Hugh Janus

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

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

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

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

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

Suzuki Announces Hayabusa Homecoming - 25th Anniversary Celebration (Suzuki/)Suzuki Press Release: Suzuki Motor USA invites Suzuki owners to join the Hayabusa Homecoming, a commemoration of the 25th Anniversary of the legendary Suzuki Hayabusa during the In-N-Out Burger Finals at the NHRA Camping World Drag Racing Series. Happening November 11th at one of the birthplaces of professional drag racing; In-N-Out Burger Dragstrip, Pomona, CA. This event is open to anyone attending the In-N-Out Burger Finals. Owners of Suzuki and Suzuki Hayabusa motorcycles will receive free grandstand entry for Saturday, VIP Suzuki Parking for the day, and an In-N-Out Burger lunch voucher. Hayabusa Homecoming will be held at the Suzuki display located within the NHRA midway from 9:00 AM – 4:00 PM on Saturday, November 11th. Suzuki motorcycle owners attending the Hayabusa Homecoming will receive free entry to the races on Saturday, and there will be special activities throughout Saturday for all who stop by the Suzuki display. Planned events for the Hayabusa Homecoming include: Free grandstand entry for Saturday at the In-N-Out Burger NHRA finals to the first 200 Suzuki motorcycle riders who register online.Free VIP Suzuki motorcycle parking near the NHRA Midway (Suzuki and Hayabusa owners only.)A complimentary In-N-Out Burger lunch voucher. (Suzuki and Hayabusa owners only.)The first 200 Suzuki Hayabusa riders to register will also receive an exclusive Hayabusa 25th Anniversary gift pack commemorating the famed sportbike.An appearance by the Moore Mafia’s Chris Moore, a renowned drag bike builder and YouTuber who will be running his custom Turbo Hayabusa on the historic NHRA Pomona track, showcasing the jaw-dropping performance of the Suzuki Hayabusa.Exclusive Q&A Session and fan interaction with Chris Moore and the Vance & Hines/Mission Suzuki Pro Stock Motorcycle team members:Current NHRA Pro Stock Motorcycle Championship series leader Gaige Herrera.Four-time Pro Stock Motorcycle NHRA World Champion Vance & Hines rider Eddie Krawiecz.Six-time Pro Stock Motorcycle NHRA World Champion Vance & Hines team Crew Chief Andrew Hines.Vance & Hines Hayabusa and Chris Moore’s custom 25th Anniversary Suzuki Hayabusa drag bike on hand at the Suzuki display.Attendees can have their photo taken on a real Vance & Hines Pro Stock Hayabusa.NHRA Pro Stock Motorcycle class autograph session with Suzuki racers.See all of the latest Suzuki models on display, get Suzuki swag and more. Watch the Vance & Hines/Mission Suzuki Gen3 Hayabusas go down the track at over 200 mph. (Suzuki/)Hayabusa Homecoming attendees will experience not only world-class Hayabusa NHRA drag racing competing on the legendary Pomona track, they will also be on-hand to celebrate the Hayabusa’s redefinition of motorcycle performance since 1999. Stay tuned for more information and updates at SuzukiCycles.com or follow Suzuki social channels @SuzukiCycles. November 11 approaches as quickly as the Hayabusa does so do not miss out on the Hayabusa Homecoming. It will be a great day for all Hayabusa and Suzuki fans! Attendance for this exclusive celebration is extremely limited and limited to Suzuki motorcycle and Suzuki Hayabusa owners. Hayabusa Homecoming registrants will also receive access to exclusive Suzuki ticket pricing to purchase additional In-N-Out Burger Pomona Finals tickets directly from NHRA. Join Suzuki and experience the Hayabusa Homecoming 25th Anniversary party, interact with the legendary Vance & Hines/Mission Suzuki team, and witness championship-caliber drag racing with Suzuki! Source

MV Agusta’s Superveloce 98 Edizione Limitata pays homage to the foundations of MV. (MV Agusta/)Eighty years ago a still very young Count Domenico Agusta gave green light to the development of a light and compact 98cc two-stroke engine intended to power a low-price motorcycle to go into production after World War II was over. That was the beginning of a great adventure for MV Agusta. It now celebrates by giving life to a special edition of one of its most prestigious models, the Superveloce. The 98cc two-stroke single that started it all for MV. (MV Agusta/)As usual, the special edition will be manufactured in only 300 numbered units identified by the “98″ and a small Italian tricolor logo. The Superveloce 98 Edizione Limitata will come in an elegant and exclusive burgundy color with chassis components, steel tubing trellis frame, and aluminum rear plates in light metallic gray. The special Rosso Verghera burgundy color was specifically developed at CRC and consists of a combination of two layers of color plus a layer of clear lacquer to better extract the metallic reflections of the inner paint. Really special. The combination alone adds extra appeal to the already elegant design of the Superveloce, characterized by its very slippery and classic fairing shape. Related: 2023 MV Agusta Superveloce 1000 Serie Oro First Look A special-edition Rosso Verghera paint job adds to the elegance of the Supervolces lines. (MV Agusta/)The Superveloce 98 Edizione Limitata comes in the standard mechanical and technical setting, powered by the 800cc MV Agusta triple, its strongest version, delivering a claimed 147 hp at 13,000 rpm and 65 lb.-ft. at 10,100 rpm. It has proven to be a very responsive and powerful engine, full of torque over a wide range of engine speeds. A racing kit is available, consisting of a triple-piped Arrow exhaust system teamed to a recalibrated ECU to bump the peak power to 153 hp at 13,250 rpm. The 79mm bore and 54.3mm stroke engine has a 13.3:1 compression ratio and breathes through 50mm throttle bodies with twin injectors feeding titanium intake valves. It is equipped with a counterrotating balancing shaft to quell vibrations. An evolved ECU offers four maps of torque delivery control and eight levels of traction control, plus wheelie control. The six-speed gearbox is equipped with the electronic up-and-down quick-shift system. A 5.5-inch TFT instrument panel manages all of the rider electronics personalization as well as the smartphone-connected infotainment system. An Arrow exhaust and racing ECU bump up the power on the Superveloce 98 Edizione Limitata. (MV Agusta/)To add exclusiveness to the overall styling, wire wheels of very light and elegant design come as standard equipment and are shod with Pirelli Diablo Rosso IV Corsa radials. The massive Brembo braking system has twin 320mm front discs equipped with Stylema four-piston calipers, all managed by a Continental MK 100 cornering ABS system. The progressive numbering of each 98 Edizione Limitata is engraved on the top triple clamp, together with the “98″ logo. Pricing is yet to be announced, but If you have to ask… Source

The latest hydrogen-powered prototype from Suzuki feeds hydrogen from its 10,000 psi tank to the modified 400cc internal combustion engine. (Suzuki/)Suzuki has been banging the drum for hydrogen as a clean fuel for well over a decade and this year’s Tokyo Motor Show—renamed as the Japan Mobility Show for 2023—is where the company will show its latest hydrogen-powered prototype. Suzuki’s prototype Burgman scooter is an evolution of models the Hamamatsu company has been testing since 2010. (Suzuki/)It’s a modified Burgman 400 scooter, and if that sounds familiar that’s because Suzuki has been showing various hydrogen-powered Burgman scooters since 2010. What’s changed, though, is how that hydrogen is being used. All of Suzuki’s previous hydrogen scooters, including multiple running prototypes and even a set of semi-production bikes used in an 18-month trial by the Metropolitan Police in London in 2017 to 2018, have used hydrogen fuel cells to power electric motors. The new prototype takes a completely different route and burns the hydrogen in a modified version of the existing Burgman 400′s single-cylinder internal combustion engine. Related: Ask Kevin: Motorcycles, Fuels, and Climate Neutrality All the way back in 2007, Suzuki showed its Crosscage concept, which proposed hydrogen power. <i>Suzuki</i>Suzuki has flirted with hydrogen fuel cells since 2007 when it showed the Crosscage concept bike. Around the same time, it tied in with British company Intelligent Energy, which developed the fuel-cell system used in all the prototypes that followed. Fuel cells promise the clean-running benefits of electric power but with the ability to rapidly refuel hydrogen tanks rather than needing to recharge batteries. However, earlier this year Suzuki became a member of the HySE collaboration—alongside Honda, Yamaha, and Kawasaki—to develop hydrogen-fueled combustion engines for small vehicles, including motorcycles. Specifically, Suzuki’s role in the organization is “Element study on functionality, performance, and reliability of hydrogen-powered engines.” That’s where the new Burgman prototype comes in. The argument for hydrogen is that it can be easily refilled unlike the wait time required to charge an EV. (Suzuki/)It’s built around a standard Burgman 400 scooter, although the engine needs some substantial modifications to run on hydrogen instead of gasoline. Details of those changes aren’t known now, but they’re likely to include direct fuel injection. The hydrogen itself is stored at 700 bar (around 10,000 psi) in a tank between the rider’s feet, fueled from a socket just below the right-hand side of the seat. To make space for that tank, the swingarm and engine, which are a single unit, are moved backward by around 8 inches, giving the prototype its unusually long wheelbase. On the positive side, the bike doesn’t lose its underseat storage space, like the fuel-cell prototypes did. You can read Kevin Cameron’s dive into the practicalities of hydrogen as a fuel for combustion engines here. Source

Triumph’s Scrambler 400 X is powered by the firm’s new single—same as the Speed 400 but with notable changes to the chassis. (Chippy Wood/)This July, Cycle World was handed the keys to Triumph’s entry-level modern classic: the new Speed 400. Now, we follow that up with another exclusive first ride for the US market—this time on the new Scrambler 400 X, which shares the same single-cylinder platform. Don’t be too hasty to judge. This is not simply a Speed 400 with a few trendy retro parts thrown at it. In fact, the pleasingly styled new Scrambler 400 X has its own frame, wheelbase, and chassis geometry, as well as a 19-inch off-road-biased front wheel and Metzeler Karoo rubber. A 19-inch front wheel is the first indication of the differences between the Scrambler 400 X and its Speed 400 sibling. (Chippy Wood/)Yes, it does share the Speed’s TR Series 398cc single-cylinder engine and makes the same claimed 39.5 hp at 8,000 rpm and 37.5 lb.-ft. of torque at 6,500 rpm. Clocks, switch gear, and gas tank are off the same shelf too, but this sweetly proportioned, entry-level Scrambler is certainly more than a cosmetic rehash of the roadster. Its wheels (100/90-19 front and 140/80-17 rear compared to the Speed 400′s more conventional 110/70-17 front, 150/60-17 rear), riding stance, and suspension are completely different. And those differences are reflected in the prices of the two bikes; the Speed 400 will be priced at $4,995 and the Scrambler at $5,595. Of course, the most obvious point of difference is the styling. The new twin exhausts ooze scrambler appeal. A two-section ribbed bench seat delights the retro glands and looks class. Hand guards, taller and wider bars for a little off-asphalt exploration, plus that larger-diameter front wheel wrapped in dirt-biased rubber give this bike a powerful presence for a mere 400. The finish is premium; the price: basement. There are things here to like. No scrambler is complete without twin exhaust outlets, even if it’s a single… (Chippy Wood/)Once on board the X, those differences become as obvious. The 32.9-inch seat is noticeably higher than the Speed 400′s 31.1-incher. I’m just under 5 feet, 7 inches, and although I wouldn’t describe the new 400 X as intimidating, it is surprisingly high for a learner-friendly 400. After all, both Ducati’s next-gen Scrambler Icon (31.3 inches) and Honda’s new CL500 Scrambler (31.1 inches) have lower seats despite being larger-capacity machines. The Scrambler 400 X’s 32.9-inch seat height is almost 2 inches higher than the Speed 400. (Chippy Wood/)The X adopts a classic scrambler-style handlebar that positions your hands wide and high, again giving the sensation of a larger bike. It is roomy with plenty of distance between seat and footpegs, even for tall riders, and you feel poised and purposeful. On the move, the softly damped 43mm Big Piston fork and a monoshock rear suspension unit soak up the worst of road decay in true scrambler fashion. With 5.9 inches (150mm) of travel front and rear—that’s 0.4 inch (10mm) more travel up front than the Speed 400 and 0.8 inch (20mm) more at the rear—even the most pockmarked surfaces are absorbed without threat to the X’s stability. A wide and tall handlebar gives a spacious feel on the Scrambler 400 X. (Chippy Wood/)It’s simply a fun ride, with plenty of suspension movement keeping the 400 X flowing nicely. There’s no damping adjustment on the fork, just preload on the rear, but the balance between compliance and control is spot on for daily riding. The wheelbase is longer on the X, while weight has increased from the Speed 400′s 375 pounds to 395. With a larger-diameter (and heavier) front wheel, steering is a little slower but this is not a heavy machine, and those wide bars give the rider the leverage to compensate. On tight, twisty asphalt, you can use the X like a little supermoto, riding that composed and forgiving front end, and using the bars to push it down into a late, safe apex. At slow speeds in traffic it carves through congestion with natural ease, its taller stance and wide bars lending the X a commanding presence. In the city, it matters not one iota that this is a 39.5 hp machine; it’s great fun threading through the urban sprawl. Triumph hasn’t cut corners on grip levels either as the X’s quality Metzeler Karoo rubber works well in the wet and dry. There’s plenty of performance to entertain despite the Scrambler 400 X being Triumph’s entry-level offering. (Chippy Wood/)The Scrambler 400 X uses a ByBre front brake caliper similar to its Speed sibling but the single disc’s diameter increases from 300 to 320mm while a 230mm disc is deployed on the rear. As this is a Scrambler model with some dirt ambition, ABS can be turned off, which isn’t possible on the naked roadster. ByBre calipers do the squeezing of a single 320mm front disc and 230mm rear disc. (Chippy Wood/)Despite the larger disc, the stoppers don’t feel as strong as the Speed’s, possibly due to a combination of a different pad material and more weight to slow. They are perfectly adequate day to day, but when you start to fool around (and the longer-travel suspension asks a few more questions), they lack sharpness and have more travel on the lever. Triumph hasn’t tweaked the TR Series engine for 400 X (but has made a slight change in the gearing), and on the road, the X is just as spirited as the Speed. Sure, there are only 40-or-so horses available but it drives smartly from 4,000 rpm to 6,000 rpm while that twin-exit exhaust backs up the action with a decent bark. The fueling is easygoing and suitably soft for the bike’s entry-level positioning, but there’s a nice little snap of power available when you need to jump ahead of the traffic at the lights. Almost 40 hp is claimed to be produced by the 398cc DOHC liquid-cooled single. (Chippy Wood/)Stretching the Scrambler’s legs on some empty familiar country roads in the Cotswolds in the heart of England was highly enjoyable, and overtaking slower traffic was relatively fuss-free. Acceleration between 50 and 70 mph is sharp enough to manage most scenarios and, despite the wind-catching aerodynamics created by the upright riding position and wide bars, it still showed an indicated 100 mph, just. Not bad for this type of bike. As the revs increase, however, so do the vibrations, but at a UK motorway cruising speed of 70 mph plus a little more, the X feels anything but fraught. Our ride was only a quick spin (on a preproduction bike), so we didn’t get to fully test the Scrambler on dirt. The traction control and ABS can be deactivated for those who want some fun, and there’s just enough power to get the rear sliding on loose gravel. For first-timers off-road, the Scrambler offers easy handling with manageable power, though tackling jumps, mud, and rocks wouldn’t be recommended. There’s enough oomph to spin up the 17-inch rear tire on the Scrambler 400 X. (Chippy Wood/)Given the brevity of the test, we can’t really comment on long-distance comfort, or how quickly it will reach its off-road limit. However, initial impressions are excellent, especially when you consider its now-released price of $5,595. For those who like to disappear up a gravel track occasionally, the Scrambler is a better choice than its less versatile Speed sibling. Its taller stance makes it more commanding in an urban environment too, while the scrambler styling adds a welcome retro vibe to the package. Triumph is already taking orders for both models, and it will be interesting to see how the two machines perform, both on the road and in the sales chart. But priced so competitively, the Scrambler 400 X is likely to be a success for Triumph. At just $5,595, the 2024 Triumph Scrambler 400 X is priced competitively in the entry-level space. (Chippy Wood/)2024 Triumph Scrambler 400 X Specs MSRP: $5,595 Engine: DOHC, liquid-cooled single-cylinder; 4 valves Displacement: 398cc Bore x Stroke: 89.0 x 64.0mm Compression Ratio: 12.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 39.5 hp @ 8,000 rpm Claimed Torque: 27.7 lb.-ft. @ 6,500 rpm Fuel System: Bosch electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slipper/assist; cable actuated Frame: Hybrid spine/perimeter, tubular steel; bolt-on rear subframe Front Suspension: 43mm inverted Big Piston fork; 5.9 in. travel Rear Suspension: Gas monoshock w/ external reservoir, spring preload adjustable; 5.9 in. travel Front Brake: 4-piston radial caliper, 320mm fixed disc w/ ABS Rear Brake: Floating caliper, 230mm fixed disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 x 2.5 in. / 17 x 3.5 in. Tires, Front/Rear: Metzeler Karoo; 100/90-19 / 140/80R-17 Rake/Trail: 23.2°/4.25 in. Wheelbase: 55.8 in. Seat Height: 32.9 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 395 lb. Contact: triumphmotorcycles.com Source

The Thruxton Final Edition shares most of its components with the Thruxton RS. (Triumph/)The name “Thruxton” came into the Triumph lexicon back in 1964 on the Bonneville T120R Thruxton—taking its title from the British racetrack of the same name where race-prepped Bonnies dominated a 500-mile endurance race in 1962. In the company’s current iteration, the Thruxton has been a constant in multiple generations since 2003. At the end of 2024, Triumph is ending production and the Thruxton Final Edition version is a last celebration of the name. Although numbers aren’t limited, the bikes will be manufactured from next spring until the end of 2024 without a cap on how many units are built. The Final Edition is sure to be a rare beast and comes with the usual special-run trappings including a certificate signed by Triumph CEO Nick Bloor and members of the Thruxton 1200′s design team. One more signature is underneath each bike’s fuel tank, where the artist who hand-paints the gold pinstripes on the tank and seat will leave their initials. The tank and tail unit’s gold pinstripes are all done by hand. (Triumph/)The Final Edition bikes share most of their specs with the standard Thruxton RS that they’re based on, including the 105 hp, 1,200cc version of Triumph’s 1,200cc Bonneville parallel-twin engine with high-compression pistons and high-performance cams. Chassis highlights include a Showa Big Piston fork, Öhlins shocks, and Brembo M50 brakes. The unique elements of the Final Edition are all cosmetic, including the Competition Green metallic paint with black side panels and fenders, those hand-painted pinstripes, a gold Triumph logo, and “Final Edition” badging on both the side panels and engine. Power is from the 1,200cc version of the Bonneville parallel twin that produces a claimed 105 hp. (Triumph/)The bullet fairing that’s optional on the existing Thruxton RS will also be available for the Final Edition, painted to match the bike’s green-and-gold styling. Although the Thruxton name originates back in the 1960s, it has been in the Bloor-owned era that it’s come to the fore. In 2003, it was an early addition to the expanding Bonneville range, which was reborn at the turn of the millennium as a 900cc twin. A clean-sheet redesign came in 2016 with the bike that’s still familiar today, featuring the all-new 1,200cc, water-cooled, 270-degree crank, parallel-twin engine. In that period some 40,000 have been made, with the post-2016 bikes accounting for more than half of them. The same Showa Big Piston fork, Öhlins shocks, and Brembo M50 brakes that come on the RS, are found on the Final Edition. (Triumph/)Given that success and its position as Triumph’s most expensive and sportiest derivative of the Bonneville—one that firmly maintains the company’s cafe racer image that started with that 1960s Bonnevilles—you might ask why Hinckley is turning its back on the Thruxton. The official answer is that the Speed Twin—available in both 900cc and 1,200cc forms—has taken on the role as the sporty member of the Bonneville lineup, appealing to a wider range of customers thanks to its more relaxed riding position and more affordable price tag. Source

New colors and air filter define the changes to the 2024 Aprilia Tuareg 600. (Aprilia/)Aprilia took the domain of adventure bikes by surprise when it unveiled the twin-cylinder Tuareg 660. The Tuareg takes advantage of the great versatility of the 660cc parallel-twin engine derived from the 1,100cc V-4 unit that led the RSV 1000 to an impressive dominance in Superbike competition. The versatility of the 660 twin comes from its rather exclusive combination of compact size, low weight, and usable power and torque to play with in relation to the mission of the motorcycle model. The displacement comes from a combination of 81mm bore and 64mm stroke. The forged crankshaft features 270-degree set crank throws to obtain good balance with the assistance of a single countershaft. In the specific case of the Tuareg, the twin runs at 13.5:1 compression ratio and breathes through 48mm throttle bodies. Specific cam profiles and timing have been developed to obtain a claimed 80 peak horsepower at 9,250 rpm and 51.6 lb.-ft. peak torque at a very moderate 6,500 rpm. Almost 3,000 rpm separates peak torque from peak power translating into a highly responsive and flexible engine, which is a primary virtue in an adventure bike intended for strong off-road performance. 2024 Aprilia Tuareg 660 in Canyon Sand. (Aprilia/)The twin sits in a steel tubing trellis frame via six connection points and the rear swingarm pivot axle is solidly attached by going through both the frame plates and a massive boss in the crankcase. Suspension is by Kayaba at both ends and delivers 9.4 inches (240mm) of wheel travel and is optimized for road and off-road riding. Granting solid capability at negotiating very rough terrain, 21-inch front and an 18-inch rear wheels have been selected and shod with Pirelli Scorpion Rally STR tires. To reduce the flywheel effect at the front end, Brembo 300mm rotors have been adopted and teamed to twin-piston calipers to ensure adequate braking power. Aprilia Tuareg was designed by famous designer Miguel Galluzzi at Piaggio Advanced Design Center in Pasadena, and it looks very slim, elegant, and functional with everything rationally located not to interfere with the rider’s action. As per Aprilia tradition, the electronics suite is at the top for its number of functions and quality, assisting with both riding pleasure and safety. Aprilia Tuareg is compact and light for its class. 2024 Aprilia Tuareg 660 in Atreides Black. (Aprilia/)Dry weight is a claimed 412 pounds and the chassis spans a 60-inch wheelbase and a very accurate attention to the proper location of the engine accessories has brought the seat height down to 33.9 inches, which is very positive given the tall suspensions and related wheel travel. The Tuareg already proved its capabilities in a number of competitions that might grant it the Italian Motorally title. In addition, a privately entered bike finished third in the Transanatolia Rally. Given the positive debut in competition, next year it will be entered in the more international events. Given the positive response of the public, for 2024 Aprilia Tuareg only received styling and graphics updates, with new colors created to enhance its racing spirit. The chassis now is painted red and looks great in combination with the new Atreides Black and Canyon Sand colors. A racing-inspired Dakar Podium color is an homage to Aprilia’s third place finish in the 2010 Dakar Rally with the RXV 4.5 rally racer. On the technical side, the only addition is a new air filter specifically conceived to protect the engine from the dust and sand of the roughest off-road rides. 2024 Aprilia Tuareg 660 in Dakar Podium. (Aprilia/)2024 Aprilia Tuareg 660 Specs MSRP: $12,299/$12,699 (Dakar Podium) Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl. Displacement: 659cc Bore x Stroke: 81.0 x 63.9mm Compression Ratio: 13.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 80 hp @ 9,000 rpm Claimed Torque: 51.6 lb.-ft. @ 6,500 rpm Fuel System: Fuel injection w/ 48mm throttle bodies; ride-by-wire Clutch: Wet, multiplate, slipper function Engine Management/Ignition: Electronic Frame: Steel Front Suspension: Kayaba 43mm inverted fork, fully adjustable; 9.4 in. travel Rear Suspension: Kayaba piggyback shock, fully adjustable; 9.4 in. travel Front Brake: Brembo 4-piston calipers, dual 300mm discs w/ ABS Rear Brake: Brembo 1-piston caliper, 260mm disc w/ ABS Tires, Front/Rear: Tubeless; 90/90-21 in. / 150/70R-18 in. Rake/Trail: 26.7°/4.5 in. Wheelbase: 60.0 in. Seat Height: 33.9 in. Fuel Capacity: 4.8 gal. Claimed Dry Weight: 412 lb. Availability: October 2024 Contact: aprilia.com Source

The 2024 Z650RS ($9,599) gets a little sportier with the addition of Kawasaki TRaction Control (KTRC). (Kawasaki/)Kawasaki is proving once again that retro styling doesn’t mean sacrificing modern tech by adding traction control to the 2024 Z650RS, which sits alongside the larger-displacement Z900RS in Kawasaki’s two-bike retro sport family. The Kawasaki TRaction Control (KTRC) system has two modes, plus off. Mode 1 is the least intrusive and designed for more aggressive riding, while Mode 2 plays a heavier role in traction management by intervening earlier. Think of Mode 2 as a welcomed assistant on wet, slick roads. The Z650RS’s traction-control system has two modes. A switch on the left side of the handlebar enables the rider to turn the system off. (Kawasaki/)The rest of the Z650RS is unchanged for 2024. Based on the more aggressively styled Z650, the bike uses Kawasaki’s 649cc parallel-twin engine that’s known for its smooth fueling and punchy midrange. More carryover hardware comes in the form of a steel trellis frame, 41mm nonadjustable fork, and pair of two-piston Nissin calipers, all things that make the Z650RS a lightweight, practical performer in around-town riding. Designed as an homage to the Z models of the 1970s, the Z650RS’ look is finished off with retro classic styling treatments in the form of a teardrop-shaped fuel tank, round headlight, dual analog speedometer/tachometer, and spoke-style cast wheels. The Z650RS has a more upright riding position compared to the sportier Z650 that it’s based on. Grips are 50mm (2 inches) higher and 30mm (1.2 inches) closer to the rider. (Kawasaki/)Fortunately, added technology hasn’t bumped the price significantly; the traction-control-equipped 2024 Z650RS is priced at $9,599, or just $500 more than the outgoing Z650RS. Compare that to Yamaha’s similarly styled XSR700, which sells for $8,899 but doesn’t have traction control. For 2024, the Z650RS is available in just one color: Ebony/Metallic Matte Carbon Gray. Compared to the larger Z900RS, the 650RS has a slimmer fuel tank and a shorter, more compact tail. (Kawasaki/)2024 Kawasaki Z650RS ABS Specs MSRP: $9,599 Engine: DOHC, liquid-cooled parallel twin; 4 valves cyl. Displacement: 649cc Bore x Stroke: 83.0 x 60.0mm Compression Ratio: 10.8:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: NA Claimed Torque: 48.5 lb.-ft. @ 6,500 rpm Fuel System: DFI w/ Keihin 36mm throttle bodies Clutch: Wet, multiplate assist w/ slipper function Engine Management/Ignition: TCBI w/ digital advance Frame: Steel trellis Front Suspension: 41mm telescopic fork; 4.9 in. travel Rear Suspension: Horizontal back-link, spring preload adjustable; 5.1 in. travel Front Brake: 2-piston calipers, dual 300mm discs w/ ABS Rear Brake: 1-piston caliper, 220mm disc w/ ABS Wheels, Front/Rear: Spoke-style cast aluminum; 17 x 3.50 in. / 17 x 3.50 in. Tires, Front/Rear: 120/70-17 / 160/60-17 Rake/Trail: 24.0°/3.9 in. Wheelbase: 55.5 in. Ground Clearance: 5.1 in. Seat Height: 31.1 in. Fuel Capacity: 4.0 gal. Claimed Wet Weight: 423 lb. Contact: kawasaki.com Source

Suzuki announced two additions to the V-Strom 800 line: the “base” V-Strom 800 and the V-Strom 800 Touring (shown). (Suzuki/)It was back in June this year that we first revealed Suzuki’s plan to add a street-biased V-Strom 800 to its 2024 lineup alongside the existing V-Strom 800DE. Last month we got the first leaked pictures of it and now that it’s been officially confirmed as a 2024 model alongside a third variant, the V-Strom 800 Touring. 2024 Suzuki V-Strom 800 The changes to the V-Strom 800DE to create the more affordable, asphalt-oriented V-Strom 800 are precisely what were expected, including a shift from wire wheels to cast alloys, the adoption of a 19-inch front wheel instead of a 21-incher, lower suspension, and the elimination of the DE’s off-road elements like the hand guards and engine guard. The result is a bike that’s lower, lighter, and substantially less expensive, with an MSRP of $9,899 compared to $11,349 for the DE. The core elements of the V-Strom 800 are carried over. The engine is the same 776cc DOHC parallel twin, also used in the GSX-8S, with a 270-degree crank and the patent Suzuki Cross Balancer twin balancer shafts to keep it smooth. Power and torque are unaltered, and with a curb weight of 492 pounds compared to 507 pounds of the V-Strom 800DE, the cheaper model should have a slight edge when it comes to performance. Suzuki has set a $9,899 MSRP for the 2024 V-Strom 800. (Suzuki/)If you’re sticking to hard surfaces, that performance edge might well continue through the corners too. The 19-inch front, 17-inch rear alloy wheels, shod with Dunlop D614F/D614 tubeless tires, are likely to have more grip on asphalt than the DE’s dual-purpose rubber, and the 59.6-inch wheelbase, down from 61.8 inches thanks to the shorter fork, promises a quicker turn-in. Even the brakes—radial-mount Nissin four-piston calipers on 310mm discs instead of the DE’s axial two-piston stoppers—look like an upgrade. There’s ABS as standard, with two levels of sensitivity, selectable along with the bike’s riding modes. Cast aluminum wheels in a 19-inch front and 17-inch rear combination should give the V-Strom 800 increased street performance. (Suzuki/)Of course, there are compromises made to hit the new, lower price. The V-Strom 800′s suspension spec is angled toward on-road use, with upside-down, 43mm Showa SFF-BP (Separate Function Fork - Big Piston) fork that lacks the DE’s adjustable damping. You can still tweak the front preload via an adjuster on the top of the left fork leg. The fork is shorter, too, with 150mm (5.9 inches) travel instead of the 220mm (8.7 inches) of the DE. At the back there’s a Showa monoshock with remote preload adjustment and adjustable rebound damping, but not the adjustable compression of the V-Strom 800DE. All the spring and damper settings are tuned for on-road use as well. The changes don’t stop at the suspension. The V-Strom 800 also gets narrower, lower bars, mounted further forward, as well as aluminum footpegs instead of steel ones, mounted higher and further back than the DE’s to give a riding position that’s angled toward long-distance, seated comfort rather than standing and riding off-road. Thanks to the lower suspension, that seat is 32.5 inches off the ground, compared to 33.7 inches for the V-Strom 800 DE. Seat height has been reduced on the V-Strom 800 from the 800DE by 1.2 inches. (Suzuki/)Except for a different front fender to suit the smaller wheel, and a taller, wider, adjustable windshield aimed at more long-distance comfort, the V-Strom 800′s bodywork is familiar from the 800DE. The hand guards are gone, of course, as is the protection under the engine, to fit with the bike’s on-road mission. On board, it’s familiar as well, with the same 5-inch color TFT display controlling the three riding modes, a trio of traction control modes, and the two ABS settings. A bidirectional quickshift is standard, as are the LED headlights, shared with the V-Strom 800DE. 2024 V-Strom 800 Touring The new V-Strom 800 Touring is essentially the same bike, but with tweaks to give it even more long-distance appeal. Sliding into the range with an MSRP of $10,499, it splits the base V-Strom 800 and the V-Strom 800DE, adding a 35-liter (9.2-gallon) top case and bringing back the hand guards. A 35-liter top case and hand guards are added to the V-Strom 800 Touring for some long-distance capability. (Suzuki/)The V-Strom 800 is being offered in only one color—Metallic Matte Steel Green—while the V-Strom 800 Touring is available in Glass Sparkle Black and arrives in spring 2024. Both the V-Strom 800 Touring shown here and the V-Strom 800 will arrive at dealers spring 2024. (Suzuki/)2024 Suzuki V-Strom 800 Specs MSRP: $9,899 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl Displacement: 776cc Bore x Stroke: 84.0 x 70mm Compression Ratio: 12.8:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 83.0 hp @ 8,500 rpm Claimed Torque: 57.5 lb.-ft. @ 6,800 rpm Fuel System: EFI Clutch: Wet, multiplate w/ Low RPM Assist Engine Management/Ignition: Electronic Frame: Steel backbone style Front Suspension: 43mm Showa SFF-BP inverted fork, spring preload adjustable; 5.9 in. travel Rear Suspension: Showa monoshock, fully adjustable; 5.9 in. travel Front Brake: Nissin 4-piston calipers, 310mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum alloy; 19 in./17 in. Tires, Front/Rear: 110/80R-19 / 150/70R-17 Rake/Trail: 26.0°/4.9 in. Wheelbase: 59.6 in. Ground Clearance: 7.3 in. Seat Height: 32.5 in. Fuel Capacity: 5.3 gal. Claimed Wet Weight: 492 lb. Contact: suzukicycles.com 2024 Suzuki V-Strom 800 Touring Specs MSRP: $10,499 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl Displacement: 776cc Bore x Stroke: 84.0 x 70mm Compression Ratio: 12.8:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 83.0 hp @ 8,500 rpm Claimed Torque: 57.5 lb.-ft. @ 6,800 rpm Fuel System: EFI Clutch: Wet, multiplate w/ Low RPM Assist Engine Management/Ignition: Electronic Frame: Steel backbone style Front Suspension: 43mm Showa SFF-BP inverted fork, spring preload adjustable; 5.9 in. travel Rear Suspension: Showa monoshock, fully adjustable; 5.9 in. travel Front Brake: Nissin 4-piston calipers, 310mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum alloy; 19 in./17 in. Tires, Front/Rear: 110/80R-19 / 150/70R-17 Rake/Trail: 26.0°/4.9 in. Wheelbase: 59.6 in. Ground Clearance: 7.3 in. Seat Height: 32.5 in. Fuel Capacity: 5.3 gal. Claimed Wet Weight: 492 lb. Source

Ducati fitted the DesertX Rally with serious off-road equipment. (Ducati/)Ducati’s DesertX marked the return to the no-holds-barred kingdom of hard off-road riding, from the almost forgotten days of the 450 R/T that was urgently developed to equip the Italian team to the 1971 ISDT at the Isle of Man. The DesertX proved to be developed down to every detail, very capable, and with strong potential thanks to the gloriously versatile 937 11° desmo Testastretta V-twin. Now Ducati has branched out to give life to an even more specialized version, the DesertX Rally. To test its ultimate potential against the toughest off-road riding conditions, the DesertX Rally debuted in a prototype form at the Iron Road Prolog of the Erzbergrodeo 2023 in the hands of multiple Enduro World and European supercross champion Antoine Méo who took it to the win in the twin-cylinder class. Development of the DesertX Rally was totally devoted to the adoption and optimization of racing-derived technical components in order to fully extract the potential of an already rather strong combination of a very capable chassis and potent 937cc eight-valve desmo 90-degree V-twin. The steel-tube trellis frame has been retained in its original form, both structural and geometrical, with the steering rake set at 27.6 degrees to generate 4.8 inches of trail in combination with the 21-inch front wheel. The only differences are consequent to the Rally’s adoption of long-travel race-derived suspension. Long-travel suspension ups the DesertX Rally’s off-road game. (Ducati/)Billet aluminum triple clamps carry a 48mm Kayaba cartridge fork featuring special treatment of the inside of the stanchions (Kashima coating) and at the sliders (DLC treatment) to grant maximum smoothness under the toughest riding conditions. The new fork is 30mm longer and ensures a front wheel travel of 9.8 inches, 0.8 inch more than the standard unit. That longer fork also causes the wheelbase to stretch from 63 to 64 inches. Kayaba also supplies the new rear monoshock unit. In addition providing a rear wheel travel of 9.4 inches, the new unit features a larger 46mm piston for a more efficient damping control needed for severe off-road duty. The new rear shock is also fully adjustable in compression and rebound with a remote preload adjustment. An adjustable Öhlins steering damper is standard equipment as well. Behind that Öhlins adjustable steering damper are billet triple clamps holding 48mm KYB fork legs. (Ducati/)The seat height has gone up from 34.4 to 35.8 inches, but a lower seat (34.8 inches) is available as an accessory. A meaningful modification of the chassis setting comes in the wheel department with a traditional carbon steel spoke arrangement on Takasago Excel rims and billet hubs—consequently demanding that the tires be fitted with tubes. DesertX Rally is available with a selection of three tires; Pirelli Scorpion Rally STR is the base tire, but for extreme off-road performance the alternative is the Scorpion Rally. Those who want to spend more time on macadam than on dirt have the Pirelli Scorpion Trail II as the optimal choice. They all come in 90/90-21 and 150/70-18 sizing, front and rear respectively. Special graphics on solid-color plastics are meant to take a beating better than painted surfaces. (Ducati/)The braking department looks adequate for a sportbike, with the front disc brake consisting of two 320mm rotors and radial mount, four-piston Brembo Monoblock calipers. At the rear, a 265mm rotor is teamed to a two-piston caliper. The whole system is managed by Bosch cornering ABS. Kashima and DLC coated surfaces increase the smoothness and function of the DesertX Rally’s KYB fork. (Ducati/)As mentioned above, the engine remains the highly capable 937cc 11° Testastretta eight-valve desmo 90-degree V-twin. This unit is one of the more flexible, smooth, and responsive in its class. In addition, the 937cc version of the Testastretta was the first to switch from a hybrid crank assembly layout (with con-rods turning on plain bearings and the crankshaft turning on old and faithful aero angular contact ball bearings) to a full plain bearings design that offers quiet operation and superior rigidity. The powerplant produces a standard 110 hp at 9,250 rpm, same as the base-model DesertX, and delivers 68 lb.-ft. of peak torque at 6,500 rpm. That’s an outstanding interval of almost 3,000 rpm separating peak torque from peak power—a condition that grants excellent engine response over a very wide rev range. Ducati claims 110 hp from the DesertX Rally’s 937cc 11° Testastretta V-twin. (Ducati/)To assist the rider negotiating the hardest terrain, the DesertX Rally features a very comprehensive electronics suite. The ECU offers six riding modes (Sport, Touring, Urban, Wet, Enduro, and Rally) in addition to cornering ABS and traction control. An electronically controlled Ducati Quick Shift (up and down) and wheelie control are also standard equipment. A 5-inch TFT instrumentation display acts as the control center of the electronics suite. It is designed for integration with Ducati Media System so that the rider can connect their smartphone to access more information and Ducati’s turn-by-turn navigation system. Special-edition graphics on solid-colored plastic bodywork—painted parts show scratches too easily—along with a single-piece rally seat and carbon fiber skid plate are the finishing touches on the DesertX Rally. Price in the US will start at an MSRP of $22,995. Better get to your local Ducati dealer quick! Ducati’s DesertX Rally has an MSRP of $22,995. (Ducati/)2024 Ducati DesertX Rally Specs MSRP: $22,995 Engine: Testastretta 11° desmodromic, liquid-cooled V-twin; 4 valves/cyl. Displacement: 937cc Bore x Stroke: 94.0 x 67.5mm Compression Ratio: 13.3:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 110 hp @ 9,250 rpm Claimed Torque: 68 lb.-ft. @ 6,500 rpm Fuel System: Bosch electronic fuel injection w/ 53mm throttle bodies, ride-by-wire Clutch: Wet, multiplate slipper and self-servo; hydraulic actuation Frame: Tubular steel trellis Front Suspension: KYB 48mm upside-down fork, fully adjustable; 9.8 in. travel Rear Suspension: KYB monoshock, fully adjustable, remote preload adjustable; 9.4 in. travel Front Brake: Radial-mount Brembo Monoblock 4-piston caliper, dual 320mm semi-floating discs w/ Bosch Cornering ABS Rear Brake: Brembo floating 2-piston caliper, 265mm disc w/ Bosch Cornering ABS Wheels, Front/Rear: Spoked; 21 x 2.15 in. / 18 x 4.0 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 90/90-21 / 150/70R-18 Rake/Trail: 27.6°/4.8 in. Wheelbase: 64.0 in. Ground Clearance: 11.0 in. Seat Height: 35.8 in. Fuel Capacity: 5.5 gal. Claimed Curb Weight: NA Contact: ducati.com Source

Triumphs Scrambler 1200 X and Scrambler XE are more clearly differentiated than before. (Triumph/)Triumph’s Scrambler 1200 models have been a big hit—one more so than the other. Now the Hinkley-based manufacturer has reworked the two-variant model line with a more accessible Scrambler 1200 X and an upgraded Scrambler 1200 XE. Both models still are powered by Triumph’s 1,200cc parallel twin, but now the two have a larger differentiation to make the mission of each clearer. Thank goodness for the removal of that “C” in the name of the less extreme Scrambler, as there was always confusion in the office when talking about these models—”Wait, did you say ‘XE’ or ‘XC?’” Triumph’s 1,200cc SOHC parallel twin powers both the Scrambler 1200 X and Scrambler 1200 XE. (Triumph/)2024 Scrambler 1200 X For 2024, the new Scrambler 1200 X takes all of Cycle World’s 2020 Ten Best Scrambler XC style and capability and makes it more approachable for the rider who isn’t looking to conquer Baja (like we did) or is looking for a lower seat height. Power comes from the very same 1,200cc SOHC parallel twin that makes a claimed 89 hp at 7,000 rpm and 81.1 lb.-ft. of torque at 4,250 rpm. Triumph claims a new single 50mm throttle body and revised exhaust headers create a broader spread of power above 5,000 rpm to redline. Triumph has made the Scrambler 1200 X more accessible to riders with a lower seat height and a significantly lower MSRP than the Scrambler 1200 XC it replaces. (Triumph/)New 45mm Marzocchi upside-down cartridge fork and preload-adjustable piggyback shocks have a shorter stroke of 6.7 inches (1.2 inches less than the outgoing XC) and are optimized for on-road performance. It retains a 21-inch front and 17-inch rear spoked tubeless. This also brings the seat height down 0.8 inch to 32.3 inches, for an easier reach to the pavement. Triumph’s low accessory seat takes that even lower to 31.3 inches. The X also gets a 2.6-inch-narrower handlebar than the XE. Triumph has fitted cornering ABS and switchable cornering traction control to the X, which was not available on the XC. The IMU-based system was developed with Continental and automatically adjusts the settings dependent on roll, yaw, pitch, and acceleration. Inside the circular instrument dial is an LCD/TFT hybrid display for selecting and adjusting the Rain, Road, Off-Road, Sport, and customizable Rider modes. Braking is handled by 310mm dual front discs with Nissin twin-piston axial calipers and a single 255mm disc with a floating rear caliper, also by Nissin. Just because the Scrambler 1200 X is more street-focused doesn’t mean it can’t get dirty. (Triumph/)Not only has Triumph made the Scrambler 1200 X more accessible for a variety of riders, it has made the price tag more attractive as well with a starting MSRP of $13,595. That’s $1,150 less than the 2023 Scrambler XC it replaces. 2024 Scrambler 1200 XE Triumph’s Scrambler 1200 XE blurred the lines of a scrambler-style motorcycle and a high-performance adventure bike with its long-travel suspension, off-road-friendly ergos, and 21-inch front wheel. In fact Triumph-sponsored Ernie Vigil even raced the XE in Baja. For 2024 the XE loses none of its off-road capability, but gets new brakes and suspension. Triumph’s Scrambler 1200 XE is more off-road ready than the X. (Triumph/)Powered by the same 1,200cc twin as the X, the XE models gets an additional Off-Road Pro mode that shuts off the ABS and traction control with an off-road throttle map. The XE enjoys a TFT dash with switchable design themes, high and low contrast options, and a personalized start-up screen with the rider name displayed. A single-button cruise control is also standard. Marzocchi suspension units now replace the Showa fork and Öhlins shocks on the XE. Suspension travel remains 9.8 inches front and rear. Both the front and rear are fully adjustable for preload, compression, and rebound, and the 45mm fork features hydraulic bumpstops for increased bottoming resistance. At the bike the new piggyback shocks feature dual springs with three spring rates, with the top single-rate spring providing plushness on small bumps. A 32mm-longer swingarm on the XE from the X gives it better weight balance and stability in the dirt. New Marzocchi fork and shocks give the Scrambler 1200 XE 9.8 inches of suspension travel. (Triumph/)Braking gets an upgrade with Brembo Stylema radial Monoblock calipers on 320mm floating discs. The rear gets the same Nissin setup, and ABS switchability does increase by one setting with the option of completely off in Off-Road Pro. Pricing on the Scrambler 1200 XE is $15,295, $900 less than the 2023 version. Both the X and XE are expected in dealers at the first part of 2024. Source

BMW has simplified and lightened its big-bore boxer adventure bike. The 2024 R 1300 GS is 26 pounds lighter than the R 1250 GS. (BMW/)“The bike looks smaller, very clean. It has a modern, easy shape.” Thus spoke Edgar Heinrich, BMW Motorrad’s design director, of the 2024 BMW R 1300 GS. He has been through four or five generations of the GS, saying, “I ride the bike often. Every time, the new one was so much better. Can we do this again?” He was speaking to me in a phone meeting last Friday, accompanied by Reiner Fings, production manager, boxer models. When the photos of the new bike arrived, I saw that this 1300 is a new beginning. I saw a simple linear design, its engine very far forward. I saw all elements integrated. Previous machines have been workmanlike and capable, but seemed to have grown by addition—collections of separate elements. “Is this a revolution?” I asked. Heinrich replied, “I would not say a revolution, but a bigger evolution.” What has driven this comprehensive redesign, this “big evolution”? Heinrich replied, “Everybody is chasing, trying to do a GS.” BMW’s R 1300 GS is slimmer thanks to a new engine and frame. (BMW/)He was referring to Harley’s new Pan America and Triumph’s Tiger 1200, among other newcomers. There is competition! “The situation has always been the same,” he continued. “Everything adds weight. Performance is good but the bikes are heavy. We don’t want this circle! So at the top of the list is to lose weight.” To accompany fundamental changes, there had to be a simpler, cleaner design. BMW’s GS has for years defined the on/off-road segment, but others are seeking a share of that market. This means it is time for BMW to move the goal posts. The new bike is 26 pounds lighter than the 1250 GS (“unladen” weight is 523 pounds), and now makes 145 hp at 7,750 rpm from its new bore and stroke of 106.5 x 73mm. Dimensions of the predecessor 1250 GS were 102.5 x 76. Although peak torque is 110 lb.-ft. at 6,500, the real story on torque is its width: From 3,600 to 7,800 rpm, more than 96 lb.-ft. of torque are continually available. Broad and strong. As the press release says, there is a “notable torque increase across the entire rpm range…” Quoted performance is 0–100 kph in 3.39 seconds and a top speed “over 124 mph.” Others have estimated this as 140 mph. Maximum engine speed is 9,000 rpm. I was especially impressed that this engine, with its high 13.3 compression ratio and ShiftCam-driven four valves per cylinder, produces stroke-averaged net combustion pressures worthy of purpose-built racing engines. This is a solid benefit because it’s always more efficient to make power from combustion pressure than from friction-generating high rpm. Two revolutionary changes are 1) the six-speed gearbox is now below the engine rather than behind it, allowing a modern forward weight bias and a longer swingarm. Lowering the gearbox has usefully reduced the angles through which the U-joints in the enclosed drive shaft must operate. This reduces the speed variation generated by Cardan joints. And 2), the former tubular frame has been replaced by a sheet-metal shell frame that is stiffer while at the same time “optimizing installation space.” This means that the frame encloses necessary components, rather than competing with them for space. Remember the principle of efficient structure: Move the material outward, away from the centerline. A tube is stiffer than a rod, and best of all are the fuselages of large aircraft—thin, large-diameter tubes. How the R 1300 GS Makes More Power With the Same Efficiency How can this large-bore twin breathe and burn as well as it does across a wide rpm range? The answer is not only BMW’s ShiftCam, but also in the way ShiftCam’s low-power mode is implemented. We expect engines that breathe especially well—as this 1300 does—to have narrow power because that requires tuning all design elements to work in the same narrow range. But ShiftCam gives this engine two natures by providing two different intake timings and valve lifts. BMW chose to enlarge the bore and shorten the stroke for a specific reason: to make room for bigger, higher-flowing valves. Intakes were 40mm in the 1250, but have grown to 44mm in the 1300. In traditional design, big valves and ports often equate to weak bottom-end and midrange power, caused by the lower intake velocity being unable to fill the cylinder as well or to produce combustion-accelerating turbulence. ShiftCam prevents that loss by shortening valve timing and reducing lift at lower revs. Both increase intake velocity. There is more. When ShiftCam operates in low rpm mode, the intake valves are given staggered opening timings that cause mixture entering the cylinder to swirl around the cylinder axis. This also contributes to speeding combustion, helping to maintain high torque. Throttle bodies are 52mm and fuel capacity of the tank is 5 gallons. A shorter engine unit makes for tighter packing. (BMW/)Because we may occasionally get a tankful of substandard gas, the engine has a combustion knock protection feature; the shock waves of abnormal detonating combustion (knock or tinkle) are detected and the BMS-O engine control computer retards ignition timing whenever it occurs. A rule of thumb tells us that peak combustion pressure is roughly seven times the pressure at the end of compression. This means that we can extract more useful energy from the fuel by raising compression ratio. Compression ratio is normally limited by the onset of detonation, but the 1300 GS engine has two strong defenses against this: 1) the fast combustion described above, and 2) the knock protection system. This has allowed the 1300′s compression ratio to be raised to 13.3:1. This increases torque (by boosting combustion pressure) and also makes the engine more efficient by taking more energy from the combustion gas, rather than letting that energy be wasted as exhaust heat. Mainly because of this, the 1300 gives the same fuel mileage as the 136-hp 1250. As the press release puts it, the result is “exemplary fuel consumption, emission levels, smoothness, and refinement.” The closed-loop three-way exhaust catalyst (located under the engine) meets Euro 5 in its ability to reduce levels of unburned hydrocarbons, CO, and nitrogen oxides. Each cylinder’s stainless exhaust header pipe has its own oxygen sensor. A wet slipper/assist clutch at the front of the engine has 10 friction discs. The assist feature, by using engine torque to increase pressure on the plates, allows a softer clutch pull. The slipper feature uses reverse torque to soften clutch engagement when rapidly decelerating to prevent engine-braking from dragging or hopping the rear tire. A Lighter and Stiffer Chassis With Improved Rider Response The managers I spoke with earlier emphasized the more precise feel and control of the new model. Recent motorcycles are a huge advance over what went before in this respect. We talked about the rider of the past, making a control movement on a bike of that time. The bars turn, but because they are rubber-mounted, the steering-crown at first does not. When the crown does turn, the fork tubes shift in their clamps (single pinch bolts). Finally the “message” reaches the tire footprint and the motorcycle begins to respond. That is steering delay. The new bike brings control “feel” and response closer to feeling like the bars are extensions of the front axle. As one example, know that the front axle, which was 20mm in diameter, has become 25mm. Bending stiffness of tubes (for constant wall thickness) increases as the fourth power of diameter, so the new axle is potentially 2.4 times stiffer than the old. Looking at the photos I noticed I could see right through the big hollow stub axle of the 1300′s single-sided swingarm. Looks like diameter (and therefore stiffness) is increased at that end as well. BMW describes the new swingarm as having a stiffer connection to the frame. With the shorter engine comes a longer swingarm. Take a look at the diameter of that rear axle. (BMW/)Think of the change in chassis structure, from steel multi-tube to a sheet steel shell as analogous to enlarging a tubular axle. The seat frame, formerly a tube structure, has been changed to an aluminum die-casting. In its stiffer bond with the main frame [there is an] increase in riding precision and stability. This is more of the same—making the motorcycle “more of a piece” gives prompt, accurate control. There has also been a concerted effort to move components inward, to be grouped closer to the machine’s center of mass. This mass centralization reduces the effort required to set maneuvers into motion or to arrest them. Past BMW boxer engines have had air/oil-cooling but the share of cooling performed by liquid has been increased in 1300. Where most liquid-cooled bikes have their radiator interposed between engine and front tire, on the 1300 GS rad location is offset to allow the more forward engine location. The R 1300 GS’ Suspension Evolution In the past the handlebar has attached directly to the upper fork crown of the Telelever front suspension and with suspension motion there has been a small amount of upper crown tilting (it attached to the frame with a ball joint). That was imperceptible on road bikes with less suspension travel and lower bars. Adventure-tour bikes require longer suspension travel and may have higher bars, accentuating the tilting of the upper crown. To prevent that, the 1300′s EVO Telelever upper crown cannot tilt as it turns on its own pair of bearings. Steering motion is linked to the fork tubes by a flexible stainless steel plate. Steering geometry is rake 26.2 degrees, trail 4.4 inches. Wheelbase is 59.8 inches. Front suspension travel is 7.5 inches. (BMW/)Suspension travel is unchanged from 1250 at 7.5 inches front, 7.9 inches rear. A Sports Suspension option adds 0.8 inch of extra travel front and rear, and is firmer. Three types of wheels are available in the 3.0 x 19F, 4.5 x 17R rim dimensions—cast aluminum, forged enduro, or cross-spoke (wire) wheels. At the front are twin 310mm brake discs with four-piston calipers, and at the rear is a single 285mm disc. Integral ABS Pro and Dynamic Brake Control are standard. Seat height tends to increase with suspension travel, and is 33.5 inches on the new model. With optional Adaptive Vehicle Height Control this reduces to 32.3 inches when stopped or moving slowly, allowing the rider’s feet to more easily reach the ground. City buses (and other ADV bikes) have had a similar height control feature for many years; R 1300 GS owners can now enjoy it as an option. We have seen systems which allow suspension damping curves to be electronically altered either by rider choice or automatically, but such systems ignore the fact that for best performance, damping and spring rate must remain in correct proportion. The 1300′s optional Dynamic Suspension Adjustment alters spring rate as well as damping. The optional Shift Assist Pro eliminates motion formerly lost in triggering the switch, making its action more direct. Getting “bigger and bigger” is no longer the way forward for BMW’s big boxer GS. (BMW/)I’m leaving most of the description of the electronics control and display to others, save to say that my informants Heinrich and Fings told me the goal in these areas was to simplify what can be a confusing task—finding what you want among so many choices. In the words of 1300 Project Manager Jochen Beck, this machine stops the trend in adventure-tourers of “getting bigger and bigger.” The new 1300 GS is a balanced combination of valuable technological change with a fresh look. Source

For 2024, limited numbers of Suzuki’s Katana will be available in the US. The bike is finished in Metallic Blue paintwork, gold forks, and gold wheels. (Suzuki/)Suzuki has announced the return of its neo-retro Katana to the 2024 lineup, and although the new model is aesthetically unchanged from last year’s bike—which had received meaningful updates anyway—we’re pleased to report there are actually a few minor tweaks this year. Also intriguing is the fact that Suzuki decided to give the 2024 Katana a smaller production allotment. In the company’s words: “This special, limited-run model is available for US buyers to reserve via special order through the Suzuki dealer of their choice. Availability is limited and reservations are accepted on a first-come, first-served basis.” The addition of a collectible artwork and two years of Suzuki’s service maintenance plan, called Katana Premium Care, sweetens the deal. The bike can be reserved through October 20, 2023. Related: 2022 Suzuki Katana First Look The Katana comes with Suzuki’s latest Drive Mode Selector system to manage three power modes and updated, five-mode traction control. (Suzuki/)How many units are being produced and exactly why it’s being limited is anybody’s guess, so let’s start with what we know. Rather than making massive changes to the 999cc GSX-R-based powerplant, which was already significantly updated in 2022 to meet Euro 5 guidelines, Suzuki decided to improve the electronics package. The company says the 2024 Katana updates include the introduction of its electronic Suzuki Intelligent Ride System (S.I.R.S.) which comes with a bidirectional quick-shift system and updated, five-mode traction control system, as well as the Suzuki Drive Mode Selector Alpha (SDMS) providing three power modes. That’s not a surprise, since most of the GSX series got the same tech and electronic updates earlier this year, and even though Suzuki is touting new ride-by-wire throttle bodies, an updated slipper clutch, and more power for the 2024 Katana as well, those tweaks were actually seen on last year’s model, so unless there are further unspecified refinements to them, we’re not sure of their importance. Related: Suzuki GSX-8R Likely on Its Way Suzuki is also calling attention to the Katana’s updated bidirectional quick-shift system for the 2024 model year. (Suzuki/)In short, the bike we see here appears to be a slight refinement of the updated 2022–23 model, when the 999cc inline-four engine got new intake and exhaust camshafts, valve springs, a 4-into-2-into-1 exhaust system, and airbox for improved efficiency. Those changes resulted in a claimed 2 hp increase and a wider spread of midrange power. Back to the add-ons for this year’s model though: Reserving the 2024 Katana gets owners two years of the complimentary maintenance service as well as a collectible 24 x 24 inch digital lithograph reproduction of Japanese artist Makoto Endo’s Katana illustration, which was originally featured in Cycle World magazine. Related: Updated Suzuki GSX-R1000 Coming The 2024 Katana comes with a collectible 24 x 24 inch lithograph reproduction of Japanese artist Makoto Endo’s Katana illustration, originally featured in <i>Cycle World</i> magazine. (Suzuki/)As expected, the new Katana will also sport a fresh color for 2024 along with accents emphasizing remnants from the original’s Hans Muth styling. The bike gets slathered in deep Metallic Matte Stellar Blue bodywork and adds contrast via gold-anodized fork legs and matching six-spoke gold wheels. Suzuki also says a variety of accessories are available, such as a meter visor (sort of a sport screen), billet clutch and brake levers, axle spools, fuel tank and engine cover protectors, clip-on tank bags, plus a selection of apparel. MSRP for the 2024 Katana is $13,879. See Suzuki’s bike-specific microsite suzukicycles.com/katana for more details. The limited-run Katana will also come with two years of Suzuki’s service plan, called Katana Premium Care, included. (Suzuki/)Source

The new V-Strom 800 will have street-oriented tires, suspension, and brakes. (Suzuki/)Back in July we were able to confirm that Suzuki is bringing a less expensive, street-biased version of the V-Strom 800 to its 2024 lineup after US emissions filings and European type-approval information were published. Now similar approvals have been filed in Australia—but with images of the bike. The original images are extremely low-resolution but they confirm all the details we’d expect from a base V-Strom 800 model, including the use of cast-alloy wheels instead of spoked, with a 19-inch front rather than the V-Strom 800DE’s 21-incher, along with a simpler spec that removes some of the off-road features of the DE. Suzuki’s V-Strom 800DE is the more off-road-oriented version of the 800 lineup. (Suzuki/)As expected, the bike has a new fork, losing the gold finish of the DE in favor of a more subdued silver, and they appear to have less travel, contributing to a small decrease in wheelbase from 61.8 inches to 59.6 inches. What the original type approvals didn’t show, though, was that the V-Strom 800 also gets dual, radial-mount, four-piston front brake calipers in place of the DE’s axial-mount design. There’s also a new front fender to suit the 110/80-19 tire, and the V-Strom 800 has a touring windshield that accounts for an overall height that’s 2.5 inches taller than the V-Strom 800DE, despite the smaller front wheel. The V-Strom 800 gets radial-mount brake calipers and a 19-inch front wheel/tire combo. (Suzuki/)There’s no change to the engine spec, with 83 hp at 8,500 rpm and 57.5 lb.-ft. of torque at 6,800 rpm from the 776cc parallel twin. However, the V-Strom 800 is 15.5 pounds lighter than the DE, some of which is due to the smaller front wheel, but other parts have also been removed. The hand guards, for instance, are gone, as is the under-engine protection and the steel frame that it attaches to. If you’re only riding on the street, the stickier tires, steeper rake, and reduced weight could make the base V-Strom 800 more fun than the 800DE, even though it’s sure to be the cheaper machine. It’s a fraction faster, too, with a rated top speed of 119.3 mph, up from 118 mph, probably thanks to slightly better aerodynamics. We’ve enhanced the images to get a better look at the bike and it’s clear that most of the main elements of the V-Strom 800DE, including the TFT instruments, are carried over to the base model. Its entry-level status is reflected in the simple, single-color paintwork and lack of graphics. We’ll have to wait a little longer to find out precisely how much less expensive the base V-Strom 800 is, but the approval documents filed with CARB and the EPA leave no doubt it’s heading for the US market in 2024 where we’d expect it to undercut the DE’s $11,349 MSRP by several hundred dollars. For an indication, the larger V-Strom 1050 is 5.5 percent less expensive than the V-Strom 1050DE. A similar percentage reduction on the V-Strom 800DE would give the V-Strom 800 a tag of about $10,700. Source

Kawasaki’s all-new Eliminator is just as comfortable on twisty backroads as it is in city traffic. (Kevin Wing/)Market research shows that many motorcycle sales are won and lost on the dealership floor. New and beginning riders value two things more than any other: engine size and seat height. Kawasaki found that entry-level riders prefer 500cc and below. Understanding that research and realizing a gap in its model lineup below the Vulcan S, Kawasaki reintroduced the Eliminator badge as a lightweight cruiser. The 2024 Kawasaki Eliminator in Pearl Robotic White. (Kevin Wing/)Kawasaki’s 2024 Eliminator can be described as a mix between a standard and a cruiser. Derived from the Ninja 400 and Z400 streetbikes, the new Eliminator utilizes the same engine, but with a larger displacement of 451cc. The parallel-twin engine found in the Eliminator has the same bore (70.0mm) as its sporty siblings, but with a 6.8mm larger stroke (58.6mm) for increased low-end torque. Its steel trellis frame is inspired by the Ninja 400 platform but has revisions to achieve a 28.9-inch seat height and a 59.8-inch wheelbase, giving the Eliminator its cruiser stance. The 2024 Kawasaki Eliminator lineup. (Kevin Wing/)When the Kawasaki Eliminator was originally introduced in 1985, it was a large-displacement power cruiser—a drag bike. Now, the Eliminator name returns as an entry-level, “easy rider” cruiser. At 28.9 inches, the Eliminator has a lower seat height than the Z125 Pro (31.7-inch seat height). (Kevin Wing/)“Just Ride.” That’s Kawasaki’s motto with the 2024 Eliminator. Designed with beginner-friendly features such as a manageable engine, low seat height, agile chassis, and a neutral rider triangle, the Eliminator is aimed to be one of the easiest riding motorcycles on the market. Although labeled as “new rider friendly,” it has enough charm to please experienced riders as well. The Eliminator’s 451cc parallel twin is derived from the Ninja 400 and Z400. To achieve a larger displacement over its cousins, the Eliminator received a larger stroke of 58.6mm. (Kevin Wing/)The 451cc parallel twin utilizes a downdraft intake in a space under the seat to improve cylinder-filling efficiency. Intake funnels on the 5.8L airbox have different heights to tune out torque valleys throughout the rpm range for smooth engine response. A lightweight flywheel enables the engine to rev quickly and the exhaust system is designed for low- to midrange power. The Eliminator’s six-speed transmission has close gear ratios for optimized power delivery with a final gear ratio of 43/14. Further adding to the Eliminator’s ease of use is an assist and slipper clutch which provides a superlight lever pull and prevents the rear tire from hopping during excessive engine-braking. The 41mm fork and dual shocks provided a great balance of performance and comfort. (Kevin Wing/)In an effort to reduce weight, Kawasaki utilizes the engine as a stressed member. The square-tube-construction swingarm mounts to a die-cast aluminum plate that is bolted to the back of the motor. A nonadjustable 41mm telescopic fork offers 4.7 inches of travel while twin shocks with preload adjustment provide 3.1 inches of travel in the rear. The braking system utilizes a 310mm disc with a dual-piston caliper up front and a 220mm disc and single-piston caliper slows the rear. The 2024 Kawasaki Eliminator is available without ABS for $6,649, with ABS for $6,949, and the upscale SE model is only available with ABS for $7,249. The Kawasaki Eliminator SE ABS in Candy Steel Furnace Orange/Ebony ($7,249). (Kevin Wing/)Emphasizing the Eliminator’s cruiser looks is a stretched gas tank with a fuel capacity of 3.4 gallons and a pair of 10-spoke wheels. Where the rubber meets the road, the Eliminator features an 18-inch front and 16-inch rear wheel sizes wrapped in IRC Grand High Speed GS-23F tires. Maintaining a strong balance between form and function, the Eliminator features full LED lighting, a digital instrument panel with a gear position indicator, and has Bluetooth connectivity through the Kawasaki Rideology app which allows riders to check vehicle information, record their routes via GPS, and receive phone notifications. The digital instrument panel provides a gear position indicator, Bluetooth indicator, current and average fuel consumption, maintenance reminders, and smartphone notifications along with all the other standard information. (Kevin Wing/)Swinging a leg over the Kawasaki Eliminator for the first time, what’s instantly apparent is just how manageable this motorcycle is. The 28.9-inch seat height gives confidence knowing it is easy to keep the bike upright at a stop, regardless of the surface beneath. With an inseam of 28 inches, I find there are very few motorcycles that allow me to plant both feet flat on the ground. This is one of them. Rolling away from a stop is easy and repeatable with the help of the assist and slipper clutch. The tractable engine ensures the bike won’t get away from the rider but is lively enough to make the ride exciting. Pulling away from a stop is easy and repeatable with the help of the assist and slipper clutch. (Kevin Wing/)Cruising down Pacific Coast Highway in Oceanside, California, the low-end power provides enough torque to lug the bike at 3,000 rpm and short-shift it from one light to the next. It can easily pull away from a stop in second gear without abusing the clutch or risk stalling. Plus, the engine can carry fifth gear at 25 mph comfortably. The 451cc parallel twin has just enough chuggability to act like a cruiser around town, but can equally perform in the upper rpm range on backroads and highways like a standard. Feeling the ocean breeze on the 2024 Kawasaki Eliminator. (Kevin Wing/)Power delivery is extremely smooth and predictable. Utilizing throttle-by-wire, the system is precise and intuitive; even the tiniest throttle adjustments are reciprocated at the rear wheel. In the twisties, it’s evident this bike is derived from a Ninja 400. Rev the Eliminator out high into the rpm range and it continues to put the power down. Its quick-revving nature makes the bike sporty and willing to attack corners. Neutral ergonomics further enhance its agile chassis on twisty pavement. But, because of a low stance, ground clearance becomes an issue if the Eliminator is leaned too far over. As sporty as the Eliminator is on canyon roads, its low ground clearance can hold it back if ridden too aggressively. (Kevin Wing/)The Eliminator has a claimed curb weight of 390 pounds (SE ABS model), but feels even lighter in motion. Cutting through traffic or carving up backroads, the 2024 Kawasaki Eliminator requires minimal handlebar input to initiate lean angle and stays planted and controlled on the side of the tire. Suspension is balanced and offers the perfect combination of comfort and performance. At my weight of 125 pounds, the suspension components managed to absorb the bumps and holes on the road while still providing plenty of holdup on fast corners or under hard braking. Of course, a large bump or crater can get the bike unsettled, but let’s remember, this is a cruiser. And not once, despite a few large imperfections on the surfaces traveled, did the twin shocks bottom out. Headed for the hills on the 2024 Kawasaki Eliminator SE. (Kevin Wing/)Hopping back and forth from urban landscapes to winding backroads, the Kawasaki Eliminator’s performance remains constant. The only component that shows any weakness in the twisties is the front brake. Getting a little too ambitious on the binders coming into corners reminds you that this is a cruiser. Leave plenty of space to slow down and flow from corner to corner; the brakes provided ample stopping distance at slower speeds. A single 310mm disc and dual-piston caliper handles braking on the front end. The 2024 Kawasaki Eliminator is available with or without ABS in Pearl Robotic White and Pearl Storm Gray. (Kevin Wing/)Banging gears up and down on backroads was a good test of the six-speed transmission. The gearbox is exceptional. A very short throw enhances the riding experience when shifting up or down, and the Eliminator seamlessly goes from one gear to the next without any stickiness or resistance. The Kawasaki Eliminator’s transmission features an easy neutral finder system that does not allow the bike to shift from first to second at a stop. This makes putting the bike in neutral at a stop effortless without fail and is something beginners will adore and experienced riders will appreciate. The IRC Grand High Speed GS-23F tires provided excellent grip on the roads traveled. (Kevin Wing/)Further illustrating the Eliminator is a standard in cruiser clothing, Kawasaki says the rider triangle of its Z400 is nearly identical to that of the Eliminator. The Eliminator has a slightly lower seating position, a higher handlebar, and a similar footpeg location. All these attributes make the 2024 Kawasaki Eliminator comfortable for all-day riding. At 5 feet, 8 inches, I never felt the need to get off the bike and stretch my legs. For those taller or shorter, Kawasaki Genuine Accessories offers two additional seat options: high seat (30.1 inches) and low seat (28.1 inches). Standard seat height is 28.9 inches. The Eliminator’s neutral riding position pays dividends in the twisties. (Kevin Wing/)The Kawasaki Eliminator SE builds on the standard Eliminator with Candy Steel Furnace Orange/Ebony two-tone paint, a color-matched headlight cowl, a two-pattern stitched seat, fork boots, and a waterproof USB-C outlet. The 2024 Kawasaki Eliminator SE ($7,249) is only available with ABS. A 130mm LED headlight is fitted on all three Eliminator models. The upscale SE model features a color-matched headlight cowl. (Kevin Wing/) Specific to the Eliminator SE is a two-pattern leather seat with top-edge stitching. (Kevin Wing/)Kawasaki took its already existing Ninja 400 and Z400 streetbike platform and reworked it for customers wanting cruiser styling while infusing new-rider approachability. As the 2024 Kawasaki Eliminator enters the market, it is sure to compete with models such as the Honda Rebel 500 and Royal Enfield Meteor 350. Its flexible engine, agile chassis, approachable seat height, and accessible price point make the Eliminator a strong contender in the lightweight cruiser class. A quick stop to check the waves and we were on our way. (Kevin Wing/) Maintaining the long and low styling of a cruiser, Kawasaki designed the tailsection to pay homage to the Eliminator lineage. (Kevin Wing/) It was fitting to have the 2024 Kawasaki Eliminator launch at the Mission Pacific Hotel in Oceanside, California. In the background you can see an exact replica of Maverick’s Kawasaki ZX900 parked next to the original <i>Top Gun</i> house from the 1986 film. (Kevin Wing/) Whether the roads are straight and slow or twisty and fast, the 2024 Kawasaki Eliminator is a blast. (Kevin Wing/) The 2024 Kawasaki Eliminator in Pearl Storm Gray starts at $6,649. (Kevin Wing/)2024 Kawasaki Eliminator Specs MSRP: $6,649–$7,249 Engine: DOHC, liquid-cooled, 4-stroke parallel twin Displacement: 451cc Bore x Stroke: 70.0 x 58.6mm Compression Ratio: 11.3:1 Transmission/Final Drive: 6-speed, return shift/sealed chain Claimed Horsepower: N/A Claimed Torque: 31.7 lb.-ft. Fuel System: DFI w/ 32mm throttle bodies Clutch: Wet, multiplate slipper/assist Engine Management/Ignition: TCBI w/ Digital Advance Frame: Trellis, high-tensile steel Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Twin shocks, spring preload adjustable; 3.1 in. travel Front Brake: 2-piston caliper, 310mm disc (w/ ABS) Rear Brake: 1-piston caliper, 220mm disc (w/ ABS) Wheels, Front/Rear: 10-spoke; 18 in./16 in. Tires, Front/Rear: 130/70-18 / 150/80-16 Rake/Trail: 30.0°/4.8 in. Wheelbase: 59.8 in. Ground Clearance: 5.9 in. Seat Height: 28.9 in. Fuel Capacity: 3.4 gal. Claimed Weight: 386 lb. (non-ABS) / 388 lb. (ABS) / 390 lb (SE ABS) Contact: kawasaki.com Gearbox Helmet: Arai Regent-X Jacket: Spidi Garage Gloves: Spidi Garage Pants: Spidi J-Tracker Denim Pants Boots: Rev’It Grand Shoes Source

MV Agusta’s Brutale 1000 RR Assen celebrates the brand’s history at the European racing circuit. (MV Agusta/)Special editions of top performance models are one of the smartest ways to keep interest high on high-end models. And MV Agusta has gathered a lot of experience in that game. After all, the brand has an infinite number of opportunities to celebrate by giving life to limited editions tied to its glorious story in the sport of motorcycle racing. On this occasion, MV Agusta celebrates its relationship with Assen, a track with an impressive number of MV victories: 35. The last of which was conquered almost 50 years ago, in 1976, by Giacomo Agostini in the 350 GP class. MV Agusta top marketing management found that the magic implicit in these glorious numbers would be worth being translated into a limited number edition of the hottest model in its line: the Brutale 1000 RR. Enter the MV Agusta Brutale 1000 RR Assen. Related: MV Agusta Reveals 2022-23 Reparto Corse Models Special paint and carbon fiber add exclusivity to the already capable MV Agusta Brutale 1000 RR Assen. (MV Agusta/)As we have seen before from the Schiranna-based manufacturer, the special edition primarily consists of a highly refined level of execution and splendid graphics, while most of the technical details remain standard. Here, standard means no less than a claimed 208 hp from its 1,000cc DOHC inline-four that has been constantly evolved to comply with Euro 5 emission standards while improving torque delivery characteristics and smoothness of throttle response. Talking of technical evolution, the MV Agusta DOHC inline-four has come a long way from the days of the relatively weak and less-than-reliable 750cc to the present 1,000cc powerhouse that is one of the strongest engines in the class. The highly oversquare unit (79mm bore by 50.9mm stroke) delivers that 208 hp at 13,000 rpm and 86 lb.-ft. of peak torque at 11,000 rpm. It features four-valve hemi heads that prove very efficient and worth their extra machining costs as the Euro homologation standards tightened over the years. An improved exhaust system featuring a huge under-engine silencer that incorporates a larger and more efficient catalytic converter creates less back pressure, for an improved engine response through the rev range. The main technical novelty in the powertrain department is represented by the drastic evolution of the software and of the hardware of the electronic gearbox—now much quicker, more precise, and smoother. Only 300 examples of the Brutale 1000 RR Assen are available. (MV Agusta/)As with previous special editions, the graphics take the front stage with a combination of light metallic blue and silver. No Italian red, just a combination of cool colors that send a message of fresh northern winds and strong seas. To complete the great graphic effect, the aluminum plates that clamp the rear engine mounts and locate the single side arm swingarm are painted in the same grade of gray. The seat is dressed in Alcantara trim. Carbon fiber elements have been adopted for the passenger seat cover, the tank side covers, and the headlight cowl, but the most impressive carbon fiber parts are the wheels by Rotobox, adding an extra touch of sportiness and speed. Ten interconnected spokes use a proprietary “forged technology” that obtains maximum rigidity and structural solidity from elements thinner than ones in aluminum. Related: 80th Anniversary of MV on Two Wheels Rotobox carbon fiber wheels could be the most impressive part of the Brutale 1000 RR Assen. (MV Agusta/)Fork clamps and most of the levers are from machined aluminum billet, with the machined tank cap coming in two graphics. As in many MV Agusta models, a racing kit is offered, the main element of which is the sport exhaust system by Arrow and featuring high-flow titanium tail pipes. A dedicated ECU comes with the sport exhaust system to fully exploit the superior breathing ability of the Arrow exhaust that bumps peak power up to 212 hp at 13,800 rpm. Source

Dani Pedrosa had plenty to smile about at Misano. (KTM/)Sunday morning at Misano World Circuit Marco Simoncelli, the butterflies in his stomach are the same—even if you are a three-time world champion and you have nothing to prove. MotoGP legend Dani Pedrosa—the Samurai—at nearly 38 years old, continues to impress. “I have fulfilled my dream of becoming a racer,” the Repsol Honda rider said in 2018 when he decided to retire after a successful career crowned with three titles, 298 GP starts, 54 wins, and 153 podium finishes. Five years later, Pedrosa made another dream come true: fighting for the podium with the new KTM machine that he is developing for the Red Bull KTM. We almost had the chance to say, “154!” this weekend in Misano. As a wild card in Misano, he made a superb performance finishing just off the podium (fourth) in Saturday’s Tissot Sprint and in Sunday’s GP with his signature clean style. Humble, fast, and more relaxed than ever, Pedrosa remains a legend in the history of motorcycle grand prix racing. Related: Was the San Marino GP Really a Snoozer? Pedrosa’s smooth riding style is celebrated by many riders his junior. (KTM/)His Red Bull KTM Factory Racing teammate Brad Binder, who finished behind Pedrosa, said, “It’s amazing to see how clean he rides. He never put the wheels outside the ideal line. He is doing a fantastic job, and this is amazing for us as he is setting the basis for our future. I’m not surprised by his performance—he is a phenomenal racer.” His former teammate Marc Márquez added: “It’s amazing to ride behind Dani. His riding style is the cleanest of all of us. When I made my debut in MotoGP in 2013, I used to follow him a lot to learn as much as possible, and that year I won the world title!” “His riding style is so clean as if his bike was on rails,” 2023 MotoGP point leader Francesco Bagnaia said. Congratulations, Dani, for this superb race weekend. The race was physically demanding, but I’m really satisfied with the result. I have never been so happy in my career for a fourth place! I tried to keep the pace of the three front-runners, and we fought with Pecco Bagnaia for the podium. You impressed already in the sprint. Saturday has become a hectic and long day with the qualifying and the sprint race, where you cannot make mistakes. In the sprint, I made a good start and I put myself in a good position. I was surprised by the impressive rhythm set by Jorge Martín, especially in the first laps. I did my pace, and I could catch Pecco who was in third position. I tried to overtake him, but he was very good at closing all the doors. He was braking very late, so we didn’t have a lot of margin, even though I had a better pace. It’s a pity as we arrived very close to the podium. Pedrosa’s performance was clearly above the expectations of the team—and the competition. (KTM/)After finishing fourth in the sprint, were you aiming at the podium on Sunday? I took the start very motivated, I tried, but we had a problem with the tire pressure, that makes overtaking more difficult. I also have to say that when you are a test rider you lap mainly alone. How did you feel on Sunday? I felt more of the familiar feelings related to the race on Sunday. Sincerely, at the end of the 23 laps, I thought, ‘This is a proper race!’ The sprint is an important result, it can give you motivation, but the real race is on Sunday; it’s long and you need to be strategic. You need to know how to manage the machine, your energies, and the race dynamics. Aged almost 38 and with all your experience, do you still feel butterflies in your stomach before the start? Yes (he smiles). On Sunday morning I was more nervous compared to Saturday when I felt more relaxed. My stomach was closed, maybe because we were going to use the medium tire. But I have to say that I really enjoyed the race. What mark would you give to yourself for this fantastic race weekend? I am quite happy with my performance. I would give a very good mark to the team because they adapted very well to the schedule, the rhythm of the sprint race and the long race. From my side, I tried to help them as much as possible, avoiding crashing and making mistakes that could have complicated the weekend. Pre-race butterflies don’t go away so easily, even when the pressure is less than the days Pedrosa was expected to battle for the win. (KTM/)You looked more like a racer than a test rider. Would you like to return to racing? This is not in my plans (he laughs). There are more available riders than bikes on the grid, so I don’t want to create more mess. Would you return just for the sake of racing, without all the commitments with the media and the sponsors? I really had fun this race weekend, but I think everything has a time. I really enjoyed my era, and now it’s the time for the younger generations. Despite two fantastic race weekends in Jerez and here in Misano, I’m happy as I am. I am also enjoying the race more and more with this perspective from the outside. Pedrosa’s role as a test rider is vital to Red Bull KTM Factory Racing’s success. (KTM/)Why did you decide to retire? Because you get to a point when you feel that it’s time to leave the scene to the young people. Now I understand even more clearly the incredible efforts that Valentino Rossi or Loris Capirossi put in when they won their last race. When I was young, I took this for granted as they have always been fast and talented riders—but now, at my age, I can better understand the incredible value of their victories. Looking at the difficult situation in Honda, maybe they need your help. I haven’t received any call yet (he laughs). I think Honda has a lot of work to do! I’m doing my best for KTM, and I already have a contract with them for the 2024 season. There are a lot of rumors around Marc Márquez as he hasn’t announced yet his plans for the future. What would you do in his place? It’s very difficult to answer. Firstly, because I’m not Marc. We need to consider that he has a long history with Honda, with Repsol, and I don’t know how things really went in the last years, so he is the only one who can take this decision. I know that it is a difficult decision considering that he is 30 years old, but I think he will find the way to steer his future in the right direction. Pedrosa doesn’t feel the need to return to racing full time. (KTM/)Looking back, what do you see in the mirror? I’m very happy as in my career I have achieved more than what I could have imagined. I have also learned a lot from the difficult moments. When something tough happens, you can decide to remain upset or try to understand and see what you can learn for the future. I have gone through several incidents, lots of injuries, moments when you are down or you touch the sky—and I’m still learning day after day. Source

The 2024 family of BMW F models, the F 800 GS, F 900 GS, and F 900 GS Adventure. (BMW/)BMW has just taken the wraps off the brand-new 2024 middleweight GS lineup, including the F 900 GS, F 900 GS Adventure, and F 800 GS. These models replace the F 850 GS, F 850 GS Adventure, and F 750 GS, respectively. All three models have received significant updates including an updated and larger engine, upgraded electronics, new suspension, updated off-road features, and a lightweight plastic fuel tank according to a release on BMW’s European media site. Not only did the F 900 GS get a bump in displacement and power, but it also shed 31 pounds compared to the previous model. (BMW/)Common to all three models is the updated parallel-twin engine. As before, the liquid-cooled engine has four valves per cylinder with twin overhead cams. A pair of counterrotating balance shafts are used to quell vibrations. Displacement has increased from 853 to 895cc on all three models. And just like the 750 of old, the new 800 still, confusingly, shares the new 895cc displacement, but has downgraded power output. Claimed power for the pair of 900s is 105 hp at 8,500 rpm (up from 90 hp), and 68.6 lb.-ft. of torque at 6,750 rpm (up from 63). The “800″ makes a claimed 87 hp at 6,750 rpm and 67.1 lb.-ft. of torque at 6,750 rpm. Updated LED lighting and styling for all three models. (BMW/)All three models now get the 6.5-inch full-color TFT display and all LED lighting and indicators. The previous F 750 GS was still equipped with an analog/LED display. The new bikes come with a pair of ride modes, Rain and Road, and come standard with ABS Pro and DTC (Dynamic Traction Control), while the optional Ride Modes Pro has additional modes, Dynamic Brake Control, and engine drag control. Keyless Ride is available as an option as is the Intelligent Emergency Call feature. We’re not sure which colors will come to the US yet, so we’ll have to wait on an official release from BMW North America. (BMW/)A big chunk of weight has been shaved off of all three models with a 31-pound reduction on the F 900 GS. The steel fuel tank of the previous models has been replaced with a 3.8-gallon plastic unit that saves almost 10 pounds alone. Other savings were made with the redesigned tailsection and exhaust. Ergonomics have been improved for off-road use with lower footpegs, a higher handlebar riser, and a reshaped tank to improve the rider’s position while standing off road. Both the gearshift lever and rear brake have been improved. The shift lever is now adjustable, while the brake has been optimized to a higher position for off-road riding. As mentioned, this information was posted on BMW’s European website, so we’ll have to wait for an official announcement from BMW North America for pricing, colors, and expected availability. 2024 BMW F 900 GS (BMW/)2024 BMW F 900 GS Highlights Weight reduced by 31 poundsSignificantly lighter plastic fuel tankNew body partsNew, fully adjustable upside-down Showa forkLighter swingarmEx-works Enduro Pro package as optional equipmentAkrapovič exhaust silencerErgonomics optimized for off-road useEnduro footrestsHeated gripsHand protectorsAluminum sidestandNew foot brake leverNew LED headlightMultifunction holder for navigation or video cameras 2024 BMW F 900 GS Adventure (BMW/)2024 BMW F 900 GS Adventure Highlights New, fully adjustable upside-down Showa forkLED headlightsNew side panelsHeated gripsAluminum engine guardNew Ride Pro optional equipment packageOptional Dynamic ESA (Electronic Suspension Adjustment) electronic suspension 2024 BMW F 800 GS (BMW/)2024 BMW F 800 GS Highlights TFT display as standardHeated gripsLED headlightHand protectorsVariocase carrier 2024 BMW F 900 GS (BMW/)Source

The author and his son aboard the 2023 BMW R 1250 GS. (Seth Richards/)I swallowed hard when I saw the email: “YOU’RE BOOKED,” it read. “Thank you for registering for the GS Trophy Qualifier on Thursday, October 12.” It may as well have said, “YOU’RE COOKED,” because now it’s official: I’m participating in the first motorcycle competition of my life, going up against accomplished amateur off-road riders with serious aspirations. And I’ve got just two months to train. Yeah, I’m cooked. The GS Trophy Qualifier is a national competition that decides the top three male riders and the top two female riders to represent the US at the BMW International GS Trophy. Every two years, beginning in 2008, the GS Trophy descends on an exotic off-road rider’s paradise: Tunisia in 2008, Mongolia in 2018, Albania in 2022, to name a few. Over the years, it’s become one of the most prestigious competitions in the world for amateur off-road riders. In 2024, the Trophy will be in Namibia, one of the least densely populated countries in the world, and the driest country in sub-Saharan Africa. Sixteen men’s teams and six women’s teams from around the world will compete in various special tests and rally stages to put their country at the tip of adventure riders’ tongues for the next two years. The R 1250 GS in the author’s backyard in Upstate New York. (Seth Richards/)Representing one’s country in the Trophy and riding a brand-new GS with your name printed on the beak is the goal, but it’s also a reward for talent honed by years of hard work and training. The majority of the 80–100 Qualifier participants know they won’t make it to the international final, so for them the national qualifiers are the main event. And they train accordingly. Trophy Qualifying requires a pretty unique skill set that involves mastering slow-speed maneuvers that require tremendous finesse and bike control. Think, trials-style riding on a 550-pound twin-cylinder continent-covering touring bike. While a fully loaded GS can cost close to $25,000 brand-new, the Trophy demands riders treat theirs like a crusty old dirt bike they’re not afraid to drop regularly. At least that part won’t be a problem for me—BMW loaned me a brand-new R 1250 GS Trophy, and gave me license to do with it what I will. Heck, if it doesn’t have the odd scratch here and there when I return it this winter, the folks at BMW will probably think I didn’t try hard enough. And trying hard is a huge reason I’m doing this. Proof of effort: scratched cylinder head covers despite factory crashbars. For riders training on their own bikes, more complete protection is a must. (Seth Richards/)The Trophy Qualifying is the first competition of any kind I’ve ever entered—unless I count my fourth grade spelling bee. I’ve always been woefully uncoordinated, so it’s possible that my lack of competitive spirit evolved as a defense mechanism to protect my ego. I’m not going to delve too deeply there. Whatever the reason, I’ve never had a strong desire to take part in any kind of real competition. I still don’t. Not only that, this is basically the first time I’ve set a tangible goal like this for myself. New Year’s resolutions? Not for me. Run everyday to train for a 30K? What, am I being chased by a rabid, frothing German shepherd? I’m not running, I can tell you that much. That said, it took zero convincing to get me on board for Trophy Qualifying, even though the competitive aspect doesn’t really motivate me. Being intentional and disciplined in improving at the thing I love doing the most, on the other hand, that seems totally worth the effort. Now that I think about it, that’s probably the reason a lot of people enter competitions, isn’t it? But what do I know? As much as training for the Trophy Qualifying is about chasing after a concrete goal and becoming a more competent rider capable of tackling technical off-road terrain, it’s also about something deeper. Training at the Soggy Bottom MotoFest in Port Matilda, Pennsylvania, on a muggy 95-degree day. Louise Powers, director of BMW Motorcycle Owners of America and instructor with Stromoto, provides direction. (Rob Bandler/)In The World Beyond Your Head, philosopher, motorcycle mechanic, and all-around gearhead Matthew B. Crawford writes, “In activities that we take seriously, such as music and sports and going fast, we strive for excellence. Unlike animals that live in the moment and merely cope with their world…we are drawn out of our present selves toward some more skilled future self that we emulate…we are never fully at home in the world. We are always ‘on our way.’ Or perhaps we should say that this state of being on our way to somewhere else is our peculiar human way of being here in the world.” My problem is that lately I haven’t been “on my way” fast enough (if at all) toward becoming that more skilled future motorcyclist I imagine. As a part-time stay-at-home dad, I don’t have a lot of time or energy left for anything other than living in the moment and keeping up with a litany of daily chores that are never rewarded with a sense of accomplishment. Modern preoccupation can make it feel like we’re not on our way anywhere—as though ambition and the hope of a skilled future self are subsumed to other priorities. Trophy-spec GS. If nothing else, having it written on the beak helps the author explain to onlookers why he’s practicing going really, really slowly in parking lots. (Seth Richards/)Make no mistake, raising my kids is my priority and my greater good, but I miss doing things. By engaging with external objects, learning new skills in something I’m passionate about, and pushing myself to do something I’ve never done before, I hope it will help me be less distracted and more fully here in the world. Through the action of skilled practices, Crawford argues, one becomes fit to the job and fit to the place. In essence, willingly submitting to outside realities, to the world beyond your head—in my case, the particularities of the R 1250 GS and the environment in which I’ll ride it—can create genuine agency. With that, I’m hoping that circumstances, like a rough day at home with the kids, conjunctivitis ravaging my household, or last-minute day care closures, will become less mentally and emotionally dictatorial in light of the attention-refocusing effort of, for instance, executing a textbook trials stop in 95-degree weather—while conjunctivitis rages in one eye. So why choose the GS Trophy Qualifying as my competitive debut? Honestly, I would never have thought of it myself. Executive Editor Dawes brought up the idea in a meeting with BMW, and I committed on the spot. Give me a new motorcycle to play with and there’s no telling what sort of out-of-my-element activity I’ll agree to. In all seriousness, participating in the GS Trophy Qualifying is perfect for a variety of reasons, chief among them its focus on fundamental motorcycle control. Shawn Thomas and Louise Powers of Stromoto. Immediately after taking delivery of the GS, the author attended a half-day riding clinic to get his head in the game. Thomas and Powers are BMW brand ambassadors and are exceptional instructors. (Seth Richards/)According to Shawn Thomas, BMW brand ambassador and riding instructor, 80 percent of the skills one needs on an adventure bike can be introduced in a half-day clinic. “The simple truth,” he says, “is that balance, braking, clutch and throttle control are the fundamentals. Learning the nuances of these is relatively easy. Learning to combine them, shape them, find the limits and contradictions—that’s the fun part.” One advantage of training for the Trophy Qualifying is that I’ll be able to practice combining and shaping those fundamentals practically anywhere, and without great danger to life, limb, or driver’s license. So, as much as I’d love to up my trackday speed (and I do), going to the gravel lot behind the local highway department after the kids go to bed and practicing box turns is much more feasible—and not irrelevant for track riding or any other discipline, it must be said. Getting the lay of the land at the Soggy Bottom MotoFest, organized by Kissell Motorsports in Tyrone, Pennsylvania. (Rob Bandler/)In order to properly train for this thing, first I have to know how to train. Over the coming weeks I’ll be attending riding clinics with instruction from past Team USA Trophy riders. I’ll also be attending the trophy prep course at the BMW Performance Center in South Carolina, where qualifying will be held several weeks later. Other than that, it’s on me to be disciplined enough to practice regularly to see real improvement in my riding. Two months is not a lot of time. Am I cooked? Well, maybe not. To me, success is in the discipline of doing it, the acquisition of new skills, the striving for excellence, and the hope of “being on my way.” To quote Crawford again: “the world shows up for us through its affordances; it is a world that we act in, not merely observe. And this means that when we acquire new skills, we come to see the world differently.” Enough observing. It’s time I see the world differently. Heaven knows I wouldn’t be the first person to ride a GS to ever say that. Stay tuned. Evening homework. (Seth Richards/)Source

Is a CBR750R on the way? (Honda/)Ever since the introduction of the new Honda Hornet 750 there have been rumors about a sportier spin-off model. Now it’s starting to look like those rumblings are well founded with the emergence of a patent application showing a faired bike based on the Hornet’s engine and chassis. Honda is a master of the art of platform sharing, spinning multiple distinct models from the same underpinnings. There are examples across the company’s lineup, like the CB500 and NC700/NC750 ranges that have been used to create incredibly diverse bikes around a common set of components. While the Africa Twin is also proving remarkably adaptable, spawning the NT1100 tourer and the Hawk 11 cafe racer outside the US market. From day one, the Hornet has followed the same theme, with the Transalp—already confirmed to be coming to the US market in 2024—debuting alongside it and using the same 755cc parallel-twin engine and steel-framed chassis. A look at the CB500 range gives a clear indication of what else could be developed. As well as the unadorned CB500F roadster, there’s the CB500X adventure bike and CBR500R sportbike, not to mention the tangentially connected Rebel 500 and SCL500 that use the same engine in a different frame. In Japan there’s been talk of both a full-faired CBR750R and a more retro, half-faired Hawk 750 based on the Hornet’s chassis and engine, and the new patent appears to be connected to one or both of those bikes. Patent drawings clearly show that Honda is working on a faired version of the Hornet 750. (Honda/)The innovation covered by the patent is quite mundane, relating to packaging of the fuel tank, airbox and electronic wiring in the area behind the handlebars, but the images show a bike with low-mounted clip-on bars and frame-mounted bodywork at the front. The text itself also makes specific reference to a “front cowl… removably attached to the vehicle body frame using fastening members” to indicate the patent doesn’t relate to the existing unfaired Hornet 750. Although the bodywork shown in the patent may not be representative of the bike’s actual styling, the fact that it relates to a way to package the airbox and fuel tank more efficiently does appear to be relevant. When we overlay the patent drawing over a photograph of the Hornet, most key elements of the frame, suspension, and engine align neatly but the faired bike’s fuel tank is much more compact, lowering its profile to suit a race-style crouch that’s in keeping with the low clip-on bars mounted underneath the top triple clamp. The airbox shown in the patent also appears to be tailor made for a faired bike, with intakes that extend forward inside the bodywork toward the nose. These aren’t present on the Hornet. The illustration also shows a taller seat that lacks the exaggerated step between the rider and passenger that’s present on the Hornet. It’s worth remembering that the Transalp appeared in patent applications before its official release too. History shows that Honda did a similar exercise when filing patents for the Transalp 750. (Honda/)There’s little doubt that Honda has Yamaha’s MT-07 in its sights with the Hornet 750, and the Transalp rivals the Ténéré 700 and, to an extent, the more road-oriented Tracer 7 in Yamaha’s range. With the addition of bodywork and low bars, the same bare bones could easily become a convincing “CBR750R” model to rival the Yamaha YZF-R7. Given Honda’s propensity to maximize the model ranges it makes from each new platform, the low bars and lower-profile tank illustrated here could also be used on a more retro, partially faired Hawk 750 model, as rumored in Japan, with styling similar to the Japan-only Hawk 11 that was launched last year. Source

Riding the crop of 2023 Ducatis in Tuscany. (Alex Photo/)The Futa Pass connects Bologna, Italy, home of the oldest institute of higher education in Europe, to Florence, the birthplace of the Italian Renaissance. On this ancient route between the City of Science and the City of Art, Ducati has long developed its production motorcycles. It’s little wonder then that a Ducati motorcycle is so overt an expression of art and science. The art part is particularly plain to see; Ducati practically codified the defining traits of the Italian motorcycle. In the eyes of motorcyclists at least, the beauty of many of its racing and production machines merit a place next to Botticelli’s Birth of Venus in Florence’s Uffizi Gallery. There, if given a choice, Venus would no doubt ditch her gleaming scallop shell for a ride on a Monocilindrico 125. The scientific expression—that is, Ducati’s pursuit of technical innovation—may be slightly less conspicuous to the general public, but is at the heart of the brand’s identity. Based in Borgo Panigale on the outskirts of Bologna, a city nicknamed La Dotta (The Learned One), Ducati has long leveraged the human capital of its renowned university. Since its inception, Ducati has been a company of engineers. Ducati’s factory reception hall. Ducati points out that it was the first manufacturer to use the following technologies on production motorcycles: traction control, LED lighting, switchable riding modes, TFT displays, engine-braking control, D-air integrated airbag, slide by brake, front and rear radar, and extended cylinder deactivation. (Alex Photo/)Claudio Domenicali, who began his career in the engineering ranks at Borgo Panigale in 1981 and for the last 10 years has presided as CEO, says: “Style, sophistication, and performance are our core. These values were born in 1995 and they’ve never changed.” For the past decade and a half, electronics have transformed the capabilities of a Ducati motorcycle. Sophistication and performance have never been at such a high level. To show its innovation in the field of electronics, Ducati invited me and a small group of international journalists to talk with engineers at the factory, ride the latest models, and spend the weekend at the Italian Grand Prix of Mugello. In a windowless conference room adjacent to the Ducati Centro Stile, Andrea Ricci Iamino, electrical and electronic systems director, says: “Electronics help you in many areas. First of all in terms of safety: to give the rider the comfort of a more protected experience. Ultimately, the rider is still the rider, but electronics enhance the riding experience.” Andrea Ricci Iamino, director of electrical and electronic systems, says his department has quadrupled in size over the last decade. The department is responsible for creating disruptive technologies and refining existing systems. (Alex Photo/)To begin to explain the depth of Ducati’s investment and expertise in the field, Iamino takes us to the electronics laboratory. Splayed across a piece of plywood on a workbench, the motorcycle’s electronic innards—a brightly lit TFT display, CAN bus wiring looms, the little black box of the ECU, the compact inertial measurement unit, etc.—are subjected to technicians’ ongoing diagnostic testing. The hardware of the software, as it were, does little to impress visually, but its functions are as animating a force in the modern motorcycle as the engine. In fact, the engine has become a subordinate; electronics control engine management and ultimately translate the rider’s input at the handgrip to output at the rear wheel via a suite of rider aids called Ducati Advanced Vehicle Control (DAVC). Multistrada V4 electronics. One area of great effort has been in the development of connectivity solutions that are compatible with iOS and Android systems. (Alex Photo/)“The electronics are not off-the-shelf,” Iamino says. “There is a know-how behind the company in order to improve our products. By developing our own software we have a lot of freedom. We never give up on refining our solutions. “Our journey started in 2008 with the 1098R,” he says. “That was the first production motorcycle equipped with traction control.” In his evaluation of the 1098R in 2008, Kevin Cameron writes: “How do you smooth engine torque? For production bikes like this R-model—at least for the moment—the answer is what it was in MotoGP through 2003: a passively smoothed engine torque curve.” Indeed, the 1098R’s eight-level DTC (Ducati Traction Control) system was lifted directly from the early generation of Ducati’s Desmosedici MotoGP bike, using, not just a similar, but an identical algorithm, with only settings tweaked to suit a production motorcycle. When the system sensed the rear tire spinning, ignition timing was progressively retarded to reduce torque output, and in more extreme circumstances, a series of spark cuts would bring things under control. Unfortunately, this first iteration of DTC could only be used when the bike was fitted with the included race exhaust and ECU, or else unburned fuel from the ignition cuts could damage the catalyst. Nevertheless, the motorcycle world was stunned by its performance. Racing-spec and production-spec motorcycles had rarely shared such a strong link. “That DTC compared to today is quite simple,” Iamino says, “but it was a real innovation 15 years ago.” Cameron, again from 2008, says: “The new way [to smooth engine torque] is throttle-by-wire, in which torque maps keep the throttle butterflies fluttering, filling in the dips, planing off the bumps, and staying hooked-up. But that’s MotoGP’s way.” As was beginning to be obvious by the first decade of the new millennium, Ducati’s way is MotoGP’s way, with only a slight delay. Ducati’s first ride-by-wire throttle system was introduced just two years later on the Multistrada 1200. Luigi Mauro, head of vehicle testing, explains: “In the past, when the motorcycle used a throttle cable, turning the grip meant asking for a specific position of the throttle [butterflies]. Now, when you turn the handle grip, you just request some torque according to the map. So if the power delivery of the engine is not so linear, you can smooth it. When we want to decrease the torque there are many ways depending on the speed at which you need to decrease it and the amount you need to reduce. You can work on spark advance, you can work on throttle position. The more effective method is throttle position because it’s more precise than spark advance. You can also alter the ignition pattern but it creates a very rough torque delivery. When you need a strong intervention quickly you can use it.” (Ducati/)After a full day at the factory, I jumped on Ducati’s flagship Multistrada V4 Rally. Leaving the factory, it’s only a few roundabouts and a handful of kilometers before we hit Ducati’s testing route and the Futa Pass, where generations of motorcycles have been developed. The road quickly narrows as its rough and twisty tarmac rises and falls through the mountains, passing meadows with blooming wild poppies and rustic stone homes gathered in clusters around inviting trattorias and tree-lined squares. There’s no scrubby underbrush, only picture-perfect fields of pastureland and forests of regal mature trees. Italy is a celestial garden, a paradise of curves for riding a motorcycle—depending on the motorcycle, that is. We stopped for a quick espresso break and I said to one of my colleagues: “I adore my old 996, but it’s because of rough roads like this that I own new Ducatis. Can you imagine a worse motorcycle than a 996 or 916 to ride on these roads?” “Other than the nonexistent steering lock, a hard seat, and a neck-craning seating position, I’m sure they were a blast,” he replied. If Ducati testers did in fact develop the famous superbikes on the rough pavement and tight hairpins of these roads (OK, I’m sure most of the development happened on track), riding the latest Multistrada couldn’t make it more apparent how drastically their standards have changed over the years. It’s more than just the upright ergos and comfy seat that make the Multistrada V4 Rally seem so appropriate, so easy to use, on these roads. June in Tuscany. The Multistrada V4 Rally uses extended cylinder deactivation to improve efficiency and thermal comfort. Adaptive cruise control, blind spot detection, and Minimum Preload and Easy Lift—which lower the bike to enable an easier reach to the ground—add previously unheard of convenience and comfort. (Alex Photo/)Domenicali, who rode to dinner with us the previous evening aboard a V4 Rally, says: “Ease of use is mainly due to electronics. Because of them, not only can you use a bike that produces 215 hp, but in the case of the Multistrada Rally, you can change the character completely for off-road or on-road use. In the past you had to compromise suspension settings or traction control settings. Now, the big difference is how much you can adapt the bike.” Not only does every Ducati have multiple preset ride modes, but each given parameter—wheelie control, slide control, engine-brake control, cornering ABS, etc.—are all individually adjustable. Not every manufacturer allows the same degree of customization. One of modern motorcycling’s pleasures is using the electronics to change the character of the motorcycle to fit the mood, environment, or application. With coffee imbibed, I swapped the Multistrada V4 Rally for a Scrambler Icon, Ducati’s entry-level motorcycle and a tribute to its air-cooled past. Next to the Multi, the Scrambler feels like a bicycle. Its low seat height and peppy engine feel quite at home here. Rome has its Vespas; the Futa has the Scrambler. What it lacks in suspension and braking performance (compared to the Multistrada, anyway), it makes up for in lightheartedness. It’s the Aperol Spritz of motorcycles—quaffable, effervescent, and not without a certain depth of character. Despite its perceived simplicity, the Scrambler’s electronic system absolutely puts to shame that of the ‘08 1098R (and for a quarter of the price!). Long gone are the days when traction control required the use of track-only exhaust systems. The Scrambler uses a ride-by-wire throttle, two ride modes, cornering ABS, a TFT display, LED lights, and a quickshifter (available as an optional extra). Amazingly, its Desmodue engine, which isn’t too far removed from Fabio Taglioni’s 1975 500cc Pantah V-twin, doesn’t feel laden by all this modern tech. It feels revitalized. Ducati’s electronic innovations extend from the flagship Multistrada V4 Rally to the entry-level Scrambler. (Alex Photo/)By dusk, we pulled into the courtyard of our Tuscan home for the next couple of nights, an 18th century villa visited by Pope Pius VII upon his return from Paris where he crowned Napoleon Bonaparte emperor. History lies close beneath the surface in Italy. Closer still, the religion of racing. The next morning, we rode to Mugello for the Oakley Grand Prix of Italy. The crown jewel of the MotoGP calendar, videos simply don’t do the place justice. Curving mountain roads took us all the way to the gates, where we parked beneath a hill of fans revving chain saws with their bars removed while othersgroggily rolled out of tents hastily erected on the sloping ground. If Ducati wanted to show off the level of its technical innovation, there could be no better place than a MotoGP race, especially in 2023. Ducati factory rider Pecco Bagnaia is the reigning world champion and currently sits atop the leaderboard. Ducati Desmosedicis have been dominant up to this point in the season. Tribuna Ducati at Correntaio (turn 12) at Mugello. (Ducati/)“In MotoGP it’s reasonably clear that we lead the direction of where to go,” Domenicali says. “Many bikes look similar to ours. Some teams are taking members of our team to improve their performance. That’s part of the business. It indicates the kind of leadership position we’ve taken in technology.” As if to confirm the boss’ assertion, the race weekend concluded with Ducatis filling the top four places. Ducati Corse General Manager Luigi Dall’Igna called it “probably our best race ever.” The following week at the German round at the Sachsenring, Ducati locked up the top five positions; all eight Desmosedicis finished inside the top nine. While critics complain that Ducati and Dall’Igna’s innovations, namely ride-height devices and aerodynamics, have made the racing too processional, too like Formula 1, the good news for bike fans is that it means it’s a time ripe for innovation. “A lot of the technology found in MotoGP is back-transferred into the production bike,” Domenicali says. “Innovation comes from racing. There’s a lot of exchange between racing and R&D.” Celebrating the Mugello victory in the pit garage. Francesco Bagnaia is flanked by Ducati Sporting Director Paolo Ciabatti, CEO Claudio Domenicali, and Ducati Corse General Manager Gigi Dall’Igna. (Ducati/)“Ducati is not a very big company,” Luigi Mauro, head of vehicle testing, adds, “but we are very lucky because we have a racing department inside our company.” Ducati Corse and the production R&D team are not only housed in the same building, they’re inextricably linked. There’s even a dedicated staff member, previously a data analyst in the racing department, whose job is to facilitate technology transfer between the two entities. It’s apparent after a couple of days spent with Ducati employees that the link between racing and production runs deep. It’s not merely a corporate value, it’s of individual importance. Domenicali himself was previously the head of Ducati Corse. Beppe Gualini, who served as ride leader for our group, competed in dozens of African rallies, including the first Paris-Dakar rallies. In addition to being lead instructor at DRE academies, he’s part of Ducati’s development test team. Giulio Fabbri, head of product communications, is a former racer and was a mechanic for Luca Marini and crew chief for Fabio DiGiannantonio before they entered the world championship. The love of racing is thread from the top of the company to the bottom—from Domenicali to the workers on the factory floor who spend their spare time turning vintage Cagiva Elefants into modern rally bikes they can race on the weekends. The Streetfighter V4 S’ performance is wasted on the tight turns of the Futa Pass, but switching into road mode made it manageable and still exhilarating. Sportier ergos and performance-oriented geometry translate to exceptional front-end feel. It’s the full Bologna, this one. (Alex Photo/)As Bagnaia crossed the finish line to claim victory at Saturday’s sprint, the sky went dark and the heavens opened. I hopped on a Streetfighter V4 S to ride back to the villa. Producing a claimed 208 hp and shod in Pirelli Diablo Rosso Corsa IV tires with very little siping, the Streetfighter should be a handful in the wet, but it really isn’t. I put it in road mode for the smoothest power delivery, and gave it a handful of throttle to sample the electronic intervention. The bike accelerated smoothly, subtly—almost imperceptibly—reducing torque to prevent the rear wheel from spinning and to maximize acceleration. For anyone who’s ridden a motorcycle with the latest generation of electronic rider aids, there’s nothing revelatory here. It’s common knowledge that Ducati makes modern high-tech motorcycles, right? Not necessarily, according to Fabbri. “The perception of the brand for people who own a Ducati is that it’s the best bike in the world, but there are some people who think Ducati is not an innovative company.” At the factory, Ducati uses robots to conduct stress tests. One such test repeatedly presses on the brake lever, actuating the brake light in order to test long-term durability. (Alex Photo/)The reason for this, to paraphrase Italo Calvino, the great Italian postmodern author, is that a description of Ducati as it is today should contain all its past. Ducati, however, “does not tell its past, but contains it like the lines of its hand.” The 916, for example, was so groundbreaking that it changed the brand’s trajectory and persists as its heart line. Three decades later, its outsized impact continues to color people’s impression of the brand—for better or for worse. It lives as one of the most iconic motorcycles of all time and is as engaging and rewarding to ride as ever. Despite the well-deserved adulation, it’s also notorious for being inhumanely uncomfortable and demanding to ride—thus my espresso break quip at its expense earlier in the trip. The 916 was an uncompromising machine built to win world championships. It was meant to be ridden hard at Mugello, tipped into San Donato corner with its tail squirming under heavy braking. The trouble with an uncompromising machine is that it demands compromise from the rider. “Part of the perception of the brand was that the bikes were very fast but very masculine and sometimes difficult to ride,” Domenicali says. “The clutch was hard to pull, the engine shuddered, the seat was hard, and it was uncomfortable. That was the Ducati of 20 years ago. We’ve learned a lot in racing, because in racing you need to polish and polish to make the motorcycle easier to ride. The easier to ride, the faster. “Even in kind of a bad moment like when we hired Jorge Lorenzo—bad, because we didn’t get what we wanted—we learned a lot because he was a kind of maniac for this smooth feeling. A lot of that is in our production motorcycle today.” Fabbri adds: “Another thing that people think is that maintenance is very expensive, but it’s not like in the past. For example, the Multistrada V4 has valve check intervals every 60,000 kilometers (37,000 miles). Even many of the twin-cylinders have a valve check every 20,000 kilometers (12,500 miles).” A Ducati engineer uses sulfuric acid to melt away the case of a tiny silicon chip. When the chip is exposed, it’s examined beneath a microscope to make sure it’s the identical spec used during the development of a component. Even a microscopic variation in a chip could have massive repercussions on a component’s functionality. (Alex Photo/)Domenicali says: “We are in the business of enriching people’s lives through bikes with this kind of magical combination of technology and style. The design of a Panigale, for instance, has to make it a very nice object that you’d want to put in your living room, but [at the same time] it has to perform on the racetrack to make the stopwatch work. Ease of use is part of this magic combination.” Raticosa, an intersection along the Futa Pass popular among bikers. Bologna is to the north and Florence to the south. On the far right, posing with the journalists, is Francesco Milicia, VP of global sales, who coincidentally rode through on his way to the race. (Alex Photo/)After the grand prix of Mugello, I put the key fob of the Multistrada V4 in my pocket and went for one last spin on the Futa Pass on the way to hitting the autostrada. Using the Multistrada’s near-flawless adaptive cruise control was a fitting final display of how deeply electronics have come to define the modern Ducati. We returned to Bologna and stopped at the Ducati factory to say our farewells. Calvino writes: “You take delight not in a city’s seven or seventy wonders, but in the answer it gives to a question of yours.” As it passes through Ducati’s past and present, the Futa Pass stops in Bologna, the City of Science, to give a clear account of its primacy in Ducati’s current identity. This is Ducati’s city. This is Bologna’s motorcycle. Technical achievements, born of the racetrack, developed for the real world, bring a level of performance and safety to riders that’s as plain to see as the great designs that make a Ducati worthy of a Florentine gallery. The Futa Pass has never seemed such a direct route between the two great cities. World champions. (Alex Photo/) Ducati conducts environmental tests of its electronic components. Here, a Multistrada V2 takes a shower. (Alex Photo/) The hills of Tuscany. (Alex Photo/)Source