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Hugh Janus

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  1. Trackhouse Racing is a major player in NASCAR and now has jumped into MotoGP with a two-rider team on Aprilia’s RS-GP. (Trackhouse Racing/)When the MotoGP bikes are shipped to Sepang this January for the first 2024 MotoGP winter session, there will be two Aprilias wrapped in stars and stripes. These are Miguel Oliveira’s and Raúl Fernández’s bikes of the newest team on the grid: American Trackhouse Racing. Presented in December in Milan, the arrival of a team founded and run by Justin Marks is big news for the coming MotoGP season. Trackhouse Racing was formed just three years ago to compete at the top level of NASCAR; in just a short time, the team distinguished itself on and off track with a new approach: winning with style and transforming the sport into an experience. Inspired by the great sportsmen who were able to make a shift in their career, think out of the box, and constantly evolve, Marks takes us behind the scenes of this new adventure, from four to two wheels. Driven, passionate, and hard worker, Marks grew up in Northern California where he had the chance to fall in love with motorsports at Laguna Seca. Trackhouse Racing team owner Justin Marks says he has plans to bring global brands into MotoGP. (Trackhouse Racing/)How special is it to be in MotoGP? When we founded Trackhouse, we wanted to create something special in motorsports, able to go beyond a NASCAR team—something globally relevant with an American vibe. What is the most appealing thing about MotoGP? This sport is so raw and authentic. It is so exciting to watch because you can actually see the riders playing the game. There is a component of risk, and the riders are so brave and this adds an aspirational quality. In addition, the MotoGP format of 20-minute race on Saturday and 45 on Sunday is able to keep the attention of the spectators high. How do you see MotoGP on a global scale? Formula 1 has raised the bar and grown enormously all over the world. I see MotoGP in a growth phase and potentially MotoGP is the next one. We can be part of the MotoGP strategy in North America and make it known to millions of people. How can your expertise in NASCAR translate to MotoGP? One of the things we are good at on the NASCAR side is that we have big global brands that are investing in Trackhouse. I think that through the way we market, we entertain our customers and show them value; we can bring this model into MotoGP as well. It may take some time for us to come and get established, but I think that the big global brands can find a lot of value in the sport. And what about your experience as a racing driver before being an entrepreneur? Being one of them and knowing how to communicate with the drivers and the team members has helped me a lot in the NASCAR team. I know what the drivers go through and the competitive side of the sport. Being in a garage for so many years, I think I can also contribute to the MotoGP team. It’s a unique perspective. I also met Oliveira and Fernández. Miguel is the veteran, who has already won in MotoGP, and Raúl is young, hungry, and passionate to show his talent to the world. Trackhouse Racing has had success in NASCAR and expects that with some time the same can be achieved in MotoGP. (Trackhouse Racing/)Is there something new that you can bring to MotoGP? We are having great conversations with content companies to produce original content and to tell the stories of the teams, the fans. This will help to promote the sport and help it grow. I also would love some cross activation to bring the NASCAR and the MotoGP racers together—bring the riders to North Carolina and show them what we do and capture that. What will be your main challenge? I understand the business side, the marketing and promotion, but I would love to know more about the sport from within—the key players and the technology. The challenge is really learning, absorbing, and building a strategy for our team. How was your first taste of a MotoGP race weekend? I was at Spielberg this summer and I spent three days learning and absorbing the maximum. I also did the two-seat (ride) and it was an incredible experience. It provides a very unique perspective. As a racer I paid a lot of attention to the bike, to the weight transfer and how the rider was moving, but there were one or two moments down the straight that were pure thrill. On a bike you feel so exposed, contrary to being in a car that makes you feel protected. Can you tell us the timeline of the deal? I went to the Austrian GP to see how things are done and learn for the NASCAR side. Starting to understand the business model more, I saw a great business opportunity. When I started talking with Carlos and Carmelo Ezpeleta, and Dan Rossomondo, my plan was for 2025, but they told me about a potential spot for 2024. They saw value in an American team and they want to grow in North America; so we started to work right away. We did a tremendous amount of work in the last six to eight weeks working with Aprilia and building the team. Aprilia too saw the advantage of working with an American team as an asset to their program, so together we were able to get on the grid in such a short time. Marks and Massimo Rivola have worked together on getting the Trackhouse Racing team on the same level as the Aprilia Factory team. (Trackhouse Racing/)Aprilia opened the door giving you a status that goes beyond a satellite team, a kind of “Aprilia USA factory” team. What is unique is that we feel part of the Aprilia family. We worked closely with Massimo Rivola and the whole team to be on the same level of the factory team and elevate together the entire Aprilia competition. We can bring our expertise as well, and Aprilia and the whole Piaggio Group were very motivated to make this happen. What about the bikes? We are pushing hard to have the 2024 spec, but it’s a matter of how quickly they can produce the bike, so I think we could have one factory bike in Qatar for the start of the season and one later. How do you see your future in MotoGP? We made a multiple-year contract, so we are very motivated to do well without rush. Now it’s about getting established, having results on track, attracting partners on board, and building a strong independent team able to compete at the top with the other independent teams and manufacturers. What does Aprilia represent for you? There is something special about Italian car and bike manufacturers like Ferrari or Lamborghini on four wheels, Aprilia and Ducati for the bikes. Aprilia represents passion, engineering, history, and commitment to motorsports. Being with the factory team gives us immediate credibility. And specifically Aprilia is a small group, and they are racers—as we are. We have a direct link with a small group of people who trust each other, work together, and this will bring us success. For the launch, the team unveiled a symbolic American flag-liveried bike, paying tribute to Nicky Hayden. How important is it to be the first fully American team in MotoGP? America has a great history in the sport with so many champions, but it has been a while that we’ve had one, so we are honored and humble to be part of the American history in the sport. Over the next months we will start communicating with several American legends of the sports. Do you have an inspirational hero in the sport? Not one in particular, but I have a lot of respect for people who have transcended the sport—that have constantly reinvented themselves. I like to read biographies of athletes and also people who have been successful in life being able to evolve, constantly reinvent themselves. What is the last biography you read? The one on Elon Musk: somebody that broke barriers, started a new industry, and was able to see the world in a very different and creative way. What would you like to find under your Christmas tree? Fast 2024 Aprilia motorcycles. 2024 will be a busy year… For sure, we have the NASCAR races and then MotoGP. I won’t be able to attend all the races, but I want to know more about the spectators and the most iconic circuits like Mugello Circuit for example, and the night race in Qatar… Source
  2. Among models potentially coming to the US is the LFR700, a sportbike powered by a 680cc inline-four. (Benda/)China is packed with little-known motorcycle brands and the harsh truth is that most of them are unlikely to raise even the slightest interest from buyers in the West. But some of them are genuinely intriguing, and near the top of that list comes Hangzhou Saturn Power Technology, which sells bikes under the Benda name. Recent documentation indicates that Benda is bringing its range to the US market, having filed documents with the National Highway Traffic Safety Administration (NHTSA), as required by law to explain how to decode the brand’s VIN information. The document appears to be erroneously dated “December 9, 2022″ (having actually been published on December 9, 2023) but it clearly lists Hangzhou Saturn Power Technology as the owner and Benda as the brand to be used on the bikes. Benda’s LFC700 power cruiser. (Benda/)Benda’s Chinese offerings are interesting enough to have been featured on these pages a few times in the past. It first piqued our interest with the four-cylinder LFC700 and LFS700 models launched in 2021, both of which used 93 hp, 680cc inline-four developed by Benda, albeit by reverse-engineering Honda’s CB650R engine and increasing its stroke. The LFC is a crazy-looking muscle cruiser with a vast, 67.7-inch wheelbase, a 310-section rear tire, and an engine air intake that’s designed around its small, LED headlight to look like a jet inlet, while the LFS uses the same motor in a more conventional roadster-style package. But that was just the start, as the company has recently unveiled the LFR700 sportbike using the same engine. Benda’s supercharged 300cc engine. (Benda/)Elsewhere, Benda’s plans include the “VTR300 Turbo,” a sportbike with a turbo or supercharged 300cc V-twin engine, which has been seen in design illustrations but not officially launched yet. There is also a range of V-4-powered cruisers from 500cc to 1,200cc. In its existing lineup, Benda’s range is largely focused on cruisers, with a modern range of small to midsize models including the recently launched Napoleon 450 bobber, the similarly powered Chinchilla 450, and the Dark Flag 500, which is the first of the company’s homegrown V-4-engined model. The Benda Napoleon. (Benda/)The VIN decoding document filed with the NHTSA doesn’t specify which bikes Benda plans to sell in the US, and the codes listed include two-strokes and four-strokes, liquid- and air-cooled, and a vast array of styles of bikes, and engines from sub-50cc to more than 1,200cc. However, the Napoleon, Chinchilla, and Dark Flag are the company’s main focus at the moment. Benda’s V-4-powered Dark Flag. (Benda/)The Dark Flag 500 is particularly intriguing, including a surprising level of technology. Not only does it use China’s first homegrown V-4 motorcycle engine (producing 54 hp at 9,000 rpm and 31 lb.-ft. at 6,500 rpm), but it also features a cylinder-deactivation system that cuts out the two rear cylinders at idle, just like some of Ducati’s latest V-4s, to reduce heat and fuel consumption. The Dark Flag Ultra version also has electronically controlled air suspension at the back. The Chinchilla 450, meanwhile, is a rival to the likes of Kawasaki’s Eliminator and Honda’s SCL500, with 50 hp from a liquid-cooled eight-valve 448cc V-twin, also developed in-house by Benda. The newest addition, the Napoleon 450, uses the same engine but in a different chassis with a hidden monoshock at the rear, a single seat, and unusual cowls over the fork that give the look of an old-fashioned girder front end without any of the drawbacks. Source
  3. Aprilia has filed patents for the rear spoiler that was first seen back in 2022. (Aprilia/)Aprilia’s RS-GP MotoGP bike was the first to bring a racecar-style rear wing to the track back in 2022 and if the prototype 2024 racers seen at the end-of-season test in Valencia are to be believed, we’re going to be seeing the same on virtually every rival bike next year. And just as front winglets rapidly became a must-have styling addition on road-going sportbikes once they emerged in MotoGP the rear spoilers are likely to migrate to production models in the future. That’s come a step closer with the publication of a patent application from Aprilia, describing the design and purpose of its racebike’s rear end but also making a clear indication that the same idea could be applied on the road, saying the idea “relates to ‘road’ or ‘street’ motorcycles” before going on to explain that the practical benefits really apply in racing. The patent illustrates the same rear winglet and spoiler combination that was first seen in 2022, and while it’s only just been published, the document was filed with patent authorities at around the same time. Back in 2022, Aprilia made waves when it tested its rear spoiler for the first time. (Aprilia/)Ideas purely intended for racing are rarely the subject of patents. Partly because it means illustrating exactly how ideas work and explaining their benefits—not ideal in a highly competitive environment. After all, there’s no guarantee the patent will be granted, so filing an application could be simply giving your secrets away. Even if a patent is granted, it would be seen as unsporting to try to use patent law to prevent rivals from using the same idea in competition, and the proliferation of rear spoilers appearing on rival racers shows Aprilia isn’t trying to do anything like that. With that in mind, logically Aprilia’s patent application is intended to protect its idea in case the company decides to implement the same thinking on a production machine. While rear spoilers are never likely to be game-changers for road bikes (even in MotoGP their benefits are still marginal, so the rear wings are often added or removed depending on specific circuits), carrying over the look of racers to the showroom is an essential part of the “win on Sunday, sell on Monday” idea that’s the whole reason companies plough money into their competition machines. With that in mind, it’s hard to imagine that we won’t see road-going superbikes with rear wings in the near future. Will Aprilia’s spoiler make its way onto a production bike in the near future? (Aprilia/)What Aprilia’s patent does do is give a clear explanation of exactly what the rear wing arrangement achieves. Aprilia’s system is a little more complex than a simple wing, instead combining a pair of upswept winglets on the sides of the bike’s tail with a high-mounted spoiler on top. While the result looks a lot like the rear wings used on race cars to help plant them on the ground and corner at unimaginable speed, the motorcycle version’s benefits come on the straights. The downforce generated helps keep the back wheel on the ground, particularly during hard braking at the end of the straight, just as the rider tips into corners, when the rear wheel would normally be unloaded. The document says: “…the spoiler allows an aerodynamic force to be created on the rear wheel. This force is effective above all during trail-braking, i.e., sudden braking, and is such as to reduce bouncing of the rear wheel, improving the grip of the bike and thus facilitating entering the corner. Moreover, the greater load that is created on the rear end of the motorcycle is useful in undulating straight stretches, such as a downhill stretch, in which the motorcycle reaches a speed of around 350 km/h [217 mph] and would tend to lose grip.” Honda’s latest CBR1000RR-R SP production bike comes with updated aero, otherwise they wouldn’t be allowed in Superbike racing. (Honda/)Although Aprilia doesn’t currently compete in WSBK—its 1,099cc V-4 engine is too large for the current regulations and the company hasn’t yet followed Ducati’s lead and created a homologation-special, 999cc version to duck under the 1,000cc limit—it’s clear that a patented rear wing design, used on a streetbike, could give an edge in production-based racing. WSBK allows winglets provided they’re the same as those on the showroom versions of bikes, and we’re already seeing companies tweak their road bikes to improve those winglets. Honda’s 2024 updates to the CBR1000RR-R SP, for instance, include winglet changes that can only really be a benefit at the highest level of racing. Aprilia’s patent application covers itself in the event that it wants to put the aero thinking into production, and follows on from a patent in 2022 that described other aero tricks of the RS-GP. With the RSV4 superbike well overdue for a significant revamp, don’t bet against some of the concepts from Aprilia’s most successful MotoGP bike yet trickling down to the showroom. Source
  4. Aprilia Racing and Trackhouse Together in MotoGP (Aprilia Racing/)Aprilia Racing Press Release: Aprilia Racing has signed a three-year agreement with US outfit Trackhouse, already a major player in the NASCAR motorsport championship. Captained by former racer Justin Marks, the American team will bring the RS-GPs to the track as an Independent Team. Confirmed are riders Miguel Oliveira and Raùl Fernandez, in their second season riding the Italian prototypes. A partnership that will see Aprilia Racing take charge of all technical aspects, collaborating closely with Trackhouse Racing on track and taking care of development during the season, through a dedicated structure that represents an important step forward in Aprilia’s MotoGP project. MASSIMO RIVOLA - CEO Aprilia Racing ”We are happy and proud to welcome Trackhouse into the Aprilia Racing family. What they have been able to build in a very short time in NASCAR is an extraordinary presentation card, which anticipates the potential of this partnership. This is thanks to Justin Marks and his team, whom I got to know through my long-time friend PJ Rashidi, and with whom we were immediately in sync both in terms of technical ambitions and marketing and communication developments in such an important market as the US. Our commitment will increase significantly, a responsibility we gladly take on because, I am sure, it will allow us to grow even more”. Source
  5. The $995 Motocompacto is proof that fun (and practicality) comes in all sizes. (Bert Beltran/)The most refreshing thing about Honda’s Motocompacto is that it wasn’t born within the dreary walls of a corporate conference room. Honda management didn’t sit their design team down and ask for “the next big thing.” The Motocompacto started life as a passion project, led by employees who wanted to create something innovative and fun—a folding e-scooter that paid homage to the original Motocompo but made sense from a modern urban mobility standpoint. Carrying case turned urban explorer. Or beach cruiser, in this case. There’s no rule on how or where to use the Motocompacto. (Honda/)That’s not to say there weren’t benefits to mass-producing the Motocompacto, which Honda describes as “an unexpected facet of [its] larger electrification strategy.” The concept was pitched at a time when significant focus was going into Honda’s electric vehicles and as the company was looking to bring more eyeballs to its efforts in that space. Consider this a fun way to get people talking about Honda: “Maybe I’ll get a Prologue SUV and throw my Motocompacto in the back.” In some ways, the Motocompacto might even be the thing that gets them into a Honda auto dealership. A closer look at the Motocompacto in folded and unfolded form. Notice the strap on the handlebar post, which is how you carry around the 41-pound scooter. Notice also how the rear wheel slides into the body to keep the scooter as compact as possible when folded. (Honda/)History buffs will draw a stronger connection to the beloved Motocompo folding scooter sold between 1981 and 1983. Honda’s Powersports division has been immensely successful in bringing equally iconic legends back to life, and the sales success of bikes like the Super Cub, Trail 125, and Monkey likely encouraged the company to take a chance here. Nostalgia sells. Mind you, the Motocompacto is nothing like Honda’s “full size” minimotos. It’s a first- and last-mile mobility solution—something that doesn’t require an M1 endorsement but can be used for getting around the city or college campuses. It weighs 41.3 pounds and has a 12-mile range. Max speed is 15 mph, and it charges in 3.5 hours via a 110V outlet. A peek behind the “curtain.” The Motocompacto has an aluminum frame that takes up little space. The remaining void can be used for storing personal items like a jacket, (covered!) laptop, or anything else that might need to go with you, in addition to the charger. (Honda/)The scooter is 29.2 inches long, 3.7 inches wide, and 21.1 inches tall when folded, meaning you can store it just about anywhere. Think closet, trunk of the car, or in the corner of your cubicle at work. It can be folded or unfolded in under a minute, has on-board storage (when unfolded), and two ride modes with varying max speeds. More important to Honda—and where this scooter will stand out against other first- and last-mile solutions—are the durability standards set in place. Honda build quality extends all the way down to the Motocompacto, so don’t expect to find rickety latches or flimsy footpegs on this pint-sized electric. Sensors ensure power is not delivered to the motor until the scooter is fully unfolded. An LED display shows battery charge, speed, selected ride mode, and more. (Honda/)The remaining features list includes things like an LED headlight and taillight, stylish synthetic leather cover for seat and grips, plus bicycle-esque lock loop for when storing the scooter in public. Worth mentioning is that the design is purposefully minimal; think of the white panels like the shell of a laptop, which most people will slap stickers on or buy “graphic kits” for. The point? Honda wants the Motocompacto to be unique and fun, just as much as it wants the scooter to be safe and practical. The Motocompacto is small enough that it won’t take up all the trunk space in your car. (Honda/)Unfold and Go! The Motocompacto ($995) is being sold at motocompacto.honda.com, and at Honda and Acura automobile dealers, but as part of the prelaunch buildup, we were able to throw a leg over one and bounce around American Honda’s campus in Torrance, California. Unfortunately, “bounce” is used literally here. Notice there’s no mention of “suspension,” which means the scooter can be a rough ride if you don’t miss every pothole or lip between street and sidewalk. This is more about convenience than comfort. It takes less than a minute to fold or unfold the Motocompacto, and all hinge points are quite sturdy. Honda says it was important for the scooter to be well-built and not be flimsy. (Bert Beltran/)Unfolding and folding the Motocompacto is a simple process that’s easy to commit to memory and only really takes about 50 seconds. The biggest surprise once it’s unfolded? How narrow the scooter is, but at the same time, how surprisingly comfortable it is for all body types (this test rider is 6-foot-3). No, the seat is not overwhelmingly large, but the dimensions work, and there’s no need for taller riders to worry about their knees hanging up on the handlebar. One of the more surprising things about the Motocompacto is how skinny it is. Despite this, taller riders will still feel plenty comfortable. (Bert Beltran/)As mentioned, the Motocompacto was developed with Honda ingenuity (and its legal experiences) in mind. You notice this first in the build quality, but also in things like Mode 1, which doesn’t deliver any power to the front wheel at 0 mph. This means you’ll need to push off with your feet, but also that someone won’t accidentally hit the thumb throttle when you’re sitting on the scooter and send you flying off the back. OK, maybe “send you flying” is a stretch, but you get the point. Top speed in Mode 1 is reduced to 10 mph. Top speed increases to 15 mph in Mode 2 and can be reached in around seven seconds, depending on rider size. It’s fast enough to be fun, as evidenced by the constant laughs and grins on the face of every person who threw a leg over the Motocompacto. Honda engineering and build quality mean the scooter feels stable and rugged. Throttle application is direct and overall easy to get used to, even if you’ve never thumbed a scooter to life before. (Bert Beltran/)Stability isn’t an issue, a clear sign of how far manufacturing has come since the first (very wobbly) minibike was introduced decades ago. The rear brake is strong enough to skid the tire and is easy enough to actuate with the bar-mounted lever. Again, it’s these well-built, quality pieces that will help the Motocompacto stand out from some of the more inexpensive options out there. And for some people, that sense of quality and ruggedness will be worth any added cost. A few other things for those people to consider: While the storage area is great, you might want to find an “organizer” for the compartment, as your laptop or other goods will bounce around if not secured by some type of divider or cargo net. Also, while the Motocompacto folds up neatly into its own compact and stackable carrying case, it does weigh 41 pounds and isn’t something you want to carry for more than a few flights of stairs. That’s probably OK for the person who’s carrying it through the subway station, or you college students who only need to walk it from the parking lot to class. The Motocompacto charger is, well, compact, and takes up very little space. Charge time is 3.5 hours. Notice the LED headlight. (Bert Beltran/)Final Thoughts For people who don’t live in the city or work on a large corporate campus, the Motocompacto would be more like something to leave in the trunk of the car for random adventures when ending up somewhere fun. For instance, we might keep it in the car and pull it out when we’re by the beach and want to cruise the boardwalk. And that’s fine—there’s no rule for how or when to use any of the many urban mobility solutions that are popping up. What we like most is that as more of these solutions become mainstream, the more people will begin to recognize the freedom and flexibility that anything with two wheels and a motor can bring you. Even if the Motocompacto converts a handful of people into motorcyclists, that’s a win. Hell, even if it doesn’t, that’s OK. It’s cute, it’s fun, and was never meant to turn the world on its head. Only to offer a unique solution to those in need. If it accomplishes anything more than that, or gets people into Honda dealerships, all the better for those who helped bring it to life. Think of the Motocompacto’s side panels as a blank canvas. Graphic kits are already available, or you might make the scooter uniquely yours by slapping your favorite stickers on there. Side benefit for companies who might add these to their fleet: free-ish advertising. (Honda/) Honda’s Motocompacto phone app allows you to see the current state of battery charge, view information on overall battery health, and use the trip calculator to estimate battery remaining at your intended destination. (Honda/) The Motocompacto’s control center. Clean! (Bert Beltran/) The compact theme extends to the seat. Then again, you’re not spending hours in this saddle. (Bert Beltran/) A cable-operated rear brake works brings the Motocompacto to a quick stop. (Bert Beltran/)2024 Honda Motocompacto Specs MSRP: $995 Motor Type: Permanent magnet, direct drive Peak Output: 490W Claimed Torque: 11.8 lb.-ft. Drive: Front-wheel drive Max Speed: 15 mph Battery Capacity: 6.8aH Charge Time: 3.5 hours (110V) Range: Up to 12 miles Frame: Heat-treated aluminum Wheelbase: 29.2 in. Length (ready-to-ride/folded): 38.1 in. / 29.2 in. Height (ready-to-ride/folded): 35.0 in. / 21.1 in. Width (ready-to-ride/folded): 17.2 in. / 3.7 in. Seat Height: 24.5 in. Claimed Weight: 41.3 lb. Weight Capacity: 265 lb. Contact: motocompacto.honda.com Source
  6. Vespa & (RED) together at World AIDS Day 2023 (Vespa/)Vespa Press Release: On December 1st, World AIDS Day, Vespa will host a very special event at their Milan Motoplex. Founded by Bono & Bobby Shriver in 2006, (RED) has developed partnerships with the world’s most iconic brands, to create unique products to raise funds to fight and end AIDS and global pandemics. On World AIDS Day, Vespa and (RED) consolidate their multi-year partnership with the signing of a new two-year agreement. The collaboration between Vespa and (RED), started in 2016, has given rise to iconic products that are dressed in red to support the cause: from the first (VESPA 946) RED to the (VESPA PRIMAVERA) RED, up to the most recent (VESPA ELETTRICA) RED, as well as a collection of merchandising. During the partnership with (RED), Vespa customers from all over the world have played a fundamental role in the fight against AIDS and all pandemics, raising over 1.5 million USD for the Global Fund, a global fund for the fight against AIDS. AIDS, tuberculosis, and malaria. On the occasion of December 1st, World Aids Day, Vespa will organize an open talk at its Motoplex Milano City Lounge space at 5pm, in Via Broletto 13 in Milan. The event will feature Elena Di Cioccio and Lavinia Farnese in a personal and irreverent exchange on the topic of sexual education, aimed at raising awareness on a topic that is too often neglected, especially by younger people. Furthermore, starting from 2024, a capsule of Vespa clothing and accessories (RED) will be launched at the Group’s flagship stores and online channels. Characterized by the unmistakable style of Vespa, the new apparel collection will be available in stores starting from May 2024 and will include a loose-fit cotton hoodie, a waterproof jacket in technical fabric and a t-shirt, all in the iconic (RED) hue.A collection of accessories ranging from cups to water bottles and a restyling of the iconic helmet complete the offer.Vespa will donate part of the proceeds from the sales of this special collection to (RED). Source
  7. Covers are finally off Triumph’s 2024 TF 250-X motocross bike. (Triumph/)After several teases and pre-release looks Triumph has taken the covers off the final, consumer version of its new TF 250-X: the first out-and-out competition off-roader to wear the company’s badge in the modern era. It’s a case of diving in at the deep end for Triumph, as the motocross market—like the competition itself—is fierce, with big-name rivals from Japan and Europe. To meet those bikes head-on, Triumph claims the TF 250-X has “a class-leading power-to-weight ratio and the most complete specification package ever to launch into the ultracompetitive 250cc motocross market.” Bold words indeed, but the TF 250-X might just live up to them. Related: Triumph Motocross Bike Engine First Look Triumph claims the TF 250-X has the best power-to-weight ratio in its class. (Triumph/)Under development for several years (the plan was officially announced back in 2021) the TF 250-X draws on the knowledge of two big-name hires by Triumph, Ricky Carmichael and Iván Cervantes, who should certainly know whether a bike is competitive or not as well as offering priceless advice. Triumph Chief Product Officer Steve Sargent said: “This bike is 100 percent Triumph, conceived, designed, developed, and manufactured by our world-leading chassis and engine teams, with expert support from our racing champions. We started with a blank sheet of paper and began an all-new ground-up design, including a new engine, new chassis, and new electronics.” Ricky Carmichael adds: “The TF 250-X is an incredible bike. This is the bike that we set out to build. When you talk about the chassis, the powertrain, the components—it’s the best of everything you could ever want. And whether you’re a professional rider or an amateur rider, you will not be disappointed. I love this bike, it’s been such an honor to be part of a project with such an iconic brand.” A 250cc DOHC single powers the TF 250-X. (Triumph/)The engine is a DOHC liquid-cooled 250cc single, of course, with a 78mm bore and 52.3mm stroke. That’s a little longer of stroke and smaller of bore than some rivals, notably KTM’s 250 SX-F which stretches the bore to 81mm and pairs it to an ultrashort 48.5mm stroke (matching the bore/stroke ratio of most MotoGP bikes), though it’s a close match to Kawasaki’s KX250F. Triumph, however, uses a sky-high 14.4:1 compression ratio that’s more extreme than most of its competitors. The pistons are forged aluminum, the valves are titanium, and there are DLC low-friction coatings throughout. Dell’Orto fuel injection feeds the engine, and Triumph claims it has the best power-to-weight ratio in the class—yet it has not shared actual power numbers. Half of that equation comes down to weight, of course, and in pursuit of keeping the TF 250-X light, Triumph uses magnesium engine covers and an aluminum spine frame, keeping the bike’s total mass down to a mere 229 pounds wet. For comparison, a Yamaha YZ250F comes in at 234 pounds in the same state. That chassis is fitted with KYB suspension at either end, with 48mm fork and piggyback shock. Both the fork and shock are fully adjustable for compression and rebound, including separate high- and low-speed compression adjustment at the rear. Related: Watch Triumph’s 250cc Motocross Bike in Action Suspension front and rear is by KYB on Triumph’s TF 250-X. (Triumph/)Calipers come from Brembo, with a single two-pot front on a Galfer 260mm disc, combined with a 220mm rear. DirtStar makes the aluminum rims, matched to machined alloy hubs. Braking is handled by Brembo units front and rear. (Triumph/)Since the initial bike, with an MSRP of $9,995, is essentially a bare canvas for competition tuning, there’s also a wide range of parts to improve it. These include a titanium Akrapovič exhaust that’s claimed to improve power and throttle response as well as weighing a pound less than the standard system while still meeting FIM noise requirements. It doesn’t require an engine remap, either, though another option, the MX Tuner Pro and its associated phone app, allows you to pick between a variety of engine maps and view diagnostics and sensor outputs on your phone. You can also add a launch control module and an Xtrig holeshot device that preloads the fork to reduce the bike’s tendency to wheelie off the line. Pricing for the accessories will be revealed nearer the bike’s projected delivery date of spring 2024. Triumph will enter the TF 250-X in the FIM Motocross World Championship’s MX2 class as well as the US SuperMotocross World Championship for 2024. (Triumph/)To match the bike, Triumph is launching a range of Alpinestars clothing and boots, and plans to open specialist Motocross and Enduro Centers in Europe, the USA and Australia—as many as 300 due by the end of 2024. By then, the range is expected to have grown to include a 250cc enduro machine and Triumph’s planned 450cc enduro and motocross bikes. It won’t be the only newcomer to the scene, either, as Ducati is on the verge of launching its own single-cylinder motocross machine, though unlike Triumph the Italian company is expected to unveil its 450cc offering first, and is competing only in the Italian national championship in 2024, while Triumph is making an immediate entry to the 2024 FIM Motocross World Championship’s MX2 class, with sponsorship from Monster Energy and a two-bike, factory-supported team, as well as entering the US SuperMotocross World Championship in 2024. 2024 Triumph TF 250-X Specs MSRP: $9,995 Engine: DOHC, liquid-cooled, 4-stroke single; 4 valves/cyl Displacement: 250cc Bore x Stroke: 78.0 x 52.3mm Compression Ratio: 14.4:1 Transmission/Final Drive: 5-speed/chain Fuel System: Dell’Orto EFI Clutch: Wet, multiplate; hydraulically actuated Frame: Aluminum spine Front Suspension: KYB 48mm fork, compression and rebound adjustable; 12.2 in. travel Rear Suspension: KYB monoshock, fully adjustable; 12.0 in. travel Front Brake: 2-piston Brembo caliper, 260mm disc Rear Brake: 1-piston Brembo caliper, 220 mm disc Wheels, Front/Rear: Aluminum spoked; 21 x 1.6 in. / 19 x 1.85 in. Tires, Front/Rear: 80/100-21 / 100/90-19 Rake/Trail: 27.4º/4.6 in. Wheelbase: 58.7 in. Seat Height: 37.8 in. Fuel Capacity: 1.9 gal. Claimed Wet Weight: 229 lb. Contact: triumphmotorcycles.com Source
  8. Francesco Bagnaia did what he needed to lock up the championship, leaving the pressure on Jorge Martín. (MotoGP/)The complexities of a long season came down to strong odds favoring Ducati factory rider Francesco Bagnaia, yet offering a slight chance for second-in-points Jorge Martín, who had in the last third of the season made a brilliant run on Bagnaia’s 61-point advantage. Martín could be champion if he won and Bagnaia finished worse than fifth. Bagnaia has shown two opposed tendencies. First, and greatly to his credit, he has confidence that he and his crew can and will find solutions to setbacks that occur Fridays and Saturdays. And so it has often turned out. Yes, he has made important mistakes, such as choosing to run a medium rear tire in this Saturday’s sprint, because it had worked well in the morning. But it’s cooler at the end of the day, making Martín’s choice of the soft rear correct. Martín won the sprint and Bagnaia was uncompetitive. Bagnaia’s response was correct: “For tomorrow I will have no doubts. I will make the same choice as Jorge.” On the other hand, Bagnaia can seem just a bit too cheerful and unengaged, as though his racing was happening to someone else, possibly in a galaxy far from here. People who thought Valentino Rossi in his years of greatness was a somewhat goofy “nice guy” found out differently if they had the skill to get close to him. There are not many happy-go-lucky great champions. Martín had shown one-lap brilliance, then sprint brilliance, but in the last third of 2023 he was able to move that to Sunday as his great talent became broader. This makes me remember Marc Márquez’s description of his first MotoGP season, in which he became champion for the first time: “Every lap was like qualifying.” I emphasize that this is not the same as “just goin’ fer it.” We know this because although Márquez often crashed in practice, he seldom crashed in races. This indicates that he was always intent upon finishing. Denis Jenkinson, in his little book about motor racing, describes a few racers who tend to speed up until they crash. I am remembering a wet race in which Rossi held to his own estimate of how much reliable grip there was, letting a rival pass him and pull away. Rossi had the discipline to wait for the leader to crash, and he did, leaving Rossi on the center box because he knew when to exercise restraint. Martín had to go for broke in Valencia and did. (MotoGP/)In Valencia Martín’s race was spoiled by an error that may have turned him into “a young man in a hurry”: On lap 3 he came too close to Bagnaia and was pushed into his draft, then ran wide, falling back to P8. Three laps later, in turn 4, he ran under Marc Márquez, they touched, and Marc high-sided while Martín was on the ground. Martín actually made contact with Bagnaia on lap 3 before running wide, setting the stage for his second, bigger mistake. (MotoGP/)Each time chance seems to turn against us, there is a temptation to double our bets. Or perhaps this was just a second ordinary mistake by Martín? The rest of the race consisted of the semi-drama of first Brad Binder (Red Bull factory KTM), then his teammate Jack Miller leading only to tip over—Binder wide at turn 11 on lap 14, dropping to sixth, then Miller leading laps 14 to 18, crashing out on lap 19. This left Bagnaia leading ahead of Johann Zarco (Prima Pramac Duc) with Binder and the recently-risen-to-excellence Fabio Di Giannantonio (Gresini Duc). Despite flashes of strength from others, the two principals of this season were Bagnaia and Martín. The others, in terms of the championship, were for the last third of the season just annoyances, buzzing flies bothering someone trying to mow the lawn. Yes, this one or that one might have, could have, should have, but the fact is that the others lacked the consistency and level temper necessary to amass the points to win. Or they were riding motorcycles lacking in consistency, or whose state-of-setup gives them strength only on certain circuits but not on others. I think of Eddie Lawson—a person who watched the odds. If in the first few laps he decided his bike and state of setup excluded finishing first, he did not then try to stretch himself beyond sense to make up the difference. Brad Binder ran wide on turn 11, falling back to sixth place. At the end, however, he finished on the podium in third. (MotoGP/)Spectators love the Big Gamble but championship winners generally control events better than that. Really interesting will be the postrace test on Tuesday, when we’ll see the prototype 2024 bikes at their present level of development. More about that later. Returning to the front tire pressure problem, I’ve done more reading about Central Tire Inflation Systems. Seems that in 1942 the amphibious DUKW used by US forces in World War II was given a CTIS. For the slog up sandy or soft beaches, tire pressure was reduced to increase footprint. Then once on firm ground or even on pavement, tire pressure could be dialed higher to save the tires from the flex-generated heat of higher speeds. Specialized military trucks continue with such systems today and many highway trucks use them as well. You can identify them by the air lines looping across the outer face of the tire to the hub. Bagnaia now has three world championships: two in MotoGP and one in Moto2 (2018). (MotoGP/)Dunlop and no doubt other tire makers have variable pressure systems to enable rapid data gathering on indoor drum testing. This caused one Dunlop engineer to propose there could be value in separate front and rear CTIS on racebikes, providing the enlarged footprint riders want and need in corners, then for straights, pressure rising to reduce heat generation by excessive tire flex. Michelin is well familiar with heavy truck CTIS. Do I hear objections that it would be difficult to engineer sending air pressure to wheels that present no rotating end (as trucks do)? Google “very small air pumps” and see the wide variety of electric pumps which might even fit inside wheel hubs. Tires already contain battery-powered inflation pressure reporting units, so adding a controllable bleed valve to prevent tires from (as Marc Márquez once put it) “…getting hot and bouncy” wouldn’t be too tall an order. Sorry, folks—just thinking out loud. We look forward eagerly to Tuesday’s revelations, and after that will come the official Sepang, Malaysia, test on February 6 through 8. And the final preseason test at Qatar on February 19 and 20. It all begins again. Source
  9. The 2024 BMW R 12 nineT. (BMW/)BMW officially announced the 2024 R 12 nineT roadster and R 12 cruiser. Both are a classic take on modern motorcycling utilizing a 1,170cc air-cooled twin-cylinder boxer engine connected to a six-speed transmission with shaft drive. BMW claims the R 12 nineT roadster produces 109 hp at 7,000 rpm and 85 lb.-ft. of torque at 6,500 rpm. The R 12 cruiser produces less peak power and torque at a lower rpm through software programming. BMW claims the R 12 makes 95 hp at 6,500 rpm and 81 lb.-ft. of torque at 6,000 rpm. The 2024 BMW R 12. (BMW/)The BMW R 12 nineT and R 12 also share an all-new one-piece trellis bridge steel frame with a bolt-on subframe. Where the models differ is in their suspension geometry. BMW aimed to make the R 12 nineT’s handling precise for winding roads by giving it a 4.4-inch trail and a 27.7-degree rake with a pair of 17-inch alloy wheels. To achieve more relaxed steering for the cruiser, the R 12 receives a 5.2-inch trail and 29.3-degree rake with a 19-inch front wheel and 16-inch rear. Their wheelbase is close but the R 12′s is slightly longer at 59.8 inches whereas the sportier R 12 nineT has a 59.5-inch wheelbase. BMW’s R 12 is designed to cruise. (BMW/)Both models use a 45mm upside-down telescopic fork but the nineT roadster offers more travel (4.7 inches) than the R 12 cruiser (3.5 inches) as well as full adjustability. At the rear, the R 12 nineT features a paralever swingarm with a direct mount shock with preload and rebound adjustment offering 4.7 inches of travel; the R 12 cruiser provides 3.5 inches of travel. Both models utilize the same braking equipment. At the front is a pair of 310mm discs with radially mounted four-piston Monoblock calipers. The rear uses a 265mm disc with a two-piston floating caliper. Both models receive lean-sensitive BMW Motorrad ABS Pro standard. Both models’ standard safety equipment includes Dynamic Traction Control, Drag Torque Control, and ABS Pro. (BMW/)The R 12 nineT has three standard ride modes: Rain, Road, and Dynamic, while the R 12 offers two ride modes: Rock and Roll. Just as on the BMW’s R 18 big-bore cruiser, Rock mode is more aggressive than Roll. Dynamic Traction Control (DTC) is standard equipment on both models, and ride modes can be selected via newly designed analog displays. BMW also offers a Digital Display option that replaces the round instrumentation with a 3.5-inch micro TFT display on both the R 12 and R 12 nineT. The Digital Display option replaces the round instrumentation with a 3.5-inch micro TFT display. (BMW/) Pricing and availability are expected to be announced in 2024. BMW offers a large range of accessories for the R 12 nineT roadster and R 12 cruiser. (BMW/) Source
  10. The Transalp’s agile chassis allows it to change lines off-road with minimal input. (Honda/)After 34 years, Honda’s original middleweight adventure bike returns to the US. Unveiled at EICMA in 2022, the all-new Honda Transalp features a 755cc parallel twin with a 270-degree crank. The original Honda Transalp utilized a 583cc V-twin and was only imported to the US for two years (1989–1990), but saw much more success through multiple iterations in Europe from 1986 to 2008. Cycle World described the 1989 bike as “a superb do-it-all motorcycle, a perfect choice for the rider who likes diversity in his riding.” Cycle labeled it as “comfortable, versatile, utilitarian, and stylish.” So why was the Honda Transalp unsuccessful in the US? Was it too far ahead of its time? The 2024 Honda Transalp ($9,999) with aftermarket Bridgestone Battlax Adventure Trail AT41 tires. (Honda/)Today, adventure bikes are some of the most popular motorcycles in America. The middleweight ADV segment (700cc to 1,000cc) has quadrupled since 2018. These bikes are desirable because of their utility, performance, and all-road capabilities. Recognizing a gap in its ADV lineup between the CB500X and Africa Twin, Honda has reintroduced the Transalp as an all-new model for the US in 2024. But this time, the US market fully embraces adventure bikes. Now, the time is ripe for the Transalp to be successful. Honda is planning for the Transalp to make a big splash in the US market. (Honda/)Honda has positioned the Transalp as a 50/50 adventure bike. So its off-road capabilities are not designed to keep up with more extreme ADVs such as the KTM 890 Adventure R. Instead, the $9,999 2024 Honda Transalp is intended to serve as an all-arounder, a bike equally capable on and off pavement. Big Red stresses the importance of the Transalp’s touring performance, but also fitted it with essential off-road features such as spoked wheels (21-inch front, 18-inch rear), long-travel suspension, and switchable traction control. On paper, the Transalp is intended to be a jack of all trades whether it’s traveling down a gravel road, carving up a twisty backroad, or commuting to work. 2024 Honda Transalp Engine Like nearly every other bike in the class, the Honda Transalp utilizes a parallel-twin engine. The 755cc Unicam motor features four valves per cylinder, utilizes a 270-degree crank, has 87.0 x 63.5mm bore and stroke dimensions, a 11.0:1 compression ratio, and uses Honda’s patented Vortex flow intake ducts designed to create a more uniform distribution of air through the airbox and into the 46mm throttle bodies. A slipper/assist clutch provides a good feel with minimal effort, limiting finger fatigue when modulating the lever off-road. Honda’s 755cc parallel twin with a 270-degree crank and an up-and-down quickshifter. (Honda/)Honda claims the US model produces 83 hp at 8,500 rpm, making it competitive in the class against Suzuki’s V-Strom 800DE (CW measured 72.2 rear-wheel horsepower), Yamaha’s Ténéré 700 (CW measured 61.7 rwhp), and Aprilia’s Tuareg 660 (CW measured 69.9 rwhp). Honda gave the Transalp a short stroke for top-end performance, but the midrange is still plenty strong. The parallel-twin engine really comes to life after 4,000 rpm, and as the engine pushes past 6,000 rpm the delivery ramps up with a surge of power all the way up to its 10,000-rpm redline. Power curve chart for each ride mode. (Honda/)On the trail, a soft bottom-end allows the rear tire to maintain traction in slippery conditions. Crack the throttle open more and the Transalp drives hard out of corners while still maintaining predictable traction. Its linear power delivery allows the rider to initiate a slide and confidently carry it through gravel corners before wringing the motor out and grabbing the next gear. A set of aftermarket Bridgestone Battlax Adventure Trail AT41 tires (Metzeler Karoo Street tires come stock) assisted in the Transalp’s exceptional grip in the dirt. On the pavement, the engine’s performance was just as good. The soft roll-on power is smooth and predictable midcorner and the strong midrange and top-end pulls quickly as the tach climbs through the rev range. At highway speeds, the parallel twin smoothly cruises north of 70 mph without any buzzing or vibration. The Transalp is a gravel road weapon. (Honda/)2024 Honda Transalp Chassis and Suspension Honda’s aim was to make the Transalp feel light and agile while still maintaining strong chassis rigidity. A steel diamond frame with 2.6mm downtubes and plated engine hangers are designed to improve stability and feel while reducing weight. The Pro-Link rear suspension has a low-mounted and beefy preload-adjustable Showa shock with 7.5 inches of travel. The 43mm preload-adjustable Showa SFF-CA inverted fork provides 7.9 inches of travel, with compression damping housed in the left stanchion and the rebound circuit in the right. Even on knobby ADV tires it is possible to drag footpegs on backroads. (Honda/)Off-road, the suspension is soft and supple in the initial part of the stroke, absorbing bumps and gravel comfortably while managing to keep both wheels in contact with the ground. On twisty pavement, the components worked equally as well. Entering corners, the front end compresses just enough to apply extra pressure into the front tire without sacrificing ride height or diving too far into the stroke under braking. Under hard acceleration, the bike will squat just a little, allowing the rear tire to hook up. On the chunky ADV tires, the additional grip generated from the suspension eliminated the need for traction control on all dirt surfaces. Our ride on the PA Wilds BDR-X offered amazing views in late October. (Honda/)Conquering chunky rock sections is possible, but in technical terrain the Transalp is not particularly comfortable. This Honda will certainly get you through just about anything any other adventure bike will, but the suspension damping is harsh and jarring when tackling the terrain too fast. Unlike its competitors, the Transalp does not offer damping adjustments. Dual 310mm discs with dual-piston calipers have a strong initial bite. (Honda/)A pair of 310mm disc brakes with dual-piston calipers slows the front wheel. A 256mm disc and single-piston caliper handles the rear. Both offer a strong initial bite with progressive stopping power. Feel at the front lever is direct and the ABS system is not intrusive. Through the 5-inch color TFT display, riders can activate off-road ABS which will account for limited traction conditions and prevent the system from kicking in too easily. Rear ABS can be fully deactivated allowing the rear wheel to completely lock up. Front-wheel ABS cannot be turned off. In most off-road situations, the ABS intervention is completely unnoticeable at the front wheel. Only when dragging the front brake as you go down slippery rock ledges does the ABS activate with a small kick to the lever. The rear brake utilizes a single 256mm disc with a single-piston caliper. (Honda/)Falling in between the Yamaha Ténéré 700 (62.8-inch wheelbase) and the Aprilia Tuareg 660 (60.0-inch wheelbase), the Honda Transalp’s 61.5-inch wheelbase is not out of the ordinary in the class. For reference, the Suzuki V-Strom 800DE has a 61.8-inch wheelbase. These dimensions are only slightly longer than a CRF450R dual-sport (58.3-inch wheelbase), giving the Honda Transalp agile steering off-road while still maintaining high-speed stability on road. The Transalp’s 27-degree rake and 4.4-inch trail are nearly identical to its 450 motocross sibling, producing familiar off-road handling characteristics. The tall handlebar and slim midsection put riders in an aggressive position when standing up. (Honda/)With a claimed curb weight of 459 pounds, the Honda Transalp aligns with its most logical competitors. For reference, on the Cycle World scales, the 2022 Aprilia Tuareg 660 weighed 459 pounds, the 2023 Yamaha Ténéré 457 pounds, and the 2023 Suzuki V-Strom 800DE 507 pounds. Considering the Honda has the second largest engine of the bunch (Suzuki has the largest at 776cc) its claimed wet weight is impressive. It also has the lowest seat height in its class along with the V-Strom 800DE at 33.7 inches. Honda also offers a lower accessory seat dropping the seat height to 32.6 inches. 2024 Honda Transalp Electronics As with any modern adventure bike, the electronics package is a huge point of emphasis. But not all middleweight ADVs come with a tunable electronics suite. Yamaha’s Ténéré 700 has been a popular mount in the class since its introduction despite offering no electronics aids besides switchable ABS. As the segment has evolved, the appetite for selectable ride modes, adjustable traction control, switchable ABS, tunable engine-braking, and the addition of a quickshifter has increased. The 2024 Honda Transalp has all of these features. The 5-inch TFT display is refined and easy to read. Riders have the choice of four layout options. (Honda/)Riders have the option of four preset ride modes (Standard, Sport, Gravel, Rain) and a fully customizable User mode. The preset ride modes are nonadjustable, but in User mode, the rider can dial in four levels of power delivery; five levels of HSTC (traction control) as well as completely disable traction control; three levels of engine-braking; and choose between three different ABS settings (On Road, Off Road, and Off Road with rear ABS completely disabled). A majority of my time was spent in User mode with full power, HSTC turned off, and the lowest level of engine-braking. It’s an easy engine to meter, but it’s also nice to have options when needed. With the ability to change the parameters, the Honda Transalp can be tamed down or spruced up depending on the rider’s preference. The 2024 Honda Transalp’s electronics are easy to navigate and adjust. (Honda/)Traction control disabled with full power allows the Transalp to break loose, slide, and lift the front wheel. Gravel mode has the HSTC level at 4 (one less than the most restrictive) and was too intrusive. Sliding through corners or driving up a loose uphill will quickly activate traction control and cut power to the rear wheel. Less experienced riders will appreciate the additional safety of Gravel mode, but anyone wanting to ride aggressively in the dirt will opt for a custom setting in User mode. On the pavement, Sport mode provides full power for quick get-up-and-go, but with HSTC on (level 1) wheelies are not possible due to the integrated wheelie control. If lifting the front wheel from one corner to the next is in your playbook, opt back to User mode. Standard and Rain mode have noticeably mellower power delivery than Sport mode, but every mode provides the same top-end power. In full GP mode with the quickshifter turned on. (Honda/)An up-and-down quickshifter comes standard on the 2024 Transalp. Grabbing the next gear at full throttle happens seamlessly and adds to the bike’s ease of use. Whether you’re fully pinned exiting a corner or shedding speed for an obstacle, selecting the correct gear is as easy as kicking the shifter. The only thing missing from this middleweight adventure bike is factory-fitted cruise control. And unlike the Africa Twin, switching modes or adjusting settings in User mode is easy and intuitive. But note, if you cycle the key, HSTC and ABS will automatically come back on in User mode, meanwhile every other adjustment stays the same. 2024 Honda Transalp Ergonomics A view from the cockpit. (Honda/)Honda’s Transalp offers a very neutral riding position with a tall, wide handlebar and plenty of wind protection. From the cockpit, the Transalp has a “sit in the bike” feel. The seat height (33.7) is low enough for most riders to reach the ground comfortably and the tall handlebar is positioned perfectly for standing up. At 5-foot-8, I never found my legs to be cramped, the reach to the handlebar put my arms in a 90-degree bend, and I did not experience any buffeting from the windscreen. Neutral ergonomics and well-designed wind protection make the Transalp comfortable all day. (Honda/)The Honda Transalp’s neutral riding position and excellent wind protection make for a great touring package. Our test unit was fitted with the Honda Accessories heated grips, further increasing comfort levels on long stretches of pavement. To make the 2024 Transalp a serious long-distance tourer, cruise control is a must. Unfortunately, Honda does not offer any solutions in its accessories catalog. The 2024 Honda Transalp fitted with factory accessories. (Honda/)2024 Honda Transalp Accessories The 2024 Honda Transalp is available in four variants: Adventure, Touring, Comfort, and City, as well as the base model. This allows customers and dealers to choose the Transalp with the features that fit their needs. All of Honda’s accessories are compatible with the standard Transalp including, heated grips, pannier cases, radiator grille, upper fairing guard, engine guard, skid plate, hand guards, enduro footpegs, tank bag, 12-volt accessory socket, windscreen and fairing deflectors, passenger footpegs, tall windscreen, centerstand, top case, and a low seat. The 2024 Honda Transalp is available in four accessory packages. (Honda/)Conclusion Bringing back a name that became a cult classic long after its removal from sales floors, Honda designed the Transalp to be a jack of all trades. Striking a balance between off-road performance and on-road comfort, the 2024 Honda Transalp is an accessible, well-rounded middleweight ADV. A smooth, yet exciting engine, comfortable ergonomics, balanced suspension, and adjustable electronics make it capable in almost any condition. It may not be the best at one particular thing, but the all-new machine will do everything well. For $9,999, the Transalp offers premium fit and finish, the promise of Ride Red reliability, all-road performance, and adjustable electronics. But are these features enough to keep the Transalp in the US for good? Absolutely; the 2024 Honda Transalp offers nearly everything an adventure rider needs at an accessible price. When the roads get twisty, the Transalp is a great sport-tourer. (Honda/)2024 Honda Transalp Specs MSRP: $9,999 Engine: SOHC Unicam, liquid-cooled, four-stroke parallel-twin; 4 valves/cyl. Displacement: 755cc Bore x Stroke: 87.0 x 63.5mm Compression Ratio: 11.0:1 Transmission/Drive: Manual 6-speed/chain Claimed Horsepower: 83 hp @ 8,500 rpm Claimed Torque: 55 lb.-ft. @ 9,500 rpm Fuel System: PGM-FI w/ 46mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Full transistorized Frame: Lightweight steel diamond Front Suspension: 43mm Showa SFF-CA telescopic inverted fork, spring-preload adjustable; 7.9 in. travel Rear Suspension: Pro-Link system w/ single Showa remote-reservoir shock, preload adjustable; 7.5 in. travel Front Brake: Hydraulic 2-piston calipers, dual 310mm wave discs w/ ABS Rear Brake: Hydraulic 1-piston caliper, 256mm wave disc w/ ABS Wheels, Front/Rear: 21 in./18 in. Tires, Front/Rear: Bridgestone Battlax Adventure Trail ATT41 (as tested); 90/90-21 / 150/70-18 Rake/Trail: 27.0°/4.4 in. Wheelbase: 61.5 in. Ground Clearance: 8.3 in. Seat Height: 33.7 in. Tank Capacity: 4.5 gal. Claimed Curb Weight: 459 lb. Availability: Now Contact: powersports.honda.com Gearbox Helmet: Arai XD4 Jacket: Klim Badlands Pro Pants: Klim Badlands Pro Gloves: Klim Badlands GTX Long Glove Boots: Alpinestars Corozal Adventure Drystar Oiled Leather Backpack: Klim Arsenal 15 Source
  11. The brand-new 2024 Royal Enfield Himalayan is a fully modern and fully capable adventure motorcycle. (Royal Enfield/)Change hasn’t been the highest of priorities for Royal Enfield over its 124 years of making motorcycles. But then again, since 1956, when the company started manufacturing bikes in the Chennai plant in India, there really hasn’t been a big need for much revolution; RE’s models have served its primary Indian market well, and proved novel in Europe and the US. However, in the past few decades there has been significant growth, starting with 2008′s Unit Construction Engine (UCE) produced until 2020, then followed by the current 350cc J-platform, 411cc L-platform, and 650cc P-platform engines. Even with the massive progress in virtually every regard, these air-cooled singles and parallel twins still have more in common with their past than the future. But the brand-new for 2024 Himalayan is the most radically different motorcycle that the company has ever made, offering a totally modern engine and electronics package mated to a chassis that is more capable than anything before it. In fact, there isn’t a single part on the new Himalayan that is common with the model that first went on sale in 2016. Everything new, nothing old. The 2024 Himalayan is a clean-sheet design and fully modern in every way. (Royal Himalayan/)It’s no surprise that the Himalayan is the first model to get this new engine, as this motorcycle has been a smashing success globally. And how could it not be? When first released in the US in late 2016, it cost an amazingly inexpensive $4,499, and has only crept up to $5,449 since. We can’t think of many motorcycles that look this cool and offer so much satisfaction at a price that is often half the price of even the least expensive machines in the ADV segment. But the time was ripe for Royal Enfield to step up its game and create a fully modern motorcycle that has all the underpinnings of current design, while not abandoning the character and charm that has made its current lineup so attractive. We recently had the opportunity to attend the global press launch for the Himalayan in Manali, India, on the doorstep of the Himalayas, and experience for ourselves this significant new model, riding in the exact territory that the bike was conceived and developed. We’d also got the opportunity to pick the brains of the entire development staff that was on hand to support the event. We set out to answer two questions: Is this the best value in adventure motorcycling? And is this actually a legitimate ADV-capable machine? 2024 Royal Enfield Himalayan Engine There is no question that the brand-new Sherpa 450 engine in the Himalayan is the star of the show. This engine represents perhaps the single largest leap that the company has made in more than half a century. There are so many reasons to attempt such a radical jump forward, some surely tied to modern emissions standards, but others simply to better align the bike with its competition as the company continues to expand outside of the Indian market. The brand-new 452cc single has four valves and a pair of overhead cams and, most importantly, liquid-cooling. (Royal Enfield/)The engine is now liquid-cooled—a first for RE—and allows it to achieve the highest possible performance for its intended application. Bore and stroke measure 84.0 x 81.5mm, giving the single 452cc of displacement. A forged piston slides in an aluminum cylinder that has a low-friction Nikasil coating, while the compression ratio is set at 11.5:1. A four-valve head features a pair of overhead cams, and efficient, steep downdraft intake tracts are used to feed the mixture to the combustion chamber. The electronic fuel-injection system utilizes a 42mm throttle body with ride-by-wire control. Lubrication is provided by a semi-dry sump design. Power is transferred through a wet, multiplate clutch with slip and assist functionality to a six-speed transmission and chain final drive. A peek inside the new Sherpa engine. (Blake Conner/)The goals were to improve the engine’s performance for highway riding and overtaking, which clearly meant that power had to be improved. Peak power has been increased by 65 percent compared to the 411cc air-cooled engine in the previous model, while torque is up 25 percent. Claimed power is now 39.6 hp at 8,000 rpm with 29.5 lb.-ft. of peak torque arriving at 5,500 rpm. Unlike a 450cc motocross engine that is designed for maximum top-end performance, the Sherpa was designed to deliver broad torque across the rev range for everyday usability on road and off. The new engine delivers a ton more power in a bike that is a full 10 pounds lighter, making for a a huge improvement in riding experience. The Sherpa is Royal Enfield’s first-ever liquid-cooled engine, which allowed a 65 percent bump in horsepower compared to the 411cc air-cooled engine. (Royal Enfield/)2024 Royal Enfield Himalayan Chassis Not only has the engine taken a big step forward, but the chassis is a real complement to the powertrain. This should come as no surprise considering that back in 2015 Royal Enfield acquired chassis specialists Harris Performance, a company that has designed and built racing machines that competed in the 500cc Grand Prix and World Superbike classes in days gone by, and was key in the development of RE’s sporty Continental GT. An all-new Harris Performance–designed steel frame is stiff and responsive. (Royal Enfield/)The new Himalayan uses a twin-spar, tubular-steel frame and aluminum swingarm. Up front is a 43mm inverted Showa SFF fork with 7.9 inches of travel, while the previous model used a 41mm right-side-up unit. In the back is a Showa monoshock that has preload adjustability and an identical 7.9 inches of travel, whereas the original Himlayan had about an inch less rear wheel travel at 7.1. Wheel sizes measure 21 inches front and 17 inches rear with 90/90-21 front and 140/80-17 rear tires. Our testbikes were using traditional tubed aluminum-spoked rims, but tubeless cross-spoke wheels will be available as an option. Other important dimensions are 9 inches of ground clearance (up almost 1/2 inch) and 59.4 inches for the wheelbase (a 1.4-inch increase), which is about an inch shorter than a Kawasaki KLR650 and about 2.5 inches longer than Honda’s CB500X. Front-end geometry numbers measure 26.5 degrees of rake with 5.0 inches of trail. Read: stable. A Showa SFF fork with 7.9 inches of travel, a 21-inch front rim/tire combo, and ByBre brake caliper with 320mm rotor are front-end highlights. (Royal Enfield/)Braking is provided by ByBre (a lower-spec Indian-market brand owned by Brembo) with a 320mm disc in the front with a twin-piston traditionally mounted caliper with braided-steel lines. In the rear is a single-piston caliper and 270mm disc. The Himalayan comes with standard dual-channel ABS that can be turned off at the rear. A linkage-equipped shock with provision for preload adjustability is also a Showa unit. (Royal Enfield/)Very important to prospective buyers of the Himalayan (and any adventure bike, really) is seat height. There are two available seats, including the standard and an optional low. Each seat has two easy-to-adjust height options, with the standard offering 32.5 and 33.3 inches, and low at 31.7 and 32.5 inches. The bike’s available payload capacity is 436 pounds, which should give you an idea of how much junk you can strap on the Himalayan. The standard seat can be adjusted to two heights, 32.5 and 33.3 inches, while a low option offers 31.7 and 32.5. The accessory Rally seat is a one-piece unit. (Royal Enfield/)2024 Royal Enfield Himalayan Electronics Diving into the Himalayan’s electronics shows just how much more modern this bike is than its predecessor. The bike now comes with ride-by-wire throttle control, which has opened the door to multiple ride modes including four possible combinations: Performance/ABS On, Performance/ABS Off, Eco/ABS On, and Eco/ABS Off. The modes alter the power delivery not the output. The modes can’t be switched on the fly, so you’ll have to choose your option when you start the bike, and then come to a stop to change it if you are transitioning from asphalt to dirt and want the rear ABS disabled. The Tripper TFT display offers smartphone connectivity, navigation powered by a Google Maps engine, and joystick-controlled dash navigation for modes and settings. (Royal Enfield/)The portal to access the modes and all of the bike’s other electronic gizmos is through the brand-new Tripper dash, which is a round 4-inch, full-color TFT display that offers smartphone connectivity, media controls, and full-map navigation with a Google-based navigation engine. The dash gives the rider the option for multiple views, allowing the most important info to be displayed as desired. The navigation also allows you to choose between a full-map view or simple directional arrows. Additionally, there is a USB-C charging point, and full LED lighting, including turn indicators—the rear of which serve double duty as the brake lights. Full LED lighting includes the headlight, turn indicators, and rear brake lights that are integrated with the rear turn signals. (Royal Enfield/)Riding Impression India is about as far away from Colorado as anywhere in the world, but the Himalayas in the Himachal Pradesh region of northern India are so similar to this author’s home state that it felt very familiar. OK, take away the complete and total on-road anarchy of tuk-tuks, trucks, cows, horses, goats, dogs, and what seems like zero rules of the road, and it was sort of familiar. Prior to our pair of days riding the new Himalayan, we were able to get acquainted with the bike through a series of workshops at an amazing site that RE set up adjacent to our hotel in Manali. To say that it went all out to introduce the Himalayan to journalists is an understatement. We can confidently state that if a person worked on any aspect of the bike, they were on site to answer our questions. Engineers, designers, accessory specialists, test riders, you name it they were there. Royal Enfield built a small village related to all things Himalayan at our hotel in Manali, India. (Blake Conner/)One thing that is abundantly clear is that Royal Enfield is passionate about its motorcycles. And it is particularly proud of this new model. And it should be; this bike represents the biggest leap forward the company has ever made. Everything about this bike is new, with nothing shared with anything it’s done in the past. For some, who can’t get over the nostalgia of Royal Enfield’s air-cooled models, this may come as a shock, but RE has done a great job of stepping into the future without abandoning the charm of its past. The three Himalayans that were the final test mules proved to Royal Enfield that the project was ready to be greenlighted. (Blake Conner/)Like so many owners of the current-gen Himalayan will tell you, the bike isn’t about the high-performance and high-tech bling that comes with high price tags. This bike is more about functionality. And while the new 2024 model is actually full of modern technology and refinement, the purpose remains the same, to offer simplicity and function in the same way Kawasaki’s KLR650 or Honda’s XR650L have for decades. Although the Himalayan trumps those bikes in many ways. This is where this bike was born. Not a bad place to be conceived. (Royal Enfield/)Saddled up for a 150-mile day of mixed riding on both asphalt and dirt, the Himalayan feels fully modern as the 452cc engine sparks to life without a nanosecond of hesitation. Even on our 40ish-degree morning, the bike instantly settles into a smooth idle. In the meantime, while it warms up, we tether our smartphone to the latest-generation Tripper dash and load the day’s route into the system via Bluetooth. According to American Matt Cardenas, product strategy head of advanced concepts, who is in charge of the Tripper system, RE is the first motorcycle company to use Google Maps as its native navigation engine. Chalk that up as another leap for the company. Our route would start off with a really fun climb up a series switchbacks toward the 9-kilometer-long Atal Tunnel, which is the highest single-tube tunnel in the world at 10,171 feet of elevation. Right away—at least at elevations exceeding 10,000 feet—you learn that the engine needs revs and some dancing on the shift lever if a spirited pace is desired. Of course that isn’t necessarily the Himalayan’s jam, but it is something it doesn’t mind at all. The engine is flexible and offers a broad spread of power, and we have to cut it some slack during our day that topped out at more than 11,000 feet of horsepower-draining elevation. As a streetbike the Himalayan will never keep up with the open-class crowd, but that wasn’t the intention. (Royal Enfield/)While attacking Passo del Stelvio–like hairpins requires shifting all the way down to first at times, and working the gearbox like a tap dancer clacks the stage, the gearbox performs very well. The slip and assist cable-actuated clutch provides light pull, smooth engagement, and accurate gear changes, while the transmission ratios offer a range capable of everything from slow off-road crawling to highway cruising speeds. Later in the morning when the roads opened up into big sweepers along the Chenab River, the Himalayan proved happy clipping along between second and fourth gears, with fifth and sixth rarely engaged. A really pleasant surprise on the asphalt is the competence of the chassis. The frame is rigid and the front-end geometry provides good stability, while still allowing the bike to easily be flicked into those hairpins without a ton of effort at the bars. We weren’t sure how the Indian-made Ceat tires would perform on the road, but they provided good grip, with the 90/90-21 front surely giving the bike some agility flicking from side to side. The Himalayan’s on-road performance exceeded expectation with a really good chassis. (Royal Enfield/)Another really welcome improvement is the Showa suspension. The fork in particular is very well damped considering it has zero provisions for adjustment. The shock doesn’t live up to the same level of the fork, but is still good considering the price point this bike will likely carry. The shock does have preload adjustability, which we took advantage of, dialing in a bit more to keep the bike from wallowing on the rear suspension. If we had one thing we would ask for from the chassis, it would be some rebound damping to keep the bike from pogoing after a harsh G-out or sharp bump. On road, the bike allows a lot more lean angle than we anticipated, and even when riding like a fool at a pace not necessarily in the Himalayan’s design parameters, it rarely drags the footpegs or runs out of cornering clearance. The Himalayan is most happy on gravel roads and off the highway. (Royal Enfield/)But let’s be honest here, a 452cc, single-powered adventure bike is a bit out of its element on the highway. That’s not to say this new version isn’t capable, but this is not its happy place. It will cruise at highway speeds without issue thanks to the new six-speed gearbox, but if you need to make a quick pass, a shift or two are usually in order to do it with authority. And don’t expect KTM 1290–like acceleration. Gravel roads, double-track, and rougher terrain are where it feels at home. Luckily, over the course of the two days riding we got to spend quite a bit of time in that environment. For those skeptical about a sub-500cc ADV machine in harsh environments, it’s here that the Himalayan raises its hand and says “I’ve got this.” Despite the very-much not knobby tires fitted to the Himalayan, once the route turns to gravel embedded with rocks, crossed with washouts, and water crossings, the chassis proves to provide really good stability and traction. There are a few things going on here: The Showa fork really helps provide a lot of confidence in the front end, while the bike carries its weight very well, never feeling top-heavy, especially when standing on the pegs. The front never wants to knife in and tuck—it is supported and predictable. Even when sand is encountered, the front end is easy to manage, so we can only imagine how nice it will track once you throw on some good knobbies. Make no mistake, the new Himalayan is ADV worthy, with a really competent chassis and good suspension. (Royal Enfield/)The suspension that performs quite well on road, continues to excel off of it too. The only complaint is once again a lack of rebound damping from the shock. We were able to get the rear end into an acceptable zone in terms of how it reacted compressing, but harsh hits to the rear definitely make the rear end kick back when pushing the pace off-road. The reality here is that you can’t expect this bike to handle nasty off-road sections like a pure enduro machine; it performs beyond expectation and is quite predictable and capable. Whereas the engine feels taxed on the highway, in the dirt it’s another story. Considering the elevation we were testing at, we left the bike’s mode in the Performance setting. Traction is easy to manage despite no TC to intervene, with the tractable nature of the engine and excellent throttle response from the ride-by-wire throttle making it very predictable. We rode over and around rocks, through ruts, streams, sand, and washouts, and nothing seemed to bother the Himalayan. (Royal Enfield/)Although the brakes ultimately do the job, they are nothing to write home about. Off highway, the combination makes much more sense, never feeling grabby at the front, but the rear (with the ABS turned off) locks quite easily. On the road, it took quite a bit of effort at the lever to get the performance we wanted; we wish they had a bit more bite and power. A very important aspect of the Himalayan is how easily it caters to a wide variety of rider heights and inseams. The standard seat (32.5 to 33.3 inches), allows me at 5-foot-11 and a 30-inch inseam, firm footing at stops, but more importantly when making U-turns or when stopped on uneven surfaces off-road. The bike is very narrow between the legs which further helps control when chugging along at slow speeds off-road or when you have to dab. The seating position itself is very comfortable with a gentle bend at the knee and an easy reach to the handlebar. When standing off-road, the layout allows an easy reach down to the bar. We’d ditch the rubber footpeg inserts right away if this was our bike as they instantly become slick as ice when wet, but otherwise we really like the bike’s ergos. We’d remove the rubber footpeg inserts right away, as they turn to ice when wet. (Royal Enfield/)Conclusion There are a few ways to wrap up what this bike is all about and who it’s for. And unfortunately as we go to press there is one big unanswered question that greatly influences those points: price. Of course Royal Enfield has a long reputation for offering its models at ridiculously low prices, but will that remain the case with this all-new, fully modern machine? For now, we’re going to assume that RE is going to target low cost in a manner consistent with its past. We love the Hanle Black and gold version. (Royal Enfield/)When looking at it through those glasses, the Himalayan could be one of the best values in all of adventure motorcycling. What you get is a fully modern engine, with up-to-date features and performance, a predictable and good performing chassis with high-quality suspension, navigation that is class leading, and a list of accessories that should make the bike appeal to a wide range of buyers. And the bike welcomes riders of all shapes, sizes, and skill levels. Make no mistake, this is a legitimate ADV bike. It may be scaled down and relatively simple compared to the bulk of the market’s offerings, but that in and of itself gives it a foot up in certain situations, especially off-road, where low weight and good agility count a lot more than raw power. Royal Enfield’s Himalayan is truly dual-purpose; though not stunning in either of the dirt or street categories, it proves pleasingly competent just about everywhere. So while we give the new Himalayan a big thumbs-up, price will ultimately dictate if this bike is truly the best value in adventure motorcycling. A slim, catalyst-equipped exhaust tucks in nicely and is never in the way. (Royal Enfield/) A view of the cockpit. (Royal Enfield/) The left handlebar pod provides a joystick to navigate the navigation-equipped Tripper dash. (Royal Enfield/) A standard rear rack is included while a variety of luggage options will be available. The rear turn indicators serve double duty as brake lights. (Royal Enfield/) No quickshift here. But the six-speed transmission proved to be slick shifting, aided by a slip and assist clutch. (Royal Enfield/) Two bolts allow the rubber footpeg inserts to be removed. (Royal Enfield/) The 2024 Himalayan in Kaza Brown. (Royal Enfield/) The 2024 Himalayan in Kamet White. (Royal Enfield/) The 2024 Himalayan in Slate Himalayan Salt. (Royal Enfield/) The 2024 Himalayan in Slate Poppy Blue. (Royal Enfield/)2024 Royal Enfield Himalayan Specs MSRP: TBA Engine: DOHC, liquid-cooled, four-stroke single; 4 valves Displacement: 452cc Bore x Stroke: 84.0 x 81.5mm Compression Ratio: 11.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 40 hp @ 8,000 rpm Claimed Torque: 29.5 lb.-ft. @ 5,500 rpm Fuel System: Fuel injection w/ 42mm throttle body Clutch: Wet, multiplate slipper/assist Engine Management/Ignition: Ride-by-wire/electronic Frame: Steel twin-spar tubular Front Suspension: 43mm Showa SFF inverted fork; 7.9 in. travel Rear Suspension: Showa monoshock, preload adjustable; 7.9 in. travel Front Brake: ByBre 2-piston caliper, 320mm disc w/ switchable ABS Rear Brake: ByBre 1-piston caliper, 270mm disc w/ switchable ABS Wheels, Front/Rear: 21 in./17 in. Tires, Front/Rear: 90/90-21 / 140/80-17 Rake/Trail: 26.5°/5.0 in. Wheelbase: 59.4 in. Ground Clearance: 9.0 in. Seat Height: 32.5 to 33.3 in. Fuel Capacity: 4.5 gal. Claimed Wet Weight: 432 lb. Contact: royalenfield.com Source
  12. The 2024 CFMoto 450MT utilizes a 449.5cc parallel twin with a claimed 43.6 hp at 8,500 rpm. (CFMoto/)CFMoto has been on a roll recently and chose EICMA in Milan to reveal the latest addition to its lineup in the form of the 450MT adventure bike. Packing a variant of the modern 449.5cc DOHC liquid-cooled parallel twin that made its debut in the 450SS and 450NK, the 450MT puts an adventure spin on the idea, retuning the motor to prioritize torque at lower rpm over peak power and wedging it into a lightweight, steel-tube chassis with long-travel suspension and a genuine adventure bike look. The 2024 CFMoto 450MT features spoked wheels (21-inch front, 18-inch rear) with a single 320mm disc and four-piston J.Juan caliper up front and a 240mm disc with a single-piston caliper at the rear. (CFMoto/)In the 450MT the engine puts out a claimed 43.6 bhp at 8,500 rpm, a fraction down on the 50 hp that the 450NK and 450SS manage, but also peaking 1,000 rpm lower in the rev range. Torque maxes out at 32.5 lb.-ft. and 6,250 rpm, which is around 4 lb.-ft. more than the sportier 450 twins manage, and arrives 1,350 rpm lower down in the curve. For an adventure bike, whether it’s being used off-road or for day-to-day use, those changes make a lot of sense. The engine’s 72mm bore and 55.2mm stroke are unchanged, as is the 11.5:1 compression ratio, suggesting the alterations come down to tweaks to the electronics and the camshafts. CFMoto’s 450MT features a steel tube frame with an adjustable USD 41mm KYB fork and KYB monoshock both providing 7.9 inches of travel. (CFMoto/)The engine slots into a steel-tube frame with adjustable KYB suspension at either end: a 41mm upside-down fork at the front and a rising-rate monoshock at the back with a remote adjuster, mounted on an aluminum swingarm. There are 7.9 inches of travel at each end and 8.7 inches of ground clearance. As you’d expect from a bike with off-road ideas, the wheels are wires with a 21-inch front and 18-inch rear. Braking duties are by a single 320mm front disc with a four-piston J.Juan caliper and a 240mm rear rotor with a single-pot caliper. Bosch ABS is standard, but can be switched off, and traction control is supplied by the same German brand. The CFMoto 450MT has a 5-inch curved TFT display with smartphone connectivity and full LED lighting. (CFMoto/)Once aboard you’re faced with a 5-inch curved TFT screen that includes all the usual connectivity for smartphones and a USB-C charging port, and all the lighting is LED—again in line with expectations in 2024. Unusually, CFMoto only quotes a dry weight for the bike, coming in at 386 pounds without fluids. Once the 4.6-gallon fuel tank is full and there’s oil and water in the engine, that will equate to somewhere in the region of 420 pounds ready to ride. On the 2024 CFMoto 450MT, switchable Bosch supplied ABS comes standard. (CFMoto/)CFMoto expects to get the 450MT into production in the first quarter of 2024, but there’s no definitive news on when the bike will reach US dealers or its price. CFMoto’s 450MT features Bosch supplied traction control. (CFMoto/)2024 CFMoto 450MT Specs MSRP: TBA Engine: DOHC, liquid-cooled, four-stroke parallel-twin; 4 valves/cyl. Displacement: 449.5cc Bore x Stroke: 72.0 x 55.2mm Compression Ratio: 11.5:1 Transmission/Drive: Manual 6-speed/chain Claimed Horsepower: 43.6 hp @ 8,500 rpm Claimed Torque: 32.5 lb.-ft. @ 6,250 rpm Fuel System: N/A Clutch: Wet, multiplate Engine Management/Ignition: N/A Frame: Steel tube Front Suspension: 41mm USD KYB fork, adjustable Rear Suspension: Multi-link, KYB monoshock, adjustable Front Brake: 4-piston J.Juan caliper, 320mm disc w/ Bosch ABS Rear Brake: 1-piston J.Juan caliper, 240mm disc w/ Bosch ABS (switchable) Wheels, Front/Rear: 21 in./18 in. Tires, Front/Rear: 90/90-21 / 140/70-18 Rake/Trail: 26.0°/4.2 in. Wheelbase: TBA Ground Clearance: 8.7 in. Seat Height: 32.3 in. (standard); 31.5 in. (low) Tank Capacity: 4.6 gal. Claimed Dry Weight: 386 lb. Availability: TBA Contact: cfmotousa.com Source
  13. Moto Morini’s X-Cape 1200 acts as a reentry into the large-displacement category. (Moto Morini/)Moto Morini has gone through some very hard times over the past 20 years, and every attempt to get the legendary name back on its feet failed. Things didn’t appear to be getting any better when, in 2018, Chinese mega group Zhongneng Vehicle Group Co. stepped in, but new models slowly began to catch public attention—particularly the X-Cape, which was powered by a 650cc twin and gradually conquered a modest slice of the market. The 2023 EICMA show marks a further acceleration of the Moto Morini revival with a return to the larger-displacement category and, even more meaningful, the introduction of locally designed engines. There is even a resurrection of the 1,200cc V-twin designed by Chief Project Engineer Franco Lambertini. Performance levels? How about a claimed 125 hp in Euro 5+ trim. No shortage of tech or high-end hardware on the new X-Cape 1200. (Moto Morini/)That engine will power the all-new X-Cape 1200 adventure bike, which also gets an updated electronics package using a six-axis IMU. The engine-management system includes four riding modes, cruise control, traction control, and a quickshifter. A 7-inch display is the central control system for infotainment functions and navigation. Safety assistance systems include a blind spot radar sensor. Braking is left to the capable hands at Brembo, the front setup headlined by 320mm rotors and four-piston Stylema calipers, with cornering ABS coming standard. The X-Cape 1200 frame is composed of aluminum and steel-tube structures, with a wheelbase measuring 61 inches. Suspension is fully adjustable, with the X-Cape 1200 rolling on 19-inch front and 17-inch rear cross-spoke aluminum wheels shod with Pirelli Scorpion Trail tires. Moto Morini describes the Corsaro Sport as a “powerful, fun, and versatile sportbike that offers an unforgettable riding experience.” (Moto Morini/)More news from Moto Morini comes in the form of a completely new, 750cc 90-degree V-twin that’ll power the Moto Morini Corsaro 750 and Corsaro Sport. Output is a claimed 96 hp, with claimed wet weight coming in at around 440 pounds. The chassis is once again a mix of aluminum twin-spar structure and steel tubing, with a wheelbase measuring 57.5 inches. Suspension is fully adjustable. Not much was revealed about the electronics suite for either Corsaro model, but cornering ABS is assured, and you can expect Brembo brakes. Both models will roll on 17-inch cast-aluminum wheels with 120/70-17 front and 190/55-17 rear rubber. Will the Moto Morini Corsaro 750 be a legitimate contender in the increasingly popular naked bike category? Only time will tell. (Moto Morini/)Source
  14. Benelli took the wraps off the new Tornado 500, powered by a 500cc parallel twin. (Benelli/)Benelli appears to be proceeding very cautiously with the expansion of its model range. It recently unveiled the very promising TRK 702 that has an evolution of the 502 parallel-twin engine in it. In this application it has 698cc displacement, more power, and torque, without gaining much, if any, weight or physical size. Yet at this year’s EICMA show, the new 702 engine appears to be only available in the same existing TRK 702, while Benelli seems to be focusing on the 500cc twin that helped contribute to making the TRK 502 the bestselling bike in Italy. This same unit is now offered in two new middleweight models, with a fully faired sportbike version called the Tornado 500, and a stripped-down roadster version called the Tornado Naked Twin 500. The Tornado 500 is a sportbike featuring a full fairing and clip-on bars that will compete against bikes like Honda’s new CBR500R, and Kawasaki’s new Ninja 500. Power comes from the aforementioned 500cc parallel twin that has been updated to meet Euro 5+ emissions. Claimed output is 48 hp at 8,500 rpm, with 34 lb.-ft. of peak torque at 6,000 rpm. It has a reputation as a flexible engine with good reliability. The Tornado 500 is compact, with a wheelbase spanning 56 inches (just a half an inch more than the new Honda CBR500R). The seat is set at a moderate 31 inches above the ground, while curb weight is a claimed 410 pounds. The frame is a steel-tube unit with a 41mm inverted fork up front and cantilevered monoshock out back. There are a pair of radial-mount, four-piston Brembos up front with 320mm discs and Bosch ABS as standard. The electronics suite is relatively limited, but the display is a 5-inch TFT unit that will offer Bluetooth connectivity and navigation. There will also be a naked version of the bike called the Tornado Naked Twin 500. (Benelli/)With almost identical specifications, the Tornado Naked Twin 500 is simply an undressed variation of the Tornado 500. Engine and chassis specs remain the same except for the curb weight, which has increased to 429 pounds. Both bikes have sharp and modern styling with the faired bike looking a bit more refined and sharp compared to the Naked. Benelli’s all-new BKX 300 S has a brand-new 300cc single. (Benelli/)A third new model also shown at EICMA is the BKX 300 S. This all-new model comes with a brand-new 300cc single-cylinder engine, which replaces the old 300cc twin that has since grown into the 502 outlined above. The single has 78 x 61.2mm bore and stroke dimensions and makes a claimed 29 hp at 9,000 rpm and 18 lb.-ft. of peak torque at 7,000 rpm, which is very similar to the old twin. Claimed curb weight is not particularly light at 364 pounds, but that can be attributed to its very stout build. The fork is a 42mm inverted unit, while a link-actuated shock sits out back. Braking is handled by a single four-piston caliper up front with a 280mm rotor, with ABS included as standard. That’s it for electronic sophistication, but that is to be expected on a bike that is expected to be priced very low. Source
  15. Sharing an engine with KTM’s 790 Adventure, which CFMoto manufactures, the MT-X concept is designed to be a hardcore ADV machine to compete in the middleweight category. (CFMoto/)China’s CFMoto chose EICMA in Milan to preview an array of upcoming 2024 developments including a new hardcore adventure model that’s currently going under the code name “MT-X” and appears to be a new 800cc off-road twin. CFMoto hasn’t revealed many details of the MT-X, only confirming it’s the company’s new “ultimate explorer” model, with the “X representing the infinite possibilities” that it offers. But digging into the details of the bike we can see that behind that marketing spin is a serious rival to the likes of KTM’s 790 Adventure here. Rear three-quarter view of the CFMoto MT-X concept. (CFMoto/)The engine is the same parallel twin, developed by KTM, that’s used in the existing Ibex (known as the 800MT outside the US market). CFMoto already has a joint venture with KTM and builds these engines, as well as complete bikes including the 790 Adventure, on behalf of the Austrian firm, so it’s not some cheap Chinese knockoff. It’s also clear that, like the KTM 790 and 890 Adventure models, the MT-X has its fuel tank split into two and mounted low down on either side of the engine, lowering the center of gravity. The engine in the CFMoto MT-X is the same unit that it makes for KTM and the 790 Adventure. (CFMoto/)Although the chassis is largely hidden by bodywork, the elements that can be seen again show a similarity to KTM’s Adventure models, with a near-identical layout of the steel main tubes, the subframe attachments, and the rear suspension and linkage. The same is true of the existing Ibex, though, so it’s possible the chassis is a carryover from that bike, which shares the same swingarm design seen on the MT-X concept. Above it, the bodywork has the sort of serious off-road look we’d associate with the KTM Adventure R Rally models, with a high, flat, motocross-style seat instead of the deeply stepped design seen on the road-oriented Ibex. The front end and headlight, however, have a clear family resemblance to the Ibex and other CFMoto machines. The CFMoto MT-X even shares twin saddle fuel tanks like KTM’s middleweight ADV models. (CFMoto/) A view of the CFMoto MT-X dash. (CFMoto/)CFMoto claims the bike is particularly light, and that it will arrive “very soon” in production form, so we don’t have to wait too long before finding out more about the company’s plans. CFMoto’s 125NK concept was shown at EICMA. (CFMoto/)At EICMA, CFMoto also displayed the 125NK concept, looking very much like a near-production machine, with styling aligned with the 450NK and the latest 300NK models, although the single-sided swingarm, carbon fiber wheels, SC-Project exhaust, and Alcantara seat aren’t likely to make it to the production version that’s expected to debut in the coming months. Looking like a near-production-ready machine, the 125NK could be on the market soon. (CFMoto/)Perhaps most intriguingly of all, CFMoto opted to use EICMA to update the progress of its 657cc three-cylinder engine project, which is set to debut in a sportbike that was teased back in September. Teased a few months ago, CFMoto’s sportbike 675cc triple will make in excess of 100 hp and features some trick internal parts. (CFMoto/)The company has confirmed the engine will make in excess of 100 hp, with revs peaking at over 12,300 rpm, and adds that it’s the lightest triple in its class. Not that there are many 675cc three-cylinder machines currently out there to compete with. The latest information includes the tidbits that there are cobalt alloy valves and forged aluminum pistons, and that the whole engine weighs less than 121 pounds. The engine is said to have cobalt alloy valves and forged aluminum pistons. (CFMoto/)There’s also a “low inertia crankshaft” that gives 12 percent improved response—although it’s not clear what that is being compared to—and perhaps most importantly the engine has completed 200-hour continuous-running dyno tests with no failures. Reliability might well prove to be more important than outright performance in proving CFMoto’s credentials when entering this new segment of the market. The CFMoto 125NK’s front nose. (CFMoto/) The cockpit looks very similar to KTM’s 790 Adventure. (CFMoto/)Source
  16. Honda’s CB500X gets an updated name, now called the NX500, in addition to some minor updates. (Honda/)Honda has revamped its long-lived CB500 range to bring it into line with the company’s latest naming and styling themes—replacing the CB500F with the CB500 Hornet, the CB500X with the NX500, and restyling the CBR500R to match the latest superbike models. Honda’s 2024 NX500. (Honda/)The most notable change is the NX500, a completely new title for the model previously known as the CB500X, which is also revised and restyled to suit. The “NX” title is, of course, a throwback to the old NX650 Dominator, sold from 1988 to 2003 as a lower-range adventure alternative to the Africa Twin and Transalp models. With both those names now back in Honda’s lineup, it makes sense to bring back the NX, although—in Europe at least—the Dominator branding hasn’t been revived. The 2024 NX500 gets an updated look with a flatter upper fairing and without the former bike’s beak. (Honda/)Technical changes to the NX500 are minor. The existing 47 hp, 471cc parallel twin is carried over to the new model, along with an unchanged frame, although there are tweaks to the engine’s ECU to improve response and to add HSTC traction control. Visually, Honda has swapped the wheels for a new, lighter design, saving 3.3 pounds, as part of an update that cuts a total of 6.6 pounds from the bike’s mass. The 41mm Showa fork and shock are essentially the same as before, but with revised settings. On board there’s a new 5-inch TFT dash that offers smartphone connectivity via Honda’s RoadSync app, plus updated bar controls to operate it. A new 5-inch TFT display offers smartphone connectivity via the RoadSync app. (Honda/)The styling changes include a new front end with an LED headlight and a more flat-faced look that ditches the vestigial beak of the CB500X, in keeping with Dakar-style trends in the adventure-bike market and giving a family link to the Transalp and Africa Twin models. The CB500F is now called the CB500 Hornet. (Honda/)The new CB500 Hornet is a direct replacement for the CB500F and shares most of its main parts—the name change brings it into line with the CB750 Hornet and the new CB1000 Hornet that was also unveiled at EICMA. Like the NX500, the updates include the same new TFT display, bar controls and phone connectivity, as well as similar ECU updates to the 47 hp, 471cc twin to add HSTC, which can be switched off if you prefer. The 2024 CB500 Hornet gets a new LED headlight and updated styling. (Honda/)The styling updates include a new LED headlight design and revisions to the ducts on either side of the tank, but the rear section remains unchanged. The CB500 Hornet’s new 5-inch TFT display. (Honda/)It’s a similar story for the CBR500R, the only model in the range that doesn’t get a name change. Its engine has the same electronic updates but remains mechanically the same as the previous version, and having gained suspension updates including Showa SFF-BP forks in 2022 there’s been no further improvement to the 2024 model. The CBR500R keeps its name but gets some minor updates in line with the rest of the model range. (Honda/)That leaves the styling as the biggest revision for the new version, with an updated fairing that takes its cues from the CBR1000RR-R, including new headlights. Like the rest of the CB500 range it also gains the new 5-inch TFT dash and matching bar controls to navigate the phone connectivity it brings. 2024 Honda NX500 Specs MSRP: TBA Engine: DOHC, liquid-cooled, four-stroke parallel twin; 4 valves/cyl. Displacement: 471cc Bore x Stroke: 67.0 x 66.8mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 47 hp @ 8,600 rpm Claimed Torque: 31.7 lb.-ft. @ 6,500 rpm Fuel System: PGM FI electronic fuel injection Clutch: Wet, multiplate slipper/assist Engine Management/Ignition: Full transistorized Frame: Steel diamond Front Suspension: Showa 41mm SFF-BP USD fork Rear Suspension: Pro-Link monoshock, preload adjustable Front Brake: Nissin 2-piston caliper, 296mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: 19 x 2.5 in. / 17 x 4.5 in. Tires, Front/Rear: 110/80-19 / 160/60-17 Rake/Trail: 27.5°/4.25 in. Wheelbase: 56.9 in. Ground Clearance: 7.1 in. Seat Height: 32.7 in. Fuel Capacity: 4.6 gal. Claimed Wet Weight: 432 lb. Contact: powersports.honda.com 2024 Honda CB500 Hornet Specs MSRP: TBA Engine: DOHC, liquid-cooled, four-stroke parallel twin; 4 valves/cyl. Displacement: 471cc Bore x Stroke: 67.0 x 66.8mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 47 hp @ 8,600 rpm Claimed Torque: 31.7 lb.-ft. @ 6,500 rpm Fuel System: PGM FI electronic fuel injection Clutch: Wet, multiplate slipper/assist Engine Management/Ignition: Full transistorized Frame: Steel diamond Front Suspension: Showa 41mm SFF-BP USD fork Rear Suspension: Pro-Link monoshock, preload adjustable Front Brake: Nissin 4-piston caliper, 296mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: 17 x 3.5 in. / 17 x 4.5 in. Tires, Front/Rear: 120/70-17 / 160/60-17 Rake/Trail: 25.5°/4.0 in. Wheelbase: 55.5 in. Ground Clearance: 5.7 in. Seat Height: 30.9 in. Fuel Capacity: 4.5 gal. Claimed Wet Weight: 414 lb. 2024 Honda CBR500R Specs MSRP: TBA Engine: DOHC, liquid-cooled, four-stroke parallel twin; 4 valves/cyl. Displacement: 471cc Bore x Stroke: 67.0 x 66.8mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 47 hp @ 8,600 rpm Claimed Torque: 31.7 lb.-ft. @ 6,500 rpm Fuel System: PGM FI electronic fuel injection Clutch: Wet, multiplate slipper/assist Engine Management/Ignition: Full transistorized Frame: Steel diamond Front Suspension: Showa 41mm SFF-BP USD fork Rear Suspension: Pro-Link monoshock, preload adjustable Front Brake: Nissin 4-piston caliper, 296mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: 17 x 3.5 in. / 17 x 4.5 in. Tires, Front/Rear: 120/70-17 / 160/60-17 Rake/Trail: 25.5°/4.0 in. Wheelbase: 55.5 in. Ground Clearance: 5.1 in. Seat Height: 30.9 in. Fuel Capacity: 4.5 gal. Claimed Wet Weight: 421 lb. Source
  17. The Panigale V4 SP2 30th Anniversario 916 pays homage to the Ducati 916 and is produced in a numbered and limited series of 500 units. (Ducati/)Every legend deserves to be celebrated, and Ducati is doing that in the only way it knows how—by introducing the 2024 Panigale V4 SP2 30th Anniversario 916, which pays homage to the iconic Ducati 916 drawn up by Massimo Tamburini. Like your bikes in limited trim? Lucky for you, this bike will be produced in a numbered, limited series of 500 units. The rest of us will simply have to drool over the special livery and long list of carbon fiber sprinkled throughout. That livery is, of course, from the bike that Carl Fogerty won the 1999 Superbike World Championship aboard. Sweet, sweet history! Not that anyone was complaining about the Panigale V4’s looks before, but it’s especially hard to argue with the styling on the 30th Anniversario 916 model. (Ducati/)In terms of hardware, the Anniversario 916 separates itself through the use of a billet aluminum fuel cap, front brake air ducts, an exhaust heat shield, plus carbon fiber mudguard and wings. Five-spoked carbon fiber wheels are 3 pounds lighter than the forged Marchesinis on the V4 S and 7.5 pounds lighter than the Panigale V4 wheels, reducing inertial momentum by 26 percent at the front and 46 percent at the rear, for added agility. Each Panigale V4 SP2 30th Anniversario 916 is numbered, with production number engraved on the steering plate. The bike will also come with a certificate of authenticity and a dedicated motorcycle cover. (Ducati/)Braking package is equally as impressive, the Anniversario 916 coming standard with Brembo Stylema R calipers and the aforementioned cooling ducts, as well as a Brembo MCS master cylinder with remote adjuster. An STM EVO dry clutch offers classic Ducati sounds. Below is a closer look at the Panigale V4 SP2 30th Anniversario 916 equipment list. “30th Anniversario” commemorative liveryHeadstock machined from billet with model name and bike number (XXX/500)Brushed aluminum tankDedicated seat with “30th” logoCarbon fiber wingsCarbon fiber front mudguardCarbon fiber brake caliper scoopsCarbon fiber exhaust heat shieldFive-spoke split carbon fiber wheelsSTM EVO-SBK dry clutchFinal drive with 520mm chain, specific sprocket, and pinionBrembo Stylema R front brake calipersBrembo MCS 19.21 (Multiple Click System) front brake master cylinder with remote adjusterFront brake and clutch levers milled at the endsBillet aluminum adjustable rider footpegs with carbon heel guardsSingle-seat configurationDucati Data Analyzer+ (DDA+) kit with GPS module (included)Carbon fiber open clutch cover (supplied)License plate removal cover (supplied)Billet aluminum mirror hole cover (supplied)Billet aluminum fuel filler cap (included)Certificate of authenticity and dedicated motorbike coverThe Panigale V4 SP2 30th Anniversario 916 will be available starting from March 2024, with an MSRP of $45,995. 2024 Ducati Panigale V4 SP2 30th Anniversario 916 Claimed Specs MSRP: $45,995 Engine: Desmosedici Stradale 90-degree, liquid-cooled desmodromic V-4; 16 valves Displacement: 1,103cc Bore x Stroke: 81.0 x 53.5mm Compression Ratio: 14.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 210 hp @ 12,500 rpm Claimed Torque: 90.6 lb.-ft. @ 11,000 rpm Fuel System: Electronic fuel injection, 52MM elliptical throttle bodies Clutch: STM EVO dry, multiplate slipper; hydraulic actuation Engine Management/Ignition: Ride-by-wire Frame: Aluminum Front Suspension: 43mm Öhlins NPX 25/30 semi-active fork; fully adjustable; 4.9 in. travel Rear Suspension: Öhlins TTX 36 semi-active shock; fully adjustable; 5.1 in. travel Front Brake: 4-piston Brembo Stylema R calipers, dual 330mm semi-floating discs (w/ Cornering ABS Evo) Rear Brake: 2-piston caliper, 245mm disc (w/ Cornering ABS Evo) Wheels, Front/Rear: 5-spoke carbon fiber; 17 x 3.50 in. / 17 x 6.00 in. Tires, Front/Rear: Pirelli Diablo Supercorsa SP; 120/70-17 / 200/60-17 Rake/Trail: 24.5º/3.9 in. Wheelbase: 57.8 in. Ground Clearance: N/A Seat Height: 33.5 in. Fuel Capacity: 4.5 gal. Claimed Dry Weight: 381 lb. Contact: ducati.com The 2024 Ducati Panigale V4 SP2 30th Anniversario 916 alongside the 916 and Foggy’s race bike. (Ducati/) 2024 Ducati Panigale V4 SP2 30th Anniversario 916 STM EVO-SBK Dry Clutch. (Ducati/) The 2024 Ducati Panigale V4 SP2 30th Anniversario 916 has a Brembo MCS master cylinder. (Ducati/) The 2024 Ducati Panigale V4 SP2 30th Anniversario 916 builds on the already impressive SP2. (Ducati/) 2024 Ducati Panigale V4 SP2 30th Anniversario 916’s embroidered seat. (Ducati/) 2024 Ducati Panigale V4 SP2 30th Anniversario 916’s billet gas cap. (Ducati/)Source
  18. KTM’s 2024 990 Duke gets an all-new, more aggressive look. (KTM/)Bigger is better, at least according to KTM, who announced a larger-displacement 990 Duke for 2024. Built on the same prerequisites as the 790 Duke and 890 Dukes that came before it, the 990 promises lightweight, scalpel-like performance through numerous changes, including a new chassis, swingarm, and electronic technology. The bike also gets a new look and what KTM describes as “larger proportions.” “Sharper” has always been a keyword in the launch of new Duke models and that continues here, KTM saying this latest model is the “lightest, sharpest, most performance-focused middleweight naked ever produced at KTM’s main plant.” That’s saying a lot considering the performance of the 890 Duke GP that came before it. But how do you get to this point? It wouldn’t be a KTM Duke photoshoot without smoke. The aim for the 990 Duke was more performance. (KTM/)Engine and Electronics Progress starts at the 947cc parallel-twin engine that KTM claims is still the most compact twin in the middleweight naked class. Little information is available beyond that, though a spec sheet comparison between the 990 Duke and earlier-generation 890 Duke R suggests that bore and stroke are both new, with the bore measuring 92.5mm (versus 90.7mm) and stroke 70.4mm (versus 68.8mm). KTM claims 123 hp at 9,500 rpm and 76 lb.-ft. of torque at 6,750 rpm. Compare that with the 121 hp and 73 lb.-ft. of torque it claimed for the 890 Duke R. More aggressive camshaft profiles and longer valve openings are used, KTM adding that “rideability is improved due to increased rotating mass.” The stainless steel exhaust is all-new as well. Suggested fuel mileage is right around 50 mpg. Wheelies? Yeah, the 990 Duke can do that too. There’s a catch though, as you’ll need to upgrade to the Performance or Track riding modes to fine-tune traction control settings. Those are available for the first 1,500 kilometers (932 miles), but need to be purchased once that demo period is over. (KTM/)Power is managed via a very traditional suite of electronics package that includes three standard ride modes: Sport, Street, and Rain. Those modes perform as follows: Sport: Made for spirited riding. Full power, more direct throttle control, and less traction control, allowing slight wheelspin and maximum wheelie.Street: The go-to mode for everyday riding. Full power, default throttle control, and traction control settings suitable for street riding. Limited wheelie allowed.Rain: Designed for slippery road conditions. Power output is reduced to 105 hp, throttle response is smoothed dramatically, and traction control is set to maximum. The 990 Duke retains KTM’s Supermoto ABS mode. (KTM/)Riders are limited by how much they can adjust rider-aid settings in standard ride modes, but KTM offers a solution in the form of optional Performance and Track modes, which are available as part of a “demo program” for the first 1,500 kilometers (932 miles), but must be purchased once that number is exceeded. The modes are described as follows: Performance: Allows a certain level of customization, with a selection of traction control intervention and throttle control. Wheelie control can also be switched off and launch control can be used. Cruise control is also available.Track: Same level of customization as Performance but race focused, with additional lap time and bike data displayed via the dash. Cruise control is disabled.The aforementioned dash consists of a 5-inch TFT display that includes a USB-C connection for device charging. More importantly, KTM has redesigned the menu structure for faster access to various features. A 5-inch TFT display uses new graphics and an updated menu structure for improved usability. (KTM/)Chassis Handling has always been a strong point for Duke models, but KTM looks to take another step with the 990 Duke by redesigning the steel tube frame, which is stiffer than in years past, for more feedback. More specifically, there’s an 8 percent increase in longitudinal stiffness and 5 percent increase in torsional stiffness. For even more torsional stiffness and, in turn, increased stability, the swingarm is mounted inside the swingarm pivot area. A forged pivot bolt is said to offer similar benefits, on a smaller scale. While increased stiffness is a big talking point when it comes to the frame, swingarm stiffness is actually reduced by 35 percent, for improved bump absorption and traction. Said swingarm is 3.3 pounds lighter too, thanks in part to a new gravity die-cast production method. The 990 Duke’s frame is revised for increased rigidity. (KTM/)Forged-aluminum triple clamps hold a 43mm WP Apex fork with compression and rebound damping in separate legs; range of adjustment is designed to be easier with just five clicks for both. A gas-assisted WP Apex shock uses a lighter linear spring, which together with all-new settings is claimed to improve comfort and responsiveness. Adjustment is limited to spring preload and rebound (five clicks). The 1290 Super Duke R–culled wheels wear 120/70-17 and 180/55-17 sized rubber front and rear, but are modestly revised to work in the double-sided swingarm. Meanwhile, a pair of 300mm discs are used, which happens to be the same size rotor as is used on the 790 Duke, but smaller than the rotor on the more stout 890 Duke R. Is a 990 Duke R coming in the future? Past practices suggest that’s likely the case, and here’s where KTM might be leaving a little room for added performance. A new swingarm is gravity die-cast (versus pressure die-cast), resulting in a 3.3-pound weight savings. Stiffness is reduced for increased bump absorption. (KTM/)Styling and Ergonomics While KTM says the 990 Duke has “larger proportions,” it doesn’t clarify exactly how the dimensions vary compared to the 790 Duke or 890 Duke R. What we do know is the 990 Duke has a minutely larger 3.8-gallon fuel tank with new lines that are sharp as ever. Those lines are carried through the rest of the bike, KTM very clearly sticking to its philosophy that “the sharper the lines, the better.” That design concept extends to the new and polarizing LED headlight. The upright riding position is retained, though KTM has changed the seat shape to keep the rider from sliding forward. It has also raised the passenger seat 20mm (0.8 inch), for an unimpeded view. Adjustability is limited to handlebar position; the one-piece bar can be moved to one of four positions by adjusting the position and rotation of the bar risers on the triple clamp. KTM doesn’t shy away from sharp lines, and that continues to be the case with the new 990 Duke. (KTM/)More Details The launch of the 990 Duke coincides with “30 years of Duke,” and KTM is celebrating that milestone with two colors: Electronic Orange and Black Metallic. Exact pricing is not available, though sources suggest MSRP will come in at around $12,500. Bikes will be available in December. 2024 KTM 990 Duke. (KTM/) 2024 KTM 990 Duke. (KTM/)2024 KTM 990 Duke Claimed Specs MSRP: N/A Engine: DOHC, liquid-cooled, 4-stroke parallel twin Displacement: 947cc Bore x Stroke: 92.5 x 70.4mm Compression Ratio: N/A Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 123 hp @ 9,500 rpm Claimed Torque: 76 lb.-ft. @ 6,750 rpm Fuel System: Electronic fuel injection Clutch: PASC (Power Assisted Slipper Clutch); cable actuation Engine Management/Ignition: Ride-by-wire/TCI Frame: Chromoly tubular steel Front Suspension: 43mm WP Apex USD fork, rebound and compression adjustable; 5.5 in. travel Rear Suspension: WP Apex shock, rebound and spring preload adjustable; 5.9 in. travel Front Brake: 4-piston calipers, 300mm discs (w/ ABS) Rear Brake: 2-piston caliper, 220mm disc (w/ ABS) Wheels, Front/Rear: Cast aluminum; 17 x 3.50 in. / 17 x 5.50 in. Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: N/A Wheelbase: N/A Ground Clearance: 7.7 in. Seat Height: 32.5 in. Fuel Capacity: 3.8 gal. Claimed Wet Weight: 395 lb. Contact: ktm.com Source
  19. Honda’s 2024 CBR650R and CB650R get the recently announced E-Clutch in addition to updates to styling and electronics. (Honda/)Honda’s upgraded 2024 CB650R and its fully faired CBR650R sibling have been revealed at the EICMA show in Milan—including not only updated styling but a new TFT dash. More importantly they’re the first two Hondas to be offered with the company’s new E-Clutch option that promises to provide an unmatched level of versatility by allowing completely clutchless operation or letting you ride the bike using the conventional clutch lever. The 2024 Honda CBR650R and CB650R will be available with Honda’s new E-Clutch as an option. (Honda/)As in the past, the CB650R and CBR650R are mechanically identical, sharing the same 649cc inline four-cylinder engine and the same steel-tube chassis of last year’s models. There’s no change to peak power, remaining at 94 bhp at 12,000 rpm, with max torque of 46.5 lb.-ft. at 9,500 rpm, tamed by Honda’s HSTC traction-control system. The bikes’ suspension is also unaltered, with 41mm Showa SFF-BP forks and matching shocks, plus Tokico four-pot radial-mount front brakes and 310mm rotors with ABS as standard. The 2024 Honda CB650R sticks with the Neo Sports Café styling. (Honda/)What is new is the styling. The CB650R keeps the signature Neo Sports Café style that was first previewed with the 2015 CB4 Concept, but for 2024 it gets revamped with the drooping LED headlight design from the CB1000R, a shorter, sharpened tail, and redesigned radiator cowls. On the CBR650R, the rear-end changes are the same, but a new front fairing takes its inspiration from the latest-generation CBR1000RR. Both models get full-color TFT displays and backlit handlebar controls. (Honda/)On board, both bikes finally join the 2020s with a full-color TFT dash, plus new backlit bar controls to operate it, which gives phone connectivity and turn-by-turn navigation via Honda’s RoadSync app. Under the seat is a USB-C socket to charge modern phones (under the latest EU laws, phones have all adopted USB-C, even forcing Apple to ditch its proprietary Lightning connector on the latest iPhone). From the outside, the E-Clutch is visible as an external bulge on the engine case cover. (Honda/)The big news, however, is the E-Clutch, which Honda previewed a few weeks ago and has now been confirmed to be debuting on the CB650R and CBR650R. Available as an option, it’s a servo-operated clutch that retains the conventional, cable-operated manual lever allowing it to be overridden by the rider at any time. In operation, the E-Clutch uses two electric motors, controlled by its own ECU, to engage and disengage the clutch. The servo is mounted in a modified clutch cover and the whole package is compatible with exactly the same assist-and-slipper clutch unit and bar controls used on the normal, manual models. It adds just 4.4 pounds to the weight of the bikes. This cutaway image shows the mechanical internals of the E-Clutch. (Honda/)In operation, the E-Clutch uses a load sensor mounted in the gearshift linkage—essentially the same sort of electronics used in quickshifters—to tell the clutch when you want to change ratios. There are three presets to alter the sensitivity of the system (hard, medium, and soft), and the E-Clutch ECU combines with the engine’s ignition and injection system to ensure the smoothest shifts possible, both up and down through the ratios, without the need to use the bar-mounted lever. The E-Clutch uses a load sensor similar to a quickshifter to tell the clutch what action to take. (Honda/)Although some quickshifters perform a similar role once on the move, the E-Clutch also means you can start and stop without having to touch the lever on the bars. From a standstill, you simply select first gear and open the throttle—the E-Clutch will balance the clutch with the throttle input to make it impossible to stall and allow a smooth getaway. Come to a halt, and the E-Clutch disengages drive before the engine can stall, even without your pulling the lever in. Prefer to take control yourself? Simply select the manual mode on the dash and the bikes are completely conventional, and even when the E-Clutch is active you can override it at any time using the lever on the bars. 2024 Honda CB650R in red. (Honda/) 2024 Honda CB650R in gray. (Honda/) 2024 Honda CB650R front styling. (Honda/) 2024 Honda CB650R’s engine. (Honda/) 2024 Honda CBR650R gets the optional E-Clutch, new electronics, and updated styling. (Honda/) 2024 Honda CBR650R in black. (Honda/) Honda CBR650R wheelies into 2024. (Honda/) 2024 Honda CBR650R action. (Honda/) 2024 Honda CBR650R’s new tailsection. (Honda/) 2024 Honda CBR650R’s front fairing now resembles the CBR1000RR. (Honda/)2024 Honda CB650R/CBR650R Specs MSRP: TBA Engine: DOHC, liquid-cooled, four-stroke inline-four; 4 valves/cyl. Displacement: 649cc Bore x Stroke: 67.0 x 46.0mm Compression Ratio: 11.6:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 94.0 hp @ 12,000 rpm Claimed Torque: 46.5 lb.-ft. @ 9,500 rpm Fuel System: PGM-FI electronic fuel injection Clutch: Wet, multiplate; cable actuation; optional E-Clutch Engine Management/Ignition: Full transistorized Frame: Twin-spar, steel diamond Front Suspension: 41mm inverted Showa SFF-BP fork Rear Suspension: Showa shock, preload adjustable Front Brake: Dual radial-mounted 4-piston Tokico hydraulic calipers, floating 310mm discs w/ ABS Rear Brake: 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: 25.5°/3.9 in. Wheelbase: 57.1 in. Ground Clearance: 5.9 in. / 5.1 in. (CBR650R) Seat Height: 31.9 in. Fuel Capacity: 4.1 gal. Claimed Wet Weight: 452 lb.; 456 lb. E-Clutch / 461 lb.; 465 lb. E-Clutch (CBR650R) Contact: powersports.honda.com Source
  20. Ducati’s Hypermotard 698 Mono promises high-performance supermotard action with 77 hp from its Superquadro Mono single-cylinder engine. (Ducati/)In a time when mid-displacement bikes are conquering an ever larger market share, Ducati has brought in the light cavalry and stormed the barn with the most advanced, sophisticated, and extreme single-cylinder engine ever. Ducati has been away from single-cylinder power units for way too long, after having built its reputation on a generation of great-looking and very powerful SOHC desmo singles that still represent great pieces of technical design—courtesy of Dr. Fabio Taglioni. To stand up to its supreme performance image, Ducati did the most logical of all technical moves: It took the magnificent 1299 Panigale V2 and chopped the front cylinder off, to get an unequaled 659cc single that delivers 77.5 hp at a mind-bending 9,750 rpm. A single like that can compete with all the present middleweight twins, it is more compact, lighter, and incredibly emotional. There is the ultimate spirit of Ducati: Lead the way in every segment it decides to compete. The great Kevin Cameron already offered a super analysis of all the technical aspects that make up the new Ducati 659cc single. A new 77.5 hp Ducati single can do anything, including resurrecting the immortal Scrambler to make it the most attractive bike today, as it was then. Ducati’s new Superquadro Mono engine powers the Hypermotard 698 Mono. (Ducati/)In its first outing, however, the new Superquadro Mono engine is offered in a pure, daring execution powering a sharp-looking Hypermotard, At 333 pounds it really is lean and mean, given the power and the 46.5 lb.-ft. of peak torque at 8,000 rpm. The Ducati Hypermotard 698 was conceived exactly to offer supreme agility to fully exploit the power and the very strong response of the Superquadro Mono over a very wide rpm range. 2024 Hypermotard 698 Mono RVE, $14,495. (Ducati/)The chassis is based on a classic steel-tubing trellis frame featuring a 26.1-degree steering axis rake and 4.2-inch trail to achieve a positive combination of stability (given the speed potential) and agile steering response in perfect Hypermotard style. The chassis spans a 56.8-inch wheelbase that ensures a front-biased weight distribution that is meant to get the best out of the steering geometry to return a very precise steering response under any riding condition and with any riding style—knee-dragging sport or countersteering dirt-track style. Two versions of the Hypermotard 698 Mono are available, the RVE gets graphics inspired by “street art.” (Ducati/)Great attention was given to the weight in order to make this the fastest and strongest-performing single ever. Even the steel tubing of the frame trellis structure has optimized sizing to obtain maximum rigidity with light weight. The same applies to the fully adjustable 45mm Marzocchi fork and the cast aluminum wheels. A single 330mm front rotor is teamed to a Brembo M4.32 caliper to reduce unsprung mass while delivering all the needed stopping power, assisted by Bosch cornering ABS. The Hypermotard 698 rolls on Pirelli Diablo Rosso IV radials in 120/70-17 and 160/60-17, front and rear respectively. 2024 Ducati Hypermotard 698 Mono, $12,995. (Ducati/)The bike is very lean and its styling is pure Hypermotard, with plenty of ground clearance. The engine is clean and with a massive presence; the high exhaust with twin mufflers up high at the rear further exposes the engine to stand strong alone. The seat height is a bit on the tall side, at 35.6 inches, and that might make riding through downtown traffic less rewarding than open road or even track riding, though the handlebar is in the proper place to return a natural feel. A Slide-by-Brake ABS setting allows the rider to back the Hypermotard 698 into a corner safely with consistency. (Ducati/)The electric suite is up to the excellent standards that characterize all Ducati models. A powerful ECU controls the throttle action to prevent unwanted traction loss, wheelies, or excessive engine-braking. Four cornering ABS control levels can be selected by the rider, and two include Slide-by-Brake functionality that allows for backing the Hyper into corners with consistency. The wheelie control function offers four levels to select from, to fully extract the best spirit from the Hypermotard 698. The engine response can be modulated over four riding modes, according to the riding conditions, while a power launch function is available to leave some four-cylinder machines behind at the lights. A 3.8-inch instrument display acts as an infotainment controller, including connectivity to a smartphone. A 3.8-inch TFT dash has smartphone connectivity. (Ducati/)The Hypermotard 698 comes in two executions, 698 Mono and 698 Mono RVE, and the list of optional equipment includes an electronically controlled quick-shift up and down and a Termignoni exhaust system that bumps the power to an out-of-sight 84.5 hp. This impressive son of the unforgettable Panigale 1299 V2 demands servicing every 9,000 miles, or 24 months, while the desmo valves require adjustment every 18,000 miles. The addition of a Termignoni exhaust boosts the power of the Hypermotard 698 Mono to a claimed 84.5 hp. (Ducati/)Priced at $12,995 for the Ducati Red Hypermotard 698 and $14,495 for the RVE version, dealer availability is set for February 2024. 2024 Ducati Hypermotard 698 Mono Specs MSRP: $12,995 / $14,495 (RVE) Engine: Liquid-cooled, Desmodromic timing single; 4 valves Displacement: 659 Bore x Stroke: 116 x 62.4mm Compression Ratio: 13.1:1 Claimed Horsepower: 77.5 hp @ 9,750 rpm Claimed Torque: 46.5 lb.-ft. @ 8,000 rpm Fuel System: EFI w/ 62mm throttle body; Ride-by-wire Clutch: Wet, multi-plate; slipper and self-servo function; hydraulic actuation Frame: Tubular steel trellis Front Suspension: 45mm Marzocchi fork; fully adjustable; 8.5 in. travel Rear Suspension: Sachs monoshock; full adjustable; 9.4 in. travel Front Brake: 330mm Disc; Brembo M4.32 caliper; radial master cylinder; Bosch cornering ABS Rear Brake: 245mm Disc; single piston floating caliper; Bosch cornering ABS Wheels, Front/Rear: Y-shaped 5 spoke alloy; 3.5 x 17” / 5.0 x 17” Tires, Front/Rear: Pirelli Diablo Rosso IV; 120/70ZR17 / 160/60ZR17 Rake/Trail: 26.1° / 4.2 in Wheelbase: 56.8 in. Seat Height: 35.6 in. Fuel Capacity: 3.0 gal. Claimed Dry Weight: 333 lbs Contact: ducati.com Source
  21. Riding the Kawasaki Ninja 7 Hybrid in Barcelona, Spain. The Ninja 7 is the world’s first mass-production strong hybrid motorcycle. (Kawasaki/)It’s interesting to consider what the book on the electrification of motorcycles will look like a decade from now. There will be chapters on the startups that led the initial charge and the bikes that changed the public’s perception of electric motorcycles. There will be stories about the throng of electric bicycles that attracted a new generation of riders, the companies that failed to deliver on their promises, and on the manufacturing powerhouses that finally decided to enter the game. There will also be a chapter on hybrid motorcycles, and it’ll undoubtedly start with a mention of the Kawasaki Ninja 7 Hybrid, the first mass-production strong hybrid motorcycle—Kawasaki’s two-wheeled solution for the modern world, where Zero- and Low-Emissions Zones are very much a reality. Even if they haven’t made their way to the United States, yet. The Ninja 7 Hybrid is a blend of aggressive Kawasaki styling, larger fairings, and air ducts, the latter two features helping conceal the added hardware and improve cooling. (Kawasaki/)Hybrid Solutions and More Keyword in the Ninja 7 Hybrid description is “strong,” which signifies that the Ninja 7 Hybrid’s 451cc internal combustion engine (ICE) and electric motor can run simultaneously or power the bike independent of one another, even if the electric motor is sized for slower speeds (sub-40 mph) and short distances (around 7 to 10 miles). Action is identical to what you’ve come to expect from a hybrid car, but different from that of a mild hybrid (MHEV), which uses battery power to reduce the engine’s workload in certain situations but not to propel the vehicle. This also differs from a plug-in hybrid (PHEV), which generally uses a larger battery and needs to be plugged into an electrical outlet or charging station. No need to worry about finding a working charging station or fussing with cables; the Ninja 7 Hybrid’s battery is charged while riding via the engine and regenerative braking. Related: 2024 Kawasaki Ninja E-1 and Z e-1 Electric Motorcycles Announced The lithium-ion battery weighs around 30 pounds and is carefully mounted inside the rails of the steel-trellis frame. The frame is strengthened near the swingarm pivot area. (Kawasaki/)Bold and new as the concept might be, at least in the motorcycling world, Kawasaki has long hinted at its intentions to bring forward-thinking models to the market as part of its “work toward a greener future, with the ultimate goal of carbon neutrality.” More evidence of that commitment comes in the form of the company’s all-electric Z e-1 and Ninja e-1 urban commuters, as well as the hydrogen-powered concept that it’s teased. The 7 Hybrid differs from those models in its attempt to be three motorcycles in one. Think of it as a zero-emissions bike for heavily restricted city centers, a fuel-sipping urban cruiser, and a fully capable canyon carver able to take on 200-plus mile days, suggests Kawasaki. While the black body panel inserts below the seat appear to provide access to the battery, that’s not the case. (Kawasaki/)Chassis: Same but Different While hybrid cars have been a “mainstream” alternative since the early 2000s when Honda released the Insight and Toyota the first Prius, Kawasaki engineers admit that designing a hybrid motorcycle wasn’t easy given the packaging and weight limits innate to motorcycling. The solution was to pair a lightweight, Ninja 400–inspired steel trellis frame with a reinforced swingarm pivot area to a longer swingarm and bottom-mount shock linkage. This configuration allows the Ninja 7′s battery pack to be located under the seat and for engineers to not dramatically disturb the center of gravity. Adding a “7″ to the name suggests the bike will be sized and perform more like a middleweight twin than a small-displacement machine. Think, Ninja 650 versus Ninja 400. The Ninja 7 Hybrid’s swingarm is longer than that on the Ninja 400 or 650 to accommodate the battery. Wheelbase is 6.5 inches longer than the Ninja 400’s. (Kawasaki/)That mostly feels like the case as you throw a leg over the Ninja 7, though key specs paint a picture of compromise: The 7 Hybrid’s 60.4-inch wheelbase is 4.9 inches longer than the Ninja 650′s and 6.5 inches longer than the Ninja 400′s, while weight (500 pounds) is up 77 pounds when compared to the Ninja 650 and 134 pound when compared to the Ninja 400. Rake is a more relaxed 25 degrees compared to 24 degrees on the Ninja 650 and 24.7 degrees on the Ninja 400, while trail is 4.1 inches, versus 3.9 inches and 3.6 inches on the 650 and 400, respectively. This is a very different motorcycle not only from a performance standpoint, but from a geometry standpoint as well. Suspension settings are unique to the Ninja 7 Hybrid thanks to a combination of stiffer springs and more aggressive valving, which accounts for the added weight. Dual 300mm front brake discs are used for the same reason. The bike looks very much like a traditional motorcycle with its fairings on, the exception being some unique lines at the rear and a swollen-looking tailsection, which helps conceal the bike’s battery. The fork and shock use stiffer spring rates and more aggressive valving to accommodate for the added weight. The only adjustment is spring preload at the rear. (Kawasaki/)Engine and Traction Motor It’s what’s under those fairings that warrants the most attention; in this case you’re looking at a 451cc parallel-twin engine borrowed from the Kawasaki Eliminator but updated with new velocity stacks, a reconfigured exhaust header, and more aggressive mapping. Said changes are for increased top-end performance, according to Kawasaki engineers, as low-end performance is already bolstered by the 7′s electric motor. Kawasaki claims that, in Ninja 7 Hybrid trim, the 451cc engine makes 58 hp at 10,500 rpm and 32 lb.-ft. of torque at 7,500 rpm. The motor is a liquid-cooled, 7kW (9kW max) interior permanent magnet type, mounted behind the engine’s cylinders. Power comes from a 48V lithium-ion battery, cooled via an air duct that runs along the right side of the bike. The motor and battery weigh roughly 29 pounds each, but factor in the additional hardware—including a separate radiator for the electric motor—and you start to see where the Ninja 7 Hybrid’s added weight comes from. The electric motor sits just behind the cylinder bank of Kawasaki’s 451cc parallel-twin engine. Compared to the engine in the Kawasaki eliminator, this twin uses different intake funnels, header pipes, and mapping for more top-end performance. Rated motor power is 7.0kW, but max motor power is 9.0kW. (Kawasaki/)Importantly, Kawasaki says that the motor and battery were developed with the help of suppliers (Wamtechnik for the battery, Delta Electronics for the traction motor), but that all electronic management was done by Kawasaki. There are a few other tricks up the Ninja 7′s sleeve, including Kawasaki’s first Integrated Starter Generator (ISG), which saves weight by combining the functions of the starter motor and generator. More exciting is the six-speed, automated manual transmission that allows riders to select between an automatic or manual button-shift setting. There is no clutch lever or shift lever; in manual, the rider shifts using buttons on the left handlebar switch cluster. That’s an easy enough thing to comprehend, but a much more difficult one to make work when managing power from an electric motor and engine. Kawasaki engineers admit that, outside of packaging, software management was one of their biggest challenges. An air duct on the right-hand side of the bike flows cool air toward the battery pack. There’s a similar duct on the left-hand side, for cooling the Integrated Starter Generator. In both cases, air exits from openings in the tailsection (Kawasaki/)Riding Modes Complexities don’t end there as Kawasaki has added ride modes to the Ninja 7 Hybrid, including all-electric EV, Eco-hybrid, and Sport-hybrid. Here’s a look at the features and performance available in each of those modes: EV: Designed for low-speed, short-distance riding, like in residential or restricted areas. The bike is powered solely by the electric motor, and shifts are done by the bike, with shift timing determined by the ECU. Only gears one through four are used.Eco-hybrid: Intended to be the best of both worlds. The electric motor is used when moving from a start, with the engine starting and coming online at around 2,000 rpm. When stopped, the engine turns off to conserve fuel. Riders can select between automatic or manual transmission settings, though the power is neutered slightly in this mode as the primary goal is fuel economy.Sport-hybrid: Designed for more spirited riding, making the most of the two power systems. The 451cc engine makes max power and is always on as there’s less emphasis on fuel consumption. Riders are limited to the manual transmission option only. Closer look at the Ninja 7 Hybrid ride modes and what features are available in each mode. Notice that e-boost is only available in Sport-hybrid, and the idling stop function only in Eco-hybrid. (Kawasaki/)But, wait, there’s more. Or at least there’s more for very brief amounts of time, as Kawasaki has added an e-boost function, which uses battery power to increase performance for up to five seconds. The feature is only available in Sport-hybrid mode and when certain conditions are met (traveling above a certain speed, throttle is opened past a certain degree, etc.), but increases claimed power output to 68.5 hp and 44.6 lb.-ft. of torque. The best part? Kawasaki says that, with e-boost activated, the Ninja 7 Hybrid can “initially” out-accelerate a ZX-10R from a standing start. For slower maneuvers, there’s a walking mode with forward and reverse function. All of this is adjusted and confirmed via the 4.3-inch TFT display which is busy but well organized. Riders can also confirm settings, and check battery status or other important information through Kawasaki’s Rideology app. Kawasaki’s 4.3-inch TFT display is tasked with displaying an array of information. In this case, the purple e-boost bar suggests that e-boost is available. Once the button is pressed, the purple bars will start to disappear. E-boost is available for five seconds at a time, primarily for battery temperature control. (Kawasaki/)Ride Mode, Engaged There wasn’t a ZX-10R on hand during our Ninja 7 Hybrid ride experience to test Kawasaki’s acceleration claims, but flying to Barcelona, Spain, to throw a leg over the bike did give us a chance to try the bike in an area where low-emission zones (LEZs) are already a reality—Barcelona’s ring road LEZ includes a 37 square-mile area where vehicles deemed heavy polluters are prohibited. And while that does not limit motorcycles, scooters, or most late-model family cars, it points to a future where EV and HEV models are rewarded with access to city centers or other heavily restricted areas. And there we were, on the first mass-production HEV motorcycle. Fitting. There are more surprises as you throw a leg over the Ninja 7 Hybrid, primarily the array of buttons and the unique process for getting the bike fired up and into gear. This is not an overly complex process, but steps need to be taken in the correct order, and it takes a minute to commit that process to memory. For instance, if you plan to leave in EV mode, you must first start the bike using the engine, select EV, then click into first gear. The Ninja 7 Hybrid doesn’t jump off the line with any amount of aggression until you click over to Sport-hybrid and apply e-boost. In every other mode, fuel economy is the focus. (Kawasaki/)Kawasaki recognized there would be a familiarization period and took us to the nearby Parc del Fòrum, where we could practice switching between EV and HEV modes, test acceleration, and sample both transmission options. The takeaway? It will take time to get fully comfortable with the added intricacies of the hybrid platform, and while that might deter novice riders who have enough to worry about as they set about on their riding journey, it’s not impossible for this to become second nature. Moving in and out of Parc del Fòrum was also an example of how beneficial it is to be able to switch over to EV mode when the moment is right; there’s something about easing past people on a quiet motorcycle that changes their perception of “motorcycling.” Back at home in the US, this might look like being the person who doesn’t wake the neighborhood up when they leave early or come home late. There are a lot of solutions for getting around town, especially in large city centers with vehicle regulations. Kawasaki thinks hybrids offer a unique alternative. (Kawasaki/)Range is limited to a claimed 7.5 miles in EV mode, though that number varies depending on the riding style. We rode roughly 5 miles through Barcelona’s city center without seeing the EV range drop by more than 2 miles thanks to the regenerative braking system. In normal riding conditions, the battery will go from zero to fully charged in 50 minutes, so you can expect to ride around in Sport-hybrid mode for some time if you completely drain the battery. Top speed in EV is just under 40 mph, and while the bike does not jump off the line with the same sense of urgency as a high-voltage, all-electric bike, it’s quick enough to keep up with low- to medium-speed traffic in around-town riding. A battery level on the left side of the TFT display indicates remaining charge. Notice also the battery temp gauge in the top left, and “EV range” readout. Total range on a full charge is 7 to 10 miles, depending on ride style. It takes 50 minutes for the battery to fully charge under normal riding conditions. (Kawasaki/)Switching from EV to the Eco-hybrid offers a glimpse into the added versatility of the Ninja 7 Hybrid, as you’re no longer focused on battery range—an ever-present concern for EV owners. Emphasis is still on fuel consumption, demonstrated by the soft engine mapping and overzealous shift logic for the automatic transmission, which ensures you go to high gear almost immediately. It’s like playing eco-Monopoly: “Go directly to [high gear]; do not [speed], do not [burn gas].” Switching to the manual transmission setting enables you to control shifting. Although, admittedly, we’d prefer if you could be in AT mode and temporarily override the computer. In current trim, hitting the shift paddles automatically moves you to the manual transmission setting. That continues to be the case until you select AT again. Again, there’s a lot of button pushing here. Engineers had to make some compromises when it came to things like wheelbase, but outside of the large tail and extended swingarm, the Ninja 7 Hybrid looks like a traditional motorcycle. Riding position is upright and relaxed, especially considering the sportbike styling. (Kawasaki/)The handoff between electric motor and the parallel-twin engine is surprisingly seamless and noticeable more from an audible standpoint than anything else. Given that the transition happens at around 2,000 rpm, you’re almost guaranteed to be upright and cruising at low speeds when it happens, so no need to worry about upsetting the chassis as the bike switches to the internal combustion engine. Even if the bike were to transition while at lean, Kawasaki’s engineers did a good enough job with the software that this wouldn’t be an issue. Of all the things that stand out most on the Ninja 7 Hybrid, it’s how seamless the electronics work, from automatic shifts to the EV/HEV handoff. The same goes for throttle application and regenerative braking system; everything feels as it would on a traditional motorcycle. Nothing interferes with your experience. Kawasaki says it was important for the first hybrid model to have a sportbike look and wear the Ninja name. The Ninja 400 is one of its bestselling models and people recognize the Ninja name, which helps draw attention to this model. (Kawasaki/)If all of this makes it sound like riding the Ninja 7 Hybrid is reminiscent of riding a traditional motorcycle, that’s because, well, it is. That’s especially true when you toggle over to Sport-hybrid and put Kawasaki’s 451cc engine to work. The most fuel-efficient approach? Maybe not, but it’s hard to argue with the sporty personality of this latest parallel twin, which willingly pulled us through some of the best two-lane roads lining Barcelona without feeling like it needed to come up for air, and only a hint of vibration to remind you that this is a small-bore machine at its core. That performance is, of course, without using the e-boost feature, which propels the Ninja 7 Hybrid up to speeds the Ninja 400 could only dream of for up to five seconds. The only problem is that activating e-boost requires you to be aware of its status and have your right thumb on the e-boost button; this takes extra attention and is not something we wanted to be focused on while hunting apexes in the canyons or managing traffic, meaning we used it less than one might expect. There’s probably a reason you don’t see something similar in today’s latest hybrid automobiles. That said, e-boost makes sense when you’re on the freeway and need extra speed to accelerate past a car. The five-second bursts are just long enough to feel some excitement, without overheating the battery. Perhaps the best example of the e-boost performance level is its ability to throw you back in the seat when used from a standing start. The e-boost button on the right side of the handlebar is there when you need a little extra power. Mind you, e-boost only works for five seconds at a time and only in Sport-hybrid mode. It doesn’t work at aggressive lean angles, to ensure there are no midcorner surprises. (Kawasaki/)As for range, we rode in a variety of conditions over our two days on the bike, and averaged roughly 57 mpg, according to the bike’s onboard computer. That includes countless dragstrip-style launches and a spirited afternoon in the canyons, but also a full morning of putting through the city. Typical riding for a bike like this? Not exactly, so we’ll save further fuel economy comments for future testing. What we can say is that, based on World Motorcycle Test Cycle (WMTC) testing, which measures fuel consumption and emissions in motorcycles, the bike is rated at 58 mpg in Sport-hybrid mode, and 64 mpg in Eco-hybrid mode. Switch cluster on the left-side handlebar has all of the buttons for switching between ride modes, automatic or manual transmission, and hybrid or electric power. Buttons also enable you to activate Walk mode and navigate vehicle settings through the TFT display (Kawasaki/)Handling While packaging and software were a major focus for Kawasaki, handling was also a priority—the whole “three bikes in one” doesn’t hold much weight if the Ninja 7 doesn’t encourage riders to get out of the city and actually ride. Fortunately, the team has done a good job managing the added heft and larger dimensions, creating a bike that doesn’t wave the white flag on a winding section of asphalt. That’s not to say the Ninja 7 handles like a Ninja 400 or Ninja 650. Those bikes tip into a corner and hold their line with absolute ease, whereas you need to be a little more intentional with steering inputs here. A longer wheelbase means the bike tips in slower, then falls into the corner all at once. You also need to use a little extra input midcorner to keep the bike on your intended line. Shifts are easily managed by paddle shifters on the left-side handlebar. The throttle has to be open for upshifts, and closed for downshifts. (Kawasaki/)It’s not a tiring workout though, and again, you’d be surprised at how well the Ninja 7 hustles through a tight section of road. Maintaining a low center of gravity helps, as do the wide handlebars. You sit upright and relaxed, but with enough weight over the front of the bike to attack a corner should you please. Another big help here is the stiffer suspension and reinforced frame, which do an admirable job of keeping the Ninja 7 from wallowing around as the pace picks up. This is still an enjoyable motorcycle to ride quickly. The Ninja 7 Hybrid’s long wheelbase and added weight mean the bike is not as nimble as a Ninja 400, but it still hustles down a tight mountain road. (Kawasaki/)Final Thoughts While the Ninja 7 Hybrid is Kawasaki’s first HEV, it won’t be its last. Kawasaki has already said that it’s working on the next generation of hybrid motorcycles across different platforms. In that regard, the Ninja 7 Hybrid is something like a taste of what’s to come. Is it a good first taste? We think so. People might expect a first-gen hybrid motorcycle to have teething issues and want to stay away, but there are none here. Fueling is smooth, there’s no hesitation as the bike transitions from electric motor to gas engine, the automated manual transmission works well, and despite being a little heavy, the bike is still plenty of fun to ride when the roads tighten up. Our only concern is with the added complexity that comes with the many ride modes, buttons, and features you might want to adjust while riding. Owners will probably adapt to that, but it’s something to consider. Perhaps future models will feel a little more “turn-key.” The beauty of the Ninja 7 hybrid is in its ability to cruise through town on electric power in the morning, and then rip through the canyons in the afternoon without needing to be plugged in or gassed up often. (Kawasaki/)None of this takes into account price, as Kawasaki has yet to formally announce the Ninja 7 Hybrid for the US market, or suggest a price target. The reality is there are many affordable and economical bikes already on the market (e.g., Honda NC750X), thus sales success will depend on people who feel the benefits outweigh whatever the added cost might be. That may be a small group, smaller even given there aren’t any Zero- or Low-Emissions Zones in the US yet, and given that motorcyclists in the States are motivated more by passion than fuel economy. Early adopters and those who simply appreciate the tech will, however, be rewarded by a bike that not only writes a new chapter in motorcycling, but does so in a way that isn’t too far removed from riding as we know it. 2024 Kawasaki Ninja 7 Hybrid Specs MSRP: N/A Engine: DOHC, liquid-cooled, 4-stroke parallel twin Displacement: 451cc Bore x Stroke: 70.0 x 58.6mm Compression Ratio: 11.3:1 Motor Type: Liquid-cooled, interior permanent magnet synchronous Battery Type: 48V Li-ion Transmission/Final Drive: 6-speed/chain, return, electronically actuated, hydraulic automated manual transmission Claimed Horsepower: 68.5 hp @ 10,500 rpm (Sport-hybrid w/ e-boost) Claimed Torque: 44.6 lb.-ft. @ 2,500 rpm (Sport-hybrid w/ e-boost) Fuel System: DFI w/ 36mm throttle bodies Clutch: Wet, multiplate, automated Engine Management/Ignition: Digital Frame: Trellis, high-tensile steel Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Single shock, spring preload adjustable; 4.5 in. travel Front Brake: 2-piston calipers, 300mm discs (w/ ABS) Rear Brake: 2-piston caliper, 220mm disc (w/ ABS) Wheels, Front/Rear: 5-spoke; 17 in./17 in. Tires, Front/Rear: 120/70-17 / 160/60-17 Rake/Trail: 25.0°/4.1 in. Wheelbase: 60.4 in. Ground Clearance: 5.9 in. Seat Height: 31.3 in. Fuel Capacity: 3.7 gal. Claimed Weight: 500 lb. Contact: kawasaki.com 2024 Kawasaki Ninja 7 Hybrid gear bag. (Kawasaki/)Gearbox Helmet: Shoei X-Fifteen Jacket: Alpinestars GP Plus R v3 Rideknit Gloves: Alpinestars GP Tech V2 Boots: Alpinestars SMX-6 V2 Drystar Source
  22. BMW gives the S 1000 XR more horsepower and revised ergonomics for 2024. (BMW/)BMW Motorrad has pulled the wraps off two new XR sporting models for 2024, in the form of the S 1000 XR and the new M 1000 XR. The S 1000 XR gets a raft of updates, including more power, while the M 1000 XR debuts as the third member of BMW’s high-performance M family, joining the M 1000 R and M 1000 RR. The BMW S 1000 XR in Gravity Blue Metallic; MSRP is $17,495. (BMW/)2024 BMW S 1000 XR The key change for the S 1000 XR—which shares its inline four-cylinder engine with the S 1000 RR—is a substantial increase in horsepower compared to the 2023 model. For 2024, BMW claims 170 hp, which was achieved by optimizing intake channel airflow and revising the engine maps. That’s 5 hp more than last year and it comes at the same 11,000 rpm to boot. Torque is unchanged with 84 lb.-ft. arriving at 9,250 rpm. Ergos on the 2024 S 1000 XR were subjected to a good deal of refinement as well with the seat of the long-distance sportbike completely redesigned to serve up an extra 0.4 inch of seat height, which now measures 33.5 inches. The seat’s usable length and width were boosted, making it easier to shift butt cheeks during changing riding conditions for better control, and three different seat heights are available. The suspension has also been tweaked to offer more spring preload. Related: 2024 BMW M 1000 XR Prototype Teased Visual refinements include new rear side panels and new colors. Here’s the Light White option. (BMW/)The Shift Assist Pro feature has been refined for more precise shifting, and the adaptive Headlight Pro has been added as standard equipment. The new model also offers Keyless Ride and upgrades the 9Ah battery to a 12Ah capacity unit, and a USB charging socket is now standard. BMW addressed cosmetics for 2024, giving the rear section new side panels and air intakes for a sharper look. Additionally, the radiator trim gets a textured surface, and the previously black-colored front fender is now painted in the body color. With those refinements come new colors for 2024, with Blackstorm Metallic 2 as the standard choice, and Gravity Blue Metallic (Style Sport) or Light White/M Motorsport (M Package) as options. BMW quotes MSRP at $17,495, and the bike will be available sometime in the second quarter of 2024. Meet the newest member of BMW’s M series, the 2024 M 1000 XR. (BMW/)2024 BMW M 1000 XR The third and newest member of BMW Motorrad’s M series rolls in with the same high-performance aims as its M 1000 R and M 1000 RR brethren, with BMW describing the 2024 M 1000 XR as “the lightest and most powerful cross-over motorcycle in the world.” Take from that what you will, but it’s still based on the current S 1000 XR and S 1000 RR, and tuned to a level of performance and exclusivity the M series is meant to convey. That means the M 1000 XR uses the same rip-snorting inline four-cylinder ShiftCam mill as the M 1000 RR, with a peak of 201 hp at 12,750 rpm—or 31 hp more than in the new S 1000 XR. Max torque is still 83 lb.-ft. at 11,000 rpm, but maximum engine speed on the M XR has been increased to 14,600 rpm. BMW says the new M-XR is more powerful and accelerates quicker than the S 1000 XR. (BMW/)BMW claims the new M-XR engine is significantly more powerful than the four-cylinder of the S 1000 XR across the entire rev range; in particular, acceleration and pulling power in conjunction with the shorter final gear ratio have been noticeably increased. Much of that has to do with lighter engine internals and optimized intake flow, but the M-XR also gets a shorter secondary gear ratio via use of a 47-tooth sprocket as opposed to the S 1000 XR’s 45 teeth, and the new M’s fourth, fifth, and sixth gear ratios are shorter as well. Out back, a new, lighter exhaust system with short, compact rear titanium muffler features two catalytic converters and a more steeply angled titanium rear muffler. As expected, four adjustable throttle maps are available for optimum response, with Rain, Road, Dynamic, and Race, and Race Pro1–3 as well as the latest generation of Dynamic Traction Control (DTC) and DTC wheelie function with a six-axis sensor. This being an M bike, there are other rider aids galore, like Shift Assist Pro, Launch Control, Pit Lane Limiter, and Hill Start Control Pro. There’s even a Brake Slide Assist feature for those looking to really get their drift on. The newest M bike shares the distinctive blue calipers seen on the other two M models. The 45mm fork tubes offer separate compression and rebound functionality. (BMW/)Suspension, too, is upmarket, with the M 1000 XR getting 45mm fork tubes with separate compression and rebound functions for the two legs along with Dynamic Damping Control (DDC), BMW’s new generation of electronic damping adjustment, as standard features. Just below the fork legs you won’t miss the blue anodized calipers shared with the M 1000 RR and the M 1000 R, which work on twin 320mm discs. The new M 1000 XR’s large, 6.5-inch TFT display should be familiar to those with M series machines, offering a similar feel and layout, but with datalogging options for track junkies. An optional M Competition Package might appeal to those who are serious about lap times, with a host of carbon bits that amount to a more than 6 pound weight loss. The 2024 BMW M 1000 XR in the basic Light White color scheme. MSRP is $24,295. (BMW/)M-specific colors and M branding are sprinkled throughout, with a granite gray engine cover, black fuel filler cap, and blue spring on the rear shock further distinguishing the M bikes. An embroidered M logo decorates the seat, which is available in three heights (32.3 inches, 33.5 inches, or 34.3 inches). Colors include high-contrast basic Light White version or the M Competition Package with high-gloss Blackstorm Metallic paintwork and high-gloss carbon fiber side panels. Both variants include the M graphic language of light blue/dark blue/red. MSRP for the 2024 M 1000 XR is $24,295, with the estimated launch coming in Q2 of 2024. Source
  23. Moto Guzzi has revived the Stelvio name for 2024 with a new adventure bike powered by its new 1,042cc compact-block engine. (Moto Guzzi/)Moto Guzzi is two years into its second century, and with that comes changes while it remains faithful to the longitudinal V-twin and shaft drive that has served Mandello de Lario faithfully. While Guzzi’s small block mill has been a long-standing staple, outlasting more recent designs that have come and gone, a new more compact and modern engine has been designed for the next 100 years: the compact block. In 2021, the V100 Mandello was the first model to utilize this powerplant, immediately garnering praise and interest—even from non-Guzzisti. Now a second and possibly more important machine revives a moniker that recalls the spirit of adventure: the Stelvio. Moto Guzzi’s Stelvio will be available in the first part of 2024. (Moto Guzzi/)Moto Guzzi already has the V85 TT ADV model, powered by a 853cc version of that trusty small block, but it would be a waste not to put that modern 1,042cc compact-block engine to work in one of the most popular segments in motorcycling. Based on the same engine-as-a-stressed-member architecture as the V100 Mandello, but modified for adventure motorcycle touring through gravel and light trails, the 2024 Stelvio is meant to vie for sales success in the 900–1,100cc adventure segment. Conceived at the same time as the V100, the Stelvio may be more important to Moto Guzzi’s future success than the model that bears the name of the home of the brand. Cycle World got the chance to ride a preproduction version of the Stelvio before the release of the new model to the public. But before the ride we sat down with Piero Soatti, head of Moto Guzzi Engineering, along with a panel of those responsible for bringing the Stelvio to market. 2024 MotoGuzzi Stelvio Technical Details We are familiar with the 90-degree longitudinal V-twin that powers the V100 Mandello and now the Stevlio. DOHC four-valve heads are turned 90 degrees to the traditional air-and-oil-cooled small block for tighter packaging despite sitting atop 521cc cylinders measuring with a bore and stroke of 96.0 x 72.0mm. Liquid-cooling and closed-loop EFI allowed the compact block to be Euro 5 compliant while producing a claimed 115 hp at 8,700 rpm and 77.4 lb.-ft. of torque at 6,750 rpm—just right for an all-rounder ADV that looks to go up against the likes of Suzuki’s V-Strom 1050, Honda’s Africa Twin, and Ducati’s Multistrada V2. Only a few changes have been made to the compact block for duty in the 2024 Stelvio. (Moto Guzzi/)There are changes to the engine for use in the Stelvio, but far fewer than you might expect. First the EFI system gets a downstream O2 sensor to give the Stelvio a Euro 5+ rating—the V100 will also get this as a running change. Guzzi augmented the thickness of the rear of the engine cases where the swingarm attaches for increased strength to handle the additional stresses from the Stelvio’s ADV mission. That’s it, a real demonstration of the flexibility of Moto Guzzi’s new engine. It’s not hard to imagine there will be more new models with the compact block beyond the V100 Mandello and Stelvio. Related: Moto Guzzi’s V2 Small Block Moto Guzzi’s Stelvio began development at the same time as the V100 Mandello. You can see some design elements are similar, but the Stelvio is more aggressive and sharper than the classy Mandello. (Moto Guzzi/)The Stelvio is equipped with five ride modes: Sport, Strada, Turismo, Pioggia, and Off-road. Each gets its own throttle response, traction control, engine-braking, and ABS setting. Additionally the rider can tweak those parameters except for engine-braking through the Stelvio’s 5-inch TFT dash seen on the V100 Mandello. Navigating the menu system is simple and intuitive. Piaggio Group’s MIA smartphone connectivity is an option that allows for control of music, phone calls, and navigation. A 5-inch TFT screen is bright and easy to read. (Moto Guzzi/)Cruise control is standard, and a second S model will be available with forward- and rear-facing radar for adaptive cruise and other safety measures. Moto Guzzi is holding full details on that system until November at EICMA. There are refinements to the gearbox too. Every gear has been reworked to improve shifting, and the clutch is a new self-assist anti-hopping (slipper) unit that is also meant to improve shift actuation and feel. A quickshifter is an option, but it was not installed for this test. Moto Guzzi’s Stevlio is billed as a n “all-rounder” adventure bike. (Moto Guzzi/)Attached to the compact-block engine is a trellis frame in similar construction to the Mandello but with revised geometry, increased length, and additional engine mounting points for the Stelvio. The head-tube area has been stretched and has more rake to make room for the 19-inch front wheel. Exact chassis measurements have not been shared yet. Attachment points to the engine have increased from four on the Mandello to six on the Stelvio for more rigidity. Rider footpegs are in a different position as well but are still mounted directly to the engine with rubber-damped mounts. The footpegs are mounted directly to the Stelvio’s engine cases. (Moto Guzzi/)No semi-active suspension for the Stelvio, an interesting choice for an ADV that will see the majority of its duty on the road. A Sachs 46mm inverted fork strokes through 6.7 inches of travel and is adjustable for rebound damping and spring preload. At the rear a KYB shock is adjustable for rebound damping and features an external spring preload adjustment knob. It’s attached to a single-sided swingarm and offers 6.7 inches of wheel travel. Moto Guzzi beefed up the bearings and casting where it attaches to the engine. Swingarm length is the same as that of the Mandello. The Stelvio’s swingarm is the same length as the Mandello but has more travel. (Moto Guzzi/)Tubeless cross-spoke wheels are sized 19 x 3.0 inches front and 17 x 4.5 inches rear. Wheels are wrapped with Michelin Anakee Adventure tires. Brakes are the same units used on the Mandello: Brembo four-piston radial-mount calipers with 320mm discs up front and a two-piston unit at the rear clamping a 298mm disc. ABS is lean sensitive and has three levels: on, Off-road, and off. 2024 Moto Guzzi Stelvio Riding Impression Time with the Stelvio was limited to just a quick afternoon ride following the technical presentation. Not enough time for a full evaluation (expect a full test when we get a bike Stateside), but enough to know that this is the best Moto Guzzi ever to come off a production line. As it goes with preproduction test units, specs and some electronic features are subject to change, but at 95 percent finalized, this cake is just about ready to be pulled from the oven. On the Italian autostrada the Stelvio is comfortable at speed with excellent wind protection. (Moto Guzzi/)Right away, we hit the autostrada and headed for the mountain roads about 45 minutes northeast of Noale. This gave plenty of time to become acquainted with the masterful aerodynamics of the Stelvio. “Best in class” was the order for Moto Guzzi’s design, and it’s abundantly clear the 1,500 hours of CFD modeling and wind tunnel testing has paid dividends. I often wear a helmet with a visor on adventure motorcycles, not only for the functionality of a mixed mission, but also because it will amplify any issues with buffeting or wind management. In the lowest position, airflow over the screen hits you just about chin level at 60 mph. But it is a consistent, buffet-free flow. As the speeds increase, the calm bubble of air behind the screen’s 2.8-inch-taller fully raised position is impressive. Even hitting 150 kph (93.2 mph)—above that speed, you cannot adjust the screen—my 5-foot-10 frame is free from any bothersome wind blast. Being able to travel at 225 kph (139.8 mph) with a visor without issue is possible—allegedly, Signore Carabinieri. The Stevlios electronic windscreen has 2.8 inches (70mm) of adjustment. (Moto Guzzi/)It doesn’t take the Stelvio long to achieve that “theoretical” 225 kph. Acceleration is strong even with just 115 hp and 77.4 lb.-ft. Throttle response in Sport is crisp, but not jerky even in on/off situations while on the side of the tire. You can be aggressive out of corners and the traction control keeps everything moving forward without any real indication it is working to keep you upright. Strada (Street) is the go-to for everyday work in and out of town with a slightly less aggressive response when twisting the ride-by-wire throttle. Turismo (Touring) softens things up a step further while Pioggia (Wet) cuts back the power and traction control intervenes early and often. Off-road returns the snappiness in the throttle response and traction control is minimized as it is in Sport mode. Unfortunately, there was no gravel or dirt on the menu during this truncated test, so judgment on that front will be saved for when we get our hands on a production unit. Throttle response and power output is crisp in Sport Mode. (Moto Guzzi/)Off the autostrada and into the hills, the Stelvio continues to impress. Handling is snappy, quick even, while remaining rock-solid stable. The front end is light, nimble, and ready to go anywhere you ask. Even with ADV suspension travel, the Stelvio is balanced front to back and doesn’t pitch excessively during hard braking and acceleration. Back the pace down in Strada and Tursimo, and the ride is sublimely smooth and flowing. Fast and flowing Italian roads are a dream on the Stelvio. (Moto Guzzi/)Suspension action is firm yet well damped in compression and rebound for street work. Large undulations and bumps are soaked up without complaint. Freeways seams are felt with a thump-thump, but are not harsh or annoying. You just feel the road surface and what it is doing beneath you at all times. There’s no hint of shaft jack or squat from the Cardan shaft swingarm, even under the hardest acceleration. Once again, no dirt, so we will have to wait to see what happens there. On the road, however, it’s marvelous. Dual 320mm front discs squeezed by Brembo four-piston calipers are strong, communicative, and have a progressive action at the lever. At the back the two-piston unit matched to a 298mm disc works well without too long of a pedal throw. In Off-road mode, the rear brake locks up when needed but has excellent modulation. Some hooligan antics with big rear brake movements and fast downshifts will get the rear tire hopping a bit, despite the anti-hopping feature of the clutch. Braking duties are handled by Brembo. (Moto Guzzi/)In all we spent just about 150 miles and several hours on the Stelvio. No ironbutt testing on this trip, but overall it is comfortable and the cockpit is a very nice space to pass the time and miles. Of course there is the aforementioned wind protection, but the rider triangle is just as good. The ends of the handlebar are high and wide, giving you plenty of leverage, but also helping keep the arms stretched just enough to fight off fatigue. And when standing, the bar is straight enough for you to get over the front of the bike. The seat is narrow at the front with a wider section at the back allowing you to move around depending on your sporty or touring requirements. Reach to the ground feels much lower than the 830mm (32.7-inch) seat height would suggest and the distance to the footpegs is not cramped. With the rubber mounting of the footpegs to the engine to quell vibes, there is some flex when putting pressure through the pegs, and when standing, that mounting in conjunction with the rubber peg inserts give a sloppy and slippery feel. Pricing has not been announced yet (as well as radar system details) but should be at EICMA in November. (Moto Guzzi/)2024 Moto Guzzi Stelvio Conclusion While our time with the preproduction Stelvio was short, the outlook for the future and the production model is positive. Granted, off-road performance is yet to be evaluated, but if its street chops are any indication of what to expect in the dirt, then Moto Guzzi has a winner on its hands. Units will arrive just after the first of the year at dealers, and although no price has been set, a figure between 16,500 and 17,500 euros (approximately $17,500 to $18,500) has been batted about. We can’t wait to ride the final product around the new year. Moto Guzzi is off to a cracking second century. 2024 Moto Guzzi Stelvio Specs MSRP: TBA Engine: DOHC, liquid-cooled, 90-degree transverse V-twin; 4 valves/cyl. Displacement: 1,042cc Bore x Stroke: 69.0 x 72.0mm Compression Ratio: 12.6:1 Transmission/Final Drive: 6-speed/shaft Claimed Horsepower: 115 hp @ 8,700 rpm Claimed Torque: 77.4 lb.-ft. @ 6,750 rpm Fuel System: Electronic fuel injection w/ ride-by-wire Clutch: Wet; hydraulically actuated Frame: Tubular steel trellis Front Suspension: Sachs 46mm USD fork, rebound and preload adjustable; 6.7 in. travel Rear Suspension: Kayaba monoshock, rebound and preload adjustable; 6.7 in. travel Front Brake: Dual Brembo 4-piston calipers, 320mm floating discs w/ ABS Rear Brake: Brembo 2-piston caliper, 280mm disc w/ ABS Wheels, Front/Rear: Spoked tubeless; 19 x 3.00 in./17 x 4.50 in. Tires, Front/Rear: Michelin Anakee Adventure; 120/70R-19 / 170/60R-17 Rake/Trail: TBA Wheelbase: TBA Ground Clearance: TBA Seat Height: 32.7 in. Fuel Capacity: 5.1 gal Claimed Wet Weight: 542 lb. Contact: motoguzzi.com Gear Box: Helmet: Alpinestars Supertech M10 Flood Jacket: Alpinestars Techdura Pant: Alpinestars Techdura Gloves: Alpinestars Megawatt V2 Boots: Alpinestars Tech 10 Source
  24. Ducati’s Multistrada V4 RS blurs the line between sportbike and sport-touring. (Ducati/)Since adopting the Granturismo V-4 platform in 2021, the Multistrada has come to represent the more sober side of Ducati’s two-wheel output. A Multistrada Rally, for example, may have a 19-inch front wheel and genuine off-road ability and a Multistrada V4 S Grand Tour a world-class package of state-of-the-art rider aids, but both are Multistradas at heart: engaging, versatile, and efficient all-rounders—a relatively sensible choice. So here’s a surprise, and a most welcome one at that, because the new Ducati Multistrada V4 RS, the sixth variant in the current range of V-4 Multi crossovers, is the most unexpected, the most powerful, and at $37,995, the highest priced Multistrada yet. And it will be, by some margin, one of the most outrageous Ducati seen for some time. Our Multistrada V4 RS test unit was equipped with Pirelli slicks for a day at the track. (Ducati/)Right now, forget the Multistrada as a machine to waft you and your partner across swaths of the country without fuss or drama, because this Multistrada is essentially a Panigale V4 S superbike on stilts. A long-range troublemaker looking to rip it up on track and road alike. Fuss and drama are what it’s all about. 2024 Ducati Multistrada V4 RS Differences It’s supposed to blow your mind, this one. That means ditching the low-maintenance, spring-valve Granturismo V-4 that has propelled the Multis so dutifully since 2021 in favor of the mighty, all-conquering animal that is 1,103cc Desmosedici Stradale. Lifted from the Streetfighter V4, it makes 180 hp—or 192 hp with an optional, full-noise Akrapovič race system installed. It booms and clatters and its dry clutch rattles. Everyone knows the RS is coming. Like the V4 Pikes Peak, hitherto the sportiest of the current Multistradas, the RS runs superlight forged 17-inch Marchesini wheels instead of conventional 19-inch rims, along with new chassis geometry that sits the bike on its nose and sets it to turn like a pure sportbike. There’s Öhlins Smart EC semi-active suspension and, from mudguard to beak, a notable acreage of featherlight carbon bodywork. A new aluminum monocoque frame is attached to a single-side swingarm and light-as-a-timepiece titanium subframe. A unique Centro Stile–designed livery echoes the MotoGP factory Ducatis and each bike’s production number is carried on plate mounted on the triple clamp. Oh, and integrated panniers are also available. Bags can be attached to the Multi V4 RS’ titanium subframe. (Ducati/)The contradictions and oxymorons are compelling. “Trackday tourers” that do it all have been tried before. Priced close to $38K, which is $6,000 above the Pikes Peak ($31,595), and billed by Ducati as uncompromising and the most exciting Multistrada yet seen, the pressure is certainly on the RS to deliver in an array of riding environments. On the Track With the Multistrada V4 RS Cycle World was invited to test the RS at the Autodromo di Modena racetrack in northern Italy, which, sadly, meant no road riding and that the touring side of the equation was left unaddressed for now. However, we know the track well and have ridden multiple bikes here before—even a Pikes Peak Multi in recent times; comparisons are possible to an extent. Accelerating up the pit lane onto the start-finish straight for the first time, the RS’ immense drive felt dramatic, possibly because of its shorter final gearing but probably because our subconscious was expecting the sharp but far less brutal acceleration of a normal Multistrada. In a bike full of surprises, the move to a Panigale-derived Desmosedici Stradale V-4 is perhaps the biggest of them all. The non-desmo 1,158cc Granturismo engine it replaces makes 170 hp at 10,500 rpm and 92 lb.-ft. of torque at 8,750 rpm and is hardly a shrinking violet. It’s smooth at low rpm too, and features extra wide service intervals, including a 36,000-mile valve check, ideally suiting the Multistrada’s high-mileage adventure motorcycle profile. A Desmosedici Stradale V-4 powers the Multistrada V4 RS, replacing the standard Granturismo. (Ducati/)The angrier, heat-churning Stradale, meanwhile, retains Ducati’s signature desmo valve system and conventional service intervals. It revs higher to peak at 180 hp at 12,250 rpm (don’t forget that 192 hp with the full Akrapovič system) while peak torque is a claimed 87 lb.-ft. at 9,500 rpm, a chunk less than the Granturismo’s 92. On this tight and twisty racetrack, you instinctively rev it hard—the frictionless Stradale V-4 demands it—shifting from second gear to third and fourth, then fifth gear on the straight when the shift lights illuminate. This is true racebike territory. The digital rev counter builds as the V-4 revs with liquid fury. There’s really no such thing as a slow Multistrada but when the V4 S is peaking at 10,00 rpm, the new RS is still revving toward maximum power at 12,250 rpm and will happily continue into 13,000 rpm. On paper, torque is down compared to the “normal” Multi, but on track, and using just the upper 25 percent of the rev range, you don’t miss the comparative lack of grunt. Out of Modena’s final turn, with the anti-wheelie on a low setting, the front wheel hovers above the surface as the power kicks and shovels down the main straight. The quickshifter is perfectly slick and, this being a premium Ducati, there’s a sizable raft of other sophisticated rider aids to help you extract the most out of the bike’s performance. There are four riding modes: Sport, Touring, Urban, and a Race mode to replace the Multi’s usual Enduro setting. Each riding mode also controls the level of intervention of the lean-sensitive rider aids. Like the Panigale and Streetfighter, there are also four power modes: low, medium, high, and full. Even in the high-power mode, there is a reduced torque in first, second, and third gear. Another significant change from Multistrada convention is the introduction of a 17-inch front wheel to replace the 19-inch front on the standard Multi, the Pikes Peak being the other exception. These Marchesini rims are a sizable 6 pounds lighter, which quickens the steering and saves on unsprung weight and opens up the options for track-focused rubber. Pirelli Diablo Rosso IV Corsa are the OE fitment but our testbike wore Pirelli slicks. Steering is quick and feedback is excellent with 17-inch wheels and revised chassis geometry on the Multistrada V4 RS. (Ducati/)Ducati isn’t yet revealing the RS’ overall weight, but the introduction of that titanium subframe saves another 5.5 pounds. A lighter battery shaves off another 3.1 pounds, and with the optional race exhaust installed the estimated final figure could be close to 452 pounds, which would make the RS just 55 pounds heavier than the Streetfighter V4 S. The premium Multistrada V4 S and new Grand Tour both use the familiar Skyhook Marzocchi semi-active suspension, whereas the new RS uses Öhlins Smart EC 2.0 units similar to the Panigale V4 S, Streetfighter V4 S, and Pikes Peak. Long-travel, semi-active suspension is ideal for long-distance performance, but less so for the racetrack and could be seen as a red flag to sporty riders but the feel and feedback from the Öhlins units are exquisite. The RS instilled so much confidence that soon the traction control was turned down to the minimum and the anti-wheelie was turned off altogether. You can feel the limit approaching as if riding a crisply set-up sportbike. Superbike performance and handling with comfortable touring ergos, it nearly seems too good to be true… (Ducati/)Each riding mode changes the damping characteristics of the suspension. Sport mode will probably be the go-to option for the road, but in Race mode the suspension works immaculately on track, with far less dive on the fork and overall control midcorner. The steering is direct and accurate—you simply forget you’re riding a high-rise motorcycle. Feel from the front end is so much more confidence-inspiring than what is generated by the standard 17-inch front wheel. It wants to carry corner speed and, given its ample ground clearance, there’s no reason to disappoint. Braking is by Brembo: Stylema monoblock calipers and 330mm discs up front with a radial master cylinder and corning ABS. These race-spec stoppers are the same as you’d find on the Multistrada V4 S and Pikes Peak, but now they are stopping less weight. On the track, they are fade-free and faultless, and the high riding position and upright stance results in excellent stability. The cornering ABS is superb; even at a solid trackday pace, it’s not intrusive and can be relied upon. Brembo Stylema calipers and 330mm discs are shared with the S and Pikes Peak Multis, and are more than capable for fade-free trackday shredding. (Ducati/)Ducati has added a more progressive rear brake lever—something it did on the Multistrada Rally—and changed the rear master cylinder to make it brake sharper and more usable. Because the RS runs a similar engine to the Panigale and Streetfighter, this allows the introduction of a three-stage Engine Brake Control, which allows you to control the amount of engine-braking from the V-4 and is a first for the Multistrada range. What About the Touring Bit? A relatively upright and tall riding position gives a slightly unwieldy position on track at first, but you instinctively adapt. Its stance is closest to that of the Pikes Peak, which means it should be fully comfortable for at least a couple of 5.8-gallon tanks of gas. There is an Urban riding mode that drops maximum power to 113 hp and reduces the power in all gears if you choose to venture out on those damp and cold days. An extensive list of touring-oriented electronic rider aids and high-tech features, including radar detection, makes the RS the most advanced Multistrada ever. In fact, it’s one of the most advanced bikes on the market as it combines the racy tech of the Streetfighter and Panigale with the proven touring and distance-focused electronic wizardry of the Multistrada range. For example, you have track-focused rider aids including changeable engine-brake control, and also Vehicle Hold Control, backlit switch gear, ACC, blind spot detection from that radar. Don’t forget the Öhlins Smart EC 2.0 suspension. All this is managed via a familiar 6.5-inch TFT dash with Ducati Connect. Slap some bags on the Multistrada V4 RS and hit the road for your favorite track. (Ducati/)Other touches worth noting are a new heat shield, closable air deflectors, and an air-cooled phone compartment, all of which were first seen on the Multi Rally. Having sampled the RS on a race circuit we are eager to try it on the road to see if its distance work can match its mind-bending speed and incredible feel on track. A 180 hp, free-revving beast of a V-4 in a chassis that possesses many of the qualities of the excellent Streetfighter and Panigale, mixed with the all-round versatility of the Multistrada, makes for an intoxicating blend that ticks all boxes. A Panigale on stilts might be the best description of the 2024 Multistrada V4 RS. (Ducati/)For now, we can say that the RS delivers superbly on track and that the prospect of riding it fully loaded, cruise control on, down the unrestricted German autobahn, on route, perhaps, to some tire-frazzling laps of the Nürburgring Nordschleife circuit is about as exciting as sport-touring can get. We can’t wait. 2024 Ducati Multistrada V4 RS Specs MSRP $37,995 ENGINE DOHC, liquid-cooled, 90-degree V-4; 4 valves/cyl. DISPLACEMENT 1,103cc BORE X STROKE 81.0 x 53.5mm COMPRESSION RATIO 14.0:1 TRANSMISSION/FINAL DRIVE 6-speed/chain CLAIMED HORSEPOWER 180 hp @ 12,250 rpm CLAIMED TORQUE 87 lb.-ft. @ 9,500 rpm FUEL SYSTEM EFI w/ 50mm elliptical throttle bodies; ride-by-wire CLUTCH Dry, multiplate slipper; hydraulic operation FRAME Aluminum monocoque FRONT SUSPENSION Öhlins 48mm inverted w/ Ducati Skyhook, electronically compression and rebound damping adjustable; 6.7 in. travel REAR SUSPENSION Öhlins TTX 36 monoshock w/ Ducati Skyhook, electronically spring preload, compression, and rebound damping adjustable; 6.7 in. travel FRONT BRAKE Radially mounted Brembo Stylema Monoblock 4-piston calipers, semi-floating 330mm discs w/ Cornering ABS REAR BRAKE Brembo 2-piston floating caliper, 265mm disc w/ Cornering ABS WHEELS, FRONT/REAR Marchesini alloy spoked; 17 x 3.5 in. / 17 x 6 in. TIRES, FRONT/REAR Pirelli Diablo Rosso IV Corsa; 120/70ZR-17 / 190/55ZR-17 RAKE/TRAIL 25.75°/4.7 in. WHEELBASE 62.7 in. SEAT HEIGHT 33.1–33.9 in. FUEL CAPACITY 5.8 gal. CLAIMED CURB WEIGHT N/A AVAILABILITY Now CONTACT ducati.com Source
  25. The Super Meteor 650 is Royal Enfield's flagship model. (Josh Shipps/Klings/Royal Enfield/)Royal Enfield’s Super Meteor 650 may be the most significant motorcycle to ever come out of India. Its classic styling, impressive performance, and excellent build quality exhibit where Royal Enfield has been, where it is, and where it’s going. The Super Meteor’s classic styling pays homage to the brand’s original cruisers such as the 1952 Meteor and 1956 Super Meteor. Its 648cc parallel twin maintains the thumpy character that we have come to love in the INT650 and Continental GT 650. And the impressive fit and finish of the Super Meteor 650 represents a new standard for Royal Enfield. The Royal Enfield Super Meteor 650 model lineup. (Josh Shipps/Klings/Royal Enfield/)2023 Royal Enfield Super Meteor 650 Overview The Super Meteor 650 is a retro-styled middleweight cruiser designed to be as accessible as it is functional, while delivering a relaxed stance. Starting MSRP is a class-best $6,999, but that’s the only thing “cheap” about this cruiser. Everything else is top-notch. Designed around Royal Enfield’s sweet parallel twin, the Super Meteor 650 slots nicely into the middleweight cruiser class, competing against models such as the Kawasaki Vulcan S and the Honda Shadow line. And even if it’s smaller in displacement and stature than the discontinued Harley-Davidson 883 Sportster, it is definitely a candidate for filling the void left by that American V-twin. The Royal Enfield Super Meteor in Astral Black ($6,999). (Josh Shipps/Klings/Royal Enfield/)The SOHC fuel-injected engine has a 78.0 x 67.8mm bore and stroke and four valves per cylinder working with a 9.5:1 compression ratio. The engine produces a claimed 46.4 hp and 38.6 lb.-ft. of torque. For reference, we had the 2022 Royal Enfield INT650 on the Cycle World in-house Dynojet 250I dyno last year and recorded 40.9 hp at 6,800 rpm and 37.4 lb.-ft. of torque at 5,100 rpm at the wheel. The Super Meteor 650 has a different intake and exhaust system that results in slightly different power delivery, says R-E, but we expect similar results on our dyno. Royal Enfield's 648cc parallel twin is full of character, thanks in part to its 270-degree crankshaft that gives the engine a 90-degree V-twin sound. Impressive low-end grunt is followed by strong midrange pull and solid high-rpm performance. (Josh Shipps/Klings/Royal Enfield/)The Super Meteor has an all-new chassis designed by famed British chassis specialists Harris Performance, owned by Royal Enfield since 2015. The tubular-steel frame helps achieve both a low center of gravity and a low seat height of 29.1 inches. Rake is 27.6 degrees, trail 4.7 inches, definite steps to the relaxed side from the Continental GT and INT 650′s 24.0/4.1 figures. The Super Meteor’s wheelbase is 59.1 inches, 4 inches longer than that of the Conti/INT. This all helps set the tone for the stance of the bike, increases stability, while the wheelbase in particular makes more room for a passenger. (Read Technical Editor Kevin Cameron’s story about wheelbase and chassis geometry here if you’d like to learn more.) Tires are 100/70-19 front, 150/80-16 rear, mounted to tubeless alloy rims. A nonadjustable 43mm Showa Big Piston inverted fork (the first used by R-E) provides 4.7 inches of travel and twin shocks with five-step adjustable preload offer 4.0 inches of travel. A set of tubeless alloy rims in conjunction with a centerstand are a testament to the Super Meteor’s sincerity as a long-distance cruiser. And with the addition of a windscreen, deluxe touring seat, and pillion backrest for the Celestial variant ($7,499), the Super Meteor 650 is tailor-made for cruiser touring despite its middleweight displacement. Whether your journey takes you across town or across the county, the Super Meteor 650 is comfortable for miles on end. (Josh Shipps/Klings/Royal Enfield/)Available safety equipment includes non-switchable ABS. No other electronic intervention or ride modes are present, maintaining a classic experience that is felt throughout the entire motorcycle. A retro-themed instrument panel utilizes an analog speedometer with a digital information screen displaying a fuel gauge, gear position indicator, tripmeters, and a clock. The Super Meteor 650 also features Royal Enfield’s Tripper turn-by-turn navigation pod. Riders can link to the navigation pod via Bluetooth through their smartphone. Further adding to the visceral feel of this Royal Enfield is a mechanical throttle cable that provides a solid, analog connection between rider and machine. The Super Meteor 650 is the first Royal Enfield motorcycle to receive an LED headlight. (Josh Shipps/Klings/Royal Enfield/) The Super Meteor 650 Tourer comes with a windscreen, deluxe touring seat, and a pillion backrest. (Josh Shipps/Klings/Royal Enfield/)The Royal Enfield Super Meteor 650 is available in three variants: Astral ($6,999), Interstellar ($7,299), and Celestial ($7,499). The Astral model comes in three color options (green, black, and blue). The Interstellar features a two-tone paint scheme in two colors (green or gray), and the Super Meteor 650 Tourer is available in Celestial Red or Celestial Blue and features a windscreen, deluxe touring seat, and pillion backrest. Adding to the bike’s iconic cruiser styling is the 4.2-gallon teardrop fuel tank with a metal gas cap. LED lighting, a first for Royal Enfield, is standard on all. Royal Enfield has a gamut of Genuine Motorcycle Accessories for the Super Meteor 650 which include the windscreen, the deluxe touring seat, the pillion backrest, and a range of other accessories including engine guards, footpegs, mirrors, and LED turn indicators. 2023 Royal Enfield Super Meteor Riding Impression The fit and finish of the Super Meteor 650 is like nothing we've seen before on a Royal Enfield. The craftsmanship is comparable to a Triumph motorcycle. (Josh Shipps/Klings/Royal Enfield/)Swinging a leg over the middleweight cruiser for the first time, the quality of the Super Meteor 650 becomes abundantly clear. From the cockpit, the fit and finish of this Royal Enfield is reminiscent of Triumph’s lauded detailing. The sparkle paint is deep, rich, and without blemishes. At the controls, the switch cubes are surrounded by plated aluminum and the levers are adjustable. Fire up the 648cc parallel twin and the rider is greeted with a soft rumble. The cable-actuated clutch has a great feel and a broad, easy-to-manage engagement range. Its pull is not overly strenuous but strong enough to deliver positive feedback. Royal Enfield’s Super Meteor 650 utilizes the same 648cc parallel twin as the INT650 and Continental GT 650. (Josh Shipps/Klings/Royal Enfield/)The 650 twin generates plenty of usable torque down low—essential for a cruiser. And, because it’s so readily available, riding a gear high is easy and you don’t sacrifice much get-up-and-go. Rev the engine out for passing, and the Super Meteor continues to perform. Running the engine high into the rpm range does not generate any uncomfortable buzzing and the power continues to pull. At one point on the ride, the Super Meteor 650 was traveling north of 90 mph and it easily could have gone more. As we made our way out of Dallas before entering the highway, the Super Meteor’s ability to cruise through town in any gear is impressive. Pulling away from a stoplight, I could short-shift up to fourth gear and cruise effortlessly at speeds as low as 20 mph. Clicking through the gearbox, the shifts are quick and decisive whether the clutch is used or not. On the Super Meteor 650 Tourer, the windscreen (available on Astral and Interstellar models through Genuine Motorcycle Accessories) provided plenty of wind protection for my body, but generated a lot of buffeting around my helmet. (Josh Shipps/Klings/Royal Enfield/)Traversing through the urban sprawl of Dallas, the suspension provides a stable, precise ride. The nonadjustable suspension settings (preload adjustment on the twin shocks) are taut which allows the bike to maintain a neutral ride despite external forces being applied to the chassis. Grabbing a handful of gas or brake does not make the Super Meteor 650 wallow or seesaw. The 43mm Showa Big Piston Fork offers plenty of holdup when contacting uneven surfaces and provides ample bottoming resistance. At the rear, the twin shocks are oversprung for a middleweight cruiser. Their stiff spring rate makes the shock ride up in the stroke despite being set on the lowest preload setting. Hitting unexpected bumps in the road can be jarring at the rear, popping my 125-pound frame out of the seat. Some may find this discomforting but I much prefer a bike to be too stiff than too soft. Cruising lakeside on the Super Meteor 650 in Astral Green. The British racing green paint color is fitting for a brand with so much lineage to the UK. (Josh Shipps/Klings/Royal Enfield/)Handling is relaxed and neutral, but if needing to make a quick maneuver, an aggressive input into the wide handlebar will quickly change the trajectory of the motorcycle. We did not find any twisty roads near Dallas, despite trying, but on freeway on-ramps, the Super Meteor 650 easily rolls onto the side of the tire and maintains its lean angle quite comfortably. Coming into corners, initiate the lean angle and maintain it with the throttle before mashing the gas and standing the bike up upon exit. If the roads stayed twisty, the Super Meteor would dance all day. Leaning through one of the few curves available on a backroad near Dallas. (Josh Shipps/Klings/Royal Enfield/)Traveling on straight roads, the Super Meteor 650′s open rider triangle is comfortable cruising for miles on end. Forward controls, a low seat, and a wide handlebar put the rider in a classic cruiser stance. Sit back, put your feet up, and let the time tick by; the only thing this cruiser needs for easier cross-country travel is cruise control. The ByBre brake system utilizes a single 320mm front disc with a twin-piston floating caliper. A 300mm disc with a twin-piston floating caliper slows the rear wheel. Both brakes feature a dual channel ABS system. Throughout our ride, we did not encounter any hard braking zones. But when testing stopping performance in a straight line, the brakes will quickly shed speed and with a hard enough pull the ABS system will activate. 2023 Royal Enfield Super Meteor 650 Conclusion The classic styling of the Super Meteor 650 gives the motorcycle a timeless appearance. (Josh Shipps/Klings/Royal Enfield/)The Super Meteor 650 is a benchmark for Royal Enfield moving forward. In this new middleweight cruiser, Royal Enfield has delivered a level of quality we have not seen from it before. It’s not just “good for a Royal Enfield.” Starting at $6,999, this classic cruiser offers quality craftsmanship, a versatile engine, comfortable ergonomics, and a three-year unlimited-mile warranty with roadside assistance. Any rider entering the middleweight cruiser market must consider the Super Meteor 650. The Royal Enfield Super Meteor 650 in Interstellar Grey ($7,299) features a two-tone paint scheme whereas the Astral models are solid colors. (Josh Shipps/Klings/Royal Enfield/) The Super Meteor 650 is by far the most stylish cruiser in its class. (Josh Shipps/Klings/Royal Enfield/)2023 Royal Enfield Super Meteor 650 Specs MSRP: $6,999–$7,499 Engine: SOHC, air/oil-cooled, 4-stroke parallel twin Displacement: 648cc Bore x Stroke: 78.0 x 67.8mm Compression Ratio: 9.5:1 Transmission/Final Drive: 6-speed constant mesh/chain Claimed Horsepower: 46.39 hp @ 7,250 rpm Claimed Torque: 38.57 lb.-ft. @ 5,650 rpm Fuel System: Electronic fuel injection Clutch: Wet, multiplate Frame: Steel tubular spine Front Suspension: 43mm inverted Showa Big Piston; 4.7 in. travel Rear Suspension: Twin shocks, preload adjustable, 4.0 in. travel Front Brake: 2-piston floating caliper, 320mm disc w/ ABS Rear Brake: 2-piston floating caliper, 300mm disc w/ ABS Wheels, Front/Rear: 19 in./16 in. Tires, Front/Rear: 100/90-19 / 150/80-16 Wheelbase: 59.0 in. Ground Clearance: 5.3 in. Seat Height: 29.1 in. Fuel Capacity: 4.2 gal. Claimed Weight: 531 lb. w/ 90% fuel & oil Contact: royalenfield.com Gearbox Helmet: Arai Regent-X Jacket: Spidi Garage Gloves: Spidi Garage Pants: Spidi J-Tracker Denim Pants Boots: Rev’It Grand Shoes Source
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