure while also being tossable in corners. Northover wrote, “The Trident stands up to a ridiculous amount of abuse and lets you live out your Isle of Man TT racer fantasies with barely a murmur of protest.” The only minor knock is the suspension’s lack of adjustability (only preload adjustable at the rear), but Child reported, “For new riders, the suspension is sympathetic, easy to get along with, and takes on 90 percent of road surfaces with ease.” Brakes The ABS-equipped brakes (dual-piston caliper/dual 310mm discs and single-piston caliper/255mm disc, front and rear) are “relatively basic, but just about up for the job,” Child considers. Northover agrees, “The brakes and their non-switchable ABS are aimed at being user-friendly, giving decent power but not too much bite to look after newer riders.” 2021 Triumph Trident 660. (Triumph/)Fuel Economy And Real World MPG In our in-house testing, the Trident recorded an average 35.5 mpg in a mix of various types of riding. Ergonomics: Comfort and Utility The CW measured 427 pounds, 32.2-inch seat height, and the seat’s tapering toward the tank makes the Trident approachable for newer riders. Child stated that at 5-foot-7 he can flat-foot at a stop. 2021 Triumph Trident 660. (Triumph/)Electronics The Trident 660 brings convenient tech to the table with road and rain riding modes, traction control, ABS, a full-color TFT display (with option to connect to accessory My Triumph connectivity system), and LED lighting throughout. Warranty and Maintenance Coverage The Trident has a two-year unlimited warranty. Quality Triumph’s attention to detail is top-notch, but the sum of the parts including quality Showa suspension, a torque-riddled engine, modern electronics package, a low MSRP, and 45 available OEM accessories is an irresistibly intriguing bike for the newer rider or those looking for a second addition to their garage. 2021 Triumph Trident 660. (Triumph/)2021 Triumph Tiger 900 Claimed Specifications MSRP: $8,095 Engine: 660cc, DOHC, liquid-cooled inline three-cylinder; 12-valve Bore x Stroke: 74.0 x 51.1mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Fuel injection w/ 38mm throttle bodies Clutch: Wet, multiple disc; hydraulic operation Engine Management/Ignition: N/A Frame: Steel tubular perimeter Front Suspension: 41mm Showa inverted fork; 4.7 in. travel Rear Suspension: Single shock, spring preload adjustable; 5.3 in. travel Front Brake: 2-piston caliper, 310mm discs w/ ABS Rear Brake: 1-piston caliper, 255mm disc w/ ABS Wheels, Front/Rear: Cast alloy; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: Michelin Road 5; 120/70-17 / 180/55-17 Rake/Trail: 24.6°/4.2 in. Wheelbase: 55.2 in. Ground Clearance: N/A Seat Height: 31.7 in. Fuel Capacity: 3.7 gal. Dry Weight: 417 lb. Contact: triumphmotorcycles.com Cycle World Tested Specifications Seat Height: 32.2 in. Wet Weight: 427 lb. Rear-Wheel Horsepower: 72.05 hp @ 10,200 rpm Rear-Wheel Torque: 42.85 lb.-ft. @ 6,600 rpm 0–60 mph: 3.94 sec. 1/4-mile: 12.57 sec. @ 108.23 mph Braking 30–0 mph: 34.34 ft. Braking 60–0 mph: 142.94 ft. Source

2021 Honda Rebel 300 ABS. (Honda/)Ups Well-rounded beginner bikeQuick-to-rev and plucky, yet no-intimidation 286cc liquid-cooled engineFirm and sporty suspensionImpressive braking, plus an ABS option for added safetyEntry-level priceDowns Cramped seat-to-peg ergonomics and seat cushion is firmLimited color optionsVerdict Overall, Honda’s Rebel 300 lives up to its heritage for being a great small-displacement cruiser with a well-rounded package that gives riders an opportunity to develop their skills. 2021 Honda Rebel 300 ABS. (Honda/)Overview Since 1985, the Rebel has been crucial in introducing motorcycling to riders. Its approachable engine, low seat height, and maneuverable handling make it an attractive small-bore bike for all skill levels. With 500 and 1100 options in the Rebel lineup, Honda makes it clear where riders can continue to grow. Updates for 2021 With updates made just last year, the Rebel 300 does not see anything new for 2021 aside from a slight increase in price. Pricing and Variants Honda’s Rebel 300 comes in two forms: ABS ($4,899) and non-ABS ($4,599). Competition The Rebel 300 finds resistance in the Royal Enfield Meteor 350, Yamaha Bolt, and even Indian’s Scout Sixty. Powertrain: Engine, Transmission, and Performance Previous generations of the Rebel were powered by a 234cc air-cooled parallel-twin engine. In 2017 a major overhaul was given to this small cruiser platform which resulted in the swap to a 286cc liquid-cooled single-cylinder engine that is still seen in the current iteration. This engine is peppy and quick to rev. It can be ridden a gear high without shuddering—a forgiving characteristic for new riders. Its slipper-assist clutch offers a feather-light pull which limits hand fatigue too. On the dyno, it produces a linear power delivery that climbs up to its Cycle World-measured 25 hp at 7,640 rpm. Its torque curve dips in the midrange, before sloping up to its peak 17.6 pound-feet at 7,320 rpm. 2021 Honda Rebel 300 ABS. (Honda/)Handling Measuring 372 pounds fully fueled on the Cycle World scales, the Rebel is easily maneuvered on snaking roads since its weight is carried low and stock suspension settings are firm. Riders can feel confident in pushing it hard in turns and down stretches of freeway. A 41mm telescopic fork and dual shocks soak up minor imperfections on the road but harder bumps are felt when the 3.8 inches of rear travel hits its limit. Brakes Nissin calipers with 296mm and 240mm discs, front and rear, bring the Rebel to a purposeful stop and have excellent feel at the lever and pedal. During our testing the Rebel recorded a stopping distance of 141.3 feet from 60 mph to zero and 35.27 feet from 30 mph to zero. The model comes in either ABS or non-ABS trim levels. 2021 Honda Rebel 300 ABS. (Honda/)Fuel Economy and Real-World MPG We recorded an average mpg of 57.8 for the small Rebel. Ergonomics: Comfort and Utility Ergonomics from the seat to the bars is roomy with an outstretched reach, but 6-foot-tall testers did find the seat-to-peg measurement slightly cramped with knees raised to the 3.0-gallon tank. It doesn’t get much lower than a 27.3-inch measured seat height, though. Swinging a leg over is easy as is flat-footing at stops—these are some of the reasons the Rebel is so approachable. When it comes to saddletime, the seat cushion is firm which could be uncomfortable after about an hour and a half. Electronics A white-on-black LCD display, full LED lighting, and ABS (optional) are electronics seen on the 300/ABS. Warranty and Maintenance Coverage A transferable, one-year, unlimited-mileage warranty is available. Quality Honda sets a high-quality standard with its neat and tidy details. if there were any gripes, it would be the limit of two colors to choose from and a plastic side panel and front fender. Overall, price is kept to a reasonable $4,599–$4,899. 2021 Honda Rebel 300 ABS. (Honda/)2021 Honda Rebel 300 Claimed Specifications MSRP: $4,599–$4,899 Engine: 286cc, DOHC, liquid-cooled single-cylinder; 4 valves/cyl. Bore x Stroke: 76.0 x 63.0mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/ 38mm throttle bodies Clutch: Wet, multiplate; cable actuation Engine Management/Ignition: NA Frame: Diamond-type steel Front Suspension: 41mm telescopic fork; 4.8 in. travel Rear Suspension: Twin shocks, preload adjustable, 3.8 in. travel Front Brake: Nissin hydraulic caliper w/ 296mm disc w/ ABS Rear Brake: Nissin hydraulic caliper w/ 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 16 x 3.0 in. / 16 x 3.5 in. Tires, Front/Rear: Dunlop D404; 130/90-16 / 150/80-16 Rake/Trail: 28.0º/4.3 in. Wheelbase: 58.7 in. Ground Clearance: 5.9 in. Seat Height: 27.2 in. Fuel Capacity: 3.0 gal. Wet Weight: 364 lb. Contact: powersports.honda.com Cycle World Tested Specifications Seat Height: 27.3 in. Wet Weight: 372 lb. Rear-Wheel Horsepower: 25.01 hp @ 7,640 rpm Rear-Wheel Torque: 17.59 lb.-ft. @ 7,320 rpm 0–60 mph: 7.85 sec. 1/4-mile: 16.53 sec. @ 75.93 mph Braking 30–0 mph: 35.27 ft. Braking 60–0 mph: 141.3 ft. Source

2021 Indian Springfield Dark Horse. (Indian Motorcycle/)Ups Powerful 116ci V-twin engine with great characterNice mix of traditional styling with modern streamliningResponsive chassisDowns Ergonomics might not fit smaller ridersBag latches could be more secureEngine heat can still be an issueVerdict Bad boy, streamlined styling meets traditional V-twin bagger. The result is a somewhat stripped-down ride with lots of power and good handling, storage, and a great look. 2021 Indian Springfield Dark Horse. (Indian Motorcycle/)Overview The 2021 Springfield Dark Horse deviates from the standard Springfield not only with its more modern styling, but also with the addition of the more powerful Thunderstroke 116 engine. The Dark Horse also ditches the base Springfield’s shield and adds taller mid-rise handlebars as well as more open fenders to go along with the taller 19-inch front wheel and slammed saddlebags. The result is a modern bagger with attitude, power, and good ride quality. Updates for 2021 There are no updates for 2021. Pricing and Variants Indian’s Springfield Dark Horse keeps its base MSRP of $22,499, the same as last year’s model, and comes in three color options: Thunder Black Smoke, Sagebrush Smoke, or White Smoke (the latter two options add $500 to the price). Competition There aren’t any truly direct competitors to the Springfield Dark Horse that we can think of; it occupies its very own, shield-less slot in the V-twin bagger universe. Powertrain: Engine, Transmission, and Performance The Springfield is powered by the Thunderstroke 116 engine, which Morgan Gales said had a “smooth delivery of power, putting out 102 pound-feet of torque and 82 hp on our dyno” in his long-term review. The Dark Horse comes with three ride modes—Tour, Sport, and Standard—so you can change the engine mapping to suit your needs. Gales also mentioned: “The clutch has handled my abrupt lever drops on both acceleration and decel quite well.” Handling Gales praised the Springfield Dark Horse’s handling prowess in his long-term review, citing the impressive chassis: “It’s rigid enough to feel stable throwing into turns at high speeds and deep lean angles (relatively, of course), yet the suspension is still supple enough to ride hundreds of miles in a day with ease. The front suspension is not adjustable but has been more than adequate throughout testing.” Brakes Thanks to 300mm dual disc front brakes, a 300mm rear disc, and ABS, the bike stops quickly and without drama. 2021 Indian Springfield Dark Horse. (Indian Motorcycle/)Fuel Economy and Real-World MPG Over the course of several months, Gales recorded an average fuel mileage of 32.4 mpg, but also commented that “is low for a touring bike, but really doesn’t seem that bad considering how heavy-handed I am with that throttle.” Ergonomics: Comfort and Utility With a seat hovering just 26 inches off the ground along with full-length footboards and forward controls, even short riders are close to the ground. But the tall mini-apes might not be comfy for some—according to Gales: “Ergonomics on the Springfield Dark Horse are perfect for me right off the shelf, but I have a weird lanky body. The tall handlebars are the only thing that may give shorter riders some trouble.” Overall, the Springfield Dark Horse setup provides a relaxed and upright riding posture, with high marks for the “cushioned, supportive, and comfortable” saddle. Electronics The Springfield Dark Horse takes pride in its minimalism so you won’t find a lot of electronic doodads here. It does have ABS, cruise control, a keyless ignition, and three ride modes—Tour, Standard, and Sport—that let you tailor the power delivery to fit your riding style. Warranty and Maintenance Coverage Indian gives you a 24-month warranty with unlimited mileage. Quality With its clean lines and blacked-out and minimal accoutrements, the Springfield Dark Horse goes for a more industrial vibe. That said, details like the contrast cut wheels and well-designed ergonomic triangle and engine packaging all point to a high level of engineering (though there were some complaints about the bags’ latching mechanism). 2021 Indian Springfield Dark Horse Claimed Specifications MSRP: $22,499 / $22,999 Engine: 116ci (1,890cc), air-cooled V-twin Bore x Stroke: 103.2 x 113.0mm Transmission/Final Drive: 6-speed/belt Fuel Delivery: Closed-loop fuel injection w/ 54mm bore Clutch: Wet, multiplate assist Frame: Aluminum Front Suspension: 46mm telescopic fork; 4.7 in. travel Rear Suspension: Single shock, preload adjustable; 4.5 in. travel Front Brake: 4-piston caliper, dual 300mm floating discs Rear Brake: 2-piston caliper, 300mm floating disc Wheels, Front/Rear: Cast wheels; 19 x 3.50 in. / 16 x 5.00 in. Tires, Front/Rear: Metzeler Cruisetec; 130/60-19 / 180/60-16 Rake/Trail: 25.0°/5.2 in. Wheelbase: 67.0 in. Ground Clearance: 5.2 in. Seat Height: 26.0 in. Fuel Capacity: 5.5 gal. Wet Weight: 790 lb. Contact: indianmotorcycle.com Source

2021 Indian Scout (Indian Motorcycle/)Ups Iconic American styling<br/> Punchy liquid-cooled 1,133cc (69ci) V-twin engine<br/> Easy handling for a 561-pound motorcycle<br/> Downs Limited rear suspension travel<br/> Could have better fit and finish<br/> Verdict Indian Motorcycle pays homage to its roots with a tastefully styled midsize cruiser that offers more acceleration punch than other American cruisers in this segment. Overview The 2021 Indian Scout is a midsize cruiser designed for motorcyclists seeking an authentically styled cruiser with more modern performance. Its styling resembles the original Indian Scout that debuted 101 years ago. Updates for 2021 No updates for 2021. 2021 Indian Scout (Indian Motorcycle/)Pricing and Variants Indian Motorcycle offers five Scout variations for the 2021 model year. The Scout has a starting price of $11,999 without ABS (in Thunder Black), adding ABS adds $900 to that price tag and, depending on color, pricing could go up to $13,899. The Icon trim is $14,399. The Scout Bobber Sixty ($8,999) and Scout Sixty ($9,499) are its entry-level cruisers. The Scout Bobber ($10,999) features a lower stance with minimalist-style aesthetic tweaks. The Scout Bobber Twenty ($11,999) gets wire-spoke wheels and a taller, mini-ape-style handlebar. Competition The 2021 Indian Scout faces off against other midsize American-made cruisers, including Harley-Davidson’s Sportster 1200 and Forty-Eight. It also competes on the showroom floor against Honda’s Rebel 1100. Powertrain: Engine, Transmission, and Performance The 2021 Indian Scout sources a 1,133cc (69ci) V-twin engine that’s renowned for its punchy performance, especially through the mid-to-top rpm range. The engine benefits from liquid-cooling, which not only manages heat inside the cockpit, but affords pleasing acceleration performance—especially in the lower gears. A six-speed gearbox puts power back to the 16-inch wheel via a gunk-free and low-maintenance belt final drive. 2021 Indian Scout (Indian Motorcycle/)Handling The 561-pound Indian Scout offers light handling for a midsize cruiser. Its chassis feels taut, but not overly so, and has friendly steering manners around town. Limited rear suspension travel limits comfort on long rides, especially over bumpy surfaces. Brakes The Indian Scout employs independent hydraulic disc brakes front and rear, with stainless steel brake hoses. ABS is available on colored Scouts, or as an upcharge on the Thunder Black model. In an effort to enhance styling, the Scout relies on a single-disc front brake rather than a dual-disc setup. Fuel Economy and Real-World MPG Currently unavailable. Ergonomics: Comfort and Utility The Indian Scout is long and low. It’s an easy motorcycle to straddle for anyone, even smaller riders. The one-piece saddle is wrapped in leather and includes passenger accommodation. It has a swept-back handlebar bend that allows miles to melt away with ease with forward-mount foot controls. 2021 Indian Scout (Indian Motorcycle/)Electronics ABS comes standard on colored Indian Scouts and can be purchased for an upcharge on the base Thunder Black model. An LED headlamp can be purchased as an accessory. A USB charging port is located near the speedometer. Warranty and Maintenance Coverage Indian Motorcycle offers a two-year, unlimited-mileage warranty upon original purchase. Extended warranty coverage is available through the Indian Motorcycle Protection Plan. Quality The Indian Scout certainly looks the part, however some of its hardware looks rough around the edges. It also lacks the lustrous paint of its competition. Indian Motorcycle stands behind its product with a two-year, unlimited-mileage warranty. 2021 Indian Scout (Indian Motorcycle/)2021 Indian Motorcycle Scout Claimed Specifications MSRP $11,999 Engine: 1,133cc, DOHC, liquid-cooled 60-degree V-twin; 8 valves Bore x Stroke: 99.0 x 73.6mm Transmission/Final Drive: 6-speed/belt Fuel Delivery: Electronic fuel injection w/ 60mm throttle body Clutch: Wet, multiplate; cable operation Engine Management/Ignition: TCI Frame: Aluminum Front Suspension: 41mm USD fork; 4.7 in. travel Rear Suspension: Dual shocks; 3.0 in. travel Front Brake: 2-piston caliper, 298mm disc Rear Brake: 1-piston caliper, 298mm disc Wheels, Front/Rear: Contrast Cut aluminum; 16 x 3.50 in. / 16 x 3.50 in. Tires, Front/Rear: Pirelli Night Dragon; 130/90-16 / 150/80-16 Rake/Trail: 29.0°/4.7 in. Wheelbase: 62.0 in. Ground Clearance: 5.7 in. Seat Height: 25.6 in. Fuel Capacity: 3.3 gal. Wet Weight: 561 lb. Contact: indianmotorcycle.com Source

2021 Ducati Scrambler Icon. (Ducati/)Ups Accessible price (for a Ducati), accessible seat height, accessible styleEveryone loves a Scrambler and an air-cooled desmo twinBosch cornering ABS as standardDowns Next to the competition, it’s starting to look a little long in the tooth. And pricey.Hipster-centric marketing campaign may detract from an otherwise universally likable motorcycleVerdict The Icon is the mainstay of Ducati’s Scrambler sub-brand. Powered by a simple air/oil-cooled desmo twin and impeccably dressed in classic two-wheeler style, the Scrambler Icon is the Italian motorcycle at its most fundamental—or as fundamental as it gets in 2021. 2021 Ducati Scrambler Icon. (Ducati/)Overview The Scrambler sub-brand serves as a lighthearted foil to the performance-oriented core of Ducati. Introduced in 2014 and modestly updated for 2019, the Scrambler Icon uses Ducati’s been-around-forever two-valve air-cooled engine, a tubular steel frame, and basic but dialed-in components. The Icon’s accessibility is meant to appeal to less-experienced riders, but the Scrambler family’s back-to-basics designs make them attractive to any rider looking to bask in the summertime evening glow of nostalgia. While the round headlight and teardrop tank may evoke the original built-for-the-USA Scrambler of the 1960s, it’s not all romantic pandering: Cornering ABS, hydraulic clutch, and 7,500-mile desmo service intervals remind one that it’s still a 21st century Ducati. Updates for 2021 For 2021 the Scrambler Icon is available in Ducati Red and the classic Ducati Scrambler Yellow. The Icon Dark, finished in matte black, is available for $700 less. Pricing and Variants The Scrambler Icon retails for $9,695 and the Icon Dark for $8,895. Multiple variants have come and gone since 2014, most of them distinguished by basic cosmetic differences (a flat bar here, a side panel there), while the Icon has been the standard bearer. For 2021 the Nightshift ($10,995) joins the family with a straight, narrow handlebar, and side panels from the erstwhile Full Throttle model. The Desert Sled ($11,995), also available with new graphics, continues to be the more off-road-friendly option. There’s also a limited-edition Fasthouse Scrambler Desert Sled for $12,295. The Scrambler family also includes the 1100 models, which give “Scrambleristi,” as Ducati calls the Scrambler faithful, a landing place if they wish to move up from the 800 models. Competition In terms of competition that scratches a similar retro itch, check out the Triumph Street Twin ($9,400). Although it has a much more modern design language, one could argue the 693cc single-cylinder Husqvarna 701 Svartpilen ($9,499) fits a similar niche with its upright ergos and comparable power output. Powertrain: Engine, Transmission, and Performance The Ducati Scrambler Icon’s 803cc V-twin produces a claimed 73 hp at 8,250 rpm and 49.4 pound-feet of torque at 5,750 rpm. The basic engine architecture doesn’t stray too far from the Pantah motor that Ing. Fabio Taglioni penned back in the 1970s. Which is a good thing. As EIC Hoyer points out: “The Scrambler Icon’s ride is pure Ducati sporty naked fun with a whole lot of wheee! The engine is lively and quick revving, pulling strong all the way to the rev limiter. In fact, it’s usually a surprise when you hit the limiter because there is no sign of power tapering off.” 2021 Ducati Scrambler Icon. (Ducati/)Handling The Scrambler Icon’s Kayaba suspension offers only preload adjustment in the rear, but has firm enough damping for spirited riding. It’s a Ducati, you know. In his first rider review of the 2019 Icon (when it received its last update), Senior Editor Justin Dawes says: “Handling is light with a low center of gravity that allows the Icon to flick over and back again without a big ask from the rider. Once leaned over, the new suspension settings hold the Scrambler up in the corner and keep it on track when encountering midcorner bumps and potholes.” Brakes The Scrambler Icon has a single 330mm disc and a radially mounted, four-pot Brembo caliper. Bosch cornering ABS highlights the braking package, enabling riders to trail-brake with confidence. Fuel Economy and Real-World MPG Cycle World testers achieved 44 mpg on the Scrambler Icon. Ergonomics: Comfort and Utility A 31.4-inch seat height and narrow seat and tank are great for shorter riders, but riders taller than 5-foot-10 may be cramped over longer distances. For the 2019 model year Ducati improved the comfort of the seat, but to achieve the low seat height there’s still less foam cushioning than one might expect by looking at it. 2021 Ducati Scrambler Icon. (Ducati/)Electronics Aside from cornering ABS, the Scrambler Icon is happily analog. Still, the Ducati Multimedia System is available as an option and LED lighting is standard. The LCD dash looks a little dated compared to the TFT displays now offered on some newer and less-expensive bikes. Warranty and Maintenance Coverage Ducati offers a 24-month unlimited-mileage warranty. The desmodromic valves need to be adjusted every 7,500 miles. Quality Ducati’s quality fit and finish extends to the Scrambler family. A steel tank and interchangeable aluminum side panels that accommodate easy customization are about as fancy as things get on the Icon. But well-executed simplicity is a merit on a built-for-fun bike like the Scrambler. 2021 Ducati Scrambler Icon. (Ducati/)2021 Ducati Scrambler Icon Claimed Specifications MSRP: $9,695 Engine: 803cc air-cooled desmodromic L-twin; 2 valves/cyl. Bore x Stroke: 88.0 x 66.0mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/ 50mm throttle body Clutch: Wet, multiplate slipper and self-servo; hydraulic actuation Frame: Tubular steel trellis Front Suspension: Inverted Kayaba 41mm fork; 5.9 in. travel Rear Suspension: Kayaba rear shock, preload adjustable; 5.9 in. travel Front Brake: Radial 4-piston caliper, 330mm disc w/ cornering ABS Rear Brake: 1-piston caliper, 245mm disc w/ cornering ABS Wheels, Front/Rear: 10-spoke alloy; 18 x 3.00 in. / 17 x 5.9 in. Tires, Front/Rear: Pirelli MT 60 RS; 110/80R-18 / 180/55R-17 Rake/Trail: 24.0°/4.4 in. Wheelbase: 56.9 in. Seat Height: 31.4 in. Fuel Capacity: 3.6 gal. Wet Weight: 417 lb. Contact: ducati.com Source

<i>Cycle World</i> was invited to an early ride on a preproduction Aprilia Tuareg 660. (Aprilia/)“This,” I thought to myself when Aprilia’s 660cc, half-an-RSV4 engine broke cover at EICMA 2018, “is the perfect size and power for an adventure bike.” The brass at Aprilia were way ahead of me. Three new motorcycles were planned for the new mill from the start: the RS 660; the Tuono 660 that followed shortly thereafter; and finally a midsized adventure machine, the Tuareg 660. Aprilia invited Cycle World to Noale, Italy, the home of its design and engineering team, for a short ride on a preproduction unit, sight unseen. I like surprises. Let’s go. Upon entering the front doors of Aprilia’s design studio, I was met by a covered motorcycle. A 1989 Tuareg Wind 600 sat across from the draped model. Under the veil I could see a 21-inch front wheel and Pirelli Scorpion Rally STR tires; a good start. After shaking hands with the Aprilia team, it was time to pull the cover and see what was underneath. Having been part of motorcycle development in previous roles at two manufacturers, I expected a fairly rough unit. But when the cover was drawn back, what I saw was a nearly finished machine. Expressing first thoughts of the Aprilia Tuareg 660 after it was unveiled. (Aprilia/)It looked good. All the dimensions seemed right. There was adjustable suspension front and rear, tubeless cross-spoke wheels in off-road-friendly sizing of 21 and 18 inches, and a long narrow seat. At the front, LED headlights formed Aprilia’s signature three-light design below a nicely sized windscreen. Behind that, a 5-inch TFT dash, tapered handlebars, and tank that looked capable of holding some decent range. Although they were wearing masks, you could tell Aprilia’s head of vehicle engineering, Piero Soatti, and brand manager, Cristian Barelli, were smiling proudly. Tuareg 660 Engine and Chassis I was ready to hit the road, but simple good manners dictated we sit down and discuss the details of the Tuareg 660; work before play. There was no presentation, no marketing materials. Soatti asked us what we wanted to know, and we started with the engine, as it seemed the straightest path forward. The Aprilia Tuareg 660 is powered by the same 659cc engine that is found in the RS 660 and Tuono 660. (Aprilia/)The Tuareg is powered by the same 659cc liquid-cooled DOHC parallel twin found in the RS 660 and Tuono 660. Differences are small and concentrated in the top end of the engine; the valve train features specific valve timing, lift, and duration, to coax more torque from the engine and lend the bike an ADV-friendly character. Soatti also pointed out the airbox, which features longer intake funnels for increased torque. Aprilia claims 80 hp at 9,000 rpm and 51.6 pound-feet of torque at 6,500 rpm. The RS and Tuono, in comparison, produce a claimed 100 hp at 10,500 rpm and 49.4 pound-feet at 8,500 rpm. Longer intake funnels from the overhead airbox give the Tuareg more torque. (Aprilia/)In terms of actual changes to the engine architecture, there are two: The oil sump is flatter to increase ground clearance, though oil capacity does not change; and the mounting points of the engine to the frame have been increased from three on the RS 660 and two on the Tuono to a total of six on the Tuareg. Two of them use a forged bracket at the front of the engine, attached to the cylinder and cylinder head. The swingarm pivot is the third mounting point, with the fourth and fifth above and below on the rear of the engine. The sixth and last is on the back of the cylinder head tying it to the frame with a triangular steel plate. A steel frame holds the Tuareg’s engine with six mounting points. (Aprilia/)That engine has a full suite of ride modes and traction control settings for adventure riding. Our test unit did not display the full range of choices, as some settings are still being finalized, When it hits the market, four ride modes, Explore, Urban, Off-road, and Individual, will be tied to specific traction control and ABS settings with power delivery tailored to each of the three preset modes. Individual mode allows the rider to set their own throttle response, traction control, and ABS. The chassis is where the Tuareg sets itself far apart from its 660-powered siblings. Rather than a twin-spar aluminum frame, Aprilia has fitted its adventure bike with a steel tube and plate frame which in turn incorporates a welded subframe. The decision to use steel came from the need to make the frame thin and light while providing the proper torsional and longitudinal flex character for ADV riding. This frame design also took the fuel tank into consideration, as fuel capacity had to be in the 18-liter (4.8-gallon) range, and to achieve that they needed the space between the top frame tubes and subframe structure for the tank and the centrally located airbox. A chunky aluminum frame would eat up too much space; the resulting bike would be too wide. The Tuareg 660′s fuel tank holds 4.8 gallons and extends behind the engine to make space for the airbox. (Aprilia/)Fully adjustable Kayaba suspension is employed at both ends. Progressive-rate springs are used in the 43mm upside-down fork, while the piggyback rear shock is attached to a cast aluminum swingarm via linkage. Travel at both ends is 240mm (9.4 inches), a sweet spot for allowing off-road capability and the street performance that Aprilia says is important on any of its models. Brand manager Barelli pointed out the goal for the Tuareg 660 was to create the best all-round Enduro (european for adventure motorcycles and dual sports), putting the target right between Yamaha’s Ténéré 700 and KTM’s 890 Adventure R. The right mix of power, weight, suspension travel, and cost would be crucial to the success of this new model. So what about the weight? Soatti proudly says it’s 187 kilos, dry. That’s 412 pounds before fluids, fuel, and battery. My guess-o-meter puts that right in the 455- to 460-pound range ready to ride. And the price? Barelli puts it around $11,500. LED daytime running lights surround the three LED headlights at the front of the Tuareg. (Aprilia/)And then it was time to ride. Waiting outside, ready to go, was the latest preproduction unit. And just so you know, a preproduction unit, in the simplest terms, is the stage between the prototype and the actual production unit you’ll see on the sales floor. This may not have been a full-on production bike, but from 10 feet away you wouldn’t have known the difference. Some of the plastics were still missing their final texturing, but the overall shape and colors were complete. This is what the 2022 Tuareg 660 will look like. What’s missing is the traction control and ride modes. I get just one throttle response setting: Explore. ABS in the road and off-road modes were functional. Let’s hit the road already! Aprilia’s Tuareg 660 on the Street Our route was a fairly short loop through the backroads and hills outside of Noale. First would be a series of roundabouts, motorway on-ramps, and curves to get a feel for the street handling. Aprilia’s head of testing for the Tuareg didn’t ease into it, either. This wasn’t an issue, however; the Tuareg fulfills the expectations of an Aprilia on the street. Turn-in is light and quick, and once in the corner handling remains light and nimble, with the ability to change your line with just a thought and small inputs. Despite the 21-inch front wheel and knobby-ish tires, the front-end feel is excellent and provides plenty of confidence while charging through the bends. Finishing a corner is a quick snap to upright without any front-end push or sluggishness. It also doesn’t care if you ride it like a sportbike, hanging off the inside, or a supermoto, pushing the bike down into the corner. It just works. Front tire feel on the road is excellent on the Tuareg 660. (Aprilia/)Power delivered from the parallel twin is satisfying, with noticeably more torque than the RS and Tuono, but you find yourself running out of revs quicker. Throttle response is snappy without being abrupt or jerking, at least in Explore mode. I personally would like a little more urgency and meat down low. The team at Aprilia says they are still working on the final power delivery in each mode, and the possibility for more is there. It’s good now; we hope it comes to market as great. On the street I found myself shifting at the 8,000-rpm mark to make the most of the torque and horsepower. Once you hit 9,000 revs, the engine is done doing its thing. The cockpit of the Tuareg 660 is a comfortable place to be. (Aprilia/)Ergonomics are excellent for my 5-foot-10 frame and 30-inch inseam. The seat height is a claimed 33.4 to 33.8 inches, but the reach to the pavement with both feet is easy thanks to a narrow seat front or back. Aprilia says the seat height is not the true indicator of how easy it is to touch both feet, but rather the measurement from the ground over the seat and back to the ground; after sitting on the Tuareg, I would have to agree. The tapered aluminum bars are wide, but not so much to cause you to stretch in full-lock turns. Legroom is ample from the seat to the large off-road-ready footpegs with removable rubber inserts. Wind protection from the windscreen works well for my height with just a small amount of high-frequency vibration found on my Klim Krios visor at highway speeds. Cornering on the Tuareg 660 is much better than a 21-inch front wheel would suggest. (Aprilia/)It was warm and humid, which led to one criticism: Heat from the dual core radiator pools around the backs of your legs at low and moderate speeds. Right behind the shrouds are radiator air exhaust events that are aimed right at your legs. It’s not painfully hot, but it is uncomfortable when the temp rises above 90 degrees Fahrenheit. Tuareg 660 in the Dirt During my short ride on the Tuareg, I got the opportunity to hit a few gravel farm roads with speed, but this review cannot serve as a full assessment of the Tuareg’s dirt chops. I can, however, confirm that the chassis is balanced and a joy blasting down fairly tame dirt roads. It carries its weight fairly low thanks to the tank design, making it easy to toss around for quick adjustments while sliding and changing direction. Throwing the Tuareg around in the dirt is easy thanks to a light and nimble chassis. (Aprilia/)Laying down the power and modulating the throttle in the dirt is easy; the connection to the rear through the right grip gives excellent control on the marble-like gravel roads. Feedback and feel from the front tire is also very good, clearly communicating when you are nearing the limits of the Pirelli Scorpion Rally tire. The narrow seat and tank area gives plenty of room while standing and the Tuareg feels supremely skinny when off-road. In this limited test, it looks like Aprilia has been successful in creating a capable and competitive adventure bike for the dirt. What wasn’t clear is how well the suspension will cope with serious off-roading, but that will come soon enough at the official press launch. Standing on the Tuareg finds a narrow seat and tank with excellent ergonomics for control while off-road. (Aprilia/)Braking duties are handled by dual 300mm rotors matched to Brembo four-piston calipers in the front and a 260mm disc with a single-piston caliper in the rear. Overall the brakes have plenty of power and feel, even though the calipers are not radially mounted. On-road the ABS settings give plenty of margin before stepping in to right your wrongs. In the dirt, the off-road setting is a must and it works well. You can easily modulate and slide the rear end, while the ABS calibration in the front is confidence-inspiring, slowing the bike quickly even on the slickest gravel. Not once did I feel I needed to turn it off completely in the dirt. Did Aprilia Succeed With the 2022 Tuareg 660? Aprilia has shown its confidence in the Tuareg 660 by allowing me to ride it before all of the electronics and final details have been sorted out. After my short ride, I say that confidence is well founded; the Tuareg is going to be a real option for those looking at the Ténéré and Adventure 890 R. It has the power, chassis, and ergonomics needed for a worthy adventure mount. We look forward to riding the finished product. As it is, this first taste was very sweet. We are looking forward to a ride on the production Aprilia Tuareg later this year. (Aprilia/)2022 Aprilia Tuareg 660 Specifications (subject to change) MSRP: $11,500-$12,000 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl. Displacement: 659cc Bore x Stroke: 81.0 x 63.9mm Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 80 hp @ 9,000 rpm Claimed Torque: 51.6 lb.-ft. @ 6,500 rpm Fuel System: Fuel injection Clutch: Wet, multiplate Engine Management/Ignition: Ride-by-wire/electronic Frame: Steel Front Suspension: Kayaba 43mm inverted fork, fully adjustable; 9.4 in. travel Rear Suspension: Kayaba piggyback shock, fully adjustable; 9.4 in. travel Front Brake: Brembo 4-piston calipers, dual 300mm discs w/ ABS Rear Brake: Brembo 1-piston caliper, 260mm disc w/ ABS Wheelbase: 60.8–61.2 in. Ground Clearance: 9.4–9.8 in. Seat Height: 33.4–33.8 in. Fuel Capacity: 4.8 gal. Claimed Dry Weight: 412 lb. Availability: Q1 2022 Contact: aprilia.com GEARBOX: Helmet: Klim Krios Adventure Helmet Jacket: Klim Baja S4 Jacket Pant: Klim Baja S4 Pant Gloves: Klim Dakar Glove Boots: Alpinestars Tech-T Boots Source

The 2022 BMW R 18 B and R 18 Transcontinental first editions. (BMW Motorrad/)BMW has just confirmed production of two new R 18-based touring models: the R 18 B and the R 18 Transcontinental. Both models are equipped with a handlebar-mounted fairing and hard bags, but as the names imply the Transcontinental is a full-dresser designed for Grand American Touring and the B, short for bagger, is a more traditional American-style touring machine and is less adorned. Integrating new technology not previously seen in this segment, BMW’s R 18 platform and the Big Boxer engine seem to have found their stride in this application. Related Content: BMW R 18 B and R 18 Transcontinental Slated For 2022 Chassis on either bike are identical (spare top case mounts), with the R 18′s double loop steel frame modified to fit the larger 6.3-gallon fuel tank and an updated rear suspension that is automatically adjusted, though not adjustable by the rider. A cantilever suspension strut is mounted directly to the swingarm and features travel-dependent damping and automatic load compensation through spring preload adjustment; BMW claims this will help achieve the best possible ride response, even with a passenger. The bikes are equipped with nonadaptive nonadjustable 49mm telescopic forks, and suspension travel is 120mm (4.7 inches) both front and rear. Alloy cast wheels are equipped with a dual-disc brake up front and a single disc at the rear, all with four-piston calipers and BMW’s Full Integral ABS. With the 2022 BMW R 18 Transcontinental, BMW continues to move in on what has traditionally been Harley country. (BMW Motorrad/)As noted with the earlier models of R 18, mid-mounted foot controls seem to be the only option given the boxer’s large cylinders. Transcontinental models will come standard with long floorboards, while B models will have footpegs a little larger than those on the R 18. The R 18 Transcontinental comes with a large two-person seat and heating standard; the R 18 B has a slightly slimmer seat while also accommodating a passenger. Related Content: 2022 BMW R 18 and R 18 Classic First Look Unique among other bikes we’ve seen in the American-style touring genre, both the B and Transcontinental models will have the option of Adaptive Cruise Control (ACC) with Dynamic Cruise Control (DCC) as a standard feature. Note that DCC is just a fancy name for what we’re used to, a system that maintains the rider’s set speed even through elevation changes. Likewise, ACC is similar to that we’ve seen on the new Ducati Multistrada V4, with forward-facing radar sensors allowing the bike to automatically accelerate or decelerate to maintain distance from a vehicle in front. The new ACC also features a cornering control system, which BMW says will “automatically reduce the speed, giving the rider the right speed for a comfortable and safe banking angle.” As the banking angle was a point of criticism on past R 18 models, we’re eager to test this in person. This large 10.25-inch TFT display comes on the new R 18 Transcontinental and R 18 B, as well as four round analog gauges up top. (BMW Motorrad/)The B and Transcontinental will each come equipped with a 10.25-inch TFT display, larger than any we’ve ever seen on a motorcycle, and four round analog gauges. The same three ride modes from the original R 18—Rock, Roll, and Rain—carry over. Each bike will also come standard with BMW’s Automatic Stability Control (ASC) and engine drag torque control. Related Content: 2021 BMW R 18 First Ride Speakers on each model are the result of a new collaboration between British manufacturer Marshall Amplification and BMW. The recognizable white lettering can be seen on the speakers of both the B and the Transcontinental, with Gold Series Stage 1 and 2 upgrade options already available. Marshall-branded speakers are the result of a new collaboration between BMW and Marshall Amplification. (BMW Motorrad/)While we saw the R 18 First Edition fall out of production in its second year, as expected given the name, BMW is now introducing a First Edition R 18 B and R 18 Transcontinental bearing the same trademark black paint scheme with white pinstriping. “First Edition” lettering, a badge on the seat, and chrome trim set are also included with this limited-edition package. Phone storage and gas cap are located on the R 18 B and Trancontinental’s gas tank. (BMW Motorrad/)We also see BMW introducing its Option 719 line for the R 18, including a collection of milled aluminum parts and the eye-catching Galaxy Dust metallic paint finish. Details on pricing and availability have not yet been released, but we will be reporting back as soon as more information is available. The 2022 BMW R 18 B and R 18 Transcontinental dressed in Option 719 Galaxy Dust metallic paint. (BMW Motorrad/) Controls on the left-hand grip are similar to those on previous models, which we know to be easy to use and intuitive. (BMW Motorrad/) The 2022 BMW R 18 B bagger model in gloss black paint. (BMW Motorrad/) The Transcontinental’s top case is decoupled from the rest of the bike to reduce vibration. (BMW Motorrad/) Although a point of criticism on previous models, the R 18 B will come with a badged seat, just like the 2021 R 18 First Edition. (BMW Motorrad/) The full lineup of 2022 BMW R 18 models (BMW Motorrad/)Source

Malaguti’s Drakon 125 concept bike was first shown at the 2019 EICMA show. (Malaguti/)Malaguti as a company dates back to 1930 (with motorcycle manufacturing beginning in 1958) but it went out of business in 2011, spending the best part of a decade dormant before the name was revived by the KSR Group in Austria. KSR already owns brands like Brixton and Motron and acts as a distributor for others including Lambretta, Italjet, and Sur-Ron, selling more than 60,000 products per year. It brought back the Malaguti name in 2018, initially selling rebranded versions of bikes from other manufacturers—including the Aprilia RS 125-based RST 125, the Derbi Mulhacen-derived Monte Pro 125, and the Aprilia SX 125-based XSM 125. In 2019 it revealed its first in-house-designed concept, the Drakon 125, at the EICMA show in Milan, and now new patents show that the production version of that design is nearly ready. The new patents show a production version using much of the same styling, including the unique wraparound headlight and tank design. (Malaguti/)The 2019 Drakon concept, reviving a name used by Malaguti in the past, utilized the same Aprilia-based DOHC single found in the firm’s other offerings and featured the frame from the Derbi Mulhacen-based Monte Pro, but wrapped it all in much more stylish, modern bodywork. For the production version that styling is virtually unchanged, retaining the same intriguing wraparound headlight design, blending into the turn signals on each side and curving upward into the panel below the instruments on the top. It also keeps the same tank design, with boldly flat surfaces and a contrasting insert that carries on the line started by the turn signals in front of it, and the simple, clean-looking seat unit. However, the mechanical components underneath all that are completely different to the concept. Underneath the externals, however, there looks to be a new single-cylinder engine from the Chinese-made Motron X-Nord 125. (Malaguti/)The Aprilia engine has gone, it seems, replaced by another DOHC single-cylinder design, this time from the Chinese-made Motron X-Nord 125—itself a rebranded version of the Zongshen RX1. Assuming there haven’t been too many internal changes, that means power and torque should be close to the Motron’s figures of 12.5 bhp and 7 pound-feet of torque. The chassis is new, too, redesigned to suit the different engine’s shape and mounting brackets; the Motron engine’s cylinder is tilted forward a few degrees more than the Aprilia engine used in the Drakon concept, too, so the steel cradle frame has been completely revised. The upside-down fork and alloy swingarm of the concept are retained, along with the belly-mounted exhaust system, although the latter has been tweaked to suit the different engine and frame. Fork and swingarm remain the same, and a TFT dash is retained as well. (Malaguti/)In terms of styling, the Drakon escapes big changes but there are alterations to suit legislation and road-going requirements. A license plate bracket has been added, for instance—a swingarm-mounted design that incorporates a mudguard and the rear turn signals. The taillight is mounted higher up, in the seat unit. As on the concept, there’s a TFT dash mounted on a stalk sprouting from the top of the headlight, but the production version also gains mirrors, pillion pegs bolted to the seat subframe (so they’re removable if you want to mimic the single-seat concept version), and a grab strap across the seat for passengers. The EICMA show is back on for 2021, so chances are the Drakon will be unveiled as a 2022 model. (Malaguti/)With EICMA making a return later this year after the 2020 show was scrapped due to the COVID 19 pandemic, it’s got to be the most likely platform for the production Malaguti Drakon’s unveiling, with production starting in earnest in 2022. Source

Design patents reveal the look of Zontes’ production 350GK (Zontes/)Out of all of China’s upstart bike firms, Zontes is perhaps the one worth paying more attention to than most—already offering an impressive range of 311cc single-cylinder models and promising new 650cc and 1,000cc triples in the future. Now Zontes is preparing its second-generation single-cylinder line with a new 350cc that debuts in this scrambler-style streetbike. Called the 350GK, the design was previewed in official renders earlier this year but these CAD images from the firm’s design patent show the final look of the production version. Given the firm’s previous record, the mechanical parts including the engine, frame, and suspension will also be used on a range of other machines across a spectrum of styles and markets. The new 350cc single keeps several elements from earlier Zontes 310 models, but integrates newer shapes, like the circular headlight, as well. (Zontes/)With the earlier 311cc “310” models, Zontes introduced a KTM-style, externally braced aluminum swingarm, and the 350GK takes it a step further with a fatter, angled version instead of the straight original. At the front, the design patents show the same forks and brakes as Zontes 310 models, albeit with an unusual cowl over the single brake disc. The circular headlight follows trends seen in bikes like Husqvarna’s Vitpilen/Svartpilen range and Honda’s CB650R, looking slightly oversized and featuring several LEDs behind a clear lens, a horizontal strip separating the high- and low-beam units. Overall styling can be best described as scrambler-meets-standard, a look influenced by the Svartpilen. (Zontes/)The rest of the styling has that modern scrambler look popularized by the Svartpilen, which has already inspired several imitators, but the Zontes design isn’t a blatant copy. The body panels including the tank, seat, and bellypan are all distinct to the Zontes machine, and unlike most bikes in this mold, the radiator cowls are integrated into the main bodywork, meshing with the tank above and the bellypan below rather than standing alone. The twin exhausts follow the stacked arrangement seen on past Zontes bikes, and the engine looks to be externally similar. (Zontes /)The 350GK’s stacked twin exhausts are a Zontes signature, used on most of the firm’s bikes, and given the similarity between the new 350cc engine and the old 311cc version they may even be identical. The CAD images show that the engine is externally similar to the previous design, although in both the patent images and earlier Zontes renders, the cylinders have lost some of the ridges in castings, leading to a smoother, cleaner look. The covers are also new, but essential elements like the engine mounts, the overall shape, and layout are unaltered, so Zontes will be able to slot the 350 into its existing models easily if needed. In terms of performance, the firm is promising around 43 hp—a significant hike from the 34 hp of its 311cc models and enough to exactly match KTM’s 390 Duke or the Husqvarna Vitpilen/Svartpilen 401 duo. With these final design patents issued, we can expect to see the 350GK officially unveiled very soon. (Zontes/) Source

2021 Yamaha MT-09 (Storm Fluo). (Yamaha/)Ups The same beloved smooth, torquey engine character in a bigger-displacement, lighter-weight packageSignificant redesign with only a $400 price increase from 2020 modelUpdated cast aluminum frame and lighter wheelsImproved mpgNew up-spec SP model availableDowns Downs anyone? Anyone?Verdict Yamaha’s MT-09 keeps on keeping on with improvements. The Tuning Fork company doesn’t shy away from adding an up-spec trim for this year either. Let’s just say Yamaha is in tune (eh, sorry) with what the people want. 2021 Yamaha MT-09 (Storm Fluo). (Yamaha/)Overview For seven years the MT-09 (previously known as the FZ-09) has been and continues to be appreciated as an affordable, everyday streetbike that emphasizes torque across the rev range and agility on any ride. Its current $9,399 price tag is especially reasonable considering its refined, responsive triple and significant 2021 face-lift. It was an impressive middleweight in 2014, and continues to be so. Updates for 2021 Aside from the obvious styling changes, the 2021 MT-09 has seen a tremendous amount of other updates that only contribute to a slightly increased MSRP. We covered these changes in our first look, but here’s an abridged list: The engine has decreased weight, higher displacement/horsepower, improved fuel economy, and revised internals aimed at meeting tighter Euro 5 emission standards while increasing performance. There’s also an updated ride-by-wire system and new braking system. A significant boost in tech includes three ride modes, a 3.5-inch TFT, standard quickshifter, and a YZF-R1-derived six-axis IMU, which manages rider aids such as traction control, wheelie control, ABS, and slide control. The chassis is lighter and more rigid, which includes a new frame and spin-forged aluminum wheels. Handlebar angle and peg position can also be adjusted to adapt the bike to varying ergonomic preferences. Pricing and Variants The MT-series is well known for its bang-for-the-buck package. The base model retails for $9,399, and for even more bang there’s the new MT-09 SP which features up-spec suspension, cruise control, and unique graphics for an MSRP of $10,999. Competition The MT-09′s main competitors are the Kawasaki Z900 ABS, Triumph Street Triple RS, and KTM 890 Duke/R. Powertrain: Engine, Transmission, and Performance This MT is powered by Yamaha’s CP3 liquid-cooled triple, which sees a displacement increase from 847cc to 890cc in 2021. A genuine “torque monster.” The internals, such as the pistons, connecting rods, crankshaft, camshaft, and crankcase, have been reworked in the new package. A new fuel delivery system improves combustion efficiency. The engine changes result in weight reduction and better fuel efficiency, Yamaha claims. In his first ride review, contributor Steve Anderson stated the engine is “smooth and responsive and communicative, with a thrilling intake and exhaust roar that meets sound laws and still sounds exciting. It’s an engine that seems to pull as hard at 4,000 rpm as it does at 9,000; it has something for you every time you ask.” 2021 Yamaha MT-09 SP (Raven / Liquid Metal) (Yamaha/)Handling With its handling capability, the MT-09 can run with sportbikes thanks to its solid and planted feel. Its suspension walks the line between comfort and sportiness, “leaning slightly toward the former,” Anderson says, the ride is smooth and controlled. Brakes The brakes, Anderson reports, are smooth and powerful with the Nissin master cylinder syncing up with two 298mm hydraulic discs (front) and 245mm hydraulic disc (rear). ABS comes standard to help during emergency braking situations. 2021 Yamaha MT-09 (Team Yamaha Blue). (Yamaha/)Fuel Economy and Real-World MPG Fuel economy is touted to be improved from the previous model year, from 44 to 49 mpg. Ergonomics: Comfort and Utility As we covered in our first look, ergonomics can be adjusted. Handlebar clamps can be rotated 10mm forward and footpegs can be raised 14mm and pushed back 4mm. 2021 Yamaha MT-09 SP (Raven / Liquid Metal) (Yamaha/)Electronics The MT comes with multiple rider aids that make it a good value for the sub-10K price. There’s ABS, traction control, wheelie control, slide control, three ride modes, TFT display, quickshifter, and six-axis IMU. Warranty and Maintenance Coverage A one-year warranty comes with the purchase of the new MT-09. Quality Yamaha doesn’t rest when it comes to improving an already great machine. The new MT-09 continues to deliver high quality with its value, improvements, and most importantly, torque. 2021 Yamaha MT-09 (Matte Raven Black) (Yamaha/)2021 Yamaha MT-09 Claimed Specifications MSRP: $9,399 Engine: 890cc, DOHC, liquid-cooled, inline 3-cylinder; 4 valves/cyl. Bore x Stroke: 78.0 x 62.1mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Fuel injection w/ 41mm throttle bodies Clutch: Wet, multiplate; assist and slipper Engine Management/Ignition: YCC-T ride-by-wire/TCI Frame: Cast aluminum Front Suspension: 41mm inverted fork, preload, compression and rebound adjustable; 5.1 in. travel Rear Suspension: Single shock, preload and rebound damping adjustable; 4.8 in. travel Front Brake: Dual 298mm hydraulic disc w/ ABS Rear Brake: 245mm hydraulic disc w/ ABS Wheels, Front/Rear: Cast aluminum Tires, Front/Rear: 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 56.3 in. Ground Clearance: 5.5 in. Seat Height: 32.5 in. Fuel Capacity: 3.7 gal. Wet Weight: 417 lb. Contact: yamaha-motor.com Source

The Saint Unbreakable jacket is made with a blend of cotton and UHMWP, which the company claims can slide for 5.9 seconds before wearing through. (Jeff Allen/)There’s a big difference between workwear and motorcycle gear. Timeless style is always appreciated, but those Levi’s are designed for standing up to abuse in the garage, not for sliding across the asphalt at 60 mph. With companies like Saint pursuing new abrasion-resistant fabrics, there’s no excuse for riding in normal jeans, even if you’re after that classic denim style. Saint’s Unbreakable denim jacket fits the classic trucker-style vibe I wanted, with or without its faux shearling collar. But it also integrates the company’s proprietary technology to bring its safety levels up to modern single-layer standards. Saint, an Australian brand that’s been around for years, has recently been making a big push into the US market. The company’s mission has always been to make stylish clothing with a high level of protection, specifically through the use of abrasion-resistant single-layer fabrics. With the Unbreakable fabric now in its sixth generation, the company has continued to improve on comfort, style, and protection since I first wore its 100 percent Kevlar Roach pants five years ago. Two removable faux shearling collars, black and off-white, come with the Unbreakable jacket. (Saint/)The Unbreakable jacket looks and feels like a casual denim jacket. At 6-foot-4 and just shy of 200 pounds, I am on the taller and slimmer side of the sizing spectrum, and this piece in size large feels like it was made for me. The fit is slim, the material feels light but sturdy, and the sleeves are just a little on the long side; I personally prefer this, as they don’t hike up when you rotate your shoulders forward and bend your elbows as you reach for your handlebars. I appreciate how the jacket’s back is cut slightly longer than the front, perfect for leaning forward on a motorcycle and not showing the world the color of your undies. The pockets are well laid out and the hardware is well selected for its purpose. There is no zipper, only nice bulky buttons, easy to manage with or without gloves on. With the button front, the Unbreakable jacket breathes well and is great for summer riding; it’s my go-to right now in mid-July Los Angeles. Faux shearling collars are included in both off-white and black, pairing nicely with a sweater or sweatshirt to keep you warm in cooler weather. For this piece, Saint uses a mix of ultra-high-molecular-weight polyethylene (UHMWP) and denim. In what Saint calls “key zones,” meaning the sleeves and the back panel, a mixture of 66 percent UHMWP and 34 percent cotton is used; Saint claims this blend has a 5.9-second slide time, though speed, weight applied, and surface used in testing are not specified. The rest of the jacket is made with a lighter 12 percent UHMWP and a blend of cotton and viscose (a wood-pulp-derived fabric similar to rayon). It is unlined and has no pockets for pads to protect against impact. This helps with the basic denim jacket feel, but does limit its protective potential. Morgan is 6-foot-4, wearing a large Saint Unbreakable jacket. (Justin Dawes/)The Unbreakable jacket, as its name implies, feels very tough; but even if it’s truly unbreakable, your skin and bones underneath are not. Abrasion resistance is a great place to start, and I’ll continue to wear this jacket around town in hot weather, as it’s very comfortable and I love the way it looks. But for sport riding or longer trips, I’ll always step up to more heavily armored gear. Layering something like Forcefield Body Armor’s Sport Shirt under the jacket could remedy this problem, but as the Unbreakable is a slim-fitting piece, you could run into some weird squeeze points around the padding. Technical fabrics aren’t cheap to produce, but considering this piece is priced at $500, which could get you a great-looking, padded, leather or textile jacket from a variety of companies, you’re undoubtedly paying a bit of a premium for style. If you’re the rider who likes to keep it light and wear casual clothing, the Unbreakable jacket is a solid step up in protection that won’t disrupt your style or comfort. It’s a high-quality item that wears just like it’s supposed to, reliably and without any surprises. Sure, it’s a little pricey. Good things usually are. Just like all-cotton denim, Saint’s protective blend fades nicely as it breaks in. (Justin Dawes/) Branded buttons on the back of the Saint Unbreakable jacket let the wearer adjust fit. (Justin Dawes/)Source