Hugh Janus

The 2022 Royal Enfield Classic 350 meshes a brand-new engine with classic postwar styling and modern features like ABS and fuel injection. (Royal Enfield/)Ups Modern features and “Classic” postwar stylingA great beginner bike with a low seat height and mellow powerYou can almost buy three Classics for the price of a Triumph BonnevilleDowns Better know how to change a tube if you get a flatUnderpowered for more experienced ridersVerdict The Royal Enfield Classic 350 is a fantastic option for riders who are new to motorcycling and want a forgiving and inexpensive bike to get started. A bonus is that the Classic 350 has a really cool vintage aesthetic that appeals to those looking for nostalgic styling without breaking the bank. To top it off, RE will offer no less than nine different variations/paint styles, so there is bound to be something appealing for just about anyone seriously considering buying one. With a modern, fuel-injected engine and safety features like ABS brakes, buyers don’t have to deal with vintage performance and won’t have to learn how to set the points or how to tickle the carb. Overview There are many overused words in motorcycling. Classic is one of them. Yet Royal Enfield pretty much has a patent on that word, as the company has been continuously producing motorcycles since 1901. Originally founded in England, the brand produced bikes there until its factories in Redditch and Bradford-on-Avon were shuttered in 1970. Its Indian subsidiary survived and was eventually acquired by the Eicher Group. That provided the chance for rebirth, and the Chennai company has been streaking forward ever since. For 2022, RE has brought back the Classic 350, the bestselling model in the company’s long history, which was inspired by the 1948 G2 350 Bullet—the first bike with an articulating swingarm! The Classic was brought back to provide the simplicity of pure riding enjoyment in a basic package, with nostalgic styling, but powered by an all-new, modern engine. The engine is a 349cc single with fuel injection that promises to provide a nice balance of power and usability for riders looking for a simple and forgiving motorcycle, without the hassles of a vintage bike. Everything about this bike was designed to be fun and friendly. Key to that goal is a low 31.7-inch seat height that ensures that riders of all heights can get their feet firmly planted on the ground. Royal Enfield meshes an all-new design of the 2022 Classic 350 with the postwar silhouette of its 1948 G2 350. (Royal Enfield/)Updates for 2022 This born-again model features a new engine, chassis, and styling, with just about everything getting refreshed and updated. Pricing and Variants The Classic 350 will be available in nine different styles and colors. Dark Stealth Black and Dark Gunmetal Grey models come with 10-spoke alloy wheels and tubeless tires for $4,599. Meanwhile, the Signals Desert Sand ($4,599) and Signals Marsh Grey ($4,599) models that were inspired by Royal Enfield’s association with the Indian armed forces feature 1950s-era military graphics. Five more color options will be made available, including Halcyon Forest Green, Halcyon Black, or Halcyon Blue, all three of which are $4,499. Chrome Red and Chrome Brown with mirror-finish tanks and special badging will run $4,699. The Classic 350 is intended to offer a nice balance of power and usability for riders looking for a simple and forgiving motorcycle, without the hassles of a vintage bike. (Royal Enfield/)Competition The cafe racer/traditional style of bike continues to be a hit in 2022, and here are some of our favorites. At the top of the list has to be Triumph’s Bonneville series, as these bikes were foes in the ‘60s and remain so to this day. Another superlogical choice is the Kawasaki W800 Cafe, which Cycle World has in the past pitted against a Royal Enfield Conti GT. BMW’s R nineT is a German interpretation of the style, or if you prefer something with Italian flavor, the Moto Guzzi’s V7 fits the bill. Looking for a more modern take? You could make the argument that Yamaha’s XSR700, and Husqvarna’s Vitpilen 401 and Svartpilen 401 align nicely. Powertrain: Engine, Transmission, and Performance The Classic 350′s single-cylinder SOHC counterbalanced air/oil-cooled 349cc J-series engine first found life in the Meteor 350 and puts out a claimed 20.2 hp at 6,100 rpm and 19 pound-feet of peak torque at 4,000 rpm. Fuel injection ensures quick and easy startup as well as smooth running, while a classic peashooter exhaust gets rid of spent gases. Power is sent through a wet multiplate clutch to the five-speed transmission and then onto a chain final drive. Handling The single-cylinder engine bolts into an all-new, steel twin-downtube spine frame that Royal Enfield claims has been strengthened for better stability and more precise handling. Plush suspension is provided by a conventional 41mm fork with just over 5 inches of travel and a pair of twin-tube emulsion shocks with six steps of spring-preload adjustment. Most models ride on spoked chrome alloy inner-tube wheels with a 19-inch front and 18-inch rear, while the Dark models have 10-spoke (tubeless) alloy wheels in the same diameters. Both versions come with 100/90-19 front and 120/80-18 rear tires made by CEAT. The Classic 350 is powered by the same air/oil-cooled 349cc SOHC powerplant as seen in the Royal Enfield Meteor 350, which we’ve become fond of for its gradual power delivery and gentle personality. (Royal Enfield/)Brakes Braking is handled by ByBre (Brembo’s Indian subsidiary) components with a single 300mm disc and twin-piston floating caliper on the front, and a 270mm disc/single-piston floating caliper out back. The system features dual-channel ABS. Fuel Economy and Real-World MPG We haven’t had a chance to get numbers on the Classic 350 yet, but the last Continental GT Cycle World tested got around 47 mpg, so expect this bike to be roughly in that ballpark. Ergonomics: Comfort and Utility Everything about the Classic 350 was designed to be fun and friendly to a wide range of riders. Key to that goal is a low 31.7-inch seat height that ensures that riders of all heights can get their feet firmly planted on the ground. The thickly padded seat promises a comfortable place to sit whether you’re making a quick trip around town or on a long ride over the weekend. A mid-rise handlebar should help provide a relaxed and upright riding position, while mid-mounted foot controls with rubber inserts should put most rider’s legs into a gentle bend that won’t cramp them up on longer rides. Simple but effective, the Classic 350 pairs an analog tachometer to a smaller LCD display. (Royal Enfield/)Electronics The only “rider aids” that come on the Classic 350 are ABS brakes, and you could argue that fuel injection is an aid to less hassles! Warranty and Maintenance Coverage Royal Enfield offers an almost unheard of three-year, unlimited-mileage warranty and roadside assistance, the latter of which may come in handy with those inner-tube wheels. Quality Royal Enfield’s reputation has improved dramatically over the years, and the aforementioned warranty seems to prove that the company has a lot of confidence in its latest offerings. And with an almost unprecedented duration, there isn’t much to worry about. Go for it. 2022 Royal Enfield Classic 350 Claimed Specifications MSRP: $4,499–$4,699 Engine: 349cc, SOHC, air/oil-cooled single Bore x Stroke: 72.0 x 85.8mm Transmission/Final Drive: 5-speed/chain Claimed Horsepower: 20.2 hp @ 6,100 rpm Claimed Torque: 19 lb.-ft. @ 4,000 rpm Fuel Delivery: Electronic fuel injection w/ 32mm throttle body Clutch: Wet, multiple disc; cable operation Engine Management/Ignition: Electronic Frame: Twin-downtube spine steel Front Suspension: 41mm telescopic fork; 5.1 in. travel Rear Suspension: Twin-tube emulsion shock absorbers, preload adjustable Front Brake: ByBre 2-piston floating caliper, 300mm disc w/ ABS Rear Brake: ByBre 1-piston floating caliper, 270mm disc w/ ABS Wheels, Front/Rear: Spoked wheels w/ alloy rims (Signals, Halcyon, Chrome) / 10-spoke alloy (Dark Stealth); 19 in./18 in. Tires, Front/Rear: 100/90-19 / 120/80-18 Rake/Trail: 26.0°/4.4 in. Wheelbase: 54.7 in. Ground Clearance: 6.7 in. Seat Height: 31.7 in. Fuel Capacity: 3.4 gal. Wet Weight: 430 lb. Contact: royalenfield.com Source

There’s only one flavor of Honda’s CB1000R available in the US: the Black Edition. (Adam Campbell/)Honda’s CB1000R Black Edition is the sensible liter-class streetfighter. Not for Honda are the wild excesses of a KTM 1290 Super Duke R or the Ducati Streetfighter V4. No, Honda seems to declaim with this bike, you don’t need all the horsepower of a liter-class race replica. You need strong, balanced performance, good looks, and an attractive price. Then it proceeds to deliver exactly that. Honda’s CB1000R has a retro-modern style that the manufacturer calls Neo-Sports Café. (Adam Campbell/)The only version of the CB1000R sold in the United States is the Black Edition, a midnight special dipped entirely in shiny carbon, set off with polished aluminum highlights on the wheels, engine, and footpeg brackets, and a stainless exhaust. The not-quite-classic coffin-shaped gas tank bears a retro-modern Honda “Wing” logo that, if not for the red background, could have been salvaged from a mid-’60s Super Hawk. The front headlight is retro-modern as well, a riff on a 7-inch-round incandescent, except it’s slammed back against the huge upside-down fork tubes, carries two distinctive rectangular LED reflectors surrounded by a light-pipe halo, and flows at the top into the rectangular form of the full-color LCD instrument panel. It’s a good-looking bike, traditional and modern at the same time, and one that often elicits unsolicited compliments. Info is conveyed via a full-color 5-inch TFT dash. (Adam Campbell/)The heart of the CB1000R is an updated and retuned version of the powerplant that first appeared in the 2004 CBR1000RR. It’s a short-stroke (75mm bore by 56.5mm stroke) four-cylinder screamer that’s been reworked for torque and equipped with the latest two-way slipper clutch for a light pull. Even so, it still redlines at 11,500 rpm. On the dyno, it peaks at 121.8 hp, with a noticeable jump in the torque curve at 6,500 rpm. And the gearing is substantially shorter than on the original CBR race replica, so that first gear tops out at about 72 mph. Short gearing and 1,000cc of displacement launches the bike hard, with the front wheel effortlessly skimming the ground. Similarly, measured performance is strong, though far from exceptional for a literbike: The CB sprints the quarter-mile in 11.1 seconds, traveling 128 mph at the end. A dash from a stop to 60 mph takes just 3.3 seconds, a time that’s as much wheelie- as power-limited. That quarter-mile time and trap speed are a little quicker and faster than that of a Yamaha MT-09 SP, but behind that of the fire-breathing end of the liter-class streetfighter spectrum. It may be powered by a retuned past-generation superbike engine, but there’s still plenty of punch in the CB1000R Black Edition. (Adam Campbell/)But the riding position and ergonomics tell you more of the bike’s character than the Superbike-sourced-but-detuned engine. The pegs are planted directly underneath you, and the reach from the 32.8-inch seat height isn’t as short as that of many supersport bikes, so your legs aren’t tightly folded. The seat itself is well-padded and wide enough for comfort on multihour rides. The handlebars rise enough to have you leaned forward slightly, enough to balance the wind at 80 mph but not enough to make you wish for a back massage after a day of riding. This is a gentleman’s express of a sportbike. Ergonomics are just sporty enough for attacking the canyons, but not so sporty that fatigue quickly sets in. (Adam Campbell/)You notice the attention to detail every time you operate the machine: The brake and clutch levers are perfectly profiled to present only gently rounded edges, something you might not notice until you jump directly onto another manufacturer’s sportbike where the edges are just a bit squarer and a bit less comfortable. The quickshifter works effortlessly for clutchless upshifts and downshifts. When you do need the clutch, the effort on the CB is light, while the front brake is powerful without being touchy. The ABS system will eventually intrude as you brake harder, but the pulsing through the brake lever or the pedal is reasonably minimal, enough to let you know you’re on the limit without distracting. Stopping distances are also good without being exceptional: 34 and 135 feet from 30 and 60 mph, respectively. Stopping power from the CB1000R’s front brake is impressive, and the ABS works well without being distracting. (Adam Campbell/)On winding roads, the CB’s 25 degrees of rake and 3.8 inches of trail work with big Pirelli Diablo Rosso tires (120/70ZR-17 front, 190/55ZR-17 rear) to produce handling that’s stable, competent, and reassuring. The not-very-long 57.3-inch wheelbase and relatively conservative steering geometry produce a machine that simply goes where you want, without either twitchiness or less-than-responsive steering. Instead, the big CB quickly gives you the impression of being on your side, and of being a machine that is unlikely to surprise you with unexpected behavior. Part of that predictability comes from the compliant and well-damped Showa suspension. The Big Piston fork simply absorbs even the big bumps without a hint of harshness. Bumpy backroads don’t upset the CB1000R Black Edition’s chassis, thanks to a balanced suspension with well-sorted damping. (Adam Campbell/)As for the electronic aids, the CB has traction control, ABS, and multiple throttle maps, but lacks a six-axis inertial sensor that would allow the various systems to be aware of the bike’s cornering attitude and to adjust their operation accordingly. Such cornering-aware systems are rapidly becoming the standard and can be found in sub-$10,000 machines, such as the Yamaha MT-09. While the CB does not have the latest tech, it has an attractive TFT-color display and dedicated switch gear that allows its rider to quickly change operating modes. The four modes available are Standard, Rain, Sport, and User. Sport mode offers the most power and the sharpest throttle response—almost too sharp at times—and the least engine-braking and the least intervention of the traction control. Standard mode tunes everything back just a bit and offers a satisfyingly smooth throttle. Rain mode offers noticeably less power and slower response, and somewhat surprisingly has a higher level of engine-braking. User mode is just that. Perhaps an ideal normal setting would be the Standard (number 2) throttle-and-power map, with minimal engine-braking and traction control selected. It’s hard to find many faults with the 2022 Honda CB1000R Black Edition. (Adam Campbell/)The menus for selecting many displays and other functions aren’t always exactly intuitive; even resetting the tripmeters requires a read of the owner’s manual the first time or two. And one of the only ergonomic failures on the machine can be found in the left-hand switch assembly housing the mode and cursor switches. It has a shrunken turn-signal switch, with the emergency flasher switch placed immediately to its right. In more than two months of riding, we found ourselves still occasionally hitting the flasher switch when trying to turn off the turn signal. It was a small thing, but still annoying, and one that could have been prevented with a small raised barrier to shield the flasher switch. But when your main complaint of a motorcycle is the placement of the emergency flasher switch, you know the machine is competent indeed. With the CB1000R, Honda has prioritized solid sporty performance, good distinctive styling, and an ergonomic package that makes the CB more versatile than many other sportbikes or streetfighters. And in doing this while holding the price to $12,999, it has also made the machine something of a value proposition. All hail the CB1000R, the most sensible streetfighter. At $12,999, the CB1000R Black Edition is a bargain in the naked or streetfighter category. (Adam Campbell/)2022 Honda CB1000R Black Edition Specifications MSRP: $12,999 Engine: DOHC, liquid-cooled inline-four; 4 valves/cyl. Displacement: 998cc Bore x Stroke: 75.0 x 56.5mm Compression Ratio: 11.6:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 121.8 hp @ 9,800 rpm Cycle World Measured Torque: 68.8 lb.-ft. @ 8,200 rpm Fuel System: PGM-FI fuel injection w/ 44mm throttle bodies, ride-by-wire Clutch: Wet, multiplate slipper/assist; cable-actuated Frame: Steel backbone Front Suspension: 43mm Showa SFF-BP fork, spring preload, rebound, and compression damping adjustable; 4.7 in. travel Rear Suspension: Single Showa shock, spring preload and rebound damping adjustable; 5.2 in. travel Front Brake: Dual radial-mounted 4-piston calipers, full-floating 310mm discs w/ ABS Rear Brake: 1-caliper, 256mm disc w/ ABS Wheels, Front/Rear: Cast aluminum Tires, Front/Rear: 120/70-17 / 190/55-17 Rake/Trail: 24.7°/3.8 in. Wheelbase: 57.3 in. Ground Clearance: Cycle World Measured Seat Height: 32.8 in. Fuel Capacity: 4.3 gal. Cycle World Measured Wet Weight: 468 lb. Contact: powersports.honda.com Cycle World Measured Performance Quarter-Mile: 11.11 sec. @ 127.81 mph 0–30 mph: 1.58 sec. 0–60 mph: 3.31 sec. 0–100 mph: 6.42 sec. Top-Gear Roll-On, 40–60 mph: 2.80 sec. Top-Gear Roll-On, 60–80 mph: 3.31 sec. Braking, 30–0 mph: 33.99 ft. Braking, 60–0 mph: 135.41 ft. Source

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)In response to my recent “Bore, Stroke, and Engine Performance” story, Simon Felix wants to know if there are any oversquare engines (bore greater than stroke) that produce lots of low-end torque. The classic example often given was built by Ford of Britain years ago. Combining oversquare bore and stroke with quite small valves and ports, it was remarkable for its bottom-end and midrange torque. There are other such engines as well. Engine torque is not entirely dependent on an engine’s stroke. (KTM/)Let’s compare two cylinders having the same displacement—one a stock Harley 114′s undersquare bore and stroke of 4.0 x 4.5 inches, and the other having the radically oversquare dimensions of 5.0 x 2.9 inches. Dividing the stock H-D’s 4.5-inch stroke by the rad example’s 2.9-inch figure tells us the Harley’s stroke is 1.55 times longer than the oversquare engine’s. Does that mean it will make 55 percent more torque? No. This is because the short-stroke cylinder’s bigger piston has more area for combustion gas to push against. When we do the arithmetic, we find that the big-bore, short-stroke cylinder has (wait for it) 1.55 times more piston area. The result, given equal cylinder-filling and combustion pressure, is that the two exactly cancel, and produce the same torque. This tells us that engine torque is not created by stroke length alone. Intake Port Size and Torque As builders have known for many decades, if you “hog out” an engine’s ports, what you’ll get is loss of bottom-end and midrange torque, resulting in a top-end-only “light switch” engine. How does opening up the ports kill torque? Once an engine’s intake stroke is about half completed, the inrushing air-fuel mixture is moving really fast. It is the kinetic energy associated with this velocity (K.E. = 1/2 M x velocity, squared, where M equals the mass of what’s in motion) that keeps the intake process going even though the piston is decelerating toward bottom center. Making the intake valve and port bigger reduces mixture velocity, causing cylinder filling to be less complete at low- and mid-rpm engine speeds—returning the hard-to-ride “light switch” torque curve. It works the other way too. The usual reason we build oversquare engines is to allow them to rev higher, so it’s normal to fill as much of the cylinder head’s area with the biggest possible valves. This was how British single-cylinder race engines evolved between the wars (1919–1939), with gradual reductions of stroke, increases of bore, and provision for larger and larger valves. Building a Tractor But what if we’re not trying to build a race engine? What if we’re an automaker needing a family-car powerplant with a wide torque range, yet all we have in production is an oversquare engine? Just put smallish valves and ports into a new cylinder head and—presto—now we have a tractor. Those small valves and ports don’t “know” how big the bore is or how short the stroke. All they know is that something is creating a pressure difference across the port. By half-stroke, intake velocity is very high, so as the piston approaches BDC at middling rpm, air keeps right on rushing into the cylinder, filling it well, resulting in wide torque. Another less subtle example: Back in the 1970s both Ferrari and Alfa Romeo built flat-twelve F1 engines with large bores and short strokes. Ferrari’s 312T was quite successful, the Alfa less so. Now pull a cylinder head from each and invert it so we can see the combustion chambers. Alfa’s head has the biggest valves that will fit, but Ferrari’s has smaller valves with a lot more room around them. Why? We know that if we make intake valves and ports too big, an engine can generate cylinder-filling high intake velocity only at the very top of its rev range. Ferrari chose smaller valves because that gave them stronger acceleration. How Fast Is Too Fast? We also know that if intake velocity is pushed too high by really small ports, air friction and even sonic shock formation put the brakes on flow, making the flow unable to keep up with the falling piston’s demand. This is what happens to stock Harley Big Twins as they approach 5,000 rpm—their short VW-like cam timing (very close to 180 degrees) and smallish valves and ports do a fine job of packing the cylinders with high-velocity mixture off the bottom and into the midrange (peak torque near 3,000 rpm), but as the pistons move even faster, intake air velocity rises into the friction-loss zone, so cylinder filling weakens. The engine is all done at 5,000 rpm. The very same thing would happen even if we changed the Harley’s bore and stroke to a radical 5 x 2.9 inches. It is valve and port size that determine where in its rev range an engine will breathe its deepest. We associate long stroke and small bore with good low- and midrange torque because small valves and ports are all that will fit into a small bore. But the physics behind cylinder filling has to do with having the right intake velocity—not too low, not too high—in the rpm range where you need torque the most. About the Oval-Piston Honda NR500 In the comments after my “Curtain Area” article, reader WR300R also asks an interesting question: “Was valve shrouding by its neighbors any part of the downfall of Honda’s NR500?” The NR500 of the late ‘70s/early ‘80s was Honda’s attempt to build a four-stroke V-4 that could beat the 500cc two-stroke GP bikes fielded by Yamaha and Suzuki. To make power at very high revs the NR used oval pistons, each joined to the crankshaft by a pair of con-rods. Each cylinder also had eight valves—four intakes on one side of the oval, and four exhausts on the other—in a classic pent roof chamber. Although intended to give peak power at 23,000 rpm it eventually made 136 hp at 19,000 rpm, and never won a single GP point. Honda now regards it as the starting point for its family of round-cylinder four-valve V-4 bikes, including the RC213V racer which has carried Marc Márquez to six MotoGP world championships. Honda’s NR500 had <i>eight</i> valves per cylinder. (Honda/)Those who have worked with conventional five-valve engines such as Yamaha’s FZR750 have noted that if only the two outer intake valves are operating, the flow through them is outstanding. But when the center intake operates with the other two, something happens that can result in less-than-expected flow. Do the flow streams interfere with each other? Did something similar happen, as our reader suggests, with the NR500 and its four intakes all in a row? The Real Culprit Cylinder filling and combustion in the NR seem to have been fairly good, at about 93 percent of what is regarded as outstanding, so I suspect Honda’s lack of results came more from being unable to reach the hoped-for peak-power revs of 23,000. Chronic piston cracking held them back, and when you calculate the NR’s peak piston acceleration, you find they were trying to make their pistons reliable at a level 30 percent higher than what was usual then in Formula 1. Honda worked very hard on the NR, refining it through multiple designs. Had they succeeded in making reliable power at 23,000 rpm, then 165 hp might have been possible. The two-strokes reached that level in 1991, and six years later went on to produce 190 horses. To make that power from a four-stroke would have required reliability at 25,000 revs. I heard the NR run at a few GPs in 1981. During warmup it made a deep booming sound, like the 1,000cc Superbikes of that time. But at speed, on the track, it was hard to tell from the two-strokes. Source

Royal Enfield meshes an all-new design of the 2022 Classic 350 with the post-war silhouette of its 1948 G2 350. (Royal Enfield/)If there’s ever been a company able to throw around the term “classic” all willy-nilly, it’s Royal Enfield. That’s because the company has been continuously producing motorcycles since 1901. Originally founded in England, the brand produced bikes there until its factories in Redditch and Bradford on Avon were shuttered in 1970. Its Indian subsidiary survived and was eventually acquired by The Eicher Group. That provided the chance for rebirth, and the Chennai company has been streaking forward ever since. In recent years, Royal Enfield has introduced a string of new models that have made a respectable mark, including the Himalayan and the Meteor 350, which join long-time stalwarts like the Continental GT and Bullet. For 2022, RE has brought back the Classic 350, the best-selling model in the company’s long history, which was inspired by the 1948 G2 350 Bullet—the first bike with an articulating swingarm! The Classic was brought back to provide the simplicity of pure riding enjoyment in a basic package, with nostalgic styling, but powered by an all-new modern engine. The Classic 350 is powered by the same air/oil-cooled 349cc DOHC powerplant as seen in the Royal Enfield Meteor 350, which we’ve become fond of for its gradual power delivery and gentle personality. (Royal Enfield/)“Throughout our history, we have been consistent in our pursuit to build timeless, beautiful motorcycles that are great fun to ride, and the new Classic 350 does just that,” said Siddhartha Lal, Managing Director of Eicher Motors Ltd. “The all-new Classic 350 combines this quintessential, retro design with a modern and refined ride experience. We are confident that the all-new Classic 350 will once again redefine the midsize motorcycle space, globally.” Its brand-new single-cylinder DOHC counterbalanced air/oil-cooled 349cc J-series engine first found life in the Meteor 350 and puts out a claimed 20.2 hp at 6,100 rpm and 19 lb.-ft. of peak torque at 4,000 rpm. Fueling is provided by EFI, while the classic pea-shooter exhaust gets rid of spent gasses. Power is sent through a wet multiplate clutch to the five-speed transmission and then onto a chain final drive. The Royal Enfield Classic rides on an all-new steel twin-downtube spine chassis and a 41mm fork. A pair of twin tube emulsion shocks handle the rear end’s damping needs, and offer six-steps of spring-preload adjustment. (Royal Enfield/)“We’ve paid great attention to every aspect of the motorcycle, right from its stunning look to the perfection in parts and the touchpoints to its impeccable riding performance,” adds Lal. “The engine is super smooth, intuitively responsive and engaging, and has that gorgeous growl on acceleration.” This engine bolts into an all-new, steel twin-downtube spine frame that RE claims has been strengthened for better stability and more precise handling. Plush suspension is provided by a conventional 41mm fork with just over 5 inches of travel and a pair of twin tube emulsion shocks with six steps of spring-preload adjustment. Most models ride on spoked chrome alloy inner-tube wheels with a 19 in. front and 18 in. rear, while the Dark models have 10-spoke (tubeless) alloy wheels in the same diameters. Both versions come with 100/90-19 front and 120/80-18 rear tires made by CEAT. Braking is handled by ByBre (Brembo’s Indian subsidiary) components with a single 300mm disc and twin-piston floating caliper on the front, and a 270mm disc/single-piston floating caliper out back. The system features dual-channel ABS. The Royal Enfield Classic 350 is available in several unique colorways. The Signals Desert Sand and Signals Marsh Grey seen here pay homage to the Indian army with 1950s military-inspired graphics and wire-spoke wheels. (Royal Enfield/)“The all-new chassis lends enormous confidence while riding, with surefooted handling and agile braking,” continues Lal. “The motorcycle feels in control and well-mannered around tight corners. The motorcycle is, without a doubt, class-leading, and feels incredibly refined and enjoyable to ride.” Everything about this bike was designed to be fun and friendly to a wide range of riders. Key to that goal is a low 31.7-inch seat height that ensures that riders of all heights can get their feet firmly planted on the ground. The thickly padded seat promises a comfortable place to sit whether you’re making a quick trip around town or on a long ride over the weekend. Want to take a passenger? No problem, as there are passenger accommodations. Still, the rear pillion seat and passenger pegs are removable if you prefer that look and don’t want someone hanging on your back. Despite being the Classic 350, Royal Enfield mixed premium fit and finish throughout, including the analog tachometer and LCD display. (Royal Enfield/)A mid-rise handlebar should help provide a relaxed and upright riding position, while mid-mounted foot controls with rubber inserts should put most rider’s legs into a gentle bend that won’t cramp them up on longer rides. Looking out over the single traditional headlight is an analog speedometer with a variety of warning lights and even an ECO-mode indicator that lets you know when you’re being mellow with the throttle hand and consuming fuel at the most efficient rate. Speaking of fuel, the classic teardrop tank has a 3.4-gallon capacity and should provide good range from this mellow engine. The Classic 350 will be available in nine different styles and colors. Available in April of 2022 are the Dark Stealth Black and Dark Gunmetal Grey models that come with 10-spoke alloy wheels and tubeless tires for $4,599. Also arriving in April are the Signals Desert Sand ($4,599) and Signals Marsh Grey ($4,599) models that were inspired by Royal Enfield’s association with the Indian armed forces and feature 1950s era military graphics. Later in 2022, five more color options will be available including Halcyon Forest Green, Halcyon Black, or Halcyon Blue, all three of which are $4,499. Chrome Red and Chrome Brown with mirror-finish tanks and special badging will run $4,699. The Royal Enfield Classic 350 arrives stateside in April of 2022. (Royal Enfield/)2022 Royal Enfield Classic 350 Claimed Specifications MSRP: $4,499-$4,699 Engine: 349cc, air/oil-cooled, DOHC single Bore x Stroke: 72.0mm x 85.8mm Transmission/Final Drive: 5-speed/chain Claimed Horsepower: 20.2 hp @ 6,100 rpm Claimed Torque: 19 lb.-ft. @ 4,000 rpm Fuel Delivery: Electronic fuel injection Clutch: Wet, multiple disc, cable operation Engine Management/Ignition: Electronic Frame: Twin-downtube spine steel Front Suspension: 41mm telescopic fork; 5.1-in. travel Rear Suspension: Twin tube emulsion shock absorbers; preload adjustable Front Brake: ByBre 2-piston floating caliper, 300mm disc w/ ABS Rear Brake: ByBre 1-piston floating caliper, 270mm disc w/ ABS Wheels, Front/Rear: Spoked wheels w/ alloy rims (Signals, Halcyon, Chrome); 10-spoke Alloy (Dark Stealth); 19 in. / 18 in. Tires, Front/Rear: 100/90-19 / 120/80-18 Rake/Trail: N/A/ N/A Wheelbase: 54.7 in. Ground Clearance: 6.7 in. Seat Height: 31.7 in. Fuel Capacity: 3.4 gal. Wet Weight: 430 lb. Contact: RoyalEnfield.com Source

Consider the Honda CB500X a “light middleweight” adventurer that’s ready to serve as a city commuter on weekdays but then deliver actual off-road adventure on weekends. (American Honda/)Ups Upright seating position with good wind protectionLow seat height welcomes riders of all heightsNew dual-disc front brakes (with standard ABS) and upgraded forkDowns Handlebar too low to comfortably accommodate standing off roadWindscreen requires tools for height adjustmentNo provisions for fork adjustmentVerdict When it comes to entry-level adventure-style motorcycles, the Honda CB500X is an amazing value at $7,199. The bike is more at home on the asphalt than the dirt, but is perfectly capable of tackling gravel roads too. For 2022, Honda upgraded the fork, braking system, and made a few other chassis-related improvements. Riders who want to give adventure riding a try for the first time or those just looking for a comfortable, upright, and all-around practical motorcycle should definitely check out the 500X. For 2022, Honda upgraded the CB500X’s fork, braking system, and made a handful of chassis-related improvements, including new wheels and a redesigned swingarm. (American Honda/)Overview Honda has long taken on the responsibility of encouraging new riders into the sport, and the CB500 range of bikes is proof. This trio of machines includes the naked CB500F, fully faired CBR500R, and the adventure-styled 500X detailed here. An argument can quickly be formed that the CB500X is the most practical and versatile of the lot. With an upright seating position, tall and protective windscreen, dual 296mm disc brake setup up front (with standard ABS), adventure-oriented wheel sizes (19-inch front and 17-inch rear), dual-purpose-style tires, and a tractable parallel-twin engine, the “light middleweight” adventurer is ready to go wherever you want to travel. Originally launched in 2013, the CB500X brought crossover adventure style to Honda’s fun-focused 500cc lineup. Driven by customer feedback, the CB500X has become more adventurous over time. A 2016 upgrade included a larger fuel tank and more wind protection via a taller screen. The bike also gained LED lighting, a spring-preload-adjustable fork and an adjustable brake lever. Another evolution happened in 2019, with Honda updating the engine for increased torque and roll-on performance. The switch to a 19-inch front wheel (from a 17-incher) was a nod to the bike’s adventurous personality, while comfort features like a 20mm-taller windscreen and full-featured display were added to help the CB500X stand out in an ultracompetitive category. If you’re looking to get your feet wet (or muddy?) in the world of adventure riding, are a newer rider, or a seasoned vet looking for an affordably priced choice, the CB500X is definitely worth consideration. Updates for 2022 Having already gained recognition for its versatile performance, the CB500X receives modest but purposeful updates for 2022. Engine changes include revised fuel-injection settings and a lighter radiator, while the chassis benefits from the switch to an inverted Showa 41mm SFF-BP fork, dual Nissin radial-mount four-piston calipers biting 296mm rotors, lightweight wheels that feature thinner spokes, and a redesigned swingarm for improved rider comfort and handling performance. Compared to the previous model, claimed curb weight is 5 pounds lighter at 439 pounds, and weight bias also moves slightly forward for enhanced front-tire grip and feel. The front/rear weight bias percentage is 48.7/51.3 compared to the previous 48/52. Styling updates are limited to just a larger front fender. Pricing and Variants Now that ABS is standard, there is only one version of the CB500X, which is available in one color scheme: Pearl Organic Green/Black for $7,199. Competition Although there are few 500cc twin-cylinder competitors, there are many similarly styled, entry-level ADV models that could be considered alongside the CB500X. The KTM 390 Adventure, Kawasaki Versys-X 300, Royal Enfield Himalayan, and BMW’s G 310 GS are a bit smaller in displacement, while the KTM 690 Enduro R, Yamaha Ténéré 700, and Suzuki V-Strom 650 sit on the other side of the spectrum with larger engines. Although visually similar but at the far end of the price and displacement scale—for those ready to jump into the deep end—there is Ducati’s Multistrada V2. The previous year model's conventional fork has been replaced with a Showa 41mm inverted Separate Function Fork Big Piston (SFF-BP) fork with 5.9 inches of cushion stroke, held by new upper and lower triple clamps. (American Honda/)Powertrain: Engine, Transmission, and Performance At the core of Honda’s CB500 range is a 471cc liquid-cooled parallel-twin engine with new fuel-injection settings targeting improved torque feel and character. Exhaust is expelled through twin pipes that lead to a low-mount muffler. Power is delivered to the rear wheel via a Slipper Assist Clutch (with a claimed 45 percent less lever effort than a traditional clutch), through a six-speed transmission to a chain final drive. In our most recent test Cycle World described the engine performance as such: “The engine, although docile, was in no way lacking when it came to the spirited paces of Southern California’s busiest freeways. Its 42.45 hp at 8,130 rpm and 29.25 pound-feet at 6,500 rpm recorded during a fourth-gear pull on the CW in-house dyno are plenty for an adventure motorcycle meant to be friendly and usable.” Power delivery is predictable, making it easy to comfortably tackle gravel roads on fun adventures out of the city. Handling Lightweight and nimble, Honda designed the CB500X for easily navigating traffic, canyon roads, dirt trails, and everything in between. The suspension components on previous-generation CB500X models left riders wanting a little more, with Cycle World commenting, “On the pavement, the CB-X’s 41mm fork and single shock are soft and don’t allow for a planted feel in switchbacks—mid-turn bumps have the rear pogoing over those undulations, causing instability.” The changes for 2022 look to address those criticisms, and while test riders have yet to log miles on the platform, we’ll soon see if the 2022 model can match or beat the performance we experienced on the 2020 bike. The 2022 CB500X’s dual 296mm petal-style rotors (versus single 310mm brake disc on the 2021 model) and axial-mounted Nissin two-piston calipers require less lever pressure when braking, while keeping any weight gain to a minimum. (American Honda/)Brakes On the previous model, we felt the braking was adequate with that bike’s single front disc/twin-piston-caliper setup. The addition of two slightly small-diameter (296 versus 310mm) discs with twin-piston calipers should in theory be a big improvement in performance and feel. Honda claims that the required lever pressure when braking has been reduced, and that the smaller disc size keeps any weight gain to a minimum. The CB500X’s windscreen has two available height settings—56.9 inches and 55.5 inches—but requires tools to be adjusted. (American Honda/)Fuel Economy and Real-World MPG Considering that very little if anything has changed with the engine itself, our last recorded average fuel economy on the 2020 model of 54.6 mpg is totally solid, and should work out to around 250 miles of total range. Ergonomics: Comfort and Utility More findings from the last test that should carry over to the new model pertain to rider comfort. “When cruising along at speed the windscreen serves its purpose in deflecting the wind, but you best be sure the placement is suitable before your journey because the two-height adjustability does require tools,” wrote the Cycle World test staff. Even still, it is nice to have options, and in this case you have two; the windscreen can be adjusted to 56.9-inch or 55.5-inch heights. While we had no issue with flat-footing, riders with shorter inseams will be on their toes. Commuting to and from the office or around town is done in comfort; the ergonomics are upright with the tapered handlebar and central peg position. The width of the bar and low-slung weight allow for easy slow-speed maneuvering. Standing up on the pegs for dirt sections is moderately uncomfortable since the bars are just a tad low and back, causing the rider to bend more over the bars than preferred. Then again, the CB500X is more street-oriented than dirt-focused. LCD instruments—set in a multi-surfaced and textured surrounding—give the affordable CB500X a premium look and feel. (American Honda/)Electronics There isn’t a lot of tech wizardry here, but you get standard ABS, LED lighting, and a fully digital instrument cluster featuring a gear position indicator and programmable shift-up light. Warranty and Maintenance Coverage A one-year transferable, unlimited-mileage limited warranty is standard, while an optional HondaCare Protection Plan is also available. Quality Despite the affordable price, this is still a Honda, and the Japanese company has an amazing reputation for high-quality fit and finish, and takes pride in the durability of its products. 2022 Honda CB500X Claimed Specifications MSRP: $7,199 Engine: 471cc, DOHC, liquid-cooled parallel twin; 8 valves Bore x Stroke: 67.0 x 66.8mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: PGM-FI w/ 34mm throttle bodies Clutch: Wet, multiple disc; cable operation Engine Management/Ignition: Computer-controlled digital transistorized w/ electronic advance Frame: Diamond-shaped steel-tube mainframe Front Suspension: 41mm Showa SFF-BP USD fork; 5.9 in. travel Rear Suspension: Pro-Link single shock, spring preload adjustable; 5.3 in. travel Front Brake: 2-piston calipers, dual 296mm discs w/ ABS Rear Brake: 1-piston floating caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum spoked; 19-in. / 17 in. Tires, Front/Rear: 110/80-19 / 160/60-17 Rake/Trail: 27.5°/4.3 in. Wheelbase: 56.9 in. Ground Clearance: 7.1 in. Seat Height: 32.8 in. Fuel Capacity: 4.7 gal. Wet Weight: 439 lb. Contact: powersports.honda.com Source

The 2022 KTM 1290 Super Adventure R has finally made its way stateside, a year after it was made available to the European market. KTM redesigned the Super Adventure with major updates to its engine, chassis, and electronics package. The KTM 1290 Super Adventure R is powered by a variation of the 1,301cc LC8 75-degree V-twin powerplant, which also powers the ridiculously entertaining 1290 Super Duke R Evo. The engine was updated extensively for the 2022 model year to achieve Euro 5 compliance, which we covered in our first ride review of the new model. Horsepower and torque figures of the 2022 KTM 1290 Super Adventure R on the <i>Cycle World</i> dyno. (Robert Martin Jr./)As part of the Cycle World testing protocol, we placed the 2022 KTM 1290 Super Adventure R on our in-house Dynojet 250i dynamometer, recording horsepower and torque measurements. The Super Adventure produced a peak 136.32 hp at 9,200 rpm and 87.45 pound-feet torque at 7,010. The immediacy of available torque and tabletop-like curve is remarkable. Over 80 pound-feet of torque is available from the 3,500 rpm mark and only tapers off beyond 9,000 rpm. Source

Harley-Davidson’s 2022 Nightster brings a more familiar shape and style to the new-generation Sportster product line. (Harley-Davidson/)The recent debut of Harley-Davidson’s Sportster S was a shock. The liquid-cooled, trellis-framed S is a major departure from everything that previously meant Sportster. Now, with Harley’s unveiling of the 2022 Nightster, H-D is both demonstrating the versatility of the new platform and returning to a more familiar silhouette. The Nightster’s peanut tank seems vaguely familiar in front of its solo seat and twin rear shocks. It turns out the new cruiser chassis for the Revolution Max can properly carry the flag for the Sportster name after all. After breaking the internet for a few moments with the Sportster S announcement, the MoCo is giving us almost exactly what we wanted to see here: more traditional wheel sizing and a form that better represents the history of the Sportster model. Related: 2022 Harley-Davidson Nightster Buyer’s Guide The original Nightster was introduced in 2007 as a blacked-out bobber-style model on the Sportster platform. It ran until 2012, when it was cut from the line. The similarly styled Forty-Eight still exists now in 2022, though the Sportster name has been removed from its page on the Harley-Davidson website. Many of those original styling cues carry over to the new Nightster. H-D Vice President of Design Brad Richards said making the Nightster look correct with classic Sportster styling was a challenge. (Harley-Davidson/)Powering the Nightster is the new Revolution Max 975T, which H-D says is tuned for “muscular torque.” Like the 1250T in the Sportster S, the 975T is a liquid-cooled 60-degree V-twin. The Nightster’s engine will also feature variable valve timing, hydraulic valve lash adjustment, and internal balancers tuned “to retain just enough vibration to make the motorcycle feel alive.” The Nightster is powered by the new Revolution Max 975T DOHC liquid-cooled V-twin. (Harley-Davidson/)“We do want to retain some of the feel that’s so much of what Harley is about, yet we want to balance that with a comfortable ride,” said Kyle Wick, chief engineer on the Nightster project. “With an engine like this, where you go much higher into the rev range, it’s got a different characteristic. If you don’t balance this well, you can create a very poor experience. We want people to know they’re on a bike, that they’re on a Harley-Davidson.” As we will see on any Sportster moving forward, the Revolution Max engine is a structural part of the Nightster’s chassis. Its aluminum tailsection and welded rectangular steel swingarm are new compared to the S model, accommodating twin emulsion shocks that increase suspension travel, again comparatively. The fork is a 41mm Showa unit with Dual Bending Valve internals. The Nightster will come with selectable ride modes, each providing a different combination of power delivery, engine-braking, antilock braking, and traction control. Available ride modes include Rain, Road, and Sport, each increasing in performance and response. A 3.1-gallon fuel cell is located beneath the Nightster’s seat, with a metal shroud shaped like a traditional gas tank covering the airbox. Riders looking to fill that fuel cell will have to lift the Nightster’s hinged seat to do so, an interesting design choice for an H-D. “We had to make a step change in the performance of Sportster,” said Brad Richards, Harley-Davidson’s vice president of design. “We knew we wanted to do that, and in order to do that there were certain airbox requirements in terms of volume, and of course we have range expectations as well for the product. When we combined fuel size and airbox size, there was no option for a smaller-proportioned, classic-looking Sportster tank. So we were really struggling with how to do this. We also wanted outboard dual shocks ‘cause that was part of the Sportster thing as well. We quickly realized that because of these two things, maybe fuel under the seat would be a good play for us. As soon as we did that it enabled the proportion that we needed with the fuel tank so we got the classic Sportster silhouette.” Unlike the Sportster S with its LCD gauge system, the Nightster will come with a 4-inch analog gauge with a multifunction LCD display on the handlebar riser, likely similar to that seen on other H-D models like the Street Bob. H-D’s Nightster gets an analog speedo featuring a multifunction LCD display mounted on the handlebar riser. (Harley-Davidson/)When asked about hiding new technology in a more traditional form, Richards said, “We knew with the Rev Max architecture that we wanted tremendous breadth in terms of modularity. We knew with Adventure Touring bikes and something like Sportster S we could get away with it, because those bikes didn’t have previous forms that we had to embody. But Nightster had to look like a Sportster. As soon as you take away the loop frame that becomes a real challenge. We did a lot of proportional foam mock-ups, we made a lot of models of this bike. The first ones, I’ll admit, weren’t very successful and we had to do some serious soul searching, and that’s when we got the fuel under the seat and we finally figured out how to put it all together and it was a serious challenge.” Nightster models are expected in US dealerships April of 2022, so almost immediately. MSRP for the 2022 Nightster in Vivid Black is $13,499, with Gunship Gray or Redline Red coming in at $13,999. The Nighstster promises to weigh less and produce more power than an old air-cooled Sportster 883, but it seems the 975T is playing a similar role as it pertains to the 1250T. Thanks to its low center of gravity, approachable engine with ride modes, and low seat height, the Nightster seems to be the new entry-level Harley-Davidson. “This is a narrow bike and a low seat height and a low CG,” Wick said. “This bike is more approachable than arguably any bike in our lineup, and arguably any bike in this space.” With less weight and more power than the air-cooled Sportster 883, the Nightster looks to provide more performance while still remaining approachable. (Harley-Davidson/)2022 Harley-Davidson Nightster Specifications MSRP: $13,499 (Vivid Black)/$13,999 (Gunship Gray, Redline Red) Engine: Revolution Max 975T 60-degree DOHC V-twin; variable intake valve timing; 4 valves/cyl. Displacement: 975cc Bore x Stroke: 97.0 x 66.0mm Compression Ratio: 12.0:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 90 hp @ 7,500 rpm Claimed Torque: 70 lb.-ft. @ 5,000 rpm Fuel System: Electronic Sequential Port Fuel Injection (ESPFI) w/ 50mm throttle bodies Clutch: Wet, 8-plate, slipper/assist; mechanical Frame: Steel trellis frame; aluminum forged mid-structure Front Suspension: 41mm Showa Dual Bending Valve Rear Suspension: Emulsion shocks, preload adjustable Front Brake: Axially mounted 4-piston caliper, 320mm disc Rear Brake: Floating single-piston caliper, 260mm disc Wheels, Front/Rear: Cast aluminum; 19 in./16 in. Tires, Front/Rear: Dunlop Harley-Davidson Series Bias Blackwall; 100/90-19 57H / 150/80B-16 77H Rake/Trail: 30.0°/5.4 in. Wheelbase: 61.3 in. Ground Clearance: 4.5 in. Seat Height: 27.8 in. Fuel Capacity: 3.1 gal. Claimed Average MPG: 52.4 mpg Claimed Wet Weight: 481 lb Contact: harley-davidson.com Source

Hugo Eccles’ award-winning “XP Zero” futuristic cafe racer is built on a Zero SR/F platform. (Petersen Automotive Museum/)In 2019, LA’s Petersen Automotive Museum launched the world’s first exhibition featuring only electric motorcycles. The event, titled “Electric Revolution” and curated by Paul d’Orleans from The Vintagent blog, showcased 21 EV bikes, including mostly customs from e-innovators like Cake, Curtiss Motorcycles, and Blatant Moto, and a few OEM electric steeds, including the 2020 Harley-Davidson LiveWire. Following major pauses across the moto industry due to the pandemic, Petersen returns with a follow-up show Thursday, April 14, 2022, in the Richard Varner Family Gallery. The 2022 event, now called “Electric Revolutionaries,” will emphasize not just the bikes but also the builders. At 100 pounds, Walt Siegl’s “RONTU” takes minimalism in moto design very seriously. (Petersent Automotive Museum/)Petersen aims to provide “an exclusive look at the groundbreaking creations of the visionaries at the forefront of the ever-expanding electric motorcycle industry.” And from the looks of the machinery, such as Eva Håkansson’s “KillaJoule” electric land-speed racer and Huge Eccles’ “XP Zero,” this goal will be easily achieved. The show, once again curated by Motor/Cycle Arts Foundation co-founder Paul d’Orleans, will feature more than 25 custom electric motorcycles. Eva Håkansson’s “KillaJoule” is one fast electric land-speed racer. How fast? How about 240.7 mph! (Petersen Automotive Museum/)“I’m super excited to assemble this wildly diverse collection of EV pioneers,” d’Orleans said. “‘Electric Revolutionaries’ really does represent the range of interest in an electric future, from a humble teen in Ghana making EVs from scrap, to genius artisans building conceptual and boundary-pushing designs, to speed demons and global superstar designers interested in pushing mobility into the green zone.” Producing the exhibit are the Motor/Cycle Arts Foundation and Sasha Tcherevkoff, with support from LiveWire and Damon Motorcycles as contributing sponsors. “The One” by Curtiss Motors takes influence from modern hypercars for this ultrafuturistic custom. (Petersen Automotive Museum/)Highlights will include: “KillaJoule,” the land-speed racer that delivered its creator Eva Håkansson the title of the fastest woman on an electric motorcycle with a run in 2014 of 240.7 mph. The custom EV was built with limited funds by Eva and her husband at their home.Solar-powered “Solar Scooter” and “Solar Rickshaw,” both built by Ghanaian teenager Samuel Aboagye “using only salvaged, discarded, and recycled materials that he could source for free,” Petersen said in a press release.“The One” by Curtiss Motors, a retro-futuristic design conceptualized by JT Nesbitt that takes influence from hypercars, will make its worldwide debut.“NOMOTO” by Joey Ruiter, which “camouflages as utilitarian street furniture and his geometric “Moto Undone” concept.”“RONTU” from the iconic <a href="https://www.cycleworld.com/walt-siegl-motorcycles-custom-builder-and-designer/" target="_blank">Walt Siegl</a>. This 100-pound custom electric moto features an ultraminimalist style void of bodywork built from carbon fiber and aluminum.Hugo Eccles’ avant-garde “XP Zero,” an award-winning “radical reinterpretation of a production <a href="https://www.cycleworld.com/story/motorcycle-reviews/2020-zero-motorcycles-srf-review/" target="_blank">Zero SR/F</a> into a futuristic cafe racer.”Custom LiveWire built for Hooligan racing by SMCO. How cool is this custom LiveWire built for Hooligan racing by SMCO founders, brothers Aaron and Shaun Guardado? (Petersen Automotive Museum/)“It is incredible how far electric motorcycles have come in the short time from our first exhibit in 2019,” said Terry L. Karges, Petersen Automotive Museum executive director. “This new display gives a unique and close-up look at the innovative machines and the creators behind them pushing the boundaries of motorcycle electrification and design. The detail, level of craftsmanship, and unorthodox thinking behind these electric motorcycles make them must-sees.” For tickets and other information, visit Petersen Automotive Museum. Source

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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