Hugh Janus

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

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

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

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

Honda’s NC750X DCT might be as practical as motorcycles can get. (Adam Campbell/)Practicality, in the truest sense of the word, is hard to come by in motorcycling these days. The specialization of the marketplace has divided the showroom floor by making bikes so sharply focused that versatility has been developed out of the equation. Bikes have primarily been designed on a performance, styling, or even lifestyle basis, and for a new rider, that narrowness of focus can make choosing a motorcycle confusing and often intimidating. But the practical philosophy is the driving force behind the Honda NC750X. For example, rather than take an existing motorcycle engine and repurpose it, Honda basically took the four-cylinder engine from its Fit/Jazz subcompact car and cut it in half. So instead of the usual motorcycle powerplant, which is designed for high power density and rpm, the NC750X parallel-twin engine’s forte is excellent efficiency at lower revs, as demonstrated by its comparatively low 6,500-rpm redline. Check out Kevin Cameron’s discussion of the NC750X’s predecessor engine, the NC700, here. Related: Honda NC850 In The Works? Base price for the NC750X DCT is $9,299. Without the Dual-Clutch Transmission, base price is $8,499. (Adam Campbell/)But don’t assume that design makes the NC750X sluggish. With its quick-revving nature and a flat torque curve that starts just off idle, whacking the throttle open from a stoplight is rewarded with instant and surprisingly strong acceleration that will easily holeshot any traffic. That’s especially true of the DCT automatic transmission version we tested, more on which later. The 270-degree crankshaft design provides a broad spread of power with a much better exhaust note and none of the annoying vibes of a typical 180-degree parallel twin. The engine design also allowed Honda to tilt the cylinders forward at a 55-degree angle, which provides numerous benefits: It permits a fairly low 31.6-inch seat height, which fosters confidence in new riders (and the seat feels much lower than that due to a shape that narrows at the front); it allows for a cavernous 23-liter ignition-keyed storage space, big enough for a full-face helmet or a decent load of groceries, where the fuel tank normally sits; and the 3.8-gallon fuel tank can be relocated below the rider’s seat, so the NC750X DCT’s center of mass is kept very low to aid handling. In there, there’s half of a car engine—a very small one. (Adam Campbell/)In fact, despite its somewhat porky 493-pound wet weight and 60-inch wheelbase, the NC750X DCT is surprisingly agile, and steering is light and neutral at all speeds. Yet the chassis remains very stable in nearly all situations, and there’s good ground clearance before the footpeg tips touch down. It’s easy to get the Honda moving quickly through any set of corners, a situation aided by decent grip from the stock Metzeler Tourance Next tires. The bike uses a nonadjustable 41mm Showa Dual Bending Valve fork, which is a sort of poor man’s cartridge fork straddling the design gap between a standard fixed-orifice damping rod unit and a shim-stack cartridge design. This cleverness, combined with a single rear shock, does an admirable job of keeping chassis pitch to a minimum. The bike only begins to come unglued when pushed to a pace that the vast majority of NC750X owners won’t approach. Despite being fairly low-spec in the chassis department, the NC750X DCT is stable in corners. (Adam Campbell/)Braking from the single 320mm disc with twin-piston slide-pin caliper up front is adequate, but is much better and stronger when used in conjunction with the single rear 240mm disc and single-piston caliper. Perhaps Honda’s Combined ABS would have been a good choice for the NC, but cost considerations likely canceled that idea. As previously mentioned, we tested the DCT automatic transmission version of the NC750X, a $800 premium over the manual transmission model; considering the engine’s torquey, quick-revving character, this is the version to get. Honda has continually refined and tweaked the DCT gearbox since its 2010 debut on the VFR1200F DCT, and this latest edition is the best yet. There are four riding modes, Sport, Standard, Rain, and User, with User mode allowing you to individually configure power, throttle response, traction control, and engine-braking. Considering the torquey power delivery of the NC750X’s engine, the DCT option is the best transmission choice. (Adam Campbell/)Sport mode lets each gear rev out to near redline before shifting, while Standard upshifts to as high a gear as quickly as possible to keep fuel consumption to a minimum. This latest DCT, however, has a “learning” ability that can change shifting according to how you’re riding. For instance, if you’re in Sport mode and you dial back the throttle to cruise, the transmission will upshift to the next gear after a couple of seconds; if you stay at cruise throttle, it will continue upshifting to the appropriate higher gear. Subsequent takeoffs from a stoplight with mellow throttle will result in early upshifts instead of holding a gear. But start grabbing handfuls of throttle, and the DCT will immediately downshift and return to letting you rev out each gear before upshifting. Downshift programming is also much better than the first-gen unit on the VFR, making downshifts at just the right times before corner entry; downshifts coming to a stop in Standard mode are far less clunky and noisy. User mode did an excellent job of determining when the rider is cruising or riding more aggressively. (Adam Campbell/)Rain mode drastically dials back the engine response, power, and engine-braking, while boosting traction control to full nanny. I liked User mode, which allows a rider to reduce engine-braking and TC to the minimum; and the system did an excellent job of sensing when I was ramping up the pace through turns versus just commuting to work. And, as with any DCT transmission, you can shift manually using the paddles on the left handlebar switch gear. One downside though: The NC750X’s DCT always defaults to Standard mode when the ignition key is turned off. Apparently Honda feels that the intended market for this bike, namely new riders, should always start in Standard. It’s easy to see their point, but it’s annoying to always have to make the change if one wants to start in Sport or User mode. As far as fuel economy, riding in Standard mode only on a daily city commute achieved 55.7 mpg, very good for a full-size bike. That figure dropped to 49 mpg when Sport and User modes were frequently used with a lot of throttle twisting, but that’s still very good fuel efficiency. With the fuel tank located below the rider, Honda placed a handy storage compartment in front of the rider. (Adam Campbell/)The NC750X DCT’s ergonomics are pretty much standard bike fare, with a comfortable upright riding position providing good leverage over a wide handlebar. The seat-to-peg relationship was a bit tight for my 5-foot-8 frame, however; taller riders will probably feel even more cramped. And while the seat is plenty supportive, it started to cause discomfort after about an hour in the saddle. The short windscreen also didn’t really provide much wind protection, resulting in some helmet-area turbulence above 60 mph. Riding position is upright but tight for anyone over 5 feet, 8 inches tall. (Adam Campbell/)But those are minor nitpicks on a bike that’s an excellent overall choice for the rider looking for a truly practical and easy-to-ride motorcycle without any ego baggage. The Honda NC750X DCT delivers excellent fuel mileage and good performance to go with its convenient and cavernous keyed storage compartment and excellent automatic transmission. And it still stickers well under $10K. It’s one of the better deals in motorcycling, and it absolutely shouldn’t be overlooked. Honda’s NC750X DCT is a value for those looking for a fuel-efficient, practical motorcycle. (Adam Campbell/)2021 Honda NC750X DCT Specifications MSRP: $9,299 Engine: OHC, liquid-cooled, four-stroke parallel twin; 8 valves Displacement: 745cc Bore x Stroke: 77.0 x 80.0mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed DCT automatic/chain Fuel System: EFI w/ 36mm throttle body, ride-by-wire Clutch: Wet, multiplate dual automatic system (DCT) Engine Management/Ignition: TCI Frame: Tubular steel chassis Front Suspension: 41mm Showa SDBV fork, nonadjustable; 4.7 in. travel Rear Suspension: Showa shock, nonadjustable; 4.7 in. travel Front Brake: 2-piston slide-pin caliper, 320mm disc w/ 2-channel ABS Rear Brake: 1-piston caliper, 240mm disc w/ 2-channel ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.50 in. / 17 x 4.50 in. Tires, Front/Rear: 120/70ZR-17 / 160/60ZR-17 Rake/Trail: 27.0°/4.3 in. Wheelbase: 60.1 in. Ground Clearance: 6.5 in. Seat Height: 31.6 in. Fuel Capacity: 3.8 gal. Average MPG: 52.4 mpg Wet Weight: 493 lb. Contact: powersports.honda.com The NC750X’s fuel filler is located under the passenger seat. (Adam Campbell/) The LCD dash feels like it was built to a price, as you would expect from a motorcycle such as the NC750X DCT. (Adam Campbell/) Ride modes change the character of the NC750X DCT from easy commuting to backroad fun. (Adam Campbell/)Source

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

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

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

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

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

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

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

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

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

Don’t see them as simply a rung to a bigger bike, the latest small-displacement bikes offer big bike touches, tech suites, and fantastic looks that punch far above their weight class. Whether just starting out on two wheels, learning a new discipline on two wheels, or just looking to have fun, period, these are our picks for you to explore out of the 2019 and 2020 small-displacement class. The Alternative All-Rounder: Royal Enfield Himalayan The Royal Enfield Himalayan is not particularly light, fast, or tech-heavy. However, it is upright, comfortable, and feature-packed for a daily commute. If you’re looking for a runabout that will commute with ease and hit fire roads when the mood strikes, the Royal Enfield Himalayan should be on your list. A bargain in the ADV world - The Royal Enfield HimalayanWith a 410cc air-cooled single-cylinder engine, Harris Performance-designed chassis, and $4,499 price tag, the Himalayan is a crazy bargain in the small-adventure-bike class. We’ve enjoyed it when we swung a leg over it, and we bet you will too. Neo-Retro Superstars: Husqvarna Svartpilen/Vitpilen 401 Sometimes, you just can’t choose between twins. The Husqvarna Svartpilen and Vitpilen share much in common, namely their frame, gearbox, and 373cc water-cooled single-cylinder engine. However, the Vitpilen is a neo-retro café racer, and the Svartpilen is a take on the scrambler formula that can do dirt (albeit not much) on Sunday and street on Monday. Both the Svartpilen and Vitpilen share the same powerplant with different wrappers.Both are jaw-dropping to look at in the metal, and feature significant touch-point and styling improvements over their KTM 390 stablemates. And they make tempting options when shopping for a new bike because of both their looks and their light weight. They’re also a more expensive small-displacement option at $6,299 apiece, but who said taking supermodel twins home was ever cheap? RELATED: Honda Grom Off-Road Adventure Fun Maximum Fun, Minimum Size: Honda Grom We’ve ridden them in the city, the highway, inside our own building, off road, and anywhere really we’re not supposed to, but that’s what makes the Honda Grom special, and why it’s on the list. It may be a tiny motorcycle with just a 30-inch seat height, but it’s a huge joy. Little bike, big fun - perfectly sums up the Honda Grom. (Jeff Allen/)Debuting in 2014, the Honda Grom is motorcycling distilled: two wheels, 125cc air-cooled single, and with a single purpose of fun times only. It’s been redesigned since then, but fun is still at the forefront, and the market agrees. The Honda Grom is one of the fastest and biggest sellers in the industry, and has launched an armada of parts companies to let you dial in your touches after purchase. Starting at $3,399, the Honda Grom packs big smiles into its small stature. Trackday Starter: Yamaha YZF-R3 What a time to be alive for starter sportbikes. Torquey twin-cylinder 300cc engines and even 400cc options are starting to trickle into a class not known for power. And although not supersport fast, with strong ties to MotoAmerica, and a joy to ride quickly, the Yamaha YZF-R3 is a staff and club-racing favorite for trackday riders starting out. Fun on the track and the street, the Yamaha YZF-R3 is a great choice for new sportbike riders. (Courtesy of Yamaha Motor Corp/)With 37.4 hp on tap (on the Cycle world dyno), we called it a “genuine entry-level sportbike” upon its debut. It’s lived up to those expectations by absolutely dominating podium results in the Liqui Moly Junior Cup Class in MotoAmerica, going toe to toe with bikes with more displacement as well. Starting at $4,499, it’s a strong entry-level racing proposition. Wee Dakar Starter: Honda CRF250L Rally If your dreams are full of mobbing through wide-open expanses on the way to Dakar glory, we suggest starting small before springing for a rally-ready 450 or big-bore ADV bike. However, while you learn, you can still have the look with the CRF250L. Rally-styling with friendly power. (Courtesy of Honda/)With a liquid-cooled 250cc single, the Honda CRF250L puts out 20.6 hp on the CW dyno, and weighs a reasonable 342 pounds without ABS. However, the true winner is that rally-inspired fairing that gives you both the look and comfort of a rally-prepped Dakar bike. We found it a fun runabout both on pavement and off. Starting at $5,899, it makes an excellent choice for a daily commuter and dirt training tool while daydreaming about off-road adventures. Tiny Hooligan: KTM Duke 390 It’s good to be bad, or at least look like you’re up to no good. Naked bikes of all displacements have stormed the sales charts based on their no-nonsense looks, wheelie-happy demeanor, and day-to-day comfort over sportbikes. The small-displacement class is full of naked options, but the 390 Duke is the rowdiest. The 390 Duke is one of the most aggressive small-displacement motorcycles available. (Jeff Allen/)Its liquid-cooled 373cc single, 300-pound dry weight, and 44 hp make it a rorty, torquey option. The KTM single’s performance is backed up by some seriously aggressive looks. On top of that, there’s a sprinkling of tech with Supermoto mode; this deactivates ABS on the rear brake to aid sliding around. For $5,299, it’s the option if you’re looking to get aggressive. Supermoto Starter: Suzuki DR-Z400SM Supermotos are an internet favorite. By throwing street tires on dirt bikes, you get a package that’s flickable, fun, and utterly jumpable. However, when it comes to buying one, there’s only a few options from the dealer floor. And for small-displacement seekers, that journey begins and ends with the DR-Z400SM. The Suzuki DR-Z400SM is most accessible supermoto. (Courtesy of Suzuki/)With a liquid-cooled 400cc single and a steel frame, it’s based on the DR-Z400S but offers standard supermoto wheels and a larger front brake disc. Friendly power delivery and relatively low seat height and weight make it ideal for first-time hooligans. But don’t think you can’t track it, or dice it up with the big bikes with the right set of skills at your next supermoto trackday. Just ask SoCal Supermoto; they know a thing or two about how capable and crashable these bikes are. Two-Stroke Terror: KTM 125 SX Looking for the full moto experience? While you could start with a 250cc four-stroke dirt bike, many riders swear by two-strokes. And one brand in particular has taken their loyalty to heart: KTM. A 125 is a great place to start, especially the KTM 125 SX. (Courtesy of KTM/)The KTM 125 SX is the small supercross star in the lineup. Lightweight, flickable, but full size, it’s the first rung in KTM’s extensive two-stroke lineup, that now even includes fuel-injected models. If you’re looking for a featherweight first dirt bike, look no further. Trail Monger: Yamaha WR250R There are a lot of streetbikes with dirt-friendly talents on this list. However, if you’re looking for a true dirt native to slice up trails and hit the pavement in between, the Yamaha WR250R should be on your list. The Yamaha WR250R is massively popular in dual-sport and ADV crowds. Cycle Worlds' Editor in Chief is even an owner of a pristine 2013 model. (Courtesy of Yamaha/)Its liquid-cooled 250cc single is a proven powerplant, and the wee WR has an extensive aftermarket community to make the Yamaha as ADV- or performance-minded as you’d like. It’s a stalwart for those looking for something lighter than the 650cc options, and doesn’t give up much in terms of capability. Cruiser: Honda Rebel 300 and Rebel 500 Many of the bikes on this list are steps to a future rung of performance. But what if you just want to cruise and have a good time? Small-displacement bikes don’t have to be a means to an end but enjoyable for years and years on. Honda's Rebel is available in 300cc and 500cc displacements. (Courtesy of Honda/)If you want to keep it small and start cruising. The Honda Rebel is an attractive option. Significantly lighter than middleweight cruisers, it’s available in single-cylinder 300cc and twin-cylinder 500cc guise. It’s also not obliquely retro, so you don’t have to pretend you want to live in the ‘60s. It’s a good fun bike, for a good time. Source

Given the gap in its range and the reveal of new documents, it’s likely Yamaha will be rolling out a new R9 model very soon (MT-09 SP shown). (Yamaha/)It looks like Yamaha isn’t done with its new launches for 2022 as the firm has filed European type-approval paperwork for two as yet unreleased machines under the code names “RN82″ and “RN83.” The documents that have surfaced so far don’t tell us much more than that, but those code names alone give a surprising level of insight into the machines, including the ballpark of their capacity and the fact that they’re street oriented—sportbikes or naked roadsters—rather than cruisers or adventure bikes. As many firms do, Yamaha uses code names designed to reflect a bike’s position in its range. In this case, the initial “R” means it’s a street model—a cruiser would have a “V” and an off-road or adventure bike would have a “D” in that position. The second letter, “N,” tells us that both new bikes have a capacity of between 750cc and 1,000cc. If it had been an “M” the bikes would have been between 600cc and 750cc, for example, while a “P” would mean a capacity of more than 1,000cc. Related: 2022 Yamaha MT-10 First Look There are clear signs the MT-09’s 889cc triple will form the basis for two new sport models. (Yamaha/)The very first bike to use the RN code—RN01—was the original 1998 YZF-R1, and the most recent new models to fit the same profile are the 2022 MT-10 (RN78) and the recently revamped XSR900 (RN80). Inevitably there are gaps in the sequence, representing projects that haven’t reached fruition, but the new approval applications show that RN82 and RN83 are both due to be launched soon. To deduce further what these machines might be, we can start by looking at what engines Yamaha currently has in the “N” capacity bracket. Presuming these bikes use existing motors, there are only two options: the 889cc ‘”CP3″ triple from the MT-09, Tracer 9, and XSR900, or the 998cc “CP4″ crossplane-crank four-cylinder from the YZF-R1 and MT-10. It’s the former that seems a more likely candidate for the new models, since there are already clear indications that Yamaha has plans for two new machines based on the MT-09′s engine. A next-generation, redesigned Niken with the updated 889cc CP3 engine will likely be one of those models (current model shown). (Yamaha/)One model that’s virtually guaranteed to appear this year is the next-generation Niken three-wheeler. The current Niken (which was project number RN58) is the last remaining Yamaha triple to use the original 847cc version of the CP3 engine. The new, 889cc version is a substantial redesign, and in Europe it’s the only CP3 to meet the latest Euro 5 emissions rules. The current Niken remains on sale in Europe only thanks to a two-year grace period following the introduction of Euro 5, designed to allow manufacturers time to sell off existing stocks and develop new, emissions-compliant models. That period ends on December 31, 2022, so Yamaha needs to launch a new Niken by then or withdraw the model for 2023. Given the firm’s commitment to the three-wheeled cause, a replacement is virtually guaranteed. Related: Yamaha R9 and R2 Models on the Way? Trademarks for the R9 name have already been filed around the world, and with the CP3 engine and Deltabox frame in use on the XSR900 (shown), a faired R9 seems like a given. (Yamaha/)Presuming an updated Niken is one of the new machines, what’s the other? One possibility, given the simultaneous appearance of the RN82 and RN83 in type-approval paperwork, is that it’s a second version of the Niken. Yamaha has previously considered and put development effort into an unfaired three-wheeler based on the Niken chassis, with a more MT-09-ish style. The original naked Niken idea didn’t reach the market, but it’s clearly a direction that Yamaha has in mind. However, there are also other candidates. Notably, last year Yamaha filed multiple trademarks around the world for the “R9″ name, indicating that a sportbike based on the CP3 triple is under development. It makes a lot of sense: the YZF-R6 that’s currently Yamaha’s second-string sport model below the YZF-R1 lives on now as little more than a track-only machine, long since lost to road-going riders in Europe due to emissions rules. A YZF-R9 based on the MT-09 would have similar power and weight as an R6, with a healthy dose of additional torque. Since there are already multiple models using the same engine, and the latest MT-09, Tracer 9, and XSR900 now have a sport-style Deltabox frame, a faired “R9″ model makes a vast amount of sense, just like the R1 above it and the MT-07-based R7 that’s the next step down the chain. The other gap in the lineup would be a retro-styled 1000. Perhaps we’ll see a naked XSR1000 based on the MT-10 at some point? (Yamaha/)While the YZF-R9 is an obvious omission in Yamaha’s current lineup, another obvious gap in the range is a large retro model. The MT range runs all the way from 125cc to 1,000cc, and the R range does the same—apart from the missing R9. However, while there’s an XSR125, XSR700, and XSR900, there’s no MT-10-based XSR1000. Given the current popularity of retro-inspired naked machines, it might make a lot of sense. But with both of the new bikes already submitted for type approval, we’re unlikely to be left waiting long to find out more about the RN82 and RN83. Source

2022 BMW R nineT Scrambler. (BMW/)Ups New Euro 5 cylinder heads produce better low-midrange torqueUpgraded electronics suite, rear shockLots of customization optionsDowns Not very capable riding off-roadSluggish steering and handling on roadLots of style, not very much substanceVerdict Another one of the more successful offshoots of the R nineT, the R nineT Scrambler has its own little boxer-shaped niche in the varied world of OEM scrambler bikes. In a market where style plays an outsized role in the purchasing decision, the Scrambler certainly has the goods, especially with the numerous customizing options available from BMW. Just don’t ask it to do anything more than light work on the performance side of motorcycling (both on and off-road), otherwise you will likely be disappointed. 2022 BMW R nineT Scrambler. (BMW/)Overview Based on the successful back-to-basics R nineT platform that proved to be a hit with the burgeoning retro-classic heritage bike movement, the R nineT Scrambler made its debut in 2017, and it has continued to be one of the more popular versions of the R nineT. Utilizing the same previous-gen “oilhead” boxer engine platform, the Scrambler gets slightly longer-travel suspension, different chassis geometry, and a 19-inch front wheel to give it some off-road capability and bolster the adventure bike look. Check out CW’s First Ride Review of the BMW R nineT Scrambler here. Updates for 2021 The entire R nineT lineup received numerous subtle upgrades for 2021. In order to comply with stricter Euro 5 emissions regs, new cylinder heads with improved combustion not only run cleaner, but also boost low-midrange power. The cylinder head covers and round analog speedometer have been restyled, a USB charging port for your phone is now standard, and all lighting is now handled by LED units. A new rear shock with travel-dependent damping is also equipped with a handwheel spring preload adjuster. Electronics have been upgraded, with Road and Rain ride modes now standard equipment, in addition to ABS Pro (cornering ABS) and Dynamic Brake Control (DBC, adjustable engine-braking). With the optional Ride Modes Pro, you can access Dirt ride mode, which optimizes throttle response, traction control, and ABS to better suit off-road conditions. For 2021 (being sold as an early release 2022 model), the Scrambler is available in the Granite Gray Metallic Matte or Kalamata Metallic (an additional $200), and two Option 719 motifs: Black Storm Metallic/Racing Red, and Cosmic Blue Metallic/Light White. Either of the Option 719 colorways cost an additional $590. Pricing and Variants The base-model R nineT Scrambler starts at $13,495, but most owners will likely opt for the $1,000 Select Package, which includes Dynamic Traction Control, adaptive headlight, Dynamic Engine Brake Control, heated grips, cruise control, and Ride Modes Pro. From that point though, the options abound, with four different Option 719 Billet Pack CNC-machined aluminum component packages ranging from $1,000–$1,200, various wire-spoked wheels for tubed and tubeless tires running between $500–$950, nice-looking aluminum fuel tanks (one with visible welds for $1,000 and the other with sanded welds for $1,200), chrome exhaust ($150), or off-road tires (Metzeler Karoo 3 rubber that works adequately on-road, $75). Of special note is a suspension lowering kit including a lower seat that drops seat height an inch to 31.5 inches ($250), as well as a taller seat option that raises seat height to 33.5 inches (no cost). Competition Competitors for the R nineT Scrambler include its own sister model R nineT Urban G/S, as well as several editions of the Ducati Scrambler: Urban Motard, Desert Sled, and Fasthouse. Triumph’s Street Scrambler and Scrambler 1200 XC are also competitors. Powertrain: Engine, Transmission, and Performance Utilizing the previous-generation air/oil-cooled 1,170cc opposed-twin boxer engine with updated cylinder heads for improved combustion in order to pass stricter Euro 5 emissions regs, BMW is claiming 109 hp at 7,250 rpm with 85 pound-feet of torque at 6,000 rpm for the newest R nineT. This is 1 hp down on the prior version, but BMW is claiming a marked increase in midrange power with peak power occurring 500 rpm sooner than the old version. Handling The Scrambler has some major differences from the standard R nineT or Pure models, starting with the larger 19-inch front wheel, more than two degrees increase in rake angle (28.5 degrees versus 26.8 degrees on the standard R nineT and 26.6 degrees on the Pure) for better stability off-road, and a wheelbase that’s more than an inch longer. This results in steering that’s noticeably heavier and more sluggish than the standard R nineT on the street, and if you choose the off-road Metzeler Karoo 3 rubber, even more so. Softer spring and damping rates in the suspension are quickly overwhelmed over sharp potholes and washouts if you try to push the pace in any way, either on or off-road. Keep the speed down and the route not too bumpy, and alle ist gut. Read CW’s First Ride Review of the 2017 R nineT Scrambler here. Brakes The R nineT Scrambler utilizes the same dual four-piston Brembo caliper and 320mm front disc combination up front as all the other R nineT models, providing excellent stopping power (if you’re running off-road tires, as much as their grip on the pavement will allow). A two-piston sliding-pin caliper and 264mm disc handle rear brake duties. 2022 BMW R nineT Scrambler. (BMW/)Fuel Economy and Real-World MPG There are no fuel economy figures for the 2022 R nineT Scrambler. Ergonomics: Comfort and Utility In typical scrambler fashion, the R nineT Scrambler has a standard-style upright riding position, with a short reach to the tubular handlebar, decent legroom, and a firmly padded one-piece seat. Standing on the footpegs for off-road obstacles isn’t very comfortable because the bars don’t rise high enough, forcing your torso over the front end more than usual. Because of the one-piece seat, passenger accommodations are adequate as well. Electronics Part of the upgrades in 2021 included rider aid electronics, in the form of the making Road and Rain ride modes, ABS and ABS Pro (cornering ABS), and Dynamic Engine Braking Control all installed as standard equipment. The Ride Modes Pro option is also now available, which allows access to Dirt ride mode; this mode delays the intervention parameters for the traction control, ABS/ABS Pro, and Dynamic Engine Brake Control to allow the rider more leeway when riding off-road. The headlight, taillight, and turn signals are all LED units, and a USB charging port for your smartphone or other personal electronics is included. Warranty and Maintenance Coverage The R nineT Scrambler comes with BMW’s excellent three-year, 36,000-mile warranty, as well as its three-year, unlimited-mile roadside assistance. Quality The R nineT Scrambler has the typical quality BMW feel throughout, and all the available options and parts are just as top shelf. The company prides itself on the quality of its motorcycles, and the three-year, 36,000-mile warranty shows how confident it is of those products. 2022 BMW R nineT Scrambler. (BMW/)2022 BMW R nineT Scrambler Claimed Specifications MSRP: $13,495–$18,240 Engine: 1,170cc DOHC, air/oil-cooled, opposed twin; 8 valves Bore x Stroke: 101.0 x 73.0mm Transmission/Final Drive: 6-speed/shaft Fuel Delivery: Electronic fuel injection w/ 50mm throttle bodies Clutch: Dry, single disc; hydraulic operation Engine Management/Ignition: Ride by wire/TCI Frame: Triangular steel-tube chassis Front Suspension: 43mm Marzocchi conventional fork, nonadjustable; 4.9 in. travel Rear Suspension: Marzocchi shock, spring preload and rebound damping adjustable; 5.5 in. travel Front Brake: 4-piston Brembo caliper, dual 320mm discs w/ ABS Rear Brake: 2-piston slide-pin caliper, 264mm disc w/ ABS Wheels, Front/Rear: Wire-spoke wheels; 19 x 3.00 in. / 17 x 4.50 in. Tires, Front/Rear: 120/70R-19 / 170/60R-17 Rake/Trail: 28.5°/4.4 in. Wheelbase: 60.1 in. Ground Clearance: N/A Seat Height: 32.3 in. Fuel Capacity: 4.5 gal. Wet Weight: 492 lb. Contact: bmwmotorcycles.com Source

2022 BMW R nineT Urban G/S. (BMW/)Ups New Euro 5 cylinder heads produce better low-midrange torqueUpdated electronics suite, rear shockCommemorative paint stands outDowns Don’t get too carried away riding off-roadSluggish steering and handling on roadOnly 40th anniversary paint scheme availableVerdict As a throwback model, the R nineT Urban does a great job of representing the bike that started the adventure bike segment, the 1980 R80G/S. And true to its R nineT bloodline, it’s simpler and more accessible than the current BMW GS models; no huge fuel tank or equally huge price tag, no dizzying array of electronics. Just don’t try to emulate the off-road (and actually, even on-road) capabilities of a modern GS; stick to easier routes and keep your speed in check, and you’ll have a blast. 2022 BMW R nineT Urban G/S. (BMW/)Overview Just like the original R80G/S, BMW likely had no idea that the original 2014 R nineT was going to be such a successful model for the company. The back-to-basics R nineT proved to be a hit with the burgeoning retro-classic heritage bike movement, and swiftly spawned numerous offshoot models. The Urban G/S is one of them, debuting in 2017, and it has continued to be one of the more popular versions of the R nineT. Utilizing the same “oilhead” boxer engine platform, the Urban G/S gets slightly longer-travel suspension and different chassis geometry to give it some off-road capability, and wire spoke wheels (including a larger 19-inch wheel up front) to bolster the adventure bike look. Check out CW’s First Ride Review of the 2018 R nineT Urban G/S here. Updates for 2021 The entire R nineT lineup received numerous subtle upgrades for 2021. In order to comply with stricter Euro 5 emissions regs, new cylinder heads with improved combustion not only run cleaner, but also boost low-midrange power. The cylinder head covers and round analog speedometer have been restyled, a USB charging port for your phone is now standard, and all lighting is now handled by LED units. A new rear shock with travel-dependent damping is also equipped with a handwheel spring preload adjuster. Electronics have been upgraded, with Road and Rain Ride Modes now available, in addition to ABS Pro (cornering ABS) and Dynamic Brake Control (DBC, adjustable engine braking). With the optional Ride Modes Pro, you can access Dirt Ride Mode, which optimizes throttle response, traction control, and ABS to better suit off-road conditions. For 2022, the Urban G/S is only available in Imperial Blue Metallic and the “40 Years of G/S Edition” has been eliminated. Pricing And Variants The base model R nineT Urban starts at $13,995, but there likely won’t be any available without the $1,000 Select Package option, which includes Dynamic Traction Control, Adaptive Headlight, Dynamic Engine Brake Control, heated grips, cruise control, and Ride Modes Pro. Other options such as off-road tires, black or gold rims on the wire-spoke wheels, or the Scrambler-type dual-muffler high-mount exhaust are available at no extra cost. Competition Competitors for the R nineT Urban G/S \ include its own sister model R nineT Scrambler, as well as several editions of the Ducati Scrambler: Urban Motard, Desert Sled, and Fasthouse. Triumph’s Street Scrambler and Scrambler 1200XC are also competitors. Powertrain: Engine, Transmission, and Performance Utilizing the previous-generation air/oil-cooled 1,170cc opposed-twin “boxer” engine with updated cylinder heads for improved combustion in order to pass stricter Euro 5 emissions regs, BMW is claiming 109 horsepower at 7,250 rpm with 85 lb/ft of torque at 6,000 rpm for the newest R nineT. This is one horsepower down on the prior version, but BMW is claiming a marked increase in midrange power with peak power occurring 500 rpm sooner than the old version. 2022 BMW R nineT Urban G/S. (BMW/)Handling The Urban G/S has some major differences from the standard R nineT or Pure models, starting with the larger 19-inch front wheel, more than two degrees increase in rake angle (28.5° versus 26.8° on the standard R nineT and 26.6° on the Pure) for better stability off-road, and a wheelbase that’s more than an inch longer. This results in steering that’s noticeably heavier and more sluggish than the standard R nineT on the street, and if you choose the off-road Conti TKC80 rubber, even more so. Softer spring and damping rates in the suspension jar your wrists over sharp potholes and washouts if you try to push the pace in any way, either on or off-road. Keep the speed down and the route not too bumpy, and alle ist gut. Read Zach Courts’ take on the Urban G/S in this Motorcyclist review. Brakes The Urban G/S utilizes the same dual four-piston Brembo caliper/320mm front disc combination up front as all the other R nineT models, providing excellent stopping power. A two-piston sliding-pin caliper and 264mm disc handle rear brake duties. Fuel Economy and Real-World MPG There are no fuel economy figures for the 2021 R nineT Urban G/S Edition 40 Years GS. Ergonomics: Comfort and Utility The R nineT Urban G/S has your typical standard-style upright riding position, with a short reach to the tubular handlebar, decent legroom, and a firmly padded one-piece seat. Speaking of the seat, it’s noticeably higher than the other R nineT models at 33.5 inches, so those short of inseam might be tip-toeing at stoplights. Because of the one-piece seat, passenger accommodations are adequate as well. Electronics Part of the upgrades in 2021 included rider aid electronics, in the form of the making Road and Rain Ride Modes, ABS and ABS Pro (cornering ABS), and Dynamic Engine Braking Control all installed as standard equipment. The Ride Modes Pro option is also now available, which allows access to Dirt Ride Mode; this mode delays the intervention parameters for the traction control, ABS/ABS Pro, and Dynamic Engine Brake Control to allow the rider more leeway when riding off-road. The headlight, taillight, and turn signals are all LED units, and a USB charging port for your smartphone or other personal electronics is included. Warranty and Maintenance Coverage The R nineT Urban G/S comes with BMW’s excellent 3-year/36,000-mile warranty, as well as its 3-year/unlimited-mile Roadside Assistance. Quality The R nineT Urban G/S has the typical quality BMW feel throughout, and all the available options and parts are just as top shelf. The company prides itself on the quality of its motorcycles, and the 3-year/36,000-mile warranty shows how confident it is of those products. 2022 BMW R nineT Urban G/S. (BMW/)2021 BMW R nineT Urban G/S Claimed Specifications MSRP: $13,995 (base) Engine: 1,170cc, air/oil-cooled, DOHC opposed twin, 8 valves Bore x Stroke: 101.0mm x 73.0mm Transmission/Final Drive: 6-speed/shaft Fuel Delivery: Electronic fuel injection w/ 50mm throttle bodies Clutch: Dry, single disc, hydraulic operation Engine Management/Ignition: Ride by wire/TCI Frame: Triangular steel-tube chassis Front Suspension: 43mm Marzocchi conventional fork, non-adjustable; 4.9-in. travel Rear Suspension: Marzocchi shock, spring preload and rebound damping adjustable; 5.5-in. travel Front Brake: 4-piston Brembo caliper, dual 320mm discs w/ ABS Rear Brake: 2-piston slide-pin caliper, 264mm disc w/ ABS Wheels, Front/Rear: Wire spoke wheels, 3.00 x 19 in. / 4.50 x 17 in. Tires, Front/Rear: 120/70-R19 / 170/60-R17 Rake/Trail: 28.5°/4.3 in. Wheelbase: 60.1 in. Ground Clearance: N/A Seat Height: 33.5 in. Fuel Capacity: 4.5 gal. Wet Weight: 492 lb. Contact: bmwmotorcycles.com Source

Unit 500 of 500. The Ducati Unica Superleggera was designed to match the owner’s Lamborghini Aventador SVJ. (Ducati/)Ducati announces Ducati Unica, a customization program giving select customers the opportunity to collaborate directly with designers at Centro Stile Ducati to create bespoke versions of their Ducati or Scrambler motorcycle. One-off Streetfighter V4. Cool? Sure. As cool as a Streetfighter V4 SP? (Ducati/)With the help of Centro Stile designers, customers are able to create one-off liveries and stipulate the use of special paint colors, premium finishes, and Ducati Performance accessories. Each Ducati Unica project includes a certificate of authenticity and clients are invited to visit Centro Stile Ducati along every step of the process. Ducati Unica Scrambler. (Ducati/)“Design is a distinctive element of our creations,” Centro Stile Ducati design director, Andrea Ferraresi, says. “For some time we have been working on the launch of a project that would give Ducatisti the possibility of identifying themselves even more with their own bike, making it a direct expression of each person’s individual style.” According to Ducati, “only [customers] considered to be in line with the values of the brand and with the stylistic standards associated with it” will be selected to take part. Given that a single Ducati Unica motorcycle will be built per quarter for North American customers, and reading between the lines, it’s not a stretch to imagine those wishing to take part will likely have a history of brand loyalty and, maybe more importantly, a Superleggera or two in the garage. This Superleggera V4’s sexy face: Blue Steel. (Ducati/)While the level of customization that Ducati Unica offers is novel in the two-wheeled world, it’s nothing new in the premium automotive space. For instance, Lamborghini, which like Ducati is owned by the Volkswagen Group, has its own program, Lamborghini Ad Personam, giving customers the ability to select finishes and materials with the guidance of Ad Personam Studio staff. One of one. (Ducati/)The program signals Ducati’s intention to set itself apart as a builder of ultra-premium motorcycles—as if its many limited production run models wasn’t enough. It brings a bit of the supercar experience to the two-wheeled realm, namely in its focus on exclusivity and customer care. In a separate press release announcing that 2021 was its best sales year ever (having delivered 59,447 motorcycles worldwide), Ducati CEO Claudio Domenicali says: “The core values of the brand—Style, Sophistication, Performance and Trust—are more current than ever. Future growth will take place in compliance with these values, offering our enthusiastic customers products that are increasingly representative with a unique mix of beauty, technology and distinctiveness, such as the best of Made in Italy.” The Ducati Unica program is certainly consistent with Ducati’s core values as described by Domenicali. The reader will also note that “Trust” is a new addition to Ducati’s corporate values of “Style, Sophistication, and Performance.” While the original motto names qualities Ducati wishes to ascribe to itself and to its products, trust is a quality it hopes to see (and cultivate) in its customers. After-sales care is a massive component of building trust, but it’s not the beginning of the path. The Ducati Unica program directly serves the smallest number of Ducati owners, but more importantly, it’s likely intended to direct brand perception. From the outside looking in, it’s less about the one rich dude who wants a motorcycle to match his Lambo, and more about capturing the imagination of the everyman who’s struck by the blue Superleggera he sees all over Instagram. Perception leads to satisfaction, satisfaction leads to trust, trust leads to future growth. North American clients can make requests through their dealerships to take part in the Ducati Unica program beginning in 2023. There’s no word on how much the service will cost. This seat is taken. (Ducati/)Source

Vespa 300 GTS. (Vespa/)In 2021 Vespa celebrated its 75th anniversary—and an opportunity for reflection. As both a product and a brand, Vespa is clearly the pillar supporting all of Piaggio (Vespa’s parent company). The Vespa cognoscenti long suspected as much, but now some recent study has made the true standing quite clear. In order to better understand Vespa’s worth, Piaggio’s top management requested London-based Interbrand, a leader in brand consultancy, to evaluate Vespa’s objective value as a stand-alone brand inside the Piaggio Group. This produced a logical, objective analysis, the kind necessary for future investment planning, especially considering Europe’s tightening environmental norms. And the Interbrand analysis both confirmed and quantified Vespa’s positive image as an iconic projection of Italian creativity, lifestyle, and fashion whose continued evolution has helped it retain a leading image as fashionable, individual transportation. Vespa’s Assessed Value A Vespa scooter is much more than just a highly functional city commuter; riding one defines a rider’s individuality and automatically sets him or her apart from the crowd. For the last 20 years, Vespa’s worth has kept growing to the point that the Interbrand analysis concludes Vespa alone is worth 906,000,000 euros, more than all the other Piaggio Group brands combined. While this is grand for Vespa, and also underlines Piaggio’s fiscal health, at the same time it casts a shadow on Aprilia, which—despite the high quality of its present models—is still fighting for its survival. Another Piaggio company, Moto Guzzi, is a different story. Still emerging from the low waters of the De Tomaso years, Guzzi is growing steadily, and the new V100 Mandello promises to continue this growth. In any event, if you factor in the loyalty of the Guzzi faithful—particularly evidenced by the Guzzisti who gather in Mandello every year for the firm’s birthday—Moto Guzzi is the second-most passionate motorcycle brand in the world, after Harley-Davidson. Nobody within Piaggio would consider selling or dismissing Guzzi, even if it takes years to return sizable profits. Piaggio Today Piaggio is being led by a very capable and competent management team, headed by Roberto Colaninno. They’re devoted and proud of their products, but are also responsibly focused on each brand’s economic and financial mission. No money will ever be invested beyond a safe level unless that business entity shows the potential to produce appropriate income. Vespa has been doing exactly that for years, and looks like it will for years to come. For the past 20 years, Piaggio’s technical team has focused on improving their bikes’ function and efficiency. The current lineup features power units among the best in terms of output, throttle response, emissions control, and fuel consumption. Vespa’s new chassis features higher structural rigidity, more effective suspensions, and better braking systems. Vespas are safer, easier to handle, and more fun than they’ve ever been, both sneaking through traffic and riding on the open road. But we know that technical excellence alone is not enough. To that end, and to keep the brand’s image fresh, Vespa has showcased such special editions as the Vespa 946 Christian Dior, and now a new cooperation with Justin Bieber. 19 Million Vespas…and Counting Vespa has also reached a remarkable goal: Since 1946, it has produced 19 million units. They’re ridden world wide, and the faithful regularly gather in massive meetings. Such affinity and distinctiveness are all part of Vespa’s impressive “brand score.” Today’s top model, the Vespa 300 GTS, offers solid performance and comfort, but there’s more in store. Here’s one: a new liquid-cooled SOHC four-valve 400cc single. Fully Euro 5 compliant, the new engine is as compact and light as Vespa’s 350, but delivers a solid 35.4 hp at 7,500 rpm. This is a very modern engine, not just an evolution of a dated design. As such, the engineers can’t just shoehorn the new 400 into the present Vespa GTS chassis, but it’s easy to see how a fractional increase to the wheelbase, a stiffer body structure, fatter tires, and upgraded suspension and brakes would create a “Super Vespa” that would strengthen the bike’s image even more. Vespa’s battery-powered Elettrica has also opened to the company a path into the world of practical zero-emission commuters, and has also created the potential for worldwide partnerships. Looking forward, Vespa’s future may be even brighter than its past already is. Expect a further increase of the Vespa brand value within the Piaggio Group—that is an easy prediction. Source

The new 2022 Kawasaki KLR650 is an awaited return of Team Green’s iconic, do-it-all dual sport following a two-year hiatus of production. It isn’t just reintroduced to the lineup, but boasts a number of significant changes that expand its adventuring capabilities while addressing the shortcomings of the previous-generation KLR. So what’s new? The KLR650 and the KLR650 Adventure and Traveler submodels continue to be powered by the same 652cc DOHC single-cylinder as before, but utilizes electronic fuel injection for the first time. A new 40mm throttle body promotes smoother running and rids the KLR of the need to rejet the carburetor for varying riding conditions. Kawasaki also claims a boost in midrange power and torque characteristics as a result of revised cam profiles and the exhaust pipe diameter has been reduced for similar results. The transmission has also been reworked with several updates for better shift feel Horsepower and torque figures of the 2022 Kawasaki KLR650 Adventure on the <i>Cycle World</i> dyno. (Robert Martin Jr./)As part of the Cycle World testing protocol, we placed our 2022 Kawasaki KLR650 Adventure on our in-house Dynojet 250i dynamometer, recording horsepower and torque figures. The KLR produced a peak 34.61 hp at 5,910 rpm and 33.52 pound-feet of torque at 4,700 rpm. A combination of smooth, tractor-like power delivery from 2,000 rpm until its redline of 7,000 rpm, and a notably flat torque curve makes the KLR a docile adventure machine and offers flexibility in various riding scenarios. Source

BMW’s new, boldly styled CE 04 looks straight out of a sci-fi movie, but it’s aimed squarely at today’s emissions-conscious city commuters. (BMW Motorrad/)At the launch of the new CE 04 electric scooter, BMW stated there would be no new gasoline-powered bikes coming out in what it calls the “urban mobility segment”…or city bikes and scooters, to you and me. Head of BMW Motorrad Dr. Markus Schramm then went on to say that over the coming years, we can expect to see a new electric motorcycle from the German manufacturer every 18 to 24 months. And then came a bit of a bombshell: From 2025, the brand will start looking to transfer other segments to electric power. There it is, the big scary news. But before we get too bogged down in that discussion, let’s focus on the task at hand—BMW’s rad-looking new CE 04. The “04″ in the name, incidentally, refers to the 400cc bikes it is aimed at, with BMW hinting at there being a CE 02 and maybe a CE 06 in the pipeline. Related: BMW Motorcycles The CE 04’s length allows the air-cooled battery to be efficiently positioned under the floorboards. (BMW Motorrad/)It’s clear straight away that the CE 04 is trying to be very much different from the gasoline-powered maxi-scooters it will be fighting for stoplight space with. The styling guys with the fancy shoes and crayons were given the lead on this one, making the most of the opportunities that an electric powertrain allows. The main battery is derived from the modules used in BMW’s iX electric car, and it sits right in the bottom of the chassis, beneath the footboards. The arrangement offers good airflow over the battery so it can be air-cooled; the motor, on the other hand, is liquid-cooled, with a small radiator heat exchanger up at the front of the bike. There’s a second, 12V battery on board that runs regular systems like the dash and lighting. Like the battery, the motor is derived from one used in BMW passenger cars, with a bespoke motor housing for the scooter application. Both battery module and motor are manufactured in-house, at the factory in Berlin—a clear sign that BMW wants to be on top of this technology, rather than just buying third-party components and building a chassis around them. The motor is chassis mounted (unlike the swingarm-mounted engine on a conventional scooter) and drives the rear wheel via a set of single-stage primary gears, and then a belt final drive. This setup gives a significant advantage in rear suspension performance versus a typical scooter, as the unsprung mass is greatly reduced. The liquid-cooled BMW-made motor is chassis-mounted in a purpose-built housing, thus reducing unsprung weight. (BMW Motorrad/)Now, most of the time, electric bike manufacturers lament the difficulties in packaging enough batteries on a motorcycle, so it was new to hear the BMW designers saying quite the opposite. Perhaps the limited range requirements of a city bike have helped the case here, but compared to packaging an engine, airbox, fuel tank, and exhaust on a gas-powered bike, the CE 04′s compact motor and single battery module take up very little space. This has allowed a lower, flatter seat and distinctly skinny rear end, still with enough storage to fit a touring helmet. As you’re squeezing your touring lid into the side-accessed case, it’s hard not to notice the clear air between the top of the case and the seat—proof the styling team had the upper hand over the practical engineering team on this one. Now I’m not pitching that as a good or a bad thing, but it does indicate that BMW may be looking at this bike as more of a statement piece, rather than a purely practical commuting machine. Huge TFT screen displays normal bike and navigation options. The windscreen in front of the dash gives you minimal wind protection, but a high screen is an available option. (BMW Motorrad/)For all the bold styling and new approaches (like the side-accessed helmet storage), there’s a refreshing feel of familiarity when you jump aboard the CE 04, especially if you’ve ridden BMW motorcycles before. The switch gear, handlebar controls, and TFT display feel and work like any other BMW, making it easy to get right on and set rider modes, control your phone for music and nav, and importantly for colder cities, set the grip heaters to a good level. There’s even a regular starter switch on the right-hand bar, but in place of the usual cranking and barking, nothing happens when you push it. No noise, no fanfare, just a message on the dash that reads “ready.” And with that, we glide away into the Barcelona traffic, silent, smooth, with an eerie sci-fi movie vibe. This is a city of scooters, where every intersection is a step-through drag race and every sidewalk is thick with everything from 20-year-old beaters to shiny new maxi-scooters. And everywhere we roll up, necks are strained and sunglasses lowered for a better look at the silent assassin that has just smoked them away from the previous stoplight. Which brings me to bonus feature No. 1 of an electric scooter like this: It’s easy to be fast. There’s no waiting for a clutch (automatic or otherwise) to catch up, no waiting for revs to build or variator transmissions to change ratio; you simply snap the throttle open and hang on. Whether from a standstill or firing into a gap in moving traffic, the CE 04 has the ability to respond with immediacy. The three standard rider modes (Eco, Rain, and Road) let you dial in that response, with various amounts of power on the throttle and regeneration-derived deceleration off the throttle. The optional Dynamic rider mode gives full power, maximum regen deceleration (like really strong engine-braking), and a more aggressive throttle curve to spice things up and make sure the traction control is paying attention. Switchgear and controls will be familiar to most BMW owners, while throttle response and performance from the CE 04’s motor is impressive. (BMW Motorrad/)On to electric vehicle bonus feature No. 2—the throttle response. In an age where some gasoline bikes still can’t get the transition from closed to part throttle right, the CE 04 makes a mockery of them, transitioning from regenerative deceleration to punchy acceleration with an intuitive, smooth feel that took no time at all to get comfortable with. It lets you ride through the city and rarely trouble the brakes, doing all your speed control on the throttle. Rain and Road modes have a smoother deceleration curve, allowing the bike to flow a little more, but for stop/start city riding the strong “engine-braking” effect is perfect. It even shows the brake light when you decelerate hard enough without brakes to reduce the risk of an uninvited guest on the passenger seat. Around town, the performance from the electric motor is great, always having enough punch to squeeze past traffic and be the first away from the lights. While the CE 04 isn’t pitched as a highway bike, we rode a couple of short stints on faster highways and were happily able to cruise at 70 mph (max speed is limited to 75 mph). On the standard bike upper body wind protection isn’t great, but a high screen option is available, along with a heated comfort seat (one of six different seat options), heated grips, and cornering lights. The 65.9-inch wheelbase is especially long for a scooter, which makes the CE 04 feel spacious and super stable. That length also means more effort is needed in tighter turns. (BMW Motorrad/)Visually, one thing that stands out on the CE 04 is its length, no doubt accentuated by the level, flat side profile of the styling. At 65.9 inches, the wheelbase is long, which has a few knock-on effects. On the positive side it feels super spacious, with plenty of options to move about on the long bench seat. It’s also very stable both in corners and when you hit potholes and speed bumps. Where the length shows is in a long sweeping turn or lapping a roundabout, and pulling in to cut a tighter line takes a bit of effort. When zigzagging through stationary traffic, the length never really posed a problem, as the skinny CE 04 squeezes through where a regular maxi-scooter would be scraping fenders, and the low center of gravity makes slow control a breeze. And when you do wind yourself into a dead end, hit the reverse button on the left-hand switch gear and you can back out of trouble. The reverse function is very controllable and, unlike some other examples, lets you modulate the throttle and use the brakes without cutting out. The low center of gravity allows a level of control for low-speed maneuvers; there’s also a reverse function for tight spots. (BMW Motorrad/)The huge TFT display shows all the normal bike stuff (multiple tripmeters, air temp, speed, etc.) along with estimated range and how much regenerative braking or power you are using. BMW claims an estimated 80-mile range for the CE 04. On our test ride around Barcelona I rode the bike in Dynamic mode for two-thirds of the ride, with heated grips on full, my phone on charge in the fan-cooled stowage compartment, and my throttle hand set to idiot mode. The estimated total range at the end worked out to just over 70 miles, though I’m confident that with one or two more burnouts I could sneak that below the 70-mile mark. For normal, nonjuvenile riding, the 80-mile claim will be totally achievable. The 8.9kWh battery module can be charged from zero to 80 percent in 1 hour, 5 minutes using the optional Mode 3 fast-charging cable. The standard charger included with the bike can take the battery from zero to 100 percent in 4 hours, 20 minutes, but actual charging time depends on the supply available; a 110V, 15A household supply will take closer to six hours for a full zero-to-100 percent charge. BMW claims an 80-mile range for the CE 04, with an approximate charge time of six hours with the standard charger in a household 110V outlet. (BWM Motorrad/)With a starting MSRP of $11,795, the CE 04 is clearly not a budget-conscious commuter bike. It’s not going to give access to the masses, nor get everyone on electric scooters and fix inner-city smog problems overnight. It is a fantastic city bike, hammering home the point that, in this setting at least, electric bikes can go toe to toe with the petrol burners and in many ways come out on top. With a long-standing tradition of building ex-factory bikes for authorities and emergency services, BMW sees the CE 04 as a really good option for this, with integrated functionality that can be tailored to each country’s needs. With or without flashing blue lights and sirens, intercity travel is still going to be a fiddly affair with the required hourlong charging break every 80 miles, but for slaying the traffic in silence, it rips. According to the brand, the CE 04 can be easily outfitted to meet the needs of local emergency services. (BMW Motorrad/)The infrastructure for electric vehicles is improving all the time and they are rapidly becoming a more viable option, especially for urban rides. Plenty of questions still remain, not least concerning how sustainable the widespread use of batteries themselves will be, but the engineers at BMW Motorrad are on the case with this. While batteries are the current hot option, they hinted at alternative fuel and energy sources for future bikes, with machines like this CE 04 being another steppingstone on the path to emission-free shredding. For silent jaunts on city streets, the CE 04 is an excellent weapon, but at $11,795 it’s certainly not a budget option. (BMW Motorrad/)2022 BMW CE 04 Specifications MSRP: $11,795 Motor: Permanent magnet liquid-cooled synchronous Rated Capacity: 20 hp Maximum Power: 42 hp @ 4,900 rpm Maximum Torque: 45.7 lb.-ft. @1,500 rpm Maximum Speed: 75 mph Battery: Traction, 8.9/6.2kWh, 11kW w/ optional power reduction Voltage: 148V (nominal) Charging: 2.3kW w/ integrated charger; 6.9kW w/ optional quick charger Charge Time: Standard 4 hr. 20 min. to 100%; 3 hr. 30 min. to 80% (1 hr. 40 min. for 100%; 1 hr. 5 min. for 80% w/ optional quick charger) Transmission: 1-speed, integrated into motor housing Secondary Drive: Toothed belt and gearbox w/ fixed transmission Frame: Steel double loop Front Suspension: Telescopic fork; 3.9 in. travel Rear Suspension: Suspension strut; 3.6 in. travel Front Brake: 4-piston fixed caliper, dual 265mm discs w/ ABS Rear Brake: 1-piston floating caliper, 265mm disc Wheels, Front/Rear: Cast aluminum; 15 x 3.50 in. / 15 x 4.50 in. Tires, Front/Rear: 120/70R-15/ 160/60R-15 Steering head angle/Trail: 63.5°/4.7 in. Wheelbase: 66.0 in. Ground Clearance: 5.5 in. Seat Height: 30.7 in. Curb Weight: 509 lb. Contact: bmwmotorrad.com Side-accessed storage compartment can fit a touring helmet inside, but it’s a tight squeeze. (BMW Motorrad/) Single-stage primary gears go to a belt driving the rear wheel. Rear suspension offers 3.6 inches of travel. (BMW Motorrad/)Source

The new Tiger Sport 660 is the latest model built around Triumph's 660cc inline-triple engine. (Triumph Motorcycles/)When we rode Triumph’s all-new Trident roadster earlier this year, we were deeply impressed by both its capability and its balance (read the review here). But human nature being what it is, we also wondered what the next plank in the new 660 platform would be. After all, the brand made no bones about basing more than one bike around that 660cc engine. Now the highly anticipated follow-up is here, and we’re taking it out to the rolling hills of Portugal’s Algarve region. So does the new Tiger Sport 660 make as much of an impression on the Adventure Sports category as its strong-selling roadster sibling made on the entry-level middleweight world? Although the Tiger 660 shares much with the Trident, the frame is beefed up and ergonomics are more upright. (Triumph Motorcycles/)As you’d expect, the Tiger builds upon the Trident but skews the formula toward more versatility. Carryover elements include the chassis, powerplant, and other major components; the Tiger Sport gets the 660cc liquid-cooled inline-triple with no remapping or tuning tweaks, so the 80 hp and 47 pound-feet numbers remain unchanged. (For context, the Trident recorded 72.1 hp at 10,200 rpm and 42.9 pound-feet at 6,700 rpm on our in-house dyno.) There are clear variations between the Tiger Sport and its roadster brother beyond the obvious bodywork additions and sharper styling. You can see a subtle resemblance to the larger Tiger family members in the front face, in the side cowlings, even in the large 4.5-gallon fuel tank. But despite those cues, you’ll find 17-inch wheels and no ADV beak on the smallest Tiger, underscoring its intentions to go up against the likes of Kawasaki’s Versys and Yamaha’s MT-07 in the multipurpose middleweight arena. The 659cc inline-triple engine, transmission, and exhaust are unchanged. New bodywork and graphics instantly distinguish the two. (Triumph Motorcycles/)In the chassis, the Tiger Sport retains the bulk of the Trident’s tube-steel frame but gets a longer, touring-focused and reinforced subframe, with a longer swingarm to accommodate passengers and added payloads. Up front, important tweaks to the Tiger include a steeper rake and shorter trail, now 23.1 degrees and 3.8 inches, and a slightly longer wheelbase, 55.8 inches versus the Trident’s 55.2. The nonadjustable Showa Separate Function Fork (SFF) carries over to the Tiger Sport, but suspension travel is over an inch more than the Trident’s at 5.9 inches, noticeable for a streetbike. The Showa monoshock also increases travel to 5.9 inches and is adjustable for preload remotely via an easily accessible knob just below the seat. A new, bigger seat and a longer reinforced subframe signal the Tiger Sport 660′s two-up capabilities. Cutouts are integrated mounting points for Triumph’s new luggage system (optional). (Triumph Motorcycles/)Meanwhile, cast 17-inch wheels and road-biased Michelin Road 5 rubber signal a straight-up sport-touring mindset, and the Tiger Sport 660 gets upright ergonomics to match. While the seat is an inch taller than the Trident’s, a narrow taper at the tank junction lets you flat-foot the Tiger more easily. The saddle is long and fairly flat, making it easy to move around and giving your companion more room in the back. Another boon for passengers? That would be the built-in grab handles on the pillion portion, which let your partner feel more secure and provide you with another place to strap gear onto. A single TFT gauge displays basic info and allows access to the two riding modes, Road and Rain. Traction control can be switched off deeper in the menu. (Triumph Motorcycles/)I found the Tiger’s ergos fit my 5-foot-7 frame nicely, with the wider and taller handlebar giving me an easy reach and neutral body positioning. The foot-to-peg dimension is also more relaxed than the Trident’s, for more legroom. The cockpit is set up to be tidy; cables are cleanly routed, an easy-to-read TFT gauge serves up basic riding info, and simple-to-use controls are located on a compact switch cube at the left handlebar. The cube has four arrow buttons to navigate and an OK button to accept changes. An optional Bluetooth module will give you access to the My Triumph mobile app, which allows you to also tap into navigation functions, interact with your phone, and more. Linear power, a broad powerband, and excellent mapping make for a spirited but stress-free ride. (Triumph Motorcycles/)When your ride leader is a British ex-roadracer, you learn to get up to speed quickly, and we found the Tiger Sport 660 packs a more than decent midrange punch. This is where the bike feels happiest; a fantastic spread of power is available from about 3,600 to 9,000. The throttle response is linear and approachable, not overly eager. Every crack of the wrist demonstrated that the Tiger’s excellently mapped ride-by-wire throttle was free of any flat spots or hiccups, allowing us to fully enjoy the solid connection between the throttle and rear tire. On throttle or off, the response was never jerky, always manageable. Simplifying matters further is that the Tiger Sport, in inheriting Triumph’s ride-by-wire throttle system, has only two selectable riding modes: Road and Rain. Each incorporates its own traction control and throttle response parameters, with Rain dulling throttle response and dialing up TC; Triumph is keen to note that this is something the competition doesn’t offer. TC can also be disabled by going into the menu. We spent a good deal of our time in third gear, where even the tightest of turns could be navigated without too much penalty. Even if I found myself in the wrong gear, as was often the case since I was following a roadracer on unfamiliar roads, the broad powerband meant we didn’t always have to hunt for another cog; the bike would chug off without complaint. But shifts have to happen eventually, and on that end I found the six-speed gearbox smooth and positive, with an easy pull from the lever on the slip-and-assist clutch; a quickshifter is optional. Overall, we never had to worry too much about shifting, which makes the Tiger Sport an easy bike to ride, something Triumph is quick to point out. That’s not to say you can’t tear it up on the Tiger Sport. The 80 hp peak comes all the way up at 10,250 rpm, with a top-end boost that doesn’t sign off in the upper revs. You can rev it to the moon, with good results, though it’s worth noting that you’ll get a fair bit of vibration once you stray into that territory. Anywhere north of about 5,500 rpm, which is coincidentally highway speed, and you’ll feel slight buzzing, mostly through the bars. Still, it’s clear this Tiger isn’t about catering to squids. The engine is all about being elastic but accessible when needed. | 6.Tiger660-Handling.jpg | A 23.1-degree rake makes for easy tip-ins on the Tiger, while the longer-travel front suspension is composed enough for all but the harshest bumps. | Photo: Triumph Motorcycles | A smooth throttle means nothing without good handling, and that’s where the Tiger Sport 660′s steeper rake comes in. The bike is agile and tips in easily, transitioning smoothly from side to side without feeling twitchy, even at pace. That wide and tall one-piece handlebar gave us great leverage especially when coming into decreasing-radius turns, usually a little too hot. Midcorner adjustments could be made without the bike complaining or feeling unsettled. Just pick a line and the Tiger holds it throughout. Our 150-plus miles of combined freeway, deserted mountain roads, and cobblestone village streets also gave us a pretty good idea of suspension quality, even if the upside-down 41mm fork has zero adjustment options. The longer-travel unit was well balanced and more than adequate for my 160 pound, 5-foot-7 self; the dual-rate spring soaking up the majority of pavement protrusions we rolled over, though sharper-edged hits would often come through. One quibble here was pronounced fork dive when riders went hard on the brakes; kudos to the chassis for not ever getting out of sorts even with the excess dive. It was surprising just how forgiving and tolerant the Tiger was of both heavy throttle and heavy brakes, as it shrugged off my abuses without complaint. Nissin two-caliper brake setup is par for the segment, but still gives a good bite and plenty of power (though not much feel). (Triumph Motorcycles/)As you’ve probably already deduced, the Tiger Sport 660′s brakes were put through the wringer on our ride, and by any measure, passed with flying colors. Although the Nissin setup may seem middle of the road, the dual-disc twin-caliper arrangement hauled the Tiger down from speed well even in extreme situations. Pull from the span-adjustable lever is easy, though the initial bite can be a bit harsh and feedback is sometimes vague. The always-on ABS proved handy on the twistier, dirtier portion of our route; I left TC on as I felt that would be a wise choice on zero-runoff mountain roads. In another nod to simplicity there’s no inertial measurement unit here, so TC and ABS aren’t lean sensitive. The stock windscreen is height adjustable with one hand from the cockpit (via the dark handle seen behind it). (Triumph Motorcycles/)Miscellaneous Notes A few other features and details on the Tiger Sport 660 are worth a mention, primarily the excellent feel of the sticky Michelin Road 5 tires that come stock on this model. Their unwavering grip on even the gnarliest turns gave us supreme confidence, whether at full lean, under braking, or flat out. There’s also the Tiger Sport’s simple, manually adjustable windshield, which got a workout on faster stretches and highways; it can be moved up or down with just one hand. Adjusting it upward definitely made a difference in protection airflow, but it’s a bit rattly up there; in its lowest position, protection is negligible. Still, it’s necessary equipment on a bike that aspires to longer hauls. Stability is good, even at speed. We do wish there was cruise control, even if it was a factory option. (Triumph Motorcycles/)Speaking of long hauls, the Tiger’s low fuel light gives you more than adequate warning time to make it to a gas station; when it comes on, you can still go 80 kilometers (almost 50 miles). That said, we’re disappointed to see cruise control isn’t offered on the Tiger Sport 660, not even as a factory option. If Triumph is trying to tout touring potential, cruise control needs to be on the short list of features going forward, as is an onboard charging port; USB or 12V are only available as options, so bring your own power supply. Triumph has developed a new luggage system to work with the integrated mounting points on the Tiger Sport 660. The side cases and 47-liter top box can be color-matched to the bike (Lucerne Blue shown here). (Triumph Motorcycles/)With Triumph emphasizing the bike’s touring capabilities, it makes sense that a new luggage system, as well as a slew of other accessories like heated grips and lighting, are all available via its accessory catalog. No accessorized bikes were available for us to ride, but the Triumph-developed luggage includes side hard cases and a rear top box claimed to fit two full-face helmets. All bags slot into the Tiger Sport’s integrated mounting points, a very clean-looking and discreet arrangement that dispenses with unsightly external add-ons. Triumph touts the bike’s two-up capability and touring potential, which should heat up competition in the segment. (Triumph Motorcycles/)It looks like Triumph has managed to dodge the dreaded sophomore slump. We’re pretty impressed with the all-around versatility of the Tiger Sport 660 as it relates to the rest of the class. Triumph has managed to hit the marks on feature set, comfort, performance, and affordability. And with its two-up capability, the newest 660 has arguably even exceeded them. The brand says it’s looking to position the Tiger Sport 660 as a do-it-all commuter, daily rider, or tourer that will appeal to a wide and diverse group of riders, newbies and vets alike. That’s a tall order. But with its excellent manners and extremely easy-to-ride characteristics, a spirited engine, and a competitive price under $10,000, it may come pretty close. Triumph says the Tiger Sport 660 to be available stateside by early 2022. The Tiger Sport will be available in Lucerne Blue/Sapphire Black, Korosi Red/Graphite, or the Graphite/Sapphire Black shown here. (Triumph Motorcycles/)2022 Triumph Tiger Sport 660 Specifications MSRP: $9,295 (base) Engine: DOHC, liquid-cooled inline-triple; 12-valve Displacement: 660cc Bore x Stroke: 74.0 x 51.1mm Compression Ratio: 11.95:1 Transmission/Final Drive: 6-speed/X-ring chain Claimed Horsepower: 80 hp @ 10,250 rpm Claimed Torque: 47 lb.-ft. @ 6,250 rpm Fuel System: Multipoint sequential EFI; ride-by-wire Clutch: Wet, multiplate, slip and assist Engine Management/Ignition: Electronic Frame: Tubular steel perimeter Front Suspension: 41mm inverted Showa SFF fork, nonadjustable; 5.9 in. travel Rear Suspension: Showa monoshock, remote preload adjustable; 5.9 in. travel Front Brake: Nissin 2-piston sliding calipers, dual 310mm petal discs w/ ABS Rear Brake: Nissin 1-piston sliding caliper, 255mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: Michelin Road 5; 120/70R-17, 180/55R-17 Rake/Trail: 23.1°/3.8 in. Wheelbase: 55.8 in. Ground Clearance: N/A Seat Height: 32.9 in. Fuel Capacity: 4.5 gal. Claimed Wet Weight: 455 lb. Availability: Early 2022 Contact: triumphmotorcycles.com GEARBOX: Helmet: Arai Defiant-X Jacket: Rev’It Ridge GTX Pants: Spidi Thunder H2Out Gloves: Rev’It Monster 2 Boots: Tourmaster Horizon Source

Journey to the bottom of the world? The Royal Enfield team headed south to cross Antarctica earlier this month. (Royal Enfield/)A circumnavigation of the globe, a breach of the Darien Gap, a successful crossing of the Sahara—there’s no shortage of hardcore achievements an adventure motorcycle can notch up to validate its hardcore off-road bona fides. But Royal Enfield has taken the idea about as far as possible for its Himalayan adventure bike with a recent and successful rip across Antarctica to plant its flag at the South Pole. Two Himalayan models were chosen for modification for the expedition, the first of its kind to the South Pole. (Royal Enfield/)The Royal Enfield team, including riders Santhosh Vijay Kumar and Dean Coxson, set out from Novo (aka Novolazarevskaya research station) in Antarctica on modified Himalayans, covering an overland distance of 3,200 kilometers (1,988 miles) over the next nine days. The expedition encountered extreme conditions, naturally, from bone-chilling temperatures between -22 degrees to -13 degrees Fahrenheit and wind speeds of 37 mph, while slowly grinding toward the Ross Ice Shelf. An unexpected blizzard forced the expedition team to alter their course more than once, but despite slight detours, the bikes and support crew reached the South Pole on December 16, 2021. Even with studded tubeless tires running extremely low tire pressure, riding in snow is brutal. (Royal Enfield/)Of course a trek across the snowy and roadless expanse of Antarctica would require modifications for any vehicle. The Himalayans were modified in-house to prep them for navigating the snow and ice and to merely be able to function in the severe conditions. The bikes were also ridden on a compacted snow track from the Ross Ice Shelf to the South Pole to reduce drag, limit emissions, and better align with Enfield’s environmentally conscious #LeaveEveryPlaceBetter initiative. The bikes are still in Antarctica, and the team is currently heading toward Union Glacier in the west, planning to fly out from there to Chile at journey’s end. Other mods for the journey were minimal, such as smaller countershaft sprockets to boost low-end response and stronger alternators to accommodate heated gear. (Royal Enfield/) Related Article: A 3,500-Mile Royal Enfield Himalayan Summer Source

Harley-Davidson’s Pan America 1250 Special is a new addition to the big-bore adventuring-touring segment and is looking to knock the BMW R 1250 GS off its throne as king. Ducati has every intention of doing the very same thing with its all-new Multistrada V4 S. This is shaping up to be one serious ADV showdown, indeed. (Jeff Allen/)We had big—no, huge—plans for a big-bore adventure shootout. This included five national parks, numerous state parks, camping off the bikes, and long miles each day. And then an experience common to most ADV owners came to be for us as well. Everyone has dreams of long journeys on their large-displacement rigs. But the reality is that getting more than a long weekend in can be incredibly challenging. As it turned out, some in our group couldn’t be gone for a week or more. Others got COVID. Some test units became unavailable due to supply chain issues. So we settled on a shorter test: three days of intense riding in Southern Utah, a land crafted by the gods for adventure motorcycling. There’s nothing like loading up the panniers on a big ADV rig and setting out for a long weekend, and the three machines we chose for this test all do the job of crunching miles and finding new sights. Yet they go about it in very different ways. No big-bore ADV comparison test can even be considered without our first bike, the BMW R 1250 GS. Simply put, it is adventure motorcycling. Close your eyes, think ADV, and you’ll see a GS. BMW has ruled the segment for so long, it’s almost surprising that riders don’t say “let’s go GS-ing.” Our particular test unit was a 2021 R 1250 GS-40 Years Edition GS, a long name for a long history of rally-inspired travel. BMW’s R 1250 GS is the ruler by which all big-bore ADV motorcycles are measured. (Jeff Allen/)Ducati’s Multistrada V4 S is the spiciest meatball in the ADV world. Ducati launched the Multistrada in 2003, and it’s constantly evolved and improved through the years. Now, 19 years on, this 2021 model has V-4 power by way of Ducati’s Panigale superbike, but with conventional valve springs for long valve-inspection intervals (a remarkable 37,260 miles, to be precise). Even without desmo, the V4 S is the superbike of the ADV world. But that doesn’t mean it can’t go off-road with confidence. Multistrada means “many roads” in Italian, and Ducati means it, especially with this latest generation. New for 2021, Ducati’s Multistrada V4 S has the most power in this matchup. (Jeff Allen/)Harley-Davidson shocked adventure-bike fans when it first teased its Pan America concept in 2018. Three years on, the 2021 Pan America 1250 Special hit the market and was favorably reviewed after our first ride. It’s no pretender to the segment; it has the required equipment for all things big ADV and even a few tricks up its sleeve. Don’t think pushrods and a potato-potato soundtrack; an all-new 60-degree DOHC V-twin powers the Pan Am with a character that is both modern and powerful. It’s a new challenger in a fiercely fought arena, and H-D is serious about taking the crown. Harley-Davidson is a new comer in the adventure touring segment with its Pan America 1250 Special. (Jeff Allen/)Our test base in St. George, Utah, gave us access to a variety of roads: winding asphalt, fast and smooth dirt, rough-and-tumble two-track, and everything in between, allowing us to ride from a hot and dusty 2,700-foot baseline to a breathtaking 11,312 feet, with bouts of cold rain thrown in. The route would test our patience while moving through the crowds in Zion National Park and test our skills in the rocky and loose terrain of Dixie National Forest. Big miles and long days on the bikes are a must to really understand these three adventure-tourers, so we did the thing. In preparation for the test we ran each machine through Cycle World’s thorough and rigorous data-gathering process: weighing them, measuring them, running them on our in-house Dynojet 250i dynamometer, and performance testing them at our airstrip test bed. Each step of this portion of testing was executed with each model’s street-focused standard tires on off-road-ready wire-spoke wheels; once this was complete, each brand’s optional off-road-focused tires were mounted and OEM panniers were installed. The BMW and Harley-Davidson strapped on their soft luggage; the Multristrada’s plastic hard bags are its only option, but those come as standard equipment on the V4 S. Temperatures soared into the triple digits as we made our way through Zion National Park. (Jeff Allen/)Day one saw an early start into Zion National Park. Traffic was heavy as outdoor recreation has seen a massive boom during the pandemic. Air temperatures climbed to over 100 degrees, providing the first test of the heat management capabilities of these big-horsepower units. Stop and go, stop and go for the next hour as we crossed the park revealed that each bike put out heat when the sun superheated the area, as would be expected. But making power also produces heat. The BMW slowly poaches your toes as the heat wafts off of the cylinders, while the Pan America is set to broil on the right footpeg. And on the Multi, the heat is like Palmolive: You’re soaking in it. Once free of the gates of Zion, the heat dropped on all of the bikes and it was time to give ‘em the beans. Here on the open road the Multistrada V4 S is king; on the CW dyno the V4 S puts out 143.8 hp at 10,580 rpm, and it is most happy to be spun up in the higher rev range. Do this, and the horizon rushes toward you in a hurry. Derived from the engine that powers Ducati’s Panigale superbike, the V-4 in the Multistrada is the fire-breathing monster of this test. (Jeff Allen/)Right behind is the Pan Am’s Revolution Max 1250 V-twin, with 128.2 hp at 9,130 rpm. While it’s not a MotoGP ADV like the Multi, it’s plenty quick with marvelously torquey power delivery, reaching 80.9 pound-feet of torque at 4,340 rpm. For comparison, the Multi puts out 77.8 pound-feet at a much higher 7,410 rpm. The Pan America is the first model that gets Harley-Davidson’s all-new DOHC 60-degree V-twin, dubbed the Revolution Max 1250. (Jeff Allen/)Yes, the BMW’s Shiftcam boxer is outclassed in horsepower here with just 117.39 hp at 7,770 rpm, but its torque is top of the heap with 91.5 pound-feet coming on strong. When that happens, there’s a brrrrt! from the exhaust reminiscent of an A-10 Warthog’s 30mm rotary cannon. BMW’s flat twin is an icon in the adventure-touring world and it’s the best it’s ever been thanks to ShiftCam technology. (Jeff Allen/)Each machine has a complete suite of ride modes tied to traction control, throttle response, power levels, and ABS, making all of that big-twin power manageable on and off the road. Eco, Rain, and Road are the standard choices for the BMW; our test unit was equipped with the $3,750 premium package option (99 percent of the GS models sold in the US are so equipped) that adds Dynamic, Dynamic Pro, Enduro, Enduro Pro modes for a total of seven. The Multi has four modes: Sport, Touring, Urban, and Enduro. The Pan America 1250 Special gives you a total of seven, with Road, Rain, Off-road, Off-road Plus, and three customizable modes, two for street and one for off-road. Navigating these modes is fairly straightforward on each model, but the user interfaces for other functions are quite different across the three. Each has a full-color TFT dash, but some are easier to read than others. The H-D ranks last here with some font sizes so small that CW Editor-in-Chief Mark Hoyer described it as an “eye test for those with better than 20/20 vision—at speed.” Optometric issues aside, the H-D dash is bright and clear. Ditto for the Mulitstrada and BMW, with the GS being the easiest on the eyes. However, the big Beemer is maddingly frustrating when it takes five button presses to reset the tripmeter at the gas station. The Multi gave us fits as well until we learned the ways of the scrolling info screen; then all was easy and good. While the dash is clear and bright, some of the font sizes on the Pan America’s dash are much too small to read easily at speed. (Jeff Allen/)After running north on Highway 89 through Mount Carmel Junction and Glendale, we turned east and up to the plateaus between Escalante and Kanab, where wide, loose, flowing dirt roads let us play with the off-road modes and fiddle with traction control settings. Modern off-road traction control is a revelation in adventure motorcycling, boosting confidence in the average rider; any bike so equipped becomes friendly and rideable. And the same systems can be exploited by experts to coax insane levels of performance and speed out of the same bikes. Feet up, head over the headbars, elbows out, and sideways at 80 mph, you can only marvel at what a time it is to be a motorcyclist. You can’t help yelling “Yow!! Hot damn!” or “Yeah!” after covering in just minutes a distance that took Mormon settlers an entire day. Fast and flowing dirt roads are the place where these technologically sophisticated adventure-tourers can really show the merits of lean-sensitive traction control and off-road ABS. (Jeff Allen/)Here the Harley-Davidson excelled, displaying the most competent cornering while in Off-road Plus. That mode’s power delivery is just the right mix of meaty torque and big power for life in the dirt; rear tire spin-up is predictable and smooth, and when the TC steps in there’s no real indication that it’s limiting spin. You just feel like an exceptionally good rider. Enduro Pro mode on the BMW is nearly as good, and the torque-rich character out of tighter turns pushes the R 1250 GS forward with authority. The engine’s connection to the right wrist is uncanny when the dirt isn’t rough. A torque-rich character blasts the R 1250 GS out of corners with excellent controllability—as long as the bumps aren’t too big. (Jeff Allen/)Ducati’s rocket ship is intoxicating when you can see far enough to let it stretch its legs. Triple-digit speed in the dirt is possible if you’ve got the space, and of course the nerve. In the corners, with the TC turned down to the lowest setting, there is still too much intervention; power is cut too abruptly, causing an undulating tail wag as you screw it on. But my goodness, is it fast. When the road was smooth, nothing could touch the Multistrada V4 S in terms of speed. (Jeff Allen/)Cutting across the top of Dixie National Forest on the way to Brian Head Peak (our 11,312-foot high point), smooth dirt gives way to rough, rocky two-track. Here the Ducati surprises with a well-balanced setting from its semi-active Skyhook suspension as it strokes through 6.7 and 7.1 inches of travel front and rear. Pounding though the rocks is controlled, but you do feel the heft and width of the large fuel tank. Throwing the V4 S around is a test of physical fitness in comparison to the BMW, with the latter’s lower center of gravity and generally narrower feeling. It’s not that you can’t get the job done on the Multistrada; it’s just a little more sluggish to react to inputs and has a greater moment of inertia than the other two. When the going is slow and technical, the GS shines. It seems to balance all by itself even at walking speeds, allowing riders to pick a line and and then pick it apart. When the pace quickens, however, the lack of compression and rebound damping on the Beemer’s Dynamic ESA rear shock kills forward drive, which can be enough to knock it off-line in the most extreme terrain. Up front, 7.5 inches of telelever suspension eats up moderate-sized rocks and potholes, but as with the 7.9 inches in the rear, the bike can blow through that travel quickly at speed if the smoothest path isn’t selected. Both ends feel cheap in comparison to the Harley and Ducati’s semi-active units. Banging through rough terrain on the BMW taxed the shock’s ability to sufficiently control rebound damping. (Jeff Allen/)Harley-Davidson has fitted Showa semi-active suspension to the Pan Am; in the off-road stiff setting, it does the best job of controlling wheel action through 7.5 inches of travel front and rear. Even when pushed hard, the H-D moves through the large volcanic rocks, tree roots, and chuckholes found on the winding Duck Creek woods trails with the most composure of the three machines. It will blow through the stroke on G-outs, and will bottom loudly on the skid plate, but both wheels stay in line and on course. The Pan America felt the most dirt-bike-like when pushed to the limits. (Jeff Allen/)All three bikes have electronically adjustable preload, with the BMW and Ducati adjusting preload depending on the rider’s selection and according to what’s being carried on the bike. Choices include rider only, rider and passenger, rider with luggage, and rider and passenger with luggage. Harley equipped our test Pan America with its Adaptive Ride Height, which takes automatic preload a step further; the system automatically sets the rear sag to 30 percent, and then lowers the rear suspension when you come to a stop to reduce the seat height up to 2 inches. This means turning around on the trail and stopping on uneven ground is easier on the Pan America than the others. We didn’t have any issue with losing ground clearance at low speeds; anyone who’s concerned about it can take the extra step to lock out the ARH during that sort of riding. While chasing the sun for golden hour photos along Kolob Terrace Road, our highly talented director of photography Jeff Allen was caught out by a very tricky off-camber turn on his Africa Twin photo-rig. Long (very!) story short, Allen left the road, found some big rocks and was flown off the mountain in a helicopter while we finished riding the two hours back to base in the dark. It was a perfect opportunity, despite less than perfect circumstances, to test the lighting on each bike during a moonless night when the danger of deer entering the path was very real. All three machines have full LED lighting and the spread and quality of light from each is excellent, including cornering light functions. We worried less about the deer and more about poor Jeff’s condition. Our late night ride also brought protection from the elements into play, and once again all three were strong performers. Heated grips, standard equipment here, kept our hands warm, and adjustable windscreens set at the highest positions cut the wind. The screen adjustment mechanisms of the GS and Multi are well thought out and easy to use; the Pan America’s unit is much less so. Sure, wind protection was solid, but the screen feels flimsy and the adjustment lever is clunky and small. Further, it became hard to move due to dust buildup. Our brave photographer survived with what turned out to be minor injuries, so it was back to business in Utah. For the next two days we crisscrossed the southern part of the state, logging big miles on the street and dirt. When it was fast and rough, the Pan America was the bike to be on. (Jeff Allen/)Weather changes quickly and often during late Utah summers, and we were caught in a thunderstorm by surprise. Water quickly pooled on the gravel roads and gravel soon turned to slippery mud. Here, rear wheel traction control and front tire feel became more important than ever. Each bike’s traction control handled the mud with identical manners displayed in the dirt, but the front end feel was vague all around as we plowed through the greasier corners. Although the Multi weighs only 1 pound more than the BMW and the same as the Harley (604 pounds versus 603 pounds) when fueled, it felt tall and heavy while on the completely saturated earth. A low center of gravity on the GS helped with confidence here, but it still feels hefty especially when sitting down and dabbing your feet in the slow and slick sections. The Pan Am’s narrower tank and solid front-end feel made the constant course corrections and surprises easier as we battled the cold and wet. As quickly as the rain came, the sun broke through and the road dried. In the curves the V4 S is the king, thanks to its ability to leave the apexes quickly in Sport mode, as the ride is taut and composed. The Pan America also tightens up the ride in Road mode, but not to the sportbike level of the Ducati; things are a little softer and less precise. Select Dynamic on the R 1250 GS and you’ll be amazed with the change in the chassis attitude; preload is increased and the GS gets tipped forward on its nose for quick and extremely light handling; sadly the lackluster rebound damping is an issue here too, and midcorner bumps will upset a finely chosen line. Covering big miles in the dirt and on the street was a necessity to really understand each of these adventure touring motorcycles. (Jeff Allen/)All three of these big ADVs are remarkable at covering big distances. For general traveling on the street and mild to moderate fire roading, you would be more than pleased with the BMW, Ducati, or Harley-Davidson. Pushing the limits just a bit further and farther, like we did here, adds separation between the trio and exposes their strong and weak points. At the end of the third day, it was clear which of these big adventure bikes was our winner. If you want power and speed, the Multistrada V4 S is the number one choice. (Jeff Allen/)The Multistrada V4 S truly is ready for all roads, but not so much as the Harley-Davidson and BMW. Ducati’s high-performance superbike DNA clearly shines through on the V4 S; if you’re looking to embarrass sportbike squids on the street and then wave “see ya!” as you exit onto dirt roads to the top of the mountain, the 2021 Ducati Multistrada V4 S is the bike for you. Adam Waheed, our third test rider, summed up the Multi best: “Even though this bike is fast and exhilarating, I need a motorcycle that is going to be more versatile than this if I’m looking for an adventure terrain rig.” BMW’s R 1250 GS has been at the top of the ADV world for years, and it just missed winning this shootout. If the suspension had performed at a higher level, it might have remained the top dog. (Jeff Allen/)BMW’s GS is of course the gold standard of adventure motorcycling, and the R 1250 GS is an exceptional motorcycle. Its flat-twin boxer engine has character unlike any other offering in the ADV world. It’s almost too easy to ride, and it’s an icon for many reasons. If not for its lackluster suspension performance in the dirt, the BMW might have won. But BMW rested on its laurels just a moment too long, and the new kid on the block cleaned its clock. Not that this clock needed cleaning, necessarily; it’s still a finely crafted motorcycle. Harley-Davidson has silenced any doubts that it could build a legitimate adventure touring motorcycle with the Pan America 1250 Special. (Jeff Allen/)But Harley-Davison has done it all in Year One. In its first test, the Pan America has soundly beaten both the odds-on favorite ADV all-time champion and an insanely fun and fast Italian beast. Its lively engine split the difference between the V4′s rev-happy power and GS’ grunt, and simply worked in more situations than the competition. Its suspension was balanced, refined, and controlled no matter the terrain or surface, making it easier when the going got tough. That, above all else, is the most important trait of an adventure bike. What good is a motorcycle if it can get you into trouble but can’t get you out? 2021 BMW R 1250 GS Specifications MSRP: $26,307 (as tested) Engine: DOHC, air/liquid-cooled, four-stroke flat twin w/ BMW ShiftCam Displacement: 1,254cc Bore x Stroke: 102.5 x 76.0mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/shaft Cycle World 33.43 ft. Cycle World 139.29 ft. Fuel System: Electronic intake manifold injection Clutch: Wet, slipper function; hydraulic activation Frame: Stressed member, steel trellis Front Suspension: BMW Motorrad Telelever 37mm stanchion, central spring strut; 7.5 in. travel Rear Suspension: Paralever WAD strut, Dynamic ESA; 7.9 in. travel Front Brake: 4-piston radial calipers, dual 305mm discs w/ Integral ABS Rear Brake: 2-piston floating caliper, 276mm disc Wheels, Front/Rear: Spoked; 19 x 3.0 in / 17 x 4.5 in. Tires, Front/Rear: Continental TKC-80; 120/70R-19 / 170/60R-17 Rake/Trail: 25.7°/4.0 in. Wheelbase: 59.6 in. Ground Clearance: 7.3 in. Seat Height: 33.5 in./34.3 in. Fuel Capacity: 5.2 gal. Cycle World Measured Wet Weight: 603 lb. CW Measured Performance Quarter-Mile 12.02 sec. @ 117.19 mph 0–30 1.89 sec. 0–60 3.81 sec. 0–100 7.87 sec. Top-Gear Roll-On, 40–60 mph 2.93 sec. Top-Gear Roll-On, 60–80 mph 3.05 sec. Braking, 30–0 35.21ft. Braking, 60–0 140.50 ft. 2021 Ducati Multistrada V4 S Specifications MSRP: $29,245 (as tested) Engine: DOHC, liquid-cooled, 90-degree V-4 w/ counter-rotating crankshaft Displacement: 1,158cc Bore x Stroke: 83.0 x 53.5mm Compression Ratio: 14.0:1 Transmission/Final Drive: 6-speed/chain Cycle World 35.21ft. Cycle World 140.50 ft. Fuel System EFI w/ 46mm elliptical throttle bodies; ride-by-wire Clutch Wet, multiplate w/ slipper action; hydraulic operation Frame: Aluminum monocoque Front Suspension: Electronically adjustable 50mm inverted w/ Ducati Skyhook; 6.7 in. travel Rear Suspension: Electronically adjustable monoshock w/ Ducati Skyhook; 7.1 in. travel Front Brake: Radially mounted Brembo Stylema Monoblock 4-piston calipers, twin 330mm discs w/ cornering ABS Rear Brake: Brembo 2-piston floating caliper, 265mm disc w/ cornering ABS Wheels, Front/Rear: Spoked; 19 x 3 in. / 17 x 4.5 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 120/70ZR-19 / 170/60ZR-17 Rake/Trail: 24.5°/4.0 in. Wheelbase: 61.7 in. Ground Clearance: 8.6 in. Seat Height: 33.1 in./33.9 in. Fuel Capacity 5.8 gal. Cycle World Measure Wet Weight: 604 lb. CW Measured Performance Quarter-Mile 11.58 sec. @ 124.32 mph 0–30 1.80 sec. 0–60 3.63 sec. 0–100 7.13 sec. Top-Gear Roll-On, 40–60 mph 3.13 sec. Top-Gear Roll-On, 60–80 mph 3.12 sec. Braking, 30–0 33.83 ft. Braking, 60–0 135.25 ft. 2021 Harley-Davidson Pan America 1250 Special Specifications MSRP: $24,073 (as tested) Engine: DOHC, liquid-cooled, 60-degree V-twin; 4 valves/cyl. Displacement: 1,252cc Bore x Stroke: 105 x 72.3mm Compression Ratio: 13.0:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 128.2 hp @ 9,130 rpm Cycle World Measured Torque: 80.9 lb.-ft. @ 4,340 rpm Fuel System: Electronic Sequential Port Fuel Injection (ESPFI) Clutch: Wet, multiplate slipper/assist; cable actuation Frame: Stressed-member alloy steel trellis; forged aluminum mid-structure Front Suspension: 47mm inverted fork, electronically adjustable semi-active damping, optional Adjustable Ride Height; 7.5 in. travel Rear Suspension: Piggyback monoshock, electronically adjustable semi-active compression and rebound damping, automatic electronic preload, optional Adjustable Ride Height; 7.5 in. travel Front Brake: 4-piston Brembo Monoblock calipers, 320mm disc w/ ABS Rear Brake: 1-piston Brembo caliper, 280mm disc w/ ABS Wheels, Front/Rear: Anodized aluminum laced tubeless; 19 x 3 in. / 17 x 4.5 in. Tires, Front/Rear: Michelin Scorcher Adventure Radial; 120/70R-19 / 170/60R-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 62.2 in. Ground Clearance: 8.3 in. Seat Height: 31.1 in./32.1 in. Fuel Capacity: 5.6 gal. Cycle World Measured Wet Weight: 604 lb. CW Measured Performance Quarter-Mile 11.73 sec. @ 120.76 mph 0–30 1.82 sec. 0–60 3.57 sec. 0–100 7.45 sec. Top-Gear Roll-On, 40–60 mph 3.11 sec. Top-Gear Roll-On, 60–80 mph 2.95 sec. Braking, 30–0 33.43 ft. Braking, 60–0 139.29 ft. Source