Hugh Janus

The 2023 Honda SCL500 is right at home against a scenic backdrop. (Drew Ruiz/)The backroads and scenic highways between Ventura and Santa Paula, California, are tailor-made for Honda’s 500 twins. Nothing is too fast or technical, but nothing is too tedious either, meaning you’d probably have just as much fun on a CBR500R as you would a CB500F, CB500X, or Rebel 500. And that’s the point; Honda didn’t develop its intermediate middleweights to turn the motorcycling world on its head, but to work for a wide range of riders in an equally wide range of situations—to ensure there is something for every personality that walks through a dealership’s doors. The approach worked, turning Honda into a market leader in the 250–600cc category. And now, with the introduction of the SCL500, Big Red is looking to appeal to an even wider audience. Or at least to those who couldn’t see themselves atop the sportier CBR500R, the more adventurous CB500X, or even the laid-back Rebel 500. Options, according to Honda, are everything. The SCL500 is available in two color options: Matte Laurel Green Metallic (shown) or Candy Orange. Seat height is 31.1 inches. (Drew Ruiz/)About the Bike Honda need only go as far as its own archives to gather inspiration for a modern street scrambler, having already designed and built some of the most successful scramblers to date. That includes the 1962 CL72, made popular by Dave Ekins and Bill Robertson Jr., who rode a pair of preproduction CLs from Tijuana to La Paz, Mexico, in what started as a publicity stunt (covered by Cycle World), but ultimately became the genesis of the Baja 1000. Tough guys, on tough bikes, that would go on to inspire countless riders to hit the road. The SCL is not meant to be nearly as rugged or off-road focused as those original examples, according to Honda, but looks the part through scrambler-inspired styling treatments like a high-mount muffler; twin shocks; wide, motocross-style handlebar; and tall, flat seat that’s not all that different from what you’d have found on custom builds a few years back. Related: Honda Bringing New SCL500 to US Market Where it all started. Dave Ekins and his 1962 CL72 scrambler in La Paz. Easy to see where most of the design inspirations for the SCL500 came from. Fun fact: The new bike is called a CL500 in other parts of the world, but SCL500 in the US, as Mercedes already owns the CL500 trademark here. (Cycle World Archives/Ekins Collection/)The frame is borrowed from a Rebel 500, but a model-specific subframe is used in order to accommodate the taller seat and repositioned shocks. As is expected, the SCL has longer suspension travel than the Rebel 500 that it’s based on: 5.9 inches up front and 5.7 inches out back, versus 5.5 and 3.7 inches. Rake is 27 degrees (Rebel 500 rake is 28), wheelbase is 58.4 inches, and seat height is 31.1 inches. Other immediately recognizable components include a newly shaped, 3.2-gallon gas tank, more rearward-set footpegs, and cast wheels wrapped in chunky Dunlop Trailmax Mixtour tires that are street-oriented, but with enough tread to have you at least considering some off-road exploring. Hard to ignore the small-but-classy styling treatments, like rubber knee guards on the tank, short fenders, and rubber fork boots. Old (CL77) versus new (SCL500). Scrambler styling here means high-mount muffler, tall seat, twin shocks, and a motocross-style handlebar. Can’t forget the fork boots and tank-mounted rubber knee guards. (Drew Ruiz/)The SCL uses the same 471cc parallel-twin engine found in every other 500 model in Honda’s lineup, but does have a model-specific intake and one-tooth-larger rear sprocket than the Rebel 500. More direct airflow is intended to improve torque at low speeds, and throttle response, while the larger rear sprocket should just minimally increase acceleration performance over the Rebel 500. The braking package also gets a slight update, the SCL500 utilizing a 310mm front brake disc compared to the 296mm disc found on its CB, CBR, and Rebel siblings. Small differences, but in this case, it’s nice to see at least some new hardware being used. All the better that they’re an upgrade. The 471cc parallel-twin engine is identical to what powers the rest of Honda’s 500 models, including the CBR500R, CB500F, CB500X, and Rebel 500. Honda has, however, updated the intake and given the SCL500 a one-tooth-larger rear sprocket, when compared to the Rebel 500. Notice the scuff on the exhaust heat shield, from where your boot rubs. (Drew Ruiz/)Riding Impressions Honda wanted to keep the SCL500 narrow and lightweight, not because that fits the scrambler spirit (big bikes are a lot less fun off-road) but because a svelte design makes the bike more accommodating for newer riders. Throw a leg over the flat seat and you can tell that designers took that objective to heart; the bike is slender between your legs and is light enough that it can be picked up off the kickstand with relative ease. The rider triangle is equally as well-sorted; the tall handlebar puts you in a relaxed, upright riding position, the reach to the ground is plenty reasonable, and with the newly positioned footpegs, taller riders won’t find their knees sitting up over the tank. Our favorite part? The handlebar is wrapped in grips akin to what you’d find on Honda’s off-road bikes. A small, perhaps silly thing to notice, sure, but also an indication of what type of sensation Honda was trying to give you when you threw a leg over the SCL. This bike is all about the state of mind it puts you in. A natural, upright riding position makes the SCL500 plenty comfortable for around-town cruising. We tried Honda’s 30mm-taller accessory seat (not used in picture), and noticed that it opened up the rider triangle, creating less of a bend at the knees. (Drew Ruiz/)Honda has had a long time to perfect the very basic controls that are used on its 500 models, which is to say that the very few switches on the SCL handlebar are easy to find and use for even the unacquainted. The exception here is the round LCD display, which is quite dark and hard to read depending on where the sun is in relation to the screen. Sometimes, reading even just the speed can be a challenge, and given that we’re starting to see higher-quality displays make their way into the entry-level, small-displacement categories, we’d hope Honda makes a similar move. Even pumping just a little color into the display would be nice. The only other thing to consider, from an ergonomics standpoint, is that riders with larger feet will likely find their boots rubbing up against the lower exhaust heat shield. It’s an easy enough thing to avoid by spreading your feet out on the footpegs, but know that the high-mount muffler doesn’t go completely unnoticed. That’s especially true if you try to stand up, as your calves will rest up against the heat shield. SCL500 display and controls are straightforward and simple, though we wish the LCD display was easier to read in direct sunlight. (Drew Ruiz/)Honda did not design this bike for up-out-of-the-saddle off-road riding. It built the SCL500 for fun, relaxed rides around town and for meandering down scenic backroads, and in those environments, the SCL makes perfect sense. Credit the easygoing, parallel-twin engine that’s responsive, smooth, and torquey enough to have a little fun, but doesn’t make enough power to overwhelm a newer rider. Think of it like a Goldilocks engine; anything smaller, like Honda’s own 300cc single, would likely curb what you could do on this bike, and yet something bigger seems almost unnecessary, as it would add weight to the package, neglect newer riders, and only moderately expand the use case. Lightweight, nimble handling and a stable chassis make the SCL500 a fun bike to ride through the canyons, but soft suspension keeps you from getting too aggressive. (Drew Ruiz/)The bike is happiest cruising in top gear at 60 mph, but will run 75 to 80 mph as needed, with only a little vibration starting to trickle in as you power past the 70 mph mark. Fuel efficiency varies very little at laid-back cruising speeds, our testbike going through just a half a tank of fuel during our 110-mile ride, which included a mix of flowy backroads, tighter canyon riding, and very brief stints on the highway. Worth mentioning is the SCL500′s slip/assist clutch, which not only keeps rear-wheel chatter to a minimum under deceleration, but also gives the bike an extremely light clutch pull—exactly what you want if you’re a new rider who’s still getting used to shifting. The transmission offers crisp, effortless shifts as well, another important thing to consider if you’re a new rider or plan to do a lot of in-town riding. The SCL500 is happiest cruising along a mellow, scenic stretch of road. (Drew Ruiz/)The SCL500′s suspension is soft and tailored toward the same style of riding, meaning it’s plush and does an admirable job of absorbing all of the potholes around town, but is less content as the pace picks up on a winding canyon road. In fact, we were plenty happy sitting behind a car, even on a tight canyon road, as the more mellow pace seemed to be exactly what the SCL preferred. Soft suspension aside, the bike is incredibly user-friendly from a handling point of view. It makes light work of congested city streets, bobbing and weaving through traffic with absolute ease. Credit Honda’s lightweight packaging, the rock-solid Rebel 500–based chassis, and motocross-style handlebar that puts the rider in full command. Brakes are equally as accessible, the two-piston Nissin caliper and 310mm front rotor offering up plenty of stopping power for the speeds that you’ll be going on the SCL, and without the wooden sensation that some entry-level brake setups have. Like every other aspect of the bike, it’s everything you need, nothing you don’t. The SCL500 gets a larger brake disc than its 500 stablemates, while also rolling on Dunlop Trailmax Mixtour tires. Single disc saves weight and cost, and is all that’s really needed here. (Drew Ruiz/)Accessories and Customization Recognizing that the scrambler scene is all about personalization and customization, Honda is already offering a number of accessories for the SCL500, including a headlight visor, high front fender, hand guards, rear carrier, top case, and saddlebags, in addition to things like a tall seat, which will open up the rider triangle for taller riders. That’s only half of the story though, as American Honda has already teamed up with the folks at Steady Garage to show what’s possible if you invest a little time and money into the SCL500. In other parts of the world, companies have built fully custom CLs with added protection and off-road bits, suggesting there might be hope yet for those who want to do a little adventuring on the SCL. Or, if nothing else, give their SCL a custom, one-off look. That, after all, is what the modern street scrambler scene is all about. Honda has a number of accessories already available for the SCL500, but for a better idea what the bike can look like when customized, it tasked Steady Garage with doing a custom build. Camping trip, anyone? (Drew Ruiz/)Final Thoughts Some customers will be disappointed that the SCL500 doesn’t roll off the showroom floor ready to hit the dirt—or that Honda doesn’t even intend for the SCL to go off-road. And while we understand that frustration, one need only look at the flourishing dual sport, enduro, and motocross categories to understand why most manufacturers aren’t going all-in on off-road-capable scramblers. Put simply, there are better tools for that job—bikes that exist because of the path that Honda’s earliest CL models helped pave. But while Honda might not have built an off-road scrambler meant for tackling Baja, it has successfully given new riders and casual enthusiasts alike another great option to choose from—something that might speak to their personality in a way that either of its other 500 twin models don’t. Further proof that options really are everything. SCL500 dressed up in a number of Honda accessories, including a high front fender, headlight visor, hand guards, rear carrier, top case mount, tall seat, and rally footpegs. (Drew Ruiz/) Accessory saddlebag available for the SCL500. (Drew Ruiz/) Closer look at the 30mm-taller accessory seat available for the SCL500. (Drew Ruiz/)2023 Honda SCL500 Specs MSRP: $6,799 Engine: DOHC, liquid-cooled parallel-twin; 4 valves/cyl. Displacement: 471cc Bore x Stroke: 67.0 x 66.8mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Fuel System: PGM-FI w/ 34mm Keihin throttle bodies Clutch: Wet, multiplate slipper/assist Engine Management/Ignition: Electronic Frame: Steel diamond Front Suspension: 41mm telescopic fork; 5.3 in. travel Rear Suspension: Twin shocks, preload adjustable; 5.7 in. travel Front Brake: 2-piston caliper, 310mm disc w/ ABS Rear Brake: 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum alloy Tires, Front/Rear: 110/80-19 / 150/60-17 Rake/Trail: 27.0°/4.3 in. Wheelbase: 58.4 in. Ground Clearance: 6.1 in. Seat Height: 31.1 in. Fuel Capacity: 3.2 gal. Claimed Wet Weight: 419 lb. Contact: powersports.honda.com 2023 Honda SC500 (Drew Ruiz/)Gearbox Helmet: Bell Eliminator Jacket: Spidi Clubber Pant: Rev’It Jackson 2 SK Gloves: Spidi Clubber Boots: Sidi Arcadia Source

Zongshen Cyclone RE650. (Zongshen/)When Norton Motorcycles collapsed in early 2020 it was on the verge of launching a range of 650cc twin-cylinder models including the Atlas Ranger scrambler, Atlas Nomad retro-roadster, and the Superlight sportbike. Unfortunately, after the turmoil of the company’s failure and the subsequent resurrection of the Norton brand under the ownership of India’s TVS there are now no immediate plans to forge ahead with any of those projects. However, the modern Norton twin-cylinder engine—which is based on the front cylinder bank from the company’s 1,200cc V-4 superbike engine—is finding a new lease on life in China and could yet reach a global market. In the final throes, the old Norton Motorcycles operation (not to be confused with The Norton Motorcycle Co., Ltd., which is the official name of the current, TVS-owned company) licensed the rights to the 650cc twin to China’s Zongshen, which sells bikes under the Cyclone brand in China and a variety of names elsewhere. After some extensive redevelopment the Norton 650cc twin hit the market in China recently in the Cyclone RX650 adventure bike, with an enlarged, 850cc version also in the pipeline. Now a retro-inspired roadster model with the same engine has shown up in design registrations The Zongshen Cyclone RX650 adventure bike. (Zongshen/)Related: The Chinese Connection Likely to be called the Cyclone RE650 in China but potentially sold under other brand names elsewhere, the new roadster is much closer to Norton’s original vision for its modern twin-cylinder model. The engine appears identical to the version used in the RX650, right down to the exhaust collector below the swingarm pivot, suggesting it’s in the same state of tune. That means 71 hp at 8,500 rpm and 42 lb.-ft. of peak torque at 7,000 rpm, numbers that give it a healthy advantage over other, similarly sized twins. The 850cc engine, which is visually identical, could also be fitted, raising power to 98 hp and torque to 59 lb.-ft. The RE650 uses a steel trellis frame and aluminum swingarm with KYB suspension at each end. (Zongshen/)It’s mounted in a trellis-style steel frame that looks like it’s shared with the RX650, although the adventure-bike version is largely hidden behind panels intended to give the look of an aluminum chassis. The swingarm is genuine aluminum alloy and again shared with the RX650, with the same offset shock arrangement and swingarm-mounted license plate bracket. At the front, the upside-down fork is likely to be a KYB unit, as that’s the brand used on the RX650, but shorter to suit the roadster’s style. Wire-spoked wheels help with the retro look, but contrast with an LED headlight and turn signals and relatively modern proportions for the tank and seat. There’s a hint of Ducati Monster in the shape but it falls short of being the sort of clone that gives China’s motorcycle industry a bad name. The design is unusually asymmetrical. There’s a hint of flat-tracker in the view from the left, with a side panel that resembles a number board, but on the right-hand side it’s cut back to expose the rear shock. The left also features an air intake for the engine that’s absent on the right. Zongshen will build a new version of the Aprilia Shiver that will be branded as a Gilera. (Aprilia/)Alongside CFMoto and Qianjiang, Zongshen is one of China’s most respected motorcycle brands. It’s had a long-standing relationship with Piaggio, including a joint-venture factory in China to assemble various Aprilia and Piaggio-branded models, and recently launched its RA900 V-twin roadster, based on the V-twin engine and the frame from the Aprilia Shiver 900. Zongshen is also expected to assemble a reborn version of the Aprilia Shiver itself, to be marketed under the Gilera brand, which is also part of the Piaggio empire. First spied a year ago, the production version of that machine is expected to be officially launched soon. Source

Honda mirror location underneath the triple clamp patent illustration (Honda/)You might not imagine that there are many avenues left for the development of motorcycle mirrors. However, Honda has come up with a layout—specifically for unfaired bikes—that promises to not only give a better view of what’s behind but also to offer handling benefits compared to conventional designs. Although logic might suggest that rearview cameras will eventually replace mirrors altogether, the simplicity and versatility of a mirror is hard to beat. Cameras and displays are dogged by problems when it comes to adjusting to different light levels and their fixed field of view means you can’t crane your neck to get a little more vision when it’s helpful. Throw in the low cost of a piece of reflective glass and a host of legislative problems around the world that hamper the adoption of camera systems, and the traditional mirror is here to stay for the foreseeable future. Since mirrors have been the norm for such a long time it’s a surprise to see that Honda has filed a patent application for a design that it believes is so different from others that it warrants patent protection. The idea itself is incredibly simple: The mirrors are mounted on conventional-looking stalks, but they’re attached to the fork below the top triple clamp and positioned underneath the bars rather than above them. This illustration shows the line of view created by a traditional-mounted mirror (50), and its new location (6). (Honda/)There are three key benefits to the layout, explained in the patent document. The first, and most important, is that of improved visibility. Although mirrors that hang below the bars aren’t a new idea—there are plenty of aftermarket bar-end mirrors that mount that way—Honda’s design positions them a little farther forward, so you still look over your hands to see them. The benefit comes from the fact that the view the mirrors reflect is below the level of your arms and elbows, so the view is unobstructed. That’s actually an idea that’s already used on a Honda production bike, the Japan-only Hawk 11 cafe racer, based on the Africa Twin’s engine and chassis. However, on the Hawk the mirrors are mounted on the fairing, which means they don’t offer the remaining two benefits of the new version the company is trying to patent. The Japanese market Hawk 11 uses this concept already. (Honda/)These stem from the fact that, since the mirrors don’t need to be positioned far enough to the side to see around your arms and shoulders, they can be mounted relatively far inboard. Moving them toward the centerline of the bike means that aerodynamic forces acting on the mirrors have less leverage on the steering. The third benefit is that because they’re mounted closer to the steering axis, the inertia introduced by the weight of the mirrors is reduced, improving steering feel and response. This front illustration gives a clear view of the mirror location. (Honda/)Together these benefits make a compelling case for this type of mirror and the company already has bikes under development that could benefit from the design. The most significant, and closest to production, is the expected replacement for the CB1000R. A fairly detailed set of patent drawings depicting this bike, based on the chassis and engine of the CBR1000RR, appeared last year, albeit with key styling elements—the headlight, tank and tail—replaced with generic shapes. The mirrors shown on those drawings were also generic, so the next-gen CB1000R, which is due to be a much higher-performance machine than the current version, could well be the debut platform for the underslung mirror idea shown in the new Honda patent application. Honda’s rumored upcoming CB1000R may be the bike that Honda debuts the new mirrors on. Here you can see the current model with its traditionally located mirrors. (Honda/)Source

The Yamaha FJR1300ES is a stalwart in the sport-touring category. With refined power delivery, electronically adjustable suspension, and room for luggage and a pillion, the FJR is a sensible choice for sporty touring. (Yamaha/)Ups The definition of a “sensible” motorcycleReady to tour straight from the factory, with a comfy seat, integrated hard bags, and heated gripsTorquey, smooth-running 1,298cc inline-four engineDowns Tech package is decidedly behind the timesMore than 100 pounds heavier than the newest crop of sporty sport-tourersMore expensive than some of the competitionVerdict The FJR1300ES hasn’t been updated since 2016. While it’s a bit long in the tooth, for many riders it hits the right compromise between sport and touring. Perhaps not the most exciting option on the market, but certainly one of the most sensible and reliable. Integrated hard luggage is standard. The large 6.6-gallon tank is another selling point for long-distance riders. (Yamaha/)Overview The Yamaha FJR1300ES is the quintessential sport-touring motorcycle: sporty enough for spirited canyon carving, comfortable and refined for piling on interstate miles, but about as youthful as a pair of pleated Dockers. Powered by a 1,298cc inline-four, the soundtrack and smooth-running nature of the FJR are as tried and true as the sport-touring category of which it’s still practically the poster child. Considering the FJR1300 was last updated in 2016, some sticker shock may accompany its $18,299 MSRP, but the FJR still has many useful features, including electronically adjustable suspension, cornering LED lights, linked antilock brakes, an electrically adjustable windscreen, and two throttle response modes. Seven years is a long time in motorcycle development time, however, and newer models from Kawasaki and Suzuki, in particular, offer more modern electronic aids and are considerably more affordable. We’d like to see an updated FJR with lean-angle-sensitive traction control and ABS, a TFT dash, and a quickshifter. Not to mention high-end features that are cropping up on the latest tourers, like adaptive cruise control and blind spot detection. Still, we’d venture to say that for some riders, the latest tech is less important than a comfortable seat, heated grips, a nearly-maintenance-free drive shaft, and integrated hard luggage, all of which come standard on the FJR. Yamaha says that its goal with the FJR1300ES was to put the “sport” in sport-touring. Newer, more modern sport-touring options do a better job at that, but it’s hard to argue with the balance between performance and comfort. ( Yamaha/)Updates for 2023 The FJR1300ES is unchanged for 2023. Pricing and Variants The 2023 Yamaha FJR1300ES is available for $18,299, in just one color option. Competition The FJR1300ES’s closest competition is the Kawasaki Concours14 ABS ($15,999). Although more expensive, the FJR is 48 pounds lighter and has more electronic adjustability. For riders who wish to go for sportier options, the latest sport-touring entries from Suzuki, the GSX-S1000GT ($13,349) and the GT+ ($14,099 including hard bags) are higher performance and considerably more affordable. The same can be said of the similarly positioned Kawasaki Ninja 1000SX ($13,199). While the Suzuki’s and Kawasaki’s sport-bias mean they lack some of the FJR’s amenities, they’re also considerably lighter: The luggage-equipped Suzuki is 144 pounds lighter and the Kawasaki is 128 pounds lighter. What the FJR loses in performance, it makes up for with more generous passenger accommodations, a larger screen, and touring-oriented comfort features. European riders are fortunate to get the Honda NT1100, but there’s no word if the parallel-twin-powered sport-tourer will make its way to the US. From BMW, the brand that practically invented the sport-touring category, the R 1250 RT (starting at $19,695) is a great option, though when fully spec’d it can become significantly more expensive. KTM’s 1290 Super Duke GT ($19,799) is another incredible offering. The FJR’s 1,298cc engine is so smooth it's almost eerie, especially when in top gear. Cruising at 75 mph, the engine is barely turning 3,500 rpm. (Yamaha/)Powertrain: Engine, Transmission, and Performance The FJR1300ES uses a 1,298cc liquid-cooled inline-four cylinder engine. For 2016, Yamaha replaced its five-speed transmission with a six-speed box for improved versatility. A tall sixth gear reduces highway cruising rpm by 10 percent for better fuel mileage. First and second gear are slightly taller than before, but the engine’s excellent torque pulls them easily, and their closer spacing means less clunky gearshifts; fourth and fifth gear, meanwhile, are slightly shorter for better acceleration due to the same aforementioned closer spacing. The FJR has never been a buzzy motorcycle, but shifting into sixth gear it’s so smooth that it’s eerie.This is aided by the fact that the engine is barely turning 3,500 rpm while cruising at 75 mph. Despite a 642-pound curb weight, the FJR is well balanced and can be shuffled through corners with confidence. The biggest limiting factor is cornering clearance. (Yamaha/)Chassis/Handling The FJR uses a twin-spar aluminum frame, a shaft drive, and electronically adjustable suspension. Despite weighing 642 pounds (wet), the FJR handles very sportingly. It’s only when you push it hard into a corner that you’ll sense its heft and slight lack of cornering clearance. The electronically adjusted suspension has four preload settings, three damping settings, and seven damping adjustments. While electronic adjustability is a convenient feature, the system looks outdated next to the semi-active electronic suspensions we’ve grown accustomed to. Brakes The FJR uses Nissin calipers that grab dual 320mm discs up front and a 282mm disc in the rear. Linked ABS is standard. Fuel Economy and Real-World MPG No fuel economy data is currently available for the FJR1300ES. The FJR’s electronically adjustable windscreen can be raised 5 inches with the touch of a button. (Yamaha/)Ergonomics: Comfort and Utility The FJR’s riding position is “just right” and only a bit cramped from seat to peg for long-legged riders—easily rectified by raising the seat to its higher position, which takes mere seconds. The seat itself is plenty comfortable, an important consideration on a bike with a 6.6-gallon gas tank. The FJR’s seat is adjustable over 0.8 inch, the handlebars can be set in three positions, and the windscreen is electronically adjustable over a range of 5.1 inches. Other practical features include: integrated hard luggage, cruise control, heated grips, cornering lights, adjustable fairing side panels that direct airflow, and a fairing-integrated glove box with a 12V outlet. The FJR’s dash is a blend of LCD displays and analog gauges. TFT dashes may be all the rage these days, but for visibility and ease of use, there’s nothing wrong with the FJR’s old-school setup. (Yamaha/)Electronics The FJR1300ES has a ride-by-wire system and includes basic traction control and two throttle response modes. While it uses an Inertial Measurement Unit (IMU) to control the cornering lights, it’s not integrated with the antilock brakes or traction control, meaning there’s still room for improvement. Until then the FJR1300 will remain somewhat dated, awaiting further refinement. The analog and LCD dash also looks dated but is very functional. Warranty and Maintenance Coverage The FJR1300ES has a one-year limited factory warranty. Quality Yamaha’s reliability is renowned. Unlike the regular care required of a chain final drive, the FJR’s drive shaft is virtually maintenance free, making long-distance travel especially convenient. 2023 Yamaha FJR1300ES Claimed Specs MSRP: $18,299 Engine: 1,298cc, DOHC, liquid-cooled inline-four; 16 valves Bore x Stroke: 79.0 x 66.2mm Transmission/Final Drive: 6-speed/shaft Fuel Delivery: Electronic fuel injection w/ YCC-T Clutch: Wet, multiplate assist-and-slipper Engine Management/Ignition: Ride-by-wire/TCI Frame: Twin-spar aluminum Front Suspension: 43mm inverted fork, electronically adjustable rebound and compression damping; 5.3 in. travel Rear Suspension: Single shock, electronically adjustable spring preload, rebound and compression damping; 4.9 in. travel Front Brake: Dual 320mm discs w/ Unified Brake System and ABS Rear Brake: 282mm disc w/ Unified Brake System and ABS Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: 26.0°/4.3 in. Wheelbase: 60.8 in. Ground Clearance: 4.9 in. Seat Height: 31.7 or 32.5 in. Fuel Capacity: 6.6 gal. Wet Weight: 642 lb. Contact: yamahamotorsports.com Source

Alessio “Uccio” Salucci has been Rossi’s right hand and has set the example for other “Uccios.” (Mooney VR46/)Being a “Uccio” has become a profession in the MotoGP paddock. Alessio “Uccio” Salucci, Valentino Rossi’s assistant—and classmate since they were at the kindergarten—has maintained a relationship that has helped the Doctor to keep strong connection with his roots. He is not a psychologist, nor a mechanic: He is the friend. Such a precious presence that over time, it has become a profession, and now every rider has their own Uccio. We are talking about that friend who prepares the racer’s helmet, boots, gloves, leathers, and, in general, is alongside him while traveling or training. But Uccio is even more in the VR46 world. The uniqueness of VR46 is that Valentino and Uccio’s profound friendship led to the creation of a legacy: first the VR46 Academy, then Moto3 and Moto2 teams, and finally a MotoGP team. This season the Mooney VR46 team is realizing success with the first win in MotoGP in Argentina with Marco Bezzecchi—repeated in France—along with leading a handful of races. He now sits in third position in the championship, just one point back from Pramac Ducati’s Jorge Martín. A championship is a very real possibility, with only 36 points separating him and the leader, Francesco Bagnaia. Uccio Salucci reveals the secret of the Italian team, where family comes first. Nine podiums in eight races for the VR46 team so far, I guess you are living a dream. We never thought we could win and lead the championship at the second race this year. It was very special. Vale was also very happy and emotional at the same time for this result. Bez and Maro (Luca Marini) have grown a lot and are very motivated. Marco Bezzecchi has been the true revelation this season. Now, many teams would like to take him away from you. Are you worried? I’ve seen many things in this sport, but I’m not worried. I personally would like that Bez remains with us one more year. The only thing is that I cannot grant him a factory bike. It’s up to Ducati. I hope they can do it, although it is not easy. Marco Bezzecchi now sits in third in the 2023 MotoGP championship points. (Mooney VR46/)There are some rumors about Bez’s possible switch to Pramac Racing, but he has expressed the desire to remain in the VR46 family. I personally would like that Bez could remain with us but under different conditions. Let me explain: Now Marco has a salary and a technical package in line with those of a satellite team; it’s not fair for him to continue like this. I’d like him to stay in VR46 with a factory bike and a direct contract with Ducati. What is the philosophy of the VR46 Team that sees Valentino Rossi as ideator and team principal? In a way the team is an evolution of the academy. The idea dates back some years ago and it started for fun. It came mainly from the Sic [Marco Simoncelli]. He was the first to be included in the close circle of friends that Valentino had created around him—made mainly from us, his close friends since childhood, to protect and keep information confidential. Nowadays our sport has become very professional, but 20, 15 years ago it was more of a discipline for crazy people. Paolo Simoncelli and Marco started to train in the same gym where Vale was training. Slowly, slowly he started to join us at “La Cava,” where we were training with the bike and Vale decided to open his close circle to Marco. There was a lot of privacy in the past. Yes, we tried to keep our working method secret. Then with the academy we started to share it with our riders. We didn’t have many expectations, mainly because it was not a business-oriented project. The main target was to support young riders who were also friends. Passion was the key. We wanted to do something different. In the years we have become more structured till we created the team. Which are the qualities that you look for in a young talent? You see the riding skills while braking, a clean style, the technique, but then it’s also a lot related to the sensibility. The VR46 Academy does not have profit as its priority… It has never been our goal. If you build a team to make money, you start with the wrong foot, because you start to limit things that eventually affect the performance. In addition, it’s no longer the golden era when there was a lot of money in the business. Now everything is tight. The VR46 Academy is more than talent scouting, because the riders were training with a champion like Valentino who was still active. When we started, the gap was huge; they were young kids and for them Vale was god. Then they grew exponentially and this displaced us. However, all this has not affected our work; we had made a commitment and we never changed our approach. We continued to carry it out by helping them in their growth and then the successes arrived. You have always been alongside Valentino Rossi. Do you think it’s possible to find his heir? Not at the moment, then in the future you never know. In my opinion it’s not even right to look for an heir. We would be all wrong if we did. Each person has their own character, their own personality. What is the highlight that made the Doctor so unique and unrepeatable? The switch to Yamaha because leaving a winning Honda to join a weaker team and winning straight away wasn’t a given. And then this special relationship with the fans? The spectators are not stupid, they perceive these things, so the support is a consequence of what you do on and off track. Can Mooney VR46 hold on to Bez? Salucci hopes so. (Mooney VR46/)Looking at the Mooney VR46 Team—which are the characteristics of your riders? Bez (Marco Bezzecchi) is a very aggressive guy on the track but when he’s in the garage he’s very precise, almost maniacal. Then in normal life he is a very sweet and fantastic guy. Luca (Marini), on the other hand, is very elegant when he rides and in normal life. Can the VR46 Academy be replicated? Why not? Thanks to Vale, we have a working method that works really well. We could do it although there are many factors to take into consideration, especially the tracks and the riders. We have been asked to do it in more than one country, especially in Asia, but at the moment we don’t feel like doing it. For us it is not a business. How important is the friendship between you two? Very important. At one point Vale said, “I need an assistant.” I didn’t think twice and here’s our story. Many “Uccios” eventually changed jobs. You represented the perfect prototype; a sort of unconditional trust in your rider. When Vale used to arrive in the garage, he looked at me to see if everything was OK. I was his reference. There was friendship, and there is even now. And luckily, he never changed the Uccio. How is Vale as a boss? He is tough. He doesn’t speak much, but when he doesn’t like something he is very direct. He is fully involved in all our projects. How difficult has it been to be Uccio? Throughout the years, you have received many compliments but also some criticisms. I never hurt anyone. Critics are also part of the game, especially nowadays with social media, but I’m a happy person—in peace with myself. Source

The Shoei X-Fifteen is a head-turner in Proxy TC-11 graphic ($999.99). New shell shape is intended to offer an aerodynamic advantage, but the updates don’t stop there. Notice the large eyeport and updated ventilation system. (Jeff Allen/)If you want to know the direction that racing helmets are headed, consider that nearly every description of the Shoei X-Fifteen starts with a discussion on aerodynamics. That’s to be expected, perhaps, given the top speed potential of modern MotoGP bikes and the increased attention manufacturers are placing on air management. If teams are going to invest so heavily in a bike’s aero package, then so too should the gear manufacturers that support the guys racing those bikes. And that’s exactly who the X-Fifteen was developed for: the MotoGP elite. Namely, one Marc Márquez. Benefits trickle down, of course, which in this case means that amateur racers and street riders alike have access to advancements being made at the highest levels of the sport. And in the case of the new X-Fifteen, Shoei has definitely taken a few steps forward. One of the first things you notice about the Shoei X-Fifteen is the superb build quality. Everything from the paint to trim material is high-quality. (Jeff Allen/)About the Helmet The X-Fifteen follows in the footsteps of Shoei’s beloved X-Fourteen, which was unveiled in 2015 and already placed significant importance on aerodynamics, ventilation, and comfort. Making recognizable strides in either area would not be easy, but an in-house wind tunnel facility and good working relationship with riders like Marc Márquez helps. Shoei says it tested more than 150 profile shapes while working on the X-Fifteen. The final design has more pronounced edges on the top left and right sides but is more concave, Shoei noting that the bottom third of the helmet has been “strategically narrowed.” A new rear stabilizer and updated rear flap design work in conjunction with the new shape, enabling the air to flow more smoothly around the helmet for increased stability and reduced force on the rider’s neck. The numbers seem to support that claim, Shoei adding that drag has been reduced by 6.1 percent, and lift by 1.6 percent. The bottom third of the helmet (from the chin bar to the rear spoiler) is narrower, plus there’s a new design for the rear stabilizer and rear flaps. The result is a 1.6 percent reduction in lift and 6.1 percent reduction in drag, according to Shoei. Small numbers in the grand scheme of things, but what we can say is that the helmet is very aerodynamic. (Shoei/)Getting air to flow through the helmet is nearly as important as getting air to flow around the helmet, and once again Shoei has taken steps to ensure there are improvements over the X-Fourteen, which had six air intakes and six exhaust outlets. The newly designed system takes a slightly different approach, with seven air intakes and six exhausts, plus 4mm deeper air channels in the EPS liner and more vent holes in the cheek pad ventilation system (23 vent holes on each side). The goal here is to increase cool-air volume, but also to make sure that hot air is being pulled out of the helmet as quickly and efficiently as possible. This is especially true when in a tucked position, which is what Shoei developed the X-Fifteen for. This is a racing helmet first. Detailed look at the X-Fifteen’s all-new ventilation system. Air channels in the EPS liner have gone from 6mm to 10mm in depth. Notice the relatively small lip on the front vent door. All vent doors would be easier to operate if they were a little larger. But that’s a sacrifice Shoei makes in the name of smooth airflow. (Shoei/)Speaking of pads, Shoei has increased the surface area of the cheek pads by 16.5 percent, “for a more secure and comfortable fit, especially at high speeds,” it says. The rest of the pad setup is essentially as it was before, the X-Fifteen featuring a fully removable, washable, adjustable, and replaceable 3D Max-Dry Custom Interior System II that’s intended to absorb and dissipate sweat quicker than traditional nylon. There’s some adjustment too, as the X-Fifteen continues to feature Shoei’s patented angle adjustment system that enables you to change the helmet position up to four degrees. This is important for riders using the helmet on the track and street; rotating the helmet rearward increases the field of view when in a tucked position at the track, while pivoting it forward works best when riding in an upright position on the street. The updated cheek pad ventilation system has 23 vent holes on each side. Notice the speaker pocket, a clear indication that Shoei is still thinking about the street rider. (Shoei/)Further emphasizing the importance it places on vision, especially in a tucked position, Shoei has updated the eyeport trajectory to increase the upper field of view by 5mm. Also worth mentioning is that Shoei updated the base plate system for smoother shield openings and closings. A two-stage shield locking system is used, plus Shoei designed a new shield trigger lock mechanism to prevent the shield from popping off in a crash. These are things you learn by working with racers and analyzing crash data. None of this is to take away from the helmet’s core responsibility, which is to protect the rider’s head during impact. For this, Shoei continues to rely on a multi-ply Matrix AIM+ shell with interwoven layers of fiberglass and lightweight, high-performance fibers. Beneath that you’ll find Shoei’s proven, multi-density EPS liner with the aforementioned channels for airflow. Four shell sizes are used, with helmet size options ranging from XS to XXL. Side-by-side comparison of the X-Fourteen (left) and X-Fifteen (right). Notice the changes to the ventilation system and shield lock. Further back, you can see how different the rear flap design is, for smoother air flow. (Shoei/)Riding Impressions The first thing you notice when you pick up an X-Fifteen is the build quality, and while that won’t come as a surprise to anyone who’s worn a Shoei before, it bears repeating; the company’s attention to detail and use of quality materials is something every rider will appreciate. The helmet is well-built, but not heavy (our size medium weighs 3.6 pounds). Everything from the chin strap to the snap buttons that hold the liner is well finished, and nothing appears cheap. It’s hard to argue with the colors and look of the Proxy TC-11 colorway we tested too. This is an absolutely stunning helmet! Naked bikes put a helmet’s aerodynamic properties to the test. We were happy with stability and experienced very little buffeting at highway speeds. (Jeff Allen/)Looks aren’t everything, we know, which is why our attention turns immediately to aerodynamics and the helmet’s ability to cut through the air as efficiently as possible. This seems like a prerequisite in the modern era, but not every helmet is built the same, and the X-Fifteen outshines much of the competition with a sense of stability that’s beneficial regardless of whether you’re at the track or on the street. There’s little to no buffeting, and very little drag when leaning off the bike and looking through a corner. And while this might offer some sort of time advantage in racing, the real benefit to us is the reduced strain that it places on your neck. We’ve done multiple 300-plus mile days in the X-Fifteen—on naked bikes—and there wasn’t an immediate need to get out of the helmet at the end of the ride. The same was true after a full day of track riding. The only other helmet that we’ve tested in recent months that offers a similar level of aerodynamic performance is the Alpinestars Supertech R10. Shoei’s Shield Vortex Generators keep air from building up around the ear, for reduced wind noise. Notice the new shield trigger lock (red mechanism), and pin for the DKS-304 Pinlock Evo lens system. That pin is now located outside of the eyeport, for an unobstructed (and wider) lateral field of vision. (Shoei/)The X-Fifteen also stands out in its ability to block wind noise and remain relatively quiet at track or highway speeds. Credit the quality build that includes things like a window beading around the shield, as well as the aerodynamic shell that keeps the air from getting too dirty as it moves around the helmet. The vortex generators on the shield also play a role, as they keep turbulent air from building up around your ears. Again, all this helps at the track, but is equally as beneficial during longer street rides, as it helps keep mind and body a little more sharp. It’s these small details that separate a good helmet from the ones that are genuinely worth the cost of admission. Or at least warrants the higher price of entry. The ventilation system does an admirable job of keeping the inside of the helmet cool, but you never feel air rushing over your head in a way that suggests, “Oh yeah, that’s working.” And while we didn’t feel overheated, even during our track test in 100-plus degree weather, we’d be lying if we said we noticed air flowing in through the cheek pad ventilation system. Mind you, Shoei admits that this system was designed to work best in a tucked position, so it’s a bit much to expect exceptional airflow in more casual riding. That’s not what the helmet was designed for. Another issue is that the vent levers are just barely big enough to comfortably operate with a gloved hand, and don’t move very smoothly. It would be nice for everything vent-related to be just a bit bigger. That includes the top intake port and door levers. Shoei’s 3D Max-Dry Custom Interior System II is fully removable, washable, and adjustable, but most importantly, feels very soft and comfortable against your face. Cheek pad surface area is 16.5 percent larger, for “a more secure and comfortable fit,” Shoei says. Adjusting the angle of the helmet is accomplished by repositioning the white snaps on the cheek pad and at the back of the liner. (Shoei/)Casual street riders should also remember that the shield system was purposely designed to not pop open the instant the helmet comes in contact with a curb, rocks, or other sharp objects in the event of a crash. This adds to the overall safety, but can be frustrating for the street rider who wants to open the shield at every stoplight; it takes time to get used to the center locking mechanism, and you’ll never be fully comfortable with the movement when gloves are on. It would be nice if the center lock mechanism had a more mechanical action to it, rather than such a short, soft travel. While we never got fully comfortable with the locking system, we thoroughly appreciate the overall functionality of the shield system. As with every other piece of the helmet, it’s built with quality components and feels almost unbreakable. Shield movement is precise, and the shield never binds while going up or down. This is exactly what you’d expect from a top-tier lid, but not something that every top-tier lid offers. The X-Fifteen uses a two-stage shield locking system. Notice the center locking mechanism and racing shield lock, which the rider must slide into place. Multistep locks are becoming more common in race helmets as manufacturers try to keep shields from popping up in the event of a crash. And while that’s a pain for street riders who are constantly opening and closing the shield at every stop, the benefits are obvious for track riders. (Shoei/)The same can be said for the fit; this is everything you’d expect from Shoei. The cheek pads are soft against your skin, and the larger surface area creates a sizable contact point against your cheek. That adds to the sense of security and stability. The helmet fits more snugly than Arai’s Corsair-X, but less so than the Alpinestars Supertech R10. Of course, if the fit doesn’t feel perfect (every head is different), it’s easy enough to adjust the fit using Shoei’s 3D center pad components. Field of vision is excellent, and while we miss having the eyeport cutouts that Alpinestars uses to increase the field of view in a turn, the X-Fifteen seems to offer better field of view in a full tuck position. The X-Fifteen in its natural habitat—at the racetrack. A lot of work goes into not only ensuring the helmet is aerodynamic in a tuck position, but also when you’re off the bike and looking through a corner. We were very happy with how little drag there is, as that keeps your neck from becoming stiff after a full day of riding. You’ll never have that, “Get this helmet off me!” feeling when wearing an X-Fifteen. (Jeff Allen/)Final Thoughts While we love motorcycle racing for the entertainment it offers, products like the X-Fifteen are a reminder that racing is equally as important for the technological advancements that it harvests. Having a full-size wind tunnel is great, and yes, that’s clearly helped Shoei over the years. But there’s nothing quite like having your product being put to the test, week in and week out, by some of the fastest racers on the planet. Racing is also proof that even the smallest changes can make a big difference, and that little gains compound. That’s a perfect way to look at the X-Fifteen; everything we loved about the X-Fourteen has been carried over, but in tweaking the formula here or there, Shoei has taken the next step in helmet development and pushed the product forward. Mind you, this is a racing helmet, and the people who glean the most from those advancements will be racers looking for every edge they can find at the track. Street riders will be happy with the X-Fifteen though. That’s just the way trickle-down performance works. Shoei has increased the upper field of view by 5mm (orange outline represents the X-Fifteen, blue the X-Fourteen). We were extremely happy with visibility in a full tuck position at the track. (Shoei/)Pricing* Solids: $899.99 Matte Solid: $919.99 Graphics: $999.99 Replicas: $1,049.99 (*MSRP subject to change/US pricing only) Source

BMW has launched a global custom contest for its R 18 series. Shown is an R 18 B–based custom from French outfit Ortolani Customs. (BMW/)Since its launch in 2020, BMW’s big R 18 cruiser has seen more than its share of reimaginings, with everything from fanciful preproduction concepts to company-commissioned customs to full-on custom-inspired production models (looking at you, Roctane) making their way into the spotlight, so it should come as no surprise that the Bavarian brand’s dealer arm has decided to cash in on the idea as well. After all, Harley, Honda, Indian et al, all run their own versions of annual “customizing championships,” so why not? The already-in-progress BMW Motorrad Customizing Championship, according to the company, is “intended to give due recognition to outstanding creativity and artistic craft relating to the BMW R 18.” “Iron Annie,” a customized R 18 First Edition from VTR Customs in Switzerland, features hand-formed aluminum sheet metal for the tank, tail side panels, and cockpit. (BMW/)Officially, the BMW Motorrad Customizing Championship runs from April 11 to September 29, 2023 (registration is already closed), and the contest is an initiative of Motorrad’s global dealer network, with 150 dealers from 18 countries participating. Although it’s clearly a marketing ploy, it’ll still give builders—or just plain enthusiasts—from around the world a chance to showcase their creativity and customizing skills. As for the subjects, four of the models from the R 18 series can be used—the R 18, R 18 Classic, R 18 B, or R 18 Transcontinental (but not the Roctane, apparently). All the bikes in the R 18 family offer a very conversion-friendly architecture for easy customizing and optimal individualization; this was the focus when the basic design of the R 18 series was originally conceived. Related: BMW R 18 Tech Details Scooped The Bauhaus R 18 custom (a nod to the Bauhaus movement of the early 20th century) was entered in the UK’s national contest, but did not win. (BMW/)The two best custom motorcycles from each participating country have been selected at the National Contests (which were held May 15–July 16)), and those are going on to participate in the upcoming international semifinals this July 31–August 14. In that semifinal, six bikes will get selected by the jury of experts, but for the world grand final in Berlin, one winner will be chosen by means of a public vote. That final will unfold at the grand opening of the BMW Motorrad Welt facility in Berlin on September 29, 2023. Solo seat, chopped fenders, and apehangers on this R 18 from Nagano City, Japan. (BMW/)The jury in this case is no joke either, consisting of renowned international experts and customizers, more than a few of whom have also had a crack at the R 18. We’re talking highly regarded folks like Thor Drake from See See Motorcycles and the One Show, J. Shia, founder of Madhouse Motors, moto-photo savant Michael Lichter, and designer/builder/racer Roland Sands. And let’s not forget Yuichi Yoshizawa of Custom Works Zon fame, the workshop that created one of the first R 18 customs, “Departed.” Yuichi Yoshizawa from Custom Works Zon will be on the international jury judging bikes at the semifinals. (BMW/)“We are thrilled to launch the first-ever BMW Motorrad Customizing Championship,” says Stephan Reiff, head of customer, brand, sales BMW Motorrad. “This competition is a celebration of the passion and creativity of the BMW Motorrad dealer network and motorcycle enthusiasts, and we can’t wait to see what new members of the R 18 family will come up with.” In addition to prizes and exposure, the winners of the Customizing Championship 2023 will also get the opportunity to showcase their builds at major motorcycle events around the world. The founder of Madhouse Motors, J. Shia will also serve on the judges panel at the upcoming semis. (BMW/)BMW Motorrad dealers from the following countries are confirmed for this year’s Customizing Championship: Australia, Austria, Canada, China, Czech Republic, France, Germany, Italy, Japan, Mexico, Poland, Portugal, South Africa, Spain, Switzerland, Ukraine, the United Kingdom, and the USA. RSD head honcho Roland Sands will also be getting in on the judging. (BMW/)Source

Gordon May, in period attire showing off Royal Enfield’s Project Origin, based on Royal Enfield’s first motorized bicycle prototype from 1901. (Royal Enfield/)Does anything from the Industrial Age ever get “lost”? Centuries-old paintings, religious scrolls, famous correspondence; this stuff gets lost all the time. But it’s hard to think of anything mass-produced disappearing. There’s always blueprints, records, or technical specs. Right? It’s been 122 years since Royal Enfield built its very first motorized bicycle prototype. But two world wars, two depressions, eight recessions, and a relocation to India meant this important piece of motorcycling history was somehow lost or destroyed. Can you make this? One of the few surviving images of Royal Enfield’s first motorized bicycle prototypes. (Royal Enfield/)Any company’s first prototype or production model is an obvious symbol of pride. But it also contains a company’s spiritual DNA. Case in point? A mile away from Royal Enfield North America’s Milwaukee headquarters stands another example of corporate pride, aka the Harley-Davidson Museum. Gordon May felt Royal Enfield’s history was no different. As an author of books about Royal Enfield’s history and a member of the Royal Enfield brand team, May was recently appointed as Royal Enfield’s in-house historian. First off, how does one get this job? “At a press event, our CEO mentioned that Royal Enfield’s heritage was so important they had an in-house historian. I realized he was talking about me.” In-house historian Gordon May assembles a dragnet of clues as to how the prototype was built. (Royal Enfield/)Royal Enfield’s upcoming 120-year anniversary sparked an idea. During a historical presentation about the upcoming 120th anniversary, May issued a challenge to the Royal Enfield engineering and design teams: Build a faithful, working replica of Royal Enfield’s first-ever motorized bicycle prototype. And do it without the benefit of any blueprints or technical drawings which, like the prototype itself, were long lost. Easy-peasy. Armed with just a handful of black-and-white photographs, a tattered 1902 brochure, and a couple of illustrated news articles from 1901, a corps of volunteers formed. Enlistees from Royal Enfield UK joined forces with the Indian technical center, Harris Performance, and sundry experts from the vintage motorcycling community to recreate the oldest motorcycle from the oldest motorcycle manufacturer still active. CAD drawings were crucial in turning guesswork and conjecture into technical information and blueprints. (Royal Enfield/)May sums up the mission. “For us as a brand, to be able to show our origins and share them with the community around the world is really important.” The lost prototype debuted at the Stanley Cycle Show in London in 1901. “Prototype” is a bit misleading. It was for sale, at 50 pounds sterling, or about 4,000 pounds or $5,200 in today’s money. It was put into production, but no factory records exist as to how many were made. May estimates that perhaps 200 may have been produced. It featured a 239cc single-cylinder engine that put out roughly 1.75 hp, designed by Frenchman Jules Gobiet who worked closely with Royal Enfield’s co-founder and chief designer, Bob Walker Smith. The French were early leaders in engine design, with De Dion, Peugeot, Société Buchet, and Griffon mills found in many fledgling automobile and motorcycle designs. None other than Harley’s first V-twin, the Model 5-D, was inspired by a Griffon engine. Whatever you do, don’t forget the oil. A detail of the 239cc single-cylinder engine with brass hand-operated oil pump on the right. (Royal Enfield/) The Royal Enfield Project Origin frame begins to take shape. (Royal Enfield/)Background aside, it was time to bring the past to life. Armed with piecemeal information, engineers set to work assembling educated guesses about 120-year-old technology. “Our engineers understand disc brakes. They don’t understand drum brakes, let alone band brakes. They know overhead valves, not atmospheric inlets.” Harris Performance helped create the chassis, but some of the prototype consists of existing period parts, such as the wheel rims, hubs, the band brakes and handlebars. But most often, parts were made in CAD with only old photographs to guide them. They did have one thing going for them. Owing to their rich bicycle history, frame construction was somewhat of a known. Every book ever written about Royal Enfields (including May’s own) assumed the engine was a Belgian Minerva engine, but it turned out to be a copy of a Ducommun of Alsace engine. To build it, they used CNC machining on a single billet aluminum block to make the crankcase, while relying on a donor De Dion cylinder head. The cylinder sleeve remained cast iron. Fabricator Ian Bain built the Project Origin tank (with three compartments) out of a single piece of brass. (Royal Enfield/) A single, simple line drawing in a 1901 brochure was the only help in building the brass tank, here recreated in CAD. (Royal Enfield/)You might think Project Origin unfairly benefits from recent advances in metallurgy. But despite the garden shed origins of many early motorcycle “manufacturers,” engine makers were often a separate enterprise. And they had access to good materials, CNC machining notwithstanding. May points out that most early engines were constructed of virgin steel, rather than steel derived from recycled metals. Unit construction was a distant innovation on the horizon and with its horizontally split cases, the first Royal Enfield prototype wasn’t typical. The design kept oil from leaking on the front wheel, a safety feature to be sure. I ask May how they hid this amazing innovation from rival marque Triumph for more than 70 years? May gets the joke, but demurs. “Actually, the Royal Enfield Bullet from 1931 also featured vertically split cases, so Triumph certainly wasn’t alone.” To be fair, vertically split cases offer greater design flexibility for transmission placement. Horizontally split cases, though less prone to leaking, force designers to place the crankshaft and transmission shafts on the same plane where the halves meet. A detail of the carburetor attached to the fuel portion of the brass tank. Note the bleed pipe (right side) coming from exhaust, to help warm the fuel-air mixture. (Royal Enfield/)In 1901, few best practices or design orthodoxies existed yet. Royal Enfield had been making bicycles and assorted parts since 1882. Early motorized bicycles were just existing bicycle frames with an engine bolted on. What was the “best” way to do this? Only trial and error provided answers. Driving the rear wheel from a forward-mounted engine above the front wheel was an improvement over a front-driven wheel, which resulted in “side slip.” The original rawhide drive belt has been replaced with a modern rubber one. So who gets to ride Project Origin? Only one man gets the nod; May himself. He points out it involves lots of operational awareness. “That was a journey of discovery as well,” May dryly notes. Although it has band brakes front and back, throttle control consists of pulling a handlebar lever that actuates valve lifters. Effectively, the motor always runs at max throttle, though the carburetor can be adjusted via a lever. Squeezing the valve-lifter lever opens the exhaust valves, thus eliminating the vacuum that draws fuel and air into the combustion chamber. Basically, you just “de-power” the engine to slow your roll. The left side of the hand-built brass tank containing the trembler coil, oil tank, and fuel tank. (Royal Enfield/) A period-correct motorized bicycle deserves a period-correct murky workshop. Project Origin patiently awaiting its closeup. (Royal Enfield/)The tank may be the most impressive component. Made from a single piece of brass, it consists of three separate compartments holding the fuel, oil, battery, and tremblor coil, in place of a magneto. The only reason they know this is because they found an old ad from 1902 with a simple line drawing of the tank. Period-correct work required period tools. They sourced and used period Victorian soldering irons to build the tank. Coil wiring was routed in brass tubes through the oil and fuel tank to reach the cylinder head. Baffles separate each compartment. It’s certainly a neat, tidy, and safe-ish design solution. A small amount of fuel is added to the cylinder to help with starting. Horn is on the right, carb manifold is on the left. (Royal Enfield/)Other engineering notables? The trembler coil offers fantastic combustion, since it basically generates a constant stream of spark. Also, a bleed pipe from the exhaust is routed next to the carburetor to help warm and atomize the air-fuel mixture. That’s assuming it starts at all. The carb is located below the engine, with 18 inches of upward inlet manifold. This makes for challenging starts on cold English or Milwaukee days. “We’ve put towels in boiling water and wrapped them around the inlet to help start it.” Now to address the question on everyone’s mind: Does it rip? May claims it develops speed nicely and corners well once under way. “I’ve gone pretty fast around bends. It’s good, I feel confident in how it handles.” So what’s the top speed? “We had a car ahead filming my ride, and we easily hit 35 mph. I was urging him, ‘Faster, faster!’ since I didn’t know if I was going to make it up the next hill.” Gordon May powering through a bucolic English town. He’s the only authorized rider for Project Origin. (Royal Enfield/) Gordon May handling public relations duties and fielding questions via Zoom from Royal Enfield North America’s Milwaukee headquarters. (Royal Enfield/)Oil must be injected every 10–15 minutes, as lubrication is total loss. May explains it uses Castrol, so it has “that wonderful smell.” The glass used in the oil pump had to be hand-blown, nicely matching the hand-operated pump. “The first half-mile, you’ve got billowing smoke. Then it starts to run really cleanly and it’s beautiful. Then you start to get anxiety. There’s a tendency to over-oil things.” The cost, risk, and complexities of early motorized bicycles clearly wasn’t much of a deterrent. Then as now, they were hooked. And 120 years later, the minimalist thrill and mastery of risk are still obvious. Royal Enfield’s Project Origin brings history to life in the best way possible. It’s smoke, clatter, and wide grins. Royal Enfield’s classic slogan says it all. “Pure motorcycling” indeed. More than a village, it takes an international team of builders, engineers, and experts to recreate a 120-year-old motorcycle. (Royal Enfield/)Source

Indian’s King of the Baggers Challenger racer can achieve 55 degrees of lean angle, but could it achieve more? (Brian J. Nelson/Indian Motorcycle/)Up at Laguna Seca Raceway’s Corkscrew corner I received an education in what can be achieved when established techniques are applied to the problem of transforming a heavy, long-wheelbase bagger motorcycle into a racebike. The first surprise was how quickly these modified bikes change direction. The Corkscrew begins with an abrupt left at the top of a hill, then descends steeply while reversing direction to the right, with the exiting bikes accelerating hard to the next downhill left. Despite length and weight, these bikes are quick to roll. Raising the Ride Height—A Lot! One possible explanation is that to gain the ability to lean far over in cornering, they have had to be radically raised from their as-designed ride height. Remember that bagger riders want low seat heights—25 inches if possible. On the modified Challenger, it has to be 37 inches to provide the present cornering clearance. Looking at Indian’s KOTB bike back in the work area, I could see a modern Öhlins fork, mounted in 2-inch-dropped S&S crowns (that means that the tops of the fork tubes were 2 inches below the top of the crown’s center). At the rear, a similar jack-up is accomplished by giving the braced swingarm a pronounced droop angle. Rear suspension is by a single Öhlins unit and linkage located to left of center. My tape measure told me the pegs are 20 inches off the pavement. Related: Inside Indian’s King of the Baggers V-twin In order to achieve the greatest amount of cornering clearance while adhering to KOTB rules regarding frames the Challenger’s ride height is raised. (Brian J. Nelson/Indian Motorcycle/)At least part of the reason these bikes change direction so fast may be their increased height: With both tire footprints effectively at the ends of long levers, steering the wheels out from under the bike is highly effective (countersteering). Experienced test rider Jeremy McWilliams said of them, “They’re like nothing you’ve ever ridden.” Weight Transfer and Braking Lack of weight transfer during braking is part of this. In the case of sports or racing motorcycles, the center of mass is high enough to permit cornering at lean angles of 60 degrees to the vertical, or more. This is not possible with a heavy touring machine, whose weight must be low enough for the rider to confidently manage it at rest. For this reason such bikes are usually limited to just over 30 degrees of lean. A sportbike’s high center of mass provides large and prompt weight transfer to the front during braking, but stock baggers are too long and low to make this happen. Getting Parts Out of the Way Therefore early in the development of a KOTB bike, as ride height was being raised and the parts that first strike the ground in cornering were being removed (floorboards, stock exhaust system), raised (footpegs, exhaust pipes), or modified (engine side covers, stand brackets) the rider notices that during braking the front wheel locks easily. This is because the center of mass is still too low to achieve the usual weight transfer to the front. Without that weight transfer, the front locks rather than “stoppies.” The rider must learn to brake less with the front and more with the rear in a manner unusual in racing, where large dual front discs and powerful four-piston calipers do most of the braking. Tyler O’Hara’s crew chief Al Ludington told me the raised Challenger can now reach a 55-degree lean angle but he believes the tires will allow another five degrees, but only if the front engine hangers can be kept from hitting the pavement. Harley’s KOTB bikes appear to have their engines a bit higher and farther forward, but Indian’s problem-of-the-moment is grounding of the forward engine mount struts (this brought McWilliams down once in practice, leaving a long gouge in the pavement). Those vertical struts enclose the coolant radiator between them, with the battery and related parts carried under the radiator. Related: Why King of the Baggers Racing Is So Popular Indian’s KOTB Challenger could achieve another five degrees of lean angle if not for the front engine hangers. (Brian J. Nelson/Indian Motorcycle/)Raise the bike even more? The problem here is that McWilliams’ bike is already at the limit of his height, slid to an extreme side-saddle position to hold the bike upright on the starting grid. O’Hara’s bike was raised a bit more because he’s taller. Three-inch boot soles, anyone? Seriously, some riders have resorted to this! When Class Rules and Safety Collide If safety and good function were the only goals, it would take a machinist a day to narrow the parts involved such that the bike could reach 60 degrees of lean without grounding. But there are class rules requiring use of a stock main frame. Are the separate forward engine mount struts part of the “main frame”? No one in the class wants courtroom drama of protest and counterprotest, but on the other hand, throwing riders and 620-pound motorbikes down the road together is a safety issue. Let’s hope that reasonable people will soon resolve this. The closer and better the racing, the greater the benefit all participants will derive from it. Controlling Rear Squat Another issue possibly calling for main frame modification is the location of the swingarm pivot. Get it right and drive chain tension produces a lift force that balances squat caused by acceleration shifting weight to the rear. And if it was right at the original lower ride height, it is probably wrong now that the bikes have been raised. Back in the ‘90s some Superbike teams didn’t yet understand this squat/anti-squat relationship. Their response was to just make the rear suspension so stiff that it couldn’t squat—too stiff for maximum rear tire grip. To make altered pivot height legal in Superbike, manufacturers in the ‘90s designed it into Supers-homologated models. Brakes The brakes on Indian’s KOTB bikes are the normal Brembo Superbike kit, and they are not in distress. This makes sense because the heat that goes into brakes is proportional to velocity, squared, but directly proportional to weight. Further reducing the heating of the front discs is the need to use the rear brake more. KOTB rules, akin to those adopted for Superbike in its earliest days, recognize that the stock fork and swingarm of production baggers are unsuited to the very different goals of roadracing. But when an aftermarket racing fork is adopted, the damping it provides is initially set for its usual application: much lighter bikes. Tail-Wagging One visible effect of this was the “tail-wagging” of Indian’s KOTBs in early practice. This, it was decided, arose from too-rapid brake dive. The arrest of this dive at the end of fork compression unloaded the rear tire enough to produce the side-to-side swing. Enthusiasts will remember this as a hallmark of the Bostrom brothers, Ben and Eric. In Indian’s work area I could see a serious-faced Öhlins technician moving back and forth between the bikes and the 53-foot transport trailer as other combinations of springs and compression damping curves (damping force versus velocity) were tried. Ludington spoke of once asking Ben Bostrom why his bike had so much brake wag: “Dude!,” he replied, “Aren’t you always afraid of what will happen if it breaks loose? This way, you always know.” Excellent Grip Watching O’Hara and McWIlliams exit corners accelerating hard, engines bellowing, with back tires visibly and smoothly drifting sideways persuaded me that these bikes have excellent grip. This is despite the fact that their Dunlop slicks were made for much lighter bikes. How could this be? Related: From Road Glide to Roadrace There’s no shortage of grip on the KOTB Challengers. (Brian J. Nelson/Indian Motorcycle/)Then I thought of sprung/unsprung weight ratio. Just as in the case of trying to make valves and tappets follow a cam profile, the normal way to improve this is by making the moving parts (valves and tappets, or wheels and tires) lighter. But in the case of KOTB’s 620-pound minimum weight, this ratio is improved by the large sprung weight—about 75 percent greater than that of a MotoGP bike. And in Superbike and MotoGP there is always a compromise between suspension soft enough to generate mechanical grip (the ability of the wheels to track over pavement irregularities without upsetting the vehicle or getting air) and stiff enough not to bottom during hard braking or cornering. Stiff enough also to allow the rider to launch sudden maneuvers with little suspension delay. The result of this compromise can be that point-and-shoot riders may do their best lap times on bikes set up stiff enough to lose some midcorner grip to skating because they need stiff suspension for stable braking and prompt corner entry. No skating was interfering with the Indians’ grip! Roaring and Sliding Whatever the reason, it is grand to see such hefty machines accelerating so hard, leaned over, with full rider trust in tire grip. It is precisely this roaring and sliding that brings the crowds to the fence. Coming Attractions When I asked S&S Chief engineer Jeff Bailey what would touch next if the front engine mount width problem were magically resolved, he said, “On the right, the exhaust collector. On the left, the shift pedal.” The swingarm begins life as the cast aluminum stock part, but for racing it has precisely cut welded-on sheet under-bracing to stiffen it. The left beam looks to be about 20mm thick: the right, more like 30. Bailey says a CNC-machined arm may be next (just as a proper slipper clutch is coming to help with engine-braking issues). Watching the rapid development of Indian’s KOTB’s racebikes has been exciting—much like the early days of Superbike racing. (Brian J. Nelson/Indian Motorcycle/)As you may have read earlier on this site, 29 Indian KOTB replicas are to be built for sale at $92,299. Most are expected to go to collectors, but the selling price is far less than Indian’s costs for the development that has brought the bikes to their present state! It was a grand privilege to be for the weekend “embedded” in Indian’s KOTB team and to see a new racing class emerging from the rapid developmental changes to its motorcycles. The sights, sounds, and conversations were a rich experience. Source

The 2022 Honda CRF250F and 2022 Kawasaki KLX230R. (Jeff Allen/)If you ride motorcycles, you of course know that red and green represent two of the most well-known motorcycle manufacturers in the world—Honda and Kawasaki. While their corporate colors may differ, one of the many things these companies have in common is the ability to produce high-quality, recreationally focused trail bikes that are equally as friendly to the rider as they are to his or her wallet. Yes, these are really fun, versatile bikes for not a lot of money. Honda’s CRF230F carried Big Red in this class for years, but it was replaced in 2019 by the CRF250F. The next year, Kawasaki unveiled its KLX230R aiming to take a piece of the trail bike pie. Pricing for the 2023 models (our testbikes are ‘22s) is quite close: The Honda CRF250F’s MSRP is $4,899, and the Kawasaki KLX230R’s MSRP is $4,749. In deep sand, full throttle must be applied. (Jeff Allen/)While the Honda CRF250F and Kawasaki KLX230R four-stroke engines have similar specifications, their air-cooled singles have displacements that aren’t a perfect match (CRF is 249cc and the KLX is 233) but are certainly close enough for comparison’s sake—and the bikes are definitely aimed at the same customer. The Honda not only has more displacement, but it also features a four-valve cylinder head compared to the Kawasaki’s two-valve design. Both models feature standard full-size off-road wheels with 21-inch fronts and 18-inch rears, providing an abundance of aftermarket tire options. Both manufacturers have also fitted their respective models with nearly identical brakes: Dual-piston calipers and 240mm rotors are found up front, and single-piston calipers squeeze 220mm discs at the rear. For 2023, both bikes are green-sticker legal, meaning you can ride them year-round in California. (Jeff Allen/)Engines Featuring a larger engine than its predecessor along with electronic fuel injection (EFI) and electric start, the CRF250F is ready for the roaring twenties (2020s, that is). On our in-house Dynojet 250i rear-wheel dynamometer, the quarter-liter Honda made 20.1 hp at 7,500 rpm and 15.5 lb.-ft. of torque at 6,000 rpm. The rev limiter kicked in at 9,100 rpm. Honda’s 249cc air-cooled single-cylinder engine produces 20.1 hp at 7,500 rpm and 15.5 lb.-ft. of torque at 6,000 rpm. (Jeff Allen/)The CRF’s SOHC four-valve powerplant impressed with its linear powerband and quick-revving nature. It has good, usable power throughout the entire rpm range. A large part of our time testing this model was on tight single-track and picking our way through rock gardens, where lugging the bike around in second gear wasn’t a problem. With plenty of bottom-end to blip the bike out of corners or up over rocks, the CRF250F was easy to ride in tight and technical terrain. With a 17cc (6 percent) displacement advantage and larger throttle body, the Honda CRF250F produces more power than the Kawasaki KL230R throughout the entire rev range. (Robert Martin/) 2022 Honda CRF250F Dyno Chart. (Robert Martin Jr./)The CRF engine’s tractability and ample flywheel combine with excellent gearing in the five-speed transmission (working through a 13/50 final drive sprocket combo), which definitely contribute to the bike’s ability to get into motion from a near-dead stop in second gear. Even on the tightest trail we could find, shifting down to first gear felt unnecessary as long as we had any rolling speed at all. From a true dead stop, first gear was short enough to make the bike difficult to stall and to give you the torque you need to easily get going on steep hills. The cable-actuated clutch is smooth and easy to engage, providing a quick surge of tractable power at a dip of the lever. The Honda CRF250F offers great handling and superb front-end grip, perfect for throwing roost. (Jeff Allen/)As the trail opened up, the Honda’s willingness to rev quickly paid dividends. Grab a handful of throttle and the Honda puts the power down all the way to redline. With the help of a good knobby tire, the CRF250F generates solid drive and feels sporty and willing to go fast. It doesn’t possess the same type of aggressive power delivery as a competition model, and that’s perfectly fine in this class. What this translates to is a motorcycle that provides the rider with a lot of confidence, even when pushing the limits of the machine. How so? Grabbing a handful of throttle doesn’t make you feel like you’re going to be chucked to the ground but does give a satisfying and controllable surge of forward motion. The confidence-inspiring characteristics of the Honda CRF250F enables riders to expand their comfort zone. (Jeff Allen/)Team Green’s KLX230R is slightly down on power compared to its red rival, as would be expected given its 17cc (6 percent) displacement disadvantage. The green machine’s fuel-injected SOHC engine produced 17.9 hp at 7,700 rpm and 14.4 lb.-ft. of torque at 6,100 rpm on our dyno. At peak, that’s 2.2 hp and 1.1 lb.-ft. of torque less than the CRF250F, which is 11 percent less horsepower and 8 percent less torque. That’s not insignificant, but it also comes down to how the power is delivered. The 2022 Kawasaki KLX230R is powered by a 233cc four-stroke, air-cooled single-cylinder engine. (Jeff Allen/)From the seat of the pants the KLX230 seems to have a stronger midrange pull than the CRF250F, but after reviewing the dyno curves, it’s clear the Honda produces more horsepower and torque throughout the entire rpm range. That seat-of-the-pants midrange pull feeling? It comes from the fact that the Kawasaki’s torque curve is not as linear as the Honda’s. The Kawasaki has a sudden spike in torque around 4,400 rpm that makes the midrange feel stronger than it actually is because of how rapidly output rises. Power delivery is a little flat down low and doesn’t hang on as long on top as does the Honda, but the Kawasaki KLX230R feels perky and fun (partly because of that initial spike) in the midrange. Peak horsepower occurs roughly 1,000 rpm before the 8,800 rpm rev limit. 2021 Kawasaki KLX230R Dyno Chart. (Robert Martin Jr./) Trail bikes’ friendly nature encourages riders to take alternative lines. (Jeff Allen/)Although both bikes are able to tackle the same rocks and terrain, the Kawasaki doesn’t have the instant low-end snap the Honda offers. In order to wheelie the Kawi to get over obstacles, the clutch has to be abused quite a bit more. When beginner-level tester Kyle Woertink was asked about the Kawasaki’s low-end characteristics, he said: “It’s not very strong, especially when you need it.” The KLX’s engine also isn’t quite as smooth and refined, feeling more raw overall and producing more vibration in the upper rev range. Carving through tiger-striped dunes. (Jeff Allen/)Essentially, due to the lower overall output and less refined torque curve, the Kawasaki KLX230R engine requires more management to ensure it is in the meaty part of the rev range. It isn’t overly distracting, but it adds to the mental workload—particularly for newer riders—when trying to conquer a difficult section. At medium speed and in the midrange, popping wheelies and lifting the front wheel becomes easier. We’d just prefer to get the same burst of power lower in the rpm range where it can be utilized at slow speeds in second gear. The Kawasaki KLX230R provides intuitive steering, perfect for quick changes in direction. (Jeff Allen/)Chassis/Suspension The Honda’s suspension is, in a word, plush. The CRF250F is spec’d with a nonadjustable Showa 41mm fork, and a spring-preload-adjustable shock. Travel is 8.5 inches up front and 9.1 inches at the rear, with well-chosen spring rates that hold up the bike at low to medium speeds. When coming upon tight sections that require a little manipulation of the suspension by preloading the fork and shock to weight and unweight the bike, the components offer compliance in the initial part of the stroke then become progressively stiffer with plenty of bottoming resistance—as long as the pace wasn’t too fast. Although the CRF250F is categorized as a “trail bike” it certainly knows how to moto when given the opportunity. (Jeff Allen/)The fork and shock never bottomed when traveling at low to medium speeds. Up the pace through rough terrain and the shock blows through the stroke and bottoms out in G-outs, whoops, or on other larger obstacles. For more advanced riders, the key is to find a happy medium between moving at a respectable pace but also understanding the motorcycle’s limits. “It was better to ride with more precision and finesse,” intermediate-level motocross test rider Michael Wicker said. “Riders who charge and plow through everything fast are probably not going to be the most comfortable.” The short 53.5-inch wheelbase of the KLX230R aided in quick turns when sand surfing. (Jeff Allen/)That said, for a low-cost playbike, this is excellent suspension tuning for the intended market; overall the CRF250F offers an extremely user-friendly ride. Small bike, big air. The extremely narrow waistline and familiar, moto-like riding position of the 250F provides a sense of comfort when arcing across the desert sky. (Jeff Allen/)Not only does the Kawasaki forfeit size in the engine department to the Honda, but it’s also equipped with a fork with smaller-diameter stanchions. The Showa 37mm unit is nonadjustable, while the Showa shock is adjustable for spring preload. Travel is 9.8 inches up front and 9.9 inches at the rear. Offering nearly 10 inches of suspension travel front and rear, the Kawasaki KLX230R provides plenty of bottoming resistance on flat-ground landings (Jeff Allen/)The KLX230R may have skinnier fork legs, but the bike has more suspension travel than the CRF250F front and rear (1.3 inches and 0.8 inch, respectively). This increased travel also contributes to a 1.5-inch-taller seat height, as measured in our test procedures. Although the stance of the KLX230R feels high in the rear, the increased travel allows the fork to stay in the sweet spot of the stroke more often, while offering a more compliant, comfortable feeling. This front suspension performance is where the KLX230R outshined the CRF250F. Even when pushing the CRF250F to its limits the red machine continually impressed all test riders. (Jeff Allen/)The Kawasaki’s suspension is not perfect though. The rear end is oversprung compared to the fork. To be fair, our test riders were on the lighter side, so heavier riders may appreciate the stiffer rear settings, especially if riding seated. We found the supple fork contributed to the 230′s agility in tight rocky sections, but at faster speeds, we had less confidence in the front’s ability to maintain traction when leaned over. This is a result of the unbalanced chassis and the KLX’s rear-high stance putting too much weight on the front end. When hitting fast sections with large bumps, whoops, or jumps, the rear end has a tendency to go full huck-a-buck with strong rebound. Reducing the preload adjustment on the KLX to its lowest setting softened the rear and allowed the shock to ride lower in the stroke, improving the balance of the bike. But, ultimately the KLX230R still maintained a slight stink-bug stance. Adjusting body position farther back on the seat alleviates this. However, on the Honda CRF250F, in the same situations, a much more neutral riding position can be maintained. There was no need for the rider to compensate with additional body positioning; the Honda’s front/rear balance was simply better. Without the need for radiators, these air-cooled machines feel extremely narrow—perfect for tight single-track. (Jeff Allen/)The Honda CRF250F also corners better in most circumstances. It provides more confidence on corner entry, is more stable on the side of the tire, and stays planted all the way through the exit. The Kawasaki KLX230R requires more attention when changing direction as it was more likely not to follow your directions exactly. The chassis of the KLX230R felt shorter than the Honda front to rear, but taller in height, giving it a tippy, almost flighty feeling. It is a little reminiscent of those 130cc pitbike racers that were popular back in the day. Although the KLX230R is labeled a “trail bike” it proved to be quite sporty. (Jeff Allen/)Ergonomics The KLX230R is substantially roomier than the CRF250F, making it a good choice for larger riders. On the Honda, the layout is very familiar in terms of seating position and the relationship between the bars, pegs, and seat. The red bike has inherited some true dirt bike DNA from its competition-model sibling, the CRF250R MXer. Close your eyes and swing a leg over it, apart from being just a bit more compact, this trail bike feels very similar to the motocross bike. Where to next? The desert is your playground on these easy-to-ride trail bikes. (Jeff Allen/)Conclusion After a lot of testing in tight single-track, open desert, and dirt roads with several different test riders of varying skill levels, it became clear that although these two motorcycles are aimed at the same category, they behave very differently on the trail. The Kawasaki KLX230R accommodates larger riders better with its roomier riding position, and its longer-travel suspension gives it an advantage, particularly with the supple and responsive fork. But, while we did like the nimble feeling of the chassis, it wasn’t as balanced or predictable as the Honda’s. Also, the engine isn’t as flexible or tractable. It does have a small displacement disadvantage, but this would be less noticeable if the horsepower and torque curves were smoother. If you never rode the Honda, you might not notice so much and the midrange feels peppy because of the lumps in the torque curve, but this and the chassis simply made the rider work harder on similar terrain, which in this class is against the playbike ethos. You will pay $150 more for the Honda CRF250F (in 2023 pricing), but its combination of smooth, linear power, immaculate engine tuning, and supple, balanced suspension make the additional cost worth it. More riders could do more with the CRF in all kinds of terrain, which is the very definition of a great play bike. The friendly nature of trail bikes allow riders to explore all day. It’s only when the sun went down that we thought about heading back to camp. (Jeff Allen/) Finding new lines on the Kawasaki KLX230R. (Jeff Allen/) After a tricky hill climb, test rider Michael Wicker works his way down a steep decline. (Jeff Allen/) The Honda CRF250F showcasing its nimble handling and agility. (Jeff Allen/)Specifications 2022 Honda CRF250F 2022 Kawasaki KLX230R MSRP: $4,749 (2023: $4,899) $4,599 (2023: $4,749) Engine: SOHC, air-cooled single-cylinder; 4-valve SOHC, air-cooled single-cylinder; 2-valve Displacement: 249cc 233cc Bore x Stroke: 71.0 x 63.0mm 67.0 x 66.0mm Compression Ratio: 9.6:1 9.4:1 Transmission/Final Drive: 5-speed/chain 6-speed/chain Cycle World Measured Horsepower: 20.1 hp @ 7,500 rpm 17.9 hp @ 7,700 rpm Cycle World Measured Torque: 15.5 @ 6,000 rpm 14.4 @ 6,100 rpm Fuel System: EFI w/ 34mm throttle body DFI w/ 32mm Keihin throttle body Clutch: Wet, multiplate Wet, multiplate Engine Management/Ignition: Full transistorized TCBI electronic advance Frame: Steel High-tensile steel, box-section perimeter Front Suspension: 41mm telescopic fork; 8.5 in. travel 37mm telescopic fork; 9.8 in. travel Rear Suspension: Pro-Link Showa single shock, spring preload adjustable; 9.1 in. travel Uni-Trak linkage system and single shock, spring preload adjustable; 9.9 in. travel Front Brake: 2-piston caliper, 240mm disc 2-piston caliper, 240mm disc Rear Brake: 1-piston caliper, 220mm disc 1-piston caliper, 220mm disc Wheels, Front/Rear: 21 in./18 in. 21 in./18 in. Tires, Front/Rear: 80/100-21 / 100/100-18 80/100-21 / 100/100-18 Rake/Trail: 26.5°/4.0 in. 26.5°/4.4 in. Wheelbase: 55.9 in. 53.5 in. Ground Clearance: 11.3 in. 11.8 in. Cycle World Measured Seat Height: 34.7 in. 36.2 in. Fuel Capacity: 1.6 gal. 1.7 gal. Cycle World Measured Wet Weight: 264 lb. 253 lb. Contact: powersports.honda.com kawasaki.com Source

The Sportster S had big shoes to fill when it rolled onto the scene in 2021, and while many still miss the simplistic nature of previous-generation Sportsters, there’s no denying the performance of this latest version. (Jeff Allen/)If you came here looking for an inexpensive and elemental cruiser intended for quick rips through town, you’ve come to the wrong place. Harley-Davidson could have built that bike, but it chose not to. And while the Sportster S will gladly shuttle you from stoplight to stoplight, then home again, Harley-Davidson always intended for this bike to be something more than that. But who is the Sportster S for, and where does it work best? After spending a limited amount of time with the bike since it first showed up on the “Sport” section of the Harley-Davidson website, we decided it was time to check in with the Sportster S and understand what it’s like living with H-D’s most performance-oriented cruiser. If not to answer the question: Are power and technology enough to draw riders into the H-D family? The Sportster S reminds us of an American muscle car; wide tires and a stocky stance give it presence, but the star of the show is the Revolution Max 1250T engine. (Jeff Allen/)About the Bike Introduced in 2021, the Sportster S is Harley-Davidson reaffirming its commitment to a revamped and fully modern lineup, and to using a clean-sheet approach to new models. Updating the air-cooled, Evolution-based platform would not suffice even if it did appease Sportster loyalists and extend a legacy begun in 1957. Nor would a new air-cooled platform have made sense from a manufacturing standpoint, as Harley-Davidson has heavily invested in the new Revolution Max engine that powers the Pan America. Modifying the Rev Max and using it across different H-D models helps amortize the costs associated with designing, developing, and assembling an entirely new engine platform. So while the Sportster might be one of Harley-Davidson’s biggest success stories and one of the longest continually produced motorcycles in history (more than 50,000 models were shipped a year from 2012–2017), it’s important to recognize that the Sportster S almost had to be different. One look at the spec sheet and you’ll realize just how different it is. Harley-Davidson took a unique approach to the Sportster S design. There are design elements from the bobber world but also design cues from the XR-750 flat-tracker. Just look at that tail and solo seat. (Jeff Allen/)The 1,250cc Revolution Max 1250 engine is the focus here. Dubbed the Revolution Max 1250T, this version of Harley’s liquid-cooled 60-degree V-twin uses smaller valves and ports and a different combustion chamber shape than the Pan America 1250, for added torque at low and midrange rpm. Variable Valve Timing (VVT) remains on intake and exhaust cams (the Nightster’s Revolution Max 975T engine has VVT on the intake side only), and maintenance-free hydraulic lash valve adjusters are used. Harley says torque is up 10 percent between 3,000 and 6,000 rpm when compared to the Revolution Max 1250 engine in the Pan America. Strapping the bike to our in-house Dynojet dyno supports that claim; our testbike produced 109.6 hp at 7,530 rpm and 85.2 lb.-ft. of torque at 6,000 rpm, whereas the last Pan America we tested made 127.6 hp at 9,040 rpm and 78.4 lb.-ft. of torque at 4,480 rpm. The torque curve is as promised, the Sportster S making near peak torque at roughly 2,500 rpm and the Pan America not getting to its peak torque number until around 4,500 rpm. You can watch the full Sportster S dyno video here. The Revolution Max 1250T looks nothing like a traditional Harley-Davidson engine. (Jeff Allen/)The engine pulls double duty, acting as a stressed member of the chassis and removing the need for a traditional frame. In its place are a front frame, mid frame, and swingarm that mount directly to the engine, which is designed to be rigid so that it can act as a chassis component. And while that might limit how much the at-home builder can customize the Sportster S, there are benefits to this design, the biggest being reduced weight and a comparatively stiff “chassis” that’s better suited for spirited riding. The Sportster’s engine is used as a stressed member of the chassis, meaning there’s no traditional frame. A trellis front frame bolts directly to the engine. Fork legs are spread wide to accommodate the chunky 160/70-17 front tire. (Jeff Allen/)More hints at H-D’s performance-first approach come in the form of Brembo brakes and Showa suspension, the Sportster S rolling on a fully adjustable 43mm inverted cartridge fork and fully adjustable piggyback reservoir shock with hydraulic preload adjustment. Yes, there’s only one front brake disc, but at least it’s paired to a Monoblock caliper. More unfortunate is that the rear suspension has just 2.0 inches of travel, which contributes to the bike’s low, stocky stance but doesn’t help much at anything other than a standstill. Old habits die hard, and here Harley is acknowledging that stance still matters. To build a sportier Sportster and not outfit it with the latest electronic rider aids would defeat the purpose, thus Harley-Davidson threw everything it had at the Sportster S. Three preprogrammed ride modes (Sport, Road, and Rain) are available alongside two Custom modes that the rider can build to their liking, with options for engine map, engine-braking, throttle response, and traction control. Not only do those Custom modes increase the versatility of the Sportster S, but they also help distinguish the more expensive Sportster S from the “entry-level” Nightster, which comes only with H-D’s three preprogrammed ride modes. The 4-inch-diameter TFT display doesn't feel busy, and is easy to navigate when it comes time to adjust rider modes. (Jeff Allen/)Harley’s Cornering Rider Safety Enhancements (RDRS) rider-aid suite adds an extra layer of safety, the Sportster S coming standard with such technology as lean-sensitive traction control with Rain, Road, and Sport settings. All of these systems are managed through a 4-inch-diameter TFT screen and Harley’s latest switch gear. Riders can connect the display to their Bluetooth device and headset, which allows them to listen to music, take calls, or even get navigation directions when using the Harley-Davidson App. Riding Impressions The best way to approach the Sportster S is to not think of it as a Sportster, or to allow yourself to be boxed in by what you think this bike is supposed to do. Even just throwing a leg over the bike you’ll notice its flexibility; a rather accommodating rider triangle allows you to sit back in a relaxed position, at the middle of the seat in a more upright, commanding position, or leaned over the tank in a sportier riding position perfect for spirited canyon riding. You’re not locked in place or limited by traditional cruiser ergos that would otherwise make the bike feel out of place as the scenery changes. Keep in mind that this is with the Sportster S model’s standard forward controls. Harley-Davidson offers a mid-control conversion kit ($693.95) that moves the footpegs to just under the seat, for a sportier riding position and to accommodate shorter riders. Great to have options, sure, but for anyone over 6 feet tall the forward controls feel more accommodating. Maximum stated cornering lean angle is 34 degrees on both sides, and that was more than enough to keep us from dragging pegs in most situations. The Sportster S feels right at home on city streets. The real fun comes when you can crack the throttle on the Revolution Max 1250T engine. (Jeff Allen/)It might feel strange reading about “going farther” on the Sportster S and “tackling the canyons,” but that’s what happens when you have an engine that’s as capable and fun as the Revolution Max 1250T, which is in many ways the best part of this bike. VVT makes all the difference, allowing the engine to be smooth and controllable off idle but open up as the digital rev counter sweeps past 4,000 rpm. This is an extremely free-revving powerplant that isn’t limited in any situation, with a usable spread of power and enough over-rev past 7,000 rpm to keep you from constantly shifting. There’s very little heat from the engine or high-mount exhaust. The only real component we don’t love is the clutch, which has a light pull but limited feel through the lever travel. This can make it tough to launch the Sportster S when leaving a stoplight, especially if you’re using one of the less-responsive riding modes. The left side of the Sporter S is a little busy. (Jeff Allen/)The modes themselves add to the bike’s versatile nature, though the only preprogrammed mode we were drawn to was Sport, with its direct throttle response and linear power delivery. Road mode is OK when trudging through afternoon traffic, but in every other situation the tempered throttle response and limited clutch feel make it hard to get going in a way that resembles good, smooth riding. That’s a little bit ironic as we’d otherwise have argued that Road mode would help new riders get comfortable on the Sportster S before tapping into its full potential. If anything, this is an indication that Harley-Davidson is still getting comfortable with what electronic control is best for a platform like the Sportster. There are of course more options, and ultimately we preferred a Custom ride mode with Sport Engine Map, Base Engine-Braking (five levels total), +1 Throttle Response (five levels total), and Sport Traction Control. We noticed very little difference between engine-brake settings. Another funny thing to mention is that the bike has an Off-Road Engine Map, a clear indication the system’s roots are in the Pan America. And seeing as how unlikely it is the Sportster S will go off-road, one could argue Harley should have taken the time to relabel or remove this. If nothing else, you can see how quickly H-D is working to bring these systems to new models. A single, 320mm front brake disc and Brembo Monoblock caliper keeps things simple while offering more than enough stopping power. Something else Sportster S owners should consider is front tire replacement; the 160/70-17 Dunlop GT503 sells for $299.95 on the Harley-Davidson website, a $120 premium over the more traditional 100/90-19 on the Nightster. (Jeff Allen/)The engine does well in its role as a structural element of the chassis, which is to say the bike handles surprisingly well as you work your way up a winding mountain road. The bike remains planted and balanced, allowing you to drive through a corner in a way earlier Sportsters couldn’t unless you’d thrown thousands of dollars at an aftermarket catalog. The only problem here is that the 160/70-17 front tire and narrow handlebar make it heavy to steer, which limits how fast you can attack a set of turns. Even just gently adding front brake pressure in a corner will make the bike stand up, and making small line adjustments midcorner requires effort. So no, this isn’t a sportbike. But it is a great option for the rider who wants to chase down KTM 390 Dukes on a “cruiser.” Once you get past the heavy turn-in, the Sportster S is a lot of fun on a canyon road. (Jeff Allen/)Mind you, that rider will find other limitations, the biggest one being the rear suspension. Two inches of travel isn’t enough to smooth out even moderately bumpy roads, and it’s not long before your back is starting to curse the Harley design team that decided this was the best solution, as there’s essentially no suspension change you can make to get around that limited travel. Fortunately, the Showa fork offers a lot more in the way of bump absorption and road holding, and it’s easy enough to adjust the clickers with a flat blade, for more support during spirited riding. Once heading back to the highway, we’d simply pull compression damping back out and be on our way. The performance that Harley has pumped into this package makes you wonder about the Bronx naked bike that Harley teased in 2018. Harley is limited by what it can do with the Sportster S while maintaining a traditional cruiser stance, but that wouldn’t be the case with a true streetfighter. Harley-Davidson reps say they “have not officially ever said if it was coming to market or not,” but riding the Sportster S strengthens the desire for that bike, particularly because of how good this engine is. More laid-back riding gives you a chance to appreciate the areas where Harley has made advancements in recent years, which in this case means the gauge cluster and switch gear. That display is covered in nonreflective glass so that it’s easy to read in any lighting, and the new control layout Harley-Davidson is using makes it incredibly easy to navigate through the rider-aid options. The same can be said for navigating music options with the buttons on the right side of the handlebar. We’re glad to not have turn signal buttons on each side of the handlebar too—more small signs that Harley is willing to leave some things in the past. Harley-Davidson’s latest switch gear is a step in the right direction and overall very easy to use. The bike is prewired for heated hand grips (notice the heated grips button), but those grips need to be purchased separately. (Jeff Allen/)Final Thoughts Perhaps the best compliment we can give the Sportster S is that we didn’t walk away from the test missing the old Sportster. There will always be comparisons to that platform, sure, but Harley-Davidson has done well to make the Sportster S excel in ways the old bike never could. This Sportster has the potential to work for more people of different riding skill and experience, as the performance potential is so much higher than any Sportster that came before it. Mind you, performance and a more expansive electronics package comes at a cost. MSRP for the 2023 Sportster S is $16,399, a $2,900 premium over the entry-level but still costly Nightster, which is priced at $13,499. You can’t help but feel like Harley-Davidson is ignoring potential new riders with this high barrier to entry. For reference, MSRP for the 2021 Iron 1200 was just $9,999, with the upgraded Forty-Eight at $11,459. The other concern is in how much the limited rear travel impacts the experience. This is a genuinely impressive platform in terms of engine and handling, but that matters very little if the only thing your lower back remembers is every pothole you pummeled through on your way up to the canyons. Perhaps this would matter less if we hadn’t been teased with the Bronx, which would almost certainly offer all of the same performance as the Sportster S but in a platform with sportbike-like suspension that would be more suitable to the spirited riding that the Sportster S encourages. Those who are willing to sacrifice a little comfort for a traditional cruiser stance will be rewarded with a fully modern bike that’s a balance between style and performance. But that person must place more value on power and technology, because that is what defines the modern Sportster. A 3.1-gallon tank sets the tone, and doesn’t allow you to go too far. The bulk of our fuel stops were done in under 100 miles. (Jeff Allen/) The high-mount exhausts don’t get in the way nearly as much as you’d expect. The seat is thin, but nice in that you can move around on it easily. (Jeff Allen/) Closer look at the Sporter S front brake. (Jeff Allen/) The Sporter S uses a Revolution Max 1250 engine that’s been updated for more low and midrange torque. (Robert Martin/)2023 Harley-Davidson Sportster S Specs MSRP: $16,399 Engine: DOHC, liquid-cooled, 60-degree V-twin w/ variable valve timing; 4 valves/cyl. Displacement: 1,252cc Bore x Stroke: 105.0 x 72.3mm Compression Ratio: 12.0:1 Transmission/Final Drive: 6-speed/belt Cycle World Measured Horsepower: 109.6 hp @ 7,530 rpm Cycle World Measured Torque: 85.2 lb.-ft. @ 6,000 rpm Fuel System: EFI w/ 50mm throttle bodies; ride-by-wire Clutch: Wet, multiplate w/ assist and slip Engine Management/Ignition: Electronic Frame: Steel trellis frame w/ stamped, cast, and forged junctions, and forged aluminum mid-structure Front Suspension: Fully adjustable Showa 43mm inverted fork; 3.6 in. travel Rear Suspension: Fully adjustable Showa monoshock; 2.0 in. travel Front Brake: Radially mounted Brembo Monoblock 4-piston caliper, 320mm disc w/ Cornering ABS Rear Brake: Brembo 1-piston floating caliper, 260mm disc w/ Cornering ABS Wheels, Front/Rear: Cast aluminum; 17 x 4.5 in. / 16 x 5.0 in. Tires, Front/Rear: Dunlop Harley-Davidson Series Radials; 160/70R-17 / 180/70R-16 Rake/Trail: 30.0°/5.8 in. Wheelbase: 59.8 in. Ground Clearance: 3.5 in. Seat Height: 29.6 in. Fuel Capacity: 3.1 gal. Average MPG: 39.3 mpg Cycle World Measured Wet Weight: 508 lb. Contact: harley-davidson.com GEARBOX: 2023 Harley Davidson Sportster S (Jeff Allen/)Helmet: Bell Eliminator Helmet Jacket: Spidi Garage Jacket Pant: Spidi J-Tracker Tech Denim Gloves: Spidi Garage Boots: Alpinestars Primer Riding Shoes Source

Yamaha’s XSR900 DB40 Prototype was unveiled at the Goodwood Festival of Speed. (Yamaha/)The annual Goodwood Festival of Speed has evolved into a major event in the 30 years since it first took place as a hill climb for classic race cars and motorcycles along the driveway of Goodwood House in 1993. Today it’s regularly used for major new model unveilings, so the appearance of a prototype Yamaha called the XSR900 DB40 was a clear indication that it’s a machine that’s destined for production in some form in the future. Ridden up the hill by former 500cc Grand Prix front-runner and three-time British Superbike Championship winner Niall Mackenzie, the XSR900 DB40 Prototype was ostensibly a celebration of the 40th anniversary of Yamaha’s Deltabox aluminum chassis concept, which first appeared on the 1982 YZR500 OW61 GP bike and reached the street with the 1985 TZR250. Developments of the Deltabox have been a key part of every major Yamaha sportbike since then. Former 500 Grand Prix racer and multitime British Superbike champ Niall Mackenzie on the DB40 at Goodwood. (Yamaha/)But it’s the term “Prototype” in the bike’s name that’s more significant than the “DB40″ element. It’s a clear hint that this is a test bed for a future production model, and that aligns very neatly with previous clues that Yamaha is developing not one but two different faired sportbikes around the 889cc CP3 engine and the alloy Deltabox chassis used in the XSR900 and the current MT-09 roadster. More than a year ago, we revealed that Yamaha had trademarked the name “XSR GP” and speculated that it was likely to be used on a sport version of the XSR900. Beyond that, the company has also trademarked both names and stylized logos for an upcoming YZF-R9, likely to use the same chassis and engine but wrapped in modern-looking bodywork to align with the R3, R7, and R1. A closer look at the XSR900 DB40’s bodywork. (Yamaha/)Of the two possibilities, the DB40 Prototype is clearly closer to the idea of the XSR GP, with retro looks thanks to its connection to the standard XSR900. The main frame and the CP3 engine are direct carryovers, but the DB40 Prototype adds a higher-spec KYB fork similar to those of the MT-09 SP, plus an Öhlins shock, again aping the MT-09 SP. It’s not clear whether the DB40 has the MT-09′s swingarm, which is shorter than the XSR900′s, but it’s a change that would also make a lot of sense, given that Yamaha has the part on the shelf. The single-seat rear end of the XSR900 DB40. (Yamaha/)The bodywork features a single-seat rear end that’s similar, but not identical, to the XSR900 Racer aftermarket kit that’s already available, and the side panels below the seat are also slightly different to the existing production bike. The tank is from the XSR, but the seat itself is moved forward, pushing the rider closer to the tank and shifting the weight toward the front. The dropped clip-on bars, mounted below the upper yoke, are matched to footpegs that are higher and farther back than the XSR900 or MT-09′s, mounted on castings that look very much like production parts. Closer look at the Deltabox frame. (Yamaha/)At the front, the fairing takes its inspiration from ‘80s Yamaha sportbikes, with bolted-on wind deflectors on each side, reminiscent of the TZR250. The central air intake on the nose—filled with a mesh screen but leading nowhere—would make the ideal place for a headlight that is reminiscent of the rectangular shape of the old TZR’s, too. You can see the similarities to the old TZR250’s headlight. That bike was also Yamaha’s first to use a Deltabox frame back in 1985. (Cycle World Archives/)Yamaha’s official XSR900 Racer kit already offers the option to create a partially faired cafe racer from the XSR, with a bar-mounted, bullet-style nose cowl giving 1970s overtones, but the chassis-mounted fairing of the DB40 Prototype is a much more complete transformation. The likely production version could even go a step further by adding lower fairings—the straight-edged lower cut off of the DB40′s panels look tailor-made to mate to a bellypan to create a fully faired machine. While there’s still no official confirmation that the DB40 Prototype will lead to a production model, the evidence, aligned with Yamaha’s trademark activity, certainly points in that direction. Close-up of the DB40’s nose. (Yamaha/) Niall Mackenzie heading up the hill at Goodwood. (Yamaha/)Source

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)Indian’s “Challenger” went 180 mph at Daytona this year. That’s 10–12 mph faster than a year ago. Things are heating up fast in this class, which has become American factory racing. At MotoAmerica’s Laguna Seca national on the weekend of July 10, the top Bagger lapped quicker than Eddie Lawson did on Yamaha’s fearsome two-stroke YZR500 in the 1988 US Grand Prix. This stuns and surprises us, making this MotoAmerica’s most popular class. It’s the last thing we expect from heavy, long-wheelbase motorcycles designed for comfy interstate touring or chugging to Sunday club breakfasts. But we love to be surprised. Indian Motorcycle’s race Challenger may be long and heavy, but anyone who has witnessed MotoAmerica’s King of the Baggers racing knows they are anything but slow and boring. (Brian J. Nelson/Indian Motorcycle/)Indian’s riders in both KOTB and Super Hooligan classes are current class champion Tyler O’Hara and “the man who’s ridden everything,” development specialist Jeremy McWilliams. Early this spring I attended Harley-Davidson’s pre-Daytona baggers race team test at Podium Club raceway, southeast of Phoenix, Arizona, to see the new racing class. Then I was invited by its great rival, Indian, to MotoAmerica’s Laguna Seca national near Monterey, California. There, in Baggers Race 1 on Saturday, I saw O’Hara and H-D’s Kyle Wyman carve each other up in close quarters, flicking (Yes! Flicking!) down Laguna’s famous Corkscrew, then both losing the front entering turn 11, giving the win to Hayden Gillim on a Vance & Hines H-D. O’Hara somehow righted his 620-pound machine and restarted quickly enough to finish fourth! Related: Diesels The two building blocks of that 180 mph Daytona speed are mighty acceleration off the chicane and the power to force the mandatory 29-inch-wide front fairing through the resisting air (sportbike fairings are 19–21 inches wide). Acceleration? Because these bikes have huge V-twin engines (Indian’s liquid-cooled Challenger 60-degree V-twin is 108ci/1,825cc) and long wheelbases over 65 inches, they are like 2022 MotoGP bikes with their variable ride height systems on minimum. Being long and low turns both into dragsters. I was told that on certain tracks the Baggers achieve quicker sector accelerations than Superbikes. Why the 60-degree vee angle, when traditional Indians had 42 degrees? As such large-bore pistons approach bottom center (BDC) the vee angle must be large enough to prevent skirt-to-skirt clashing. I had a long conversation with S&S Chief Engineer Jeff Bailey, who is supervising engine development (and as I would soon see, pitching in as a line mechanic when needed). When I repeated what’s often said about the class, that horsepower is somewhere between 155 and 165, he said, “More.” More To Come If we imagine that “more” is 170, we can combine that with the 7,700 rpm rev limit MotoAmerica gives Indian to find that this modified engine breathes and burns well enough to achieve a 162 psi stroke-averaged net combustion pressure (aka “BMEP,” for brake mean effective pressure). That number, about 80 percent of what is achieved in MotoGP or World Supers, indicates that this engine is at a decent but moderate level of development, implying more to come. Running this engine to 7,700 rpm with its nearly 4-inch stroke (96.5mm) results in an average piston speed of 4,880 feet per minute and a peak piston acceleration of 4,020 G. Compare the latter figure with the 7,000 G regularly achieved in redlined 600 Supersport engines, or with the 11,000 G in MotoGP engines at 18,000 rpm. Harley-Davidson’s larger 131-inch engine is given a rev limit of 7,000. Before upper rpm limits were set, engines were wrecked by over-revving but reliability now seems solid. Although stock Challenger bore is 108mm, for this class it is 110mm, giving a 112ci displacement. “More” than 165 hp is being produced by Indian’s 112ci V-twin used in the KOTB Challenger. (Brian J. Nelson/Indian Motorcycle/)Sitting to one side in Indian’s work area was a 9-foot-long wheeled engine cabinet containing two fresh-off-the-dyno engines, fully dressed and ready for use. At one end of the cabinet was a set of handlebars with a hand brake. Compare Indian’s engine with Chevy’s famed 427 V-8, whose dimensions were a near-identical 108 x 95.5mm. If the KOTB-modified Indian makes 170 hp, four of them combined into a V-8 would make a perky 680 hp. Intake System On stock Challenger engines there are two vertical intake pipes whose oval cross section is equivalent to two 52mm round holes. Intake area was limited by the section of the cast main frame beam directly above the cylinder heads but the modified engine needed more air. The team elected to bypass the frame beam by making a CNC-ported and additive-manufactured right angle bend served by a giant 78mm throttle body on the right side. Despite losses likely associated with the bend, this gained 10 or more horsepower. A massive air filter feeds a 78mm throttle body. (Brian J. Nelson/Indian Motorcycle/)Development is always “triaged”: Early in the process, it’s the big items offering large gains that get tackled first. As the project matures, the focus can shift to smaller problems. This is an exciting time, as the technology is visibly changing from race to race. Cam lift and timings are not regulated in this class, so when these engines are started they sound like V-8s with long cams. They ka-thump ka-thump until warmup evaporates more of the injected fuel, bringing in the second “voice.” Lubrication Because this is a modern all-plain-bearing engine, its life depends upon reliable delivery of air-free solid oil 100 percent of the time (bad things happen when air gets into plain bearings). But being originally designed for the low mounting position of a touring engine, it was not designed with a deep sump as found on Superbikes. Bailey told me there is a cavity behind the crankshaft into which the scavenge oil is pumped, assuring that the pressure pump’s intake will remain submerged. Internal Parts As in sportbike engines, Challenger’s crankshaft is a one-piece forging having a single crankpin carrying the two connecting rods side by side rather than in a single plane in fork-and-blade fashion. For this reason its separate Nikasil-plated cylinders are offset by the thickness of one rod. Primary drive from crank to gearbox is by gear, and drive to the rear wheel is by an S&S chain conversion. Power to the rear wheel is delivered by an S&S chain conversion. (Brian J. Nelson/Indian Motorcycle/)In early development it was found that the crankshaft flung off too little oil to guarantee gearbox lubrication, so oil jets are provided (there are also piston-cooling oil jets). Like the two-speed Indians that finished 1-2-3 at the 1911 Isle of Man TT, this six-speed gearbox is shifted by light dog-rings rather than by sliding the substantial gears themselves (one key to quick shifting is to reduce the total mass that the rider must move when changing gear). Chains drive single overhead cams in each head, originally operating four valves per cylinder by forked rockers carrying compact hydraulic clearance adjusters. S&S provide billet rockers with mechanical lash adjustment, eliminating the mass (and a possible “pump-up” rpm limit) of the hydraulics. Shaping the Torque Curve When this engine was originally conceived its torque curve was planned to be “rainbow-shaped”—emphasizing midrange acceleration essential for on-ramps and passing. This is in contrast to what was long traditional for such bikes—the “lean-to” torque curve of older two-valve big-inchers—with peak torque at the bottom, decreasing as engine speed climbs, and finally wheezing out approaching 5,000 rpm. As with any modern engine, Challenger’s torque curve shaping is achieved by a combination of port and valve sizes (in what rpm range will the intake velocity best for cylinder filling occur?) plus intake port downdraft angle (how will the kinetic energy of the intake flow be divided between the two tasks of cylinder filling and the generation of combustion-accelerating tumble motion?). Compression and Head Temperature Cylinder heads on Indian’s KOTB engines are CNC-ported. Stock compression ratio of 11-to-1 reflects the value of liquid-cooling, but because the competing 131-inch pushrod Harley circulates cooled oil between its paired exhaust valves, it probably doesn’t suffer as much from high head temperature as a pure air-cooled. Compression ratio may therefore not be that different between the competitors. Maximum torque is achieved by running the highest compression ratio possible without knock on the fuel provided. Tyler O’Hara flicking the Challenger through the bottom of Laguna Seca’s famed Corkscrew. (Brian J. Nelson/Indian Motorcycle/)The fuel in this case is VP’s T4, characterized as a pour-in replacement for pump gasoline. It is lead-and-ethanol-free but does contain the oxygenate MTBE. Exhaust System The exhaust headers begin with additive-manufactured stainless pieces joining the head ports to cut-and-welded head pipes that merge into a large high-mounted and horizontal collector. Each cylinder has its own oxygen sensor, allowing it to be tuned as a “separate engine,” with its own fuel and spark maps. The large exhaust collector brought important gains. Because the engine is wide and originally mounted quite low, it’s difficult to arrange for equal-length header tubes and still stow the collector under the right-hand footpeg. Again, because this engine was born to tour, it was designed “backward”—with the compromise falling on the exhaust system (in the form of sharply curved exhaust ports) rather than on the chassis. On Friday I learned that the engines had a few new parts on them not tried before, but they were only an ignition rotor cover and primary cover, both in low profile for cornering clearance. Old and new tech—and cut-and-weld and additive manufacturing—is used to create the Challenger’s massive exhaust system. (Brian J. Nelson/Indian Motorcycle/)Tyler O’Hara’s crew chief Al Ludington (who was at American Honda Racing in the Miguel Duhamel years) said the riders typically use five of the six transmission speeds: if you ignore first, the ratio of second to sixth resembles a proper roadrace trans. But from first to second there is a whopping 47 percent drop in engine rpm! The weekend showed that Indian certainly has competitive power but that Harley may at the moment have more sophisticated control over theirs. Ludington summed up by saying, “On a clear track we can do the lap times, but in a race there can be another bike blocking you.” He noted that corner exit and acceleration are already good. The present problems are in braking and corner entry. He also said, “The bike responds differently to the rider in right- and left-handed corners.” When a bike is capably ridden near its grip limits, small improvements in engine throttle connection and smoothness can have large effects. Riders on the 2023 MotoGP Ducati speak of such improvements over the previous year’s software. In racing, time, funding, and resources are always in crisis. Everything is a race—winter development, spring testing, and every practice in season. Pay attention to this racing class because it has the full attention of major American corporations. It is a fast-advancing demo of all the techniques of racing development and rider versatility being applied to a class of motorcycle no one ever imagined on a racetrack. Source

The British motorcycle industry has a long history of collaboration with India and two-wheel needs of the subcontinent, so it’s no surprise that the emergence of the new single-cylinder Triumph Speed 400 and its sister model, the Scrambler 400 X, is the result of a partnership between Triumph UK and Indian manufacturing giant Bajaj Auto. These bikes represent the marque’s first steps into the true entry-level market since being resurrected more than 40 years ago, and are hugely important bikes for Triumph. The new Speed 400 was shown to the press at the end of June, and now we get to throw a leg over the new 398cc single to get a taste of what the world can expect when it goes on sale in 2024. Triumph’s all-new entry-level single-cylinder Speed 400 opens up the prestigious British brand to everyone. (Chippy Wood/)When first shown the bike at its press unveiling back in June, I was immediately impressed. While we didn’t know its price (and still don’t), we could safely guess it will be competitive with the budget-focused competition, which Triumph see as BMW’s G 310 R, KTM’s 390 Duke, and Royal Enfield’s 350 range, yet it was hard to see where corners had been cut to make it a player in the $5,000 market. The new bike will be produced in Thailand and Brazil but matches a British Triumph’s quality. Looking at the details, it’s difficult to find cut corners on the Speed 400. (Chippy Wood/)Another positive is that the Speed 400 has been designed from the ground up. Parts are not borrowed from existing models, and you won’t find its single-cylinder engine in any other bike in India, Thailand, or elsewhere. All its components have been specifically and newly designed, emphatically declaring the Speed 400 a fully fledged member of Triumph’s range of Modern Classics. Deep in the heart of the English Cotswolds and glistening in bright summer sunshine is Triumph’s new Speed 400, a small yet significant new machine for both Triumph and Bajaj Auto. Now, with key in hand and a leg thrown over a low, 31.1-inch seat, those good impressions from earlier in June continue. I’m greeted by clean, clear clocks featuring an old-fashioned analog speedo plus a digital rev counter and large gear position indicator. The detailing is typical Triumph—I’m a sucker for a nice twist-open gas tank cap—while the switch gear is neat and the one-piece seat as welcoming as it looks. At speed, a bystander may mistake the Speed 400 for one of Triumph’s larger Modern Classics. (Chippy Wood/)There’s a freshness and a familiarity too, one that lovers of Triumph’s larger-capacity classics will appreciate, while the specification sheet (ABS, traction control, 43mm inverted Big Piston fork, 17-inch cast alloy wheels, and Metzeler Sportec M9 RR tires) would catch the eye of any punter seeking a far larger, premium retro. Turn the key, press the starter button, and the 39.5 hp, 398cc single barks pleasingly into life. Given the Speed 400′s Euro 5 compliance, I was expecting its exhaust to sound about as lovely as a hair dryer, but there is a charisma and energy and its acoustic output. It’s not loud, but there is certainly charm. Triumph claims 39.5 hp from the Speed 400’s 398cc DOHC liquid-cooled single. (Chippy Wood/)The clutch lever is featherlight, and with a slight touch on the gear selector, we’re away into the countryside. The first few miles are slow and steady as we negotiate picturesque Cotswold villages and serve to highlight the 400′s sheer rider-friendliness. The fueling is accurate and smooth for a potentially lumpy single, and well suited to newer riders, and the bike, which tops the scales at 375 pounds with fuel, is effortless to ride at slow speeds. There’s a natural balance nervous newbies will love, along with comfortable widish bars and that low seat. For reference, I’m only 5-foot-6 and easily had both feet flat on the asphalt at a standstill. On more-open roads, there was an expectation to be dancing up and down on the gear selector, chasing revs for maximum power, but surprisingly this wasn’t necessary. OK, the Speed 400 is no power-spitting superbike, but between 4,000 rpm and 6,000 rpm, response is pleasingly crisp. There’s enough torque, too, to drive from 30 mph in fifth gear up to the UK’s 60 mph national speed limit and stay comfortably ahead of the traffic. A torquey character allows the Speed 400 to handle all the rigors of highway usage with ease. (Chippy Wood/)At times you could easily forget you’re on a small-capacity machine as the midrange feels more comparable to a larger single. UK roads are reasonably quick, and overtaking faster cars safely requires good acceleration between 50 mph and 70 mph, which is exactly where the Speed 400 excels. It’s perky rather than punchy but has enough to make efficient and entertaining progress. You can rev on from its natural habitat of 5,000 rpm to 8,000 rpm but power drops off after that. There’s power for an indicated 100 mph top speed and enough torque for making safe overtakes—a solid achievement for a small single. Even on a UK motorway the 400 held its own and remained comfortable cruising at the legal limit of 70 mph. At 80 mph the single becomes a little vibey, and once above 90 mph hills and headwinds become your enemies. But out there in the real world it’s rarely outrun by traffic. That motor should prove frugal on gasoline too; but we will gather the numbers on a future and longer test. Triumph fitted the Triumph Speed 400 with Metzeler Sportec M9 RR tires. (Chippy Wood/)As mentioned, we only got a flavor of what the Speed 400 can do (there’s a more extensive press test later in the year), but the mixture of A and B roads did offer some challenging and enjoyable riding. Suspension setup is relatively simple, with a 43mm nonadjustable Big Piston inverted fork carrying 5.5 inches of travel and a single rear shock with preload adjustment and 5.1 inches of travel. Surprisingly, perhaps, Triumph has opted for a single shock rather than the retro twin-shock seen on the larger Speed Twin range. The ride is focused on comfort, and while the 400 is agile and has relatively light steering, it remains stable under most conditions despite a short wheelbase of 54.2 inches. The Speed 400 is there to be enjoyed, and you can have a spirited ride when the roads get a bit more serious. Even when you up the pace, the chassis remains composed and predictable. Set 31.1 inches above the pavement, the Speed 400’s flat seat is comfortable. (Chippy Wood/)Grip comes from excellent Metzeler Sportec M9 RR rubber with 17-inch aluminum wheels both front and rear (rather than the 18-inch front seen on the larger Speed Twin), which will offer owners a wider choice of replacement tires. Non-cornering traction control is standard and can be deactivated should you wish, but there are no riding modes. Up front the 400 is stopped by a single 300mm disc and ByBre radial caliper, while dual-channel ABS isn’t lean sensitive but is unobtrusive, even under provocation. The braking system is designed to be user-friendly and easy, which it is, and with three fingers on the lever speed is shed effectively without a cheap or wooden feel. A single 300m brake disc and ByBre radial caliper handle braking duty at the front of the Speed 400. (Chippy Wood/)The limits of the chassis, for example, or the comfort of the bike over a longer distance remain unknown until we have more time on the Speed 400, but initial impressions are positive, and it really is difficult to see where Triumph has saved on costs to make it price competitive. The engine is crisp but friendly, has a pleasing spread of torque, and just might be in the running for class-leading performance. Equally, the controlled, quality suspension offers a comfortable ride, while the chassis has a keen and sporty nature that brings true lightweight energy to the ride. The big question is what price Triumph will put on the Speed 400 when it arrives in the US. (Chippy Wood/)The Speed 400 nearly broke Triumph’s ordering system when it was unveiled. Already, 12,000 preorders have been taken from India alone, and after riding the bike, we can see that success continuing further. The big question concerns price: Where will Triumph position the Speed 400? If it gets it right, the Speed 400 could be a monster seller in 2024. 2024 Triumph Speed 400 Specs MSRP: TBA 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; 5.5 in. travel Rear Suspension: Gas monoshock w/ external reservoir, spring preload adjustable; 5.1 in. travel Front Brake: 4-piston radial caliper, 300mm fixed disc w/ ABS Rear Brake: Floating caliper, 230mm fixed disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3 in. / 17 x 4 in. Tires, Front/Rear: Metzeler Sportec M9 RR; 110/70R-17 / 150/60R-17 Rake/Trail: 24.6°/4.0 in. Wheelbase: 54.2 in. Seat Height: 31.1 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 375 lb. Contact: triumphmotorcycles.com Source

In honor of Iván Cervantes’ Baja Aragón victory last year, Triumph has released the new Tiger 900 Aragón Editions models. The Rally is in the foreground while the GT model is in the back. (Triumph Motorcycles/)Celebrating race wins with special editions is a time-honored tradition (and a no-brainer as a sales angle) for bike manufacturers, so it should come as no surprise that Triumph is honoring Iván Cervantes’ impressive victory in the Baja España Aragón with not one, but two new unique Tiger 900 models. Sure, Cervantes notched the win on a Tiger 900 Rally Pro last year, but Triumph feels his performance—finishing over an hour of ahead of the second place rider—in one of the most demanding races on the FIM calendar is worth the wait, so we’re now seeing the introduction of the Tiger 900 Rally Aragón Edition and the Tiger 900 GT Aragón Edition motorcycles, both 2024 model year bikes. A 19-inch cast front wheel and more stately profile on the 2024 Triumph Tiger 900 GT Aragón Edition. (Triumph Motorcycles/)The two Aragón Editions are built on the Tiger 900 Rally Pro and Tiger 900 GT Pro platforms, and feature unique liveries with special graphics and extra accessories to confer their limited status. Triumph says they’ll be available for one year only. Related: Carmichael and Cervantes Testing Triumph Prototypes The 900 GT Aragón is the more road-biased of the two, and wears a new special red color scheme and graphics. (Triumph Motorcycles/)Being special editions, the Aragón bikes are built on an existing platform, in this case the Tiger 900, so you’ll find the same liquid-cooled 888cc DOHC inline-triple in both the 900 Rally Aragón and the 900 GT Aragón, connected to a six-speed transmission with a slip/assist clutch. That means we’ll see the same claimed 64 lb.-ft. of peak torque at 7,250 rpm from both models, along with the familiar lightweight modular frame and high specification suspension. Liquid-cooled inline-triple is unchanged in both the 900 Rally Aragón and the 900 GT Aragón, with the same six-speed gearbox and slip/assist clutch. (Triumph Motorcycles/)The two bikes carry the same usage distinctions as their standard issue brethren, with the Rally 900′s 21-inch spoked front wheel betraying a more off-road intent and the GT’s 19-inch cast unit signaling a road-going bias. The suspension differences bear that out as well, with the 900 Rally model utilizing a fully adjustable Showa fork and rear unit tuned for harsher off-road environments, and the 900 GT carrying a fully adjustable 45mm inverted Marzocchi fork and electronically adjustable rear suspension. The 2024 Tiger 900 Rally Aragón Edition has a chunkier presence with added body protection and more subdued color scheme. (Triumph Motorcycles/)You’ll find engine protection bars adorning both Aragón bikes as well, but the Rally Edition gains fuel tank protection bars as well, signaling its potential exposure to more hits. The more obvious differences appear in the visual arena, with the Tiger 900 Rally Aragón touting a Matte Phantom Black, Matte Graphite, and Crystal White livery with distinct yellow accents, capped by Triumph Tiger and Aragón Edition detailing, along with a new twin color seat design. The 21-inch wire-spoked wheels, fully adjustable fork, and driving lights on the Rally Aragón signal its Rally Pro underpinnings. (Triumph Motorcycles/)The GT Aragón meanwhile adopts a more dynamic color palette, bearing a triple color combo of Diablo Red, Matte Phantom Black, and Crystal White, with special Triumph Tiger and Aragón Edition detailing, as well as a new seat design. The 2024 Tiger 900 Rally Aragón Edition from the front. (Triumph Motorcycles/)Triumph says a collection of over 65 dedicated accessory options is available for both models, so you can dial in your machine accordingly. It’s also worth noting that—despite being special editions—both models are actually competitively priced, with the 2024 Tiger 900 Rally Aragón Edition carrying an MSRP of $16,995 in the US, or $400 less than the 2023 900 Rally Pro. The Tiger 900 GT Aragón Edition will retail for $16,495 USD and $18,895 CAD. Both bikes will be available in US dealerships by the end of July. Special-edition detailing on the Tiger 900 Rally Aragón Edition. (Triumph Motorcycles/) Cervantes on his Tiger 900 Rally Pro during last year’s Baja España Aragón race. (Triumph Motorcycles/)Source

Ducati’s latest Multistrada V4 Rally commemorates 20 years since the original 1000DS was released in 2003. (Gregor Halenda & Scott Rounds/)In the past 35 years of World Superbike racing, Ducati has won 15 riders championships, and 18 manufacturers titles, so it knows a thing or two about making high-performance, high-tech motorcycles. Sportbikes had been the company’s bread and butter for decades. Bikes like the 851, 888, 916, 996, 998, 999, 1098, 1198, Panigale V2s, and now V4s are on the tip of the tongue of any Borgo Panigle enthusiast. But you know what current bike in the lineup Ducati says is its most technologically advanced model ever? The Multistrada V4 Rally. If you think about it, that makes perfect sense. Sportbikes are built for one purpose, to go as quickly as possible on tarmac. But an adventure bike has to meet an entirely different criteria. How do you make a high-performance machine perform equally well on both pavement and dirt? Ducati has been working on that problem for 20 years, and the answer is electronics. And our recent experience with a variety of Ducati machines from across its range show that it is on the leading edge in this department, with the Multistrada its crown jewel of execution. The original Multistrada 1000DS was released for 2003. (Cycle World Archives/)In a slightly different slant on a traditional first-ride press event, Ducati USA planned a multiday adventure on its new-for-2023 Multistrada V4 Rally, the most off-highway-capable machine in the Multistrada lineup, and the bike that commemorates the 20-year anniversary of the original 2003 Multistrada 1000DS. What better place to put a bike like the Rally to the test than in the southwestern mountains of Colorado? Our ride would take us from Durango to Telluride on day one, and then from Telluride to Silverton the next. We’d get a bit of everything from amazing asphalt curves on the Million Dollar Highway (US 550) to miles and miles of dirt roads to an epic climb over Cinnamon Pass, just barely cleared of snow at the 12,620-foot summit. Over two days we put around 400 miles on the Multi. The purpose was to show how versatile a bike the Multistrada has become. The original Multistrada and its high-tech successor. (Ducati/)Engine Before we dig into the electronics, we really have to go into a bit of detail on the Multi’s V-4. After all, it’s the lungs that make this bike sing. But first a bit of Multi history: Twenty years ago, when the Multistrada was born, it utilized the 992cc air-cooled Desmodue then used in the Monster; the second-gen bike used the 1,198cc Testastretta Evoluzione 11° engine; in 2015 the third-generation model was the ultimate expression of the V2 in the form of the 1,262cc Testastretta 11° DVT with variable valve timing on both the intake and exhaust cams. But in 2020, the Multistrada jumped on the V-4 bandwagon and followed its Panigale Superbike cousins into the four-cylinder world. The Multistrada V4 Rally is powered by the V-4 Granturismo. (Ducati/)The latest version is the V-4 Granturismo, an 1,158cc 90-degree V-4, with a reverse-rotating crankshaft (opposite of wheel rotation), twin-pulse firing order, and four valves per cylinder. Fuel is fed to cylinders by 46mm elliptical ride-by-wire throttle bodies controlled by Continental’s EFI system. The exhaust is blown through a pair of catalytic converters and into a stainless steel muffler. Quad lambda sensors help ensure combustion is optimized. The engine pumps out a claimed 170 hp at 10,750 rpm, but a massive 89 lb.-ft. of peak torque at 8,750 rpm. But what’s perhaps more impressive for those who will buy this bike for globetrotting are the extended service intervals: Valve checks take place at 37,000 miles and oil changes at 9,000. The original 1000DS required valve checks every 6,000 miles. Related: Ducati Cost of Ownership Power is transferred to the chain drive via a multiplate wet clutch with hydraulic actuation that has both an assist feature for light pull, and a slipper. The six-speed transmission comes standard with Ducati’s Quick Shifter that allows clutchless up and downshifts; we’ll touch more on that in the electronics section below, but this quickshifter is really good. A cool look inside the V-4 Granturismo and at its valve train. (Ducati/)The first part of our two-day journey would start out on asphalt and head up the amazing Highway 550 out of Durango toward Ouray, then through Ridgeway, onto some dirt backroads before pulling into Telluride. If you haven’t ridden the 550 through the San Juan Mountains on a motorcycle, it is total bucket-list material. When it comes to on-road sporting performance, the Granturismo V-4 is amazing. It’s doubtful that the engine is producing anywhere near its claimed power output at Durango’s 6,500 feet of elevation, let alone Telluride’s 8,800 feet, but having ample performance to begin with means there’s a lot more left over in the Colorado Rockies’ thin air. This V-4 is as good an engine platform for adventure-touring as anything out there. In the open-class-ADV world you have big twins like KTM’s 1290 Super Adventure S and R, Harley-Davidson’s Pan America, and BMW’s R 1250 GS Adventure, and a triple like the one in Triumph’s Tiger 1200, but the V-4 in the Multistrada makes more claimed horsepower than the lot. But there’s a lot more to this engine than just peak numbers. The way that this machine lays down its power is everything when it comes to ADV riding. It’s a tight fit, every single cubic inch of space is occupied by something. (Ducati/)Great on-road performance isn’t surprising at all. The Multistrada eats up sweepers with sportbike-like performance, pulling hard through the rev range and reminding you that the engine is based on the one that’s powered Álvaro Bautista to 17 wins thus far in 2023 on his factory World Superbike. But it’s the flexibility of the V-4 and the way it pulls from idle to redline with seemingly endless torque that makes the engine so capable of jumping from asphalt to dirt and back to asphalt without hesitation. The Million Dollar Highway is packed with hairpin and carousel turns, and snapping out of them in second gear and riding the wave of V-4 torque is impressive, especially considering the bike’s 573-pound wet weight when fueled up with 8 gallons of gas. The V4 Rally has an engine mode for every situation. (Gregor Halenda & Scott Rounds/)If 170 ponies sounds like too much for off-highway riding, you’d be right in most situations. But the engine’s broad torque and then the ability to tame it down to 114 hp in Off-road mode means that you always feel in total control no matter the surface or riding conditions. As mentioned, we had the opportunity to ride the Rally over some pretty rough and rocky terrain, fast dirt roads, and even through a 100-yard section of super-slimy 6-to-8-inch deep mud. The bike is totally capable of adapting to every surface encountered and performs like it is optimized for each situation. But the reality is that the Rally’s electronics are equally responsible for that impression. Engine Electronics As we mentioned above, it can easily be argued that Ducati is at the forefront of the electronics revolution in motorcycling. Our recent experience riding models like the Panigale V4, Diavel V4, Streetfighter V4, and DesertX have impressed us, but as Ducati itself tells us, the Multistrada is the most technologically advanced model in the company’s lineup. The list of electronic rider aids is long. You can split those aids into a few categories, engine related, chassis related, and safety related. Each contributes to making the Multistrada very capable. Let’s first focus on the wizardry that makes the engine so versatile. Starting with the modes, the Multistrada has four including Enduro, Sport, Touring, and Urban. Compared to other Multistradas, the Rally gets that aforementioned new Off-road power mode, which is limited to 114 hp and has dynamic throttle response which is the default for Enduro. Sport defaults to High power (170 hp) with Dynamic response, Touring is set at Medium power, which is still 170 hp but with Smooth throttle response, and finally Urban gets Low power (114 hp) with Smooth throttle response. The Multistrada doesn’t have a “rider” or “manual” mode as all of the modes can be customized to your liking. If you get lost, you can always reset back to the default settings. The left handlebar is the control center. Two items of note are the new joystick (very bottom) that greatly improves menu navigation, and the button for the Minimum Preload function. (Ducati/)Inside of those modes are some other features that are set to defaults, but as mentioned, can be customized. Before we go any further, we have to mention the new left-bar-mounted control pod that has a new joystick-type toggle to help navigate the menus on screen. This control is unique to the Multistrada, but we can’t imagine it will stay that way for long, as it makes navigation considerably easier than on any other Ducati we’ve recently ridden. Inside the modes you can scroll through settings for the aforementioned power and throttle-response settings, DTC (traction control), ABS, DWC (wheelie control), DQS (quickshifter), EBC (engine-braking control), and then Skyhook suspension settings that we’ll go into further below. Here are what the default settings inside all of the modes are set to. (Ducati/)Out in the Colorado wilderness, and with two days at our disposal, we played with all of the modes, primarily toggling back and forth between Enduro and Sport. But by the second day we’d built custom versions of those that we’d switch between. For most riding we did on road, we’d set up Sport with smoother engine response, but with TC dialed way back or off and wheelie control off, and engine-braking right in the middle. For the tighter and nasty dirt rock-strewn passes, Enduro is really nice, but we dialed TC back to 1 or off depending on the road. For ultrafast dirt roads, Enduro mode with 170 hp is the ticket to big sweeping slides, spinning the rear tire. The reality is that with the easy-to-adjust interface, experimenting for your ideal setup is really easy, and the results instantaneous. Getting into the menus and making changes is logical and well executed on the Multistrada. (Ducati/)Ducati has refined its electronics package to such a level that sometimes you aren’t even aware that you’re dipping into intervention, until you see a flashing indicator on screen for the TC cuts for example. “Smooth” and “refined” are two words that come to mind, while “effective” is another, especially playing with the engine-braking settings that instantly change how the bike rolls into corners. While the eight levels of TC can be the difference between total security and hanging the rear end out two-feet sideways. One of more impressive features is the new software for the DQS, which not only knows what gear you’re in, but knows the throttle position, allowing the system to make the smoothest shift possible, even when shifting between first and second or vice versa at low engine speeds that often make other systems clunky. It has the ability to adjust the cut so that when it’s snicked into the next gear, the transition is as smooth as on any bike we’ve ridden. Chassis We’re in a new era, people. Talking about the Multistada’s chassis is now as much about software as it is about hardware. For sure, the Rally has top-notch hard components that you’d expect, like top-of-the-line Brembo Stylema radial-mount four-piston brakes, and nice looking wire-spoke, tubeless wheels in 19-inch front and and 17-inch rear sizes, off-road footpegs, a height-adjustable rear brake pedal, a heavy-duty skid plate, and so on. On the hardware side, the V4 Rally comes with Ducati’s Skyhook suspension with Marzocchi components. Top-of-the-line Brembo Stylema brakes are used up front. (Ducati/)But now there is the latest generation of Ducati’s Skyhook electronic suspension that provides more travel than the other Multis in the lineup (7.8 inches front and rear), and 30 percent more preload range at the rear. It also comes with a few bells and whistles, like the minimum preload button which allows you to manually remove preload at the touch of a button when coming to a stop so you can touch the ground easier, has a new easy-lift function that softens the suspension and makes getting the bike up off the sidestand require less effort, and also has auto leveling that will adjust the preload when you fill up your panniers or throw a passenger on the back. Plus it enjoys a vehicle-hold feature that keeps the bike from rolling backward when you’re trying to get moving on a steep incline. The rear brake pedal can be adjusted to two positions for better control off-road. The rubber footpeg inserts can easily be removed for better grip in wet or muddy conditions. (Ducati/)Of course the Skyhook settings are tied to the modes with default selections for preload and optimized damping for the chosen setting. This is why it’s a good idea to utilize the modes properly. For example, if you hit a dirt road and leave it in Sport, not only is the engine not going to be optimized, but you can instantly feel how unforgiving the suspension is once you hit a few washboard sections or it starts getting rocky. Picking the right mode when changing surfaces is not only very simple, but makes the Rally soften up dramatically and suck up the rough stuff amazingly well considering its size. Cinnamon Pass was in full run-off mode with the snow melting and water running. (Gregor Halenda & Scott Rounds/)Heading over Cinnamon Pass into Silverton, we encountered what is basically a full-on Jeep road, with a ton of embedded rocks, erosion ruts filled with running water and mud, a creek crossing lined with unseen baby heads, and plenty of loose marbles to keep your attention. The Rally somehow defies its claimed curb weight and only feels heavy when moving it around in a parking spot or at really low speeds off-road. Once in motion and picking your way through chunder at a crawl, the bike is pretty darn impressive at hiding that weight and handles almost all of the nasty stuff you can throw at it. However, where a bike like the DesertX surpasses it, is maneuvering in really tight spaces, and sucking up jump landings. Hit a decent size waterbar at speed and the Rally is going to use every millimeter of its travel on the landing. Helping glue it to every surface were the optional Pirelli Scorpion Rally STR tires fitted for our two-day trip. They ended up being a great choice for the terrain we tackled, providing great feedback and grip on the asphalt, good grab on the dirt, and even tackled some deep mud relatively well. The standard tire for the Rally V4 is the Pirelli Scorpion Trail II, which is a less aggressive and more road-oriented tire. With Cinnamon Pass just recently passable, and snow flurries at the top, the road itself was a perfect challenge for the Multistrada Rally. (Gregor Halenda & Scott Rounds/)If there is one type of bike that benefits from electronic suspension, it has to be a heavyweight ADV. Trying to optimize a bike’s manual suspension for every type of condition when loaded up with overlanding gear has to be a nightmare. You will always be compromised for one condition or another. But with the Multistrada’s Skyhook, you’re almost always in a near-perfect range no matter the surface. It makes every ride as enjoyable as possible. On the asphalt, the Ducati Multistrada V4 Rally is basically a big upright sportbike. (Gregor Halenda & Scott Rounds/)As good as the off-road performance impresses, it’s a Ducati, and moves like a fast and fun sportbike once you get on a curvy road. Switch it over to Sport or Touring mode and it tightens up the suspension and gives you a more firm damping setting with great composure from the chassis. But the nice thing is that the tall off-road handlebar and upright seating position help you flick it into tight corners like a giant supermoto bike. Ducati really does have this “all roads” theme dialed. The Multistrada V4 Rally’s ergonomics are adaptable and comfortable for a variety of rider sizes. (Gregor Halenda & Scott Rounds/)Speaking of the riding position, Ducati has gone to great lengths to ensure that a wide range of riders comfortably fit on the Multistrada Rally. The standard seat can be adjusted between 34.3 and 35 inches, but there is an optional Low seat (33.7 to 35.5 inches), an Ultralow option (32.5 to 33.3 inches) and a High seat (34.9 to 35.6 inches). A new taller and wider and easy-to-adjust windscreen provides all-day comfort and protection, but isn’t so tall as to hinder your view off-road when lowered. Fairing-mounted air ducting can be opened or closed for cockpit comfort, while the standard hand guards and heated grips (and seat) ensure all-season comfort. As the saying goes in Colorado, if you don’t like the weather, wait five minutes. We had it all, sun, rain, hot, cold, and even a snow flurry at the top of Cinnamon Pass. The Multistrada deals with the weather as well as it deals with road conditions. Ducati nailed the riding position for standing off-road; Conner is 5 feet, 11 inches. The reach to the tall bar is ideal, while the view over the windscreen is really good when lowered. (Gregor Halenda & Scott Rounds/)Safety Enhancements Before we wrap this up, we have to talk about a few more electronic features that come on the configuration of the Rally in the US. Our bikes come standard as the Multistrada V4 Rally with the Adventure Travel & Radar package. The later part means that the bike is equipped with Ducati’s front and rear ARAS radar that provides adaptive cruise control and blind-spot detection. In order for either system to work, ABS (level 2 or 3), DTC, and DWC must be active. Ducati’s adaptive cruise control allows the user to set the distance to the vehicle in front of you and makes utilizing the feature so much easier. No having to disable your set speed every time you come up on another vehicle. (Ducati/)When active the system works like most automotive systems. You can set the cruise control up to 112 mph, with a minimum speed of 18 to 30 mph depending on the gear you’re in and can then adjust the distance to the vehicle ahead of you in four steps. The rest of the functionality is quite familiar, but having the adaptive feature definitely reduces the hassle of utilizing cruise control and having to constantly activate or deactivate the set speed. It slows and accelerates for you smoothly and reliably. The blind-spot detection system is more straightforward and simply informs you if you have another vehicle lurking where you can’t see them by lighting up an LED on the mirror on the side of the bike where the vehicle is. Ironically, the Multistrada’s mirrors are some of the best mirrors we’ve ridden with in ages, they are slightly convex and provide an excellent view to begin with, so the addition of the BSD only improves an already excellent reward view. The square in the center of the Multi’s nose conceals the ARAS radar unit. (Ducati/)Conclusion Having spent a significant number of miles on quite a few of the Ducati Multistrada’s competitors this past year, as well as a variety of the lighter middleweights like the Husky Norden, KTM 890 Adventure R, and Ducati’s own DesertX, we can honestly say that the Rally has the most complete complement of electronic enhancements in the ADV world. But unlike so many bikes we’ve tested this year, utilizing those features and optimizing them for the conditions is more well-thought-out than most. The Multistrada provides the rider with logical and useful preset modes for those who don’t want to get into the weeds experimenting, but at the same time allows anything and everything to be customized to suit your needs. Nothing in the long list of electronic features feels like a gimmick, everything has its use at one time or another. But like we’ve experienced recently on some other Ducati models, the way that the rider aids are integrated into the riding experience only add to the enjoyment and don’t hinder what you’re trying to do in any way. Ducati’s V4 Rally is by far the most technologically advanced and capable Multistrada ever made. (Gregor Halenda & Scott Rounds/)But none of this would mean a damn thing if the bike at its core wasn’t a really solid and well-balanced platform, and it is. The V-4 engine, as much as Ducati purists might miss the V-twins, is amazing in this application, providing excellent peak power, broad torque, and smooth delivery. The chassis is hard to fault for a large adventure-tourer that carries enough fuel to put 300 miles between stops. Throw in the Skyhook suspension and you wonder how you’ve ever lived without the electronic cush. If you’re looking for a hardcore ADV that can tackle really gnarly stuff, the Rally isn’t it, look to the DesertX, but for those who want to truly explore just about everything else, this Multistrada is amazingly capable, comfortable, and versatile. Of course, we’d be remiss to ignore the fact that the Multistrada V4 Rally has one of the highest price tags in the ADV class at the as-tested price of $30,595 (an extra $600 for the brushed aluminum and matte black finishes), which is a solid $3,000 to $10,000 premium over the base prices of its rivals from KTM, BMW, Harley-Davidson, and Triumph. However, with that being said, the Multistrada Rally comes with very nice luggage hard cases, and every one of the electronic and or hard-part bells and whistles we’ve mentioned comes standard. Every one of the competitors above require that you add luggage and other features as options, even some of the electronics have to be purchased this way. When you take that into account the Rally is in the ballpark and only a couple of grand more than its rivals, fully loaded and ready to rip. Putting pricing aside, there is no question that the Multistrada V4 Rally is one hell of an awesome open-class adventure machine, and lives up to its name more than it ever has in its 20-year existence. Cockpit air vents can be opened or closed depending on the airflow the rider wants entering the cockpit. (Ducati/) Heated rider and passenger seats help make the V4 Rally an all-season tourer. (Ducati/) Really nice quality hard cases come standard on the Multistrada V4 Rally, unlike its competitors that charge extra for luggage. (Ducati/) There is a cubby for your smartphone with a USB port inside. (Ducati/) Top view of Ducati Multistrada V4 Rally. (Ducati/) Rear three-quarter of Ducati Multistrada V4 Rally. (Ducati/) The San Juan Mountains in southern Colorado are bucket-list material. (Gregor Halenda & Scott Rounds/) Day 1: Durango to Telluride, via the Million Dollar Highway. (Rever/) Day 2: Telluride to Silverton via Cinnamon Pass. (Rever/)2023 Ducati Multistrada V4 Rally Specs MSRP: $29,999 ($30,595 as tested) Engine: Liquid-cooled, Granturismo 90-degree V-4, counter-rotating crankshaft; 4 valves/cyl. Displacement: 1,158cc Bore x Stroke: 83.0 x 53.5mm Compression Ratio: 14.0:1 Transmission/Final Drive: 6-speed/chain Claimed horsepower: 170 hp @ 10,700 rpm Claimed torque: 89.25 lb.-ft. @ 8,750 rpm Fuel System: Electronic fuel injection w/ 46mm elliptical throttle bodies; ride-by-wire Clutch: Wet, multiplate slipper and self-servo; hydraulically actuated Frame: Aluminum alloy monocoque Front Suspension: 50mm Marzocchi, electronically adjustable compression and rebound damping w/ Ducati Skyhook Suspension EVO (DDS); 7.9 in. travel Rear Suspension: Marzocchi w/ electronically adjustable compression and rebound damping, spring preload w/ Ducati Skyhook Suspension (DDS); 7.9 in. travel Front Brake: Brembo 4-piston Stylema Monoblock caliper, dual semi-floating 330mm discs w/ Cornering ABS Rear Brake: 2-piston floating caliper, 265mm disc w/ Cornering ABS Wheels, Front/Rear: Spoked aluminum; 19 x 3 in. / 17 x 4.5 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 120/70-19 / 170/60-17 Rake/Trail: 24.7°/4.2 in. Wheelbase: 61.9 in. Seat Height: 34.4–35.6 in. Fuel Capacity: 7.9 gal. Claimed Wet Weight: 573 lb. Contact: ducati.com GEARBOX: Helmet: Arai XD4 Jacket: Rev’It Stratum GTX Pant: Rev’It Stratum GTX Gloves: Rev’It Sand 4 Boots: Alpinestars Tech 7 Goggles: 100% Racecraft 2 Source

As cruisers trend toward liquid-cooled platforms, manufacturers such as Harley-Davidson are innovating their engine designs to meet the demands of the market. In 2021, The Motor Company debuted the Sportster S as a new take on one of Harley’s bestselling models, the Sportster. The new Sportster S platform received the Revolution Max 1250T V-twin engine. A liquid-cooled DOHC powerplant featuring variable valve timing, three ride modes (Sport, Road, Rain) including a customizable map, and electronic safety features such as Cornering Enhanced ABS and traction control. On our in-house Dynojet 250i dynamometer, the 2023 Harley-Davidson Sportster S produced 109.6 hp at 7,530 rpm and 85.2 lb.-ft. of torque at 6,000 rpm. 2023 Harley-Davidson Sportster S Dyno Chart. (Robert Martin/)A linear power delivery, flat torque curve, and quick-revving nature deliver a riding experience unlike any other traditional Harley-Davidson model. Whether you are zipping down the boulevard or pinning it out of a corner on a backroad, the 2023 Harley-Davidson Sportster S is an exhilarating ride thanks to its punchy, arm-tugging engine characteristics. Source

Although the fairings are all new, you know immediately you are looking at Harley’s CVO Road and Street Glide. (Jeff Allen/)In terms of volume and type, Harley-Davidson’s biggest competitor is itself—in the used market. Since 2000, Harley-Davidson has sold well more than 2 million touring models. That’s your Street Glide, Road Glide, Ultra, and similar bikes, not cruisers like the Softail Fat Boy or old Dynas, which also have sold in similar numbers over the same time period. The now-discontinued air-cooled Sportster sold nearly 1.2 million during that period. Harley-Davidson motorcycle shipments from 2000 through 2022, as published by Harley-Davidson, total 5,808,881 units. That, folks, is a lotta potatoes. So keeping the Grand American Touring line (Harley’s official name for the platform) attractive—more attractive than last year’s Road Glide and the rest—is exceedingly important. Which is why Harley-Davidson introduced the 2023 CVO Road Glide and CVO Street Glide with significant changes to the traditional 45-degree V-twin, upgraded suspension, new infotainment, and heavily reworked styling. Every crease, contour, and edge of the redone fairings is new, and yet the world knows exactly what two bikes it is looking at. CVO 121 VVT Engine When the new engine fires up, the world also knows exactly what it’s hearing. Well, you’ll recognize the potato-potato sound as a 45-degree V-twin, but please notice the “VVT” on the side of this 121ci Milwaukee-Eight engine. At long last, a Big Twin finally has variable valve timing. A new 121ci (1,977cc) Milwaukee-Eight with VVT powers both the 2023 CVO Street Glide and CVO Road Glide. (Jeff Allen/)The VVT moves the single higher-lift and longer-duration cam through 40 degrees of adjustment (relative to the crankshaft), smoothing and increasing power across the rev range. VVT can be more effective working on separate intake and exhaust cams to control overlap (reducing it at low rpm smooths idle and reduces emissions, increasing it boosts high-rpm output), but because Harley-Davidson’s cams are generally turned for torque and use less overlap than your average Ducati, working on a single cam where the relative position of the intake and exhaust valves is fixed isn’t a big deal. VVT works with a larger 4-liter airbox that feeds a 58mm (up from 55mm) throttle body and straighter, freer-flowing ports for the four-valve heads. Valve seats and combustion chamber are reshaped, the former providing better flow and the latter giving more squish and improved combustion. Combustion chamber changes and revised strategic liquid-cooling allowed a significant bump in compression from 10.2:1 to 11.4:1 versus the 117. Piston diameter is the same as the 117ci Big Twin at 4.075 inches, but a very long 4.625-inch stroke helps this 1,977cc engine produce a claimed 139 lb.-ft. of torque at 3,000 rpm, and 115 hp at 4,500 rpm. This compares favorably to the non-VVT 117′s claimed numbers of 103 hp at 4,750 and 126 lb.-ft. at 3,500. For reference, the recent Breakout 117 we ran on the dyno made 118 lb.-ft. and 94 hp at the rear wheel (measured rwhp is usually about 7–15 percent lower than any factory’s claimed numbers). Claimed peak output increases for both horsepower and torque tracks with the roughly 4 percent increase in displacement between the 117 and 121, but the bigger engine feels like it has more area under these curves, meaning a broader spread of power. We will dyno the 121 VVT and get rear-wheel numbers as soon as a testbike is available. Harley-Davidson claims a potential 3–5 percent increase in fuel economy as well. Harley’s new VVT system moves the higher-lift and longer-duration cam through 40 degrees of adjustment relative to the crankshaft. (Jeff Allen/)On the road, these engine changes add up to significantly increased performance and livelier response. The Milwaukee-Eight 121 VVT is smoother down low, pulling cleaner from just over 1,000 rpm, where the non-VVT engine would sometimes jerk back and forth against the torque compensator and bounce off either side of the driveline lash, so to speak. The 121 is freer revving, as well, zinging through midrange in a way no factory engine has before. This is followed by strong top-end for what is clearly broader, smoother, and more abundant power than any factory Big Twin we’ve tested. The engine runs to about 6,300 rpm before the rev limiter cuts in. As we rode on California Highway 1 from Monterey south through Big Sur and to Lucia on our early first ride of the CVO Road Glide and Street Glide, we got an excellent mix of slow corners and 80-plus-mph straightaways, and it makes you think you’d like to see a 121 VVT in all the Big Twin bikes. There are few roads better than California Highway 1 for testing touring cruisers. (Jeff Allen/)Chassis and Suspension I’ve ridden many thousands of miles on various Glides over the years and my familiarity was updated with a 500-mile day on a current Street Glide ST prior to jumping on the CVOs, riding from our Southern California headquarters to Monterey for the MotoAmerica round at WeatherTech Raceway Laguna Seca, including the Mission King of the Baggers races. While the main frame with rubber-mounted engine is largely unchanged from the significantly upgraded 2009 Touring line, the CVO Road Glide and Street Glide have a new inverted 47mm Showa fork with 4.6 inches of travel, larger 320mm Brembo front floating disc brakes (up from 300), and Brembo-branded radial-mount calipers. Brembo radial-mount calipers and 320mm discs increase the CVO Glides’ braking performance. (Jeff Allen/)At the rear, a new Showa shock with spring preload and rebound damping adjustment offers a 50 percent increase in travel. Now, 3.0 inches of rear wheel travel is still not a lot, but it’s a lot more than 2.0 inches. The old bike did pretty well with that limited rear travel, but it always felt “trapped,” so to speak, as the damping/springing tuning tried to keep you in a useful range of travel out back so there was something left for the next bump. Damping is tuned to suit, and the rear ride quality and control is better. Notably absent, however, is any fork damping or spring-preload adjustment, and the major rear spring preload (a threaded collar) and rebound damping adjustments are only accomplished with the bags removed. There is an easily accessible hydraulic rear spring-preload adjustment knob on the left side of the bike to fine-tune within the range you select with the threaded collar. Rear suspension travel has increased 50 percent—from 2 inches to 3. (Jeff Allen/)On a range-topping touring bike at this price, the market, at least in other segments, is expecting electronic suspension adjustment, including especially rear-spring preload. What if, like on the Pan America adventure bike, rear spring preload and adaptive ride height just took care of itself? What if when you parked, the bike could lower itself for that killer slammed stance, but add suspension travel/ride height as you fired up and traveled down the road? This had to have been discussed during development, and we’d like to see this kind of useful tech employed on the touring range. If you want to make large adjustments to the shock-spring preload, one of the reshaped bags must be removed. (Jeff Allen/)Front braking is lower effort and with better feel, these qualities combining with the stiffer fork to make for improved turn-in response, particularly when trail-braking into corners. The CVO Glides lean a claimed 32 degrees left and right, where the previous version only gave you 31 degrees in left turns. Party in the engineering house! Kidding aside, the Softail Fat Bob offers 32 right/31 left, so the CVO Glides are officially the lean kings of the traditional Harley-Davidson models. For reference, LiveWire has 45 and Pan America has 42 degrees of stated lean angle. Available lean angle is essentially the same as on previous touring models. (Jeff Allen/)Also of note is a 31 (SG) and 35 (RG) pound weight reduction for the CVOs, highlighted by a 7-pound-lighter lower triple clamp. It’s nice to see the weight conversation finally entering the room for these models. Sure, we bought pizza for the Harley-Davidson Product Development Center staff when they beat the challenge we laid out for the Pan America to come in under 550 pounds in an early story on the adventure bike, but the touring models haven’t been subject to quite the same scrutiny. So the weight loss on the CVOs is great news, but the Road Glide is still a claimed 862 pounds “in running order,” and the Street Glide is 838. The Road Glide comes off the sidestand easier than the previous model, certainly, but, hey, how about another round of pizza and beer if you guys hit 750 for Road Glides and Street Glides? Claimed wet weight for the CVO Road Glide is 862 pounds and 838 for the CVO Street Glide. (Jeff Allen/)These are still big, long, heavy touring bikes but they are more poised and capable than before and riding in your mental “sport mode” is rewarded with a quick pace. Although the Road Glide “rides bigger” thanks to the physical presence of that large dash and fixed fairing, its steering is lighter and more precise because that fairing is not attached to the fork. You are therefore steering only the mass of the fork and front wheel. Its riding position is also more open thanks to the sort of mini-ape handlebar. Although the CVO Road Glide weighs more and has a more spacious cockpit, it steers lighter and is more planted in corners than the Street Glide. (Jeff Allen/)You just can’t get around the fact that the Street Glide’s fairing is attached to the fork. At higher speeds, it leads to feedback from wind that is always there and can affect steering. This generally means the Street Glide has a slightly less planted feeling at the front versus the Road Glide. And that fairing’s extra mass attached to the fork influences steering feel and effort, as well because you have to move it along with the fork and front wheel every time you turn in. All up, though, there is increased comfort and composure from the CVOs versus previous touring models. At high speeds, the CVO Street Glide’s fork-mounted batwing fairing affects steering and effort as well as front-end feel, making it less planted and slightly heavier-steering than the Road Glide. (Jeff Allen/)Styling and Ergonomics The Street Glide’s batwing fairing and the Road Glide’s fixed fairing are heavily reworked yet also instantly recognizable. Same goes for the reshaped 6.0-gallon fuel tank (expect 240-mile range based on our early fuel economy number) and slightly larger saddlebags. The 500-mile day on the previous Street Glide I mentioned reminded me that the fairing works pretty well up to about 60–65 mph, but buffeting and wind noise increase dramatically at speeds above this. Especially in the presence of trucks and/or under the influence of crosswinds. The new Street Glide fairing is a big improvement in all regards, providing more still air at helmet level with reduced buffeting and lower wind noise. Being behind the CVO Street Glide’s new batwing fairing is a nicer place to be than that of the previous generation. (Jeff Allen/)Same for the Road Glide. The fairing appears closer to the rider, which with changes in shape and windscreen design have resulted in smoother air. New taller flatter bars are surprisingly comfortable and I found them an improvement over the buckhorn design of the older Road Glide design. Both bikes benefit from movable wind deflectors. The Street Glide’s are on the fork lowers and can be folded flat to let more air flow into the rider cockpit. The Street Glide gets adjustable “Willie Wings” that function similarly, and are particularly effective. Just like the CVO Street Glide, the Road Glide’s new frame-mounted fairing provides improved air management. (Jeff Allen/)I did not think of the reshaped seat once during our long day in the saddle. Harley says the new contour results in a more “neutral” back position, and not thinking of the seat is an indication of success. A good seat is one you don’t think about, and this was the case for the reshaped piece on both the CVO Road and Street Glide. (Jeff Allen/)There is a remarkable difference in rider triangle just from the relative handlebar positions. The Street Glide’s is far more compact with its much lower handlebar, feeling even a little tight for this 6-foot-2 tester. It’s a matter of stance and attitude for the two bikes. The lighting is LED, including now-integrated turn signals front and rear—there are no stalks, just smooth lighting with distinct visual signatures to complement the redesigns. Electronic Rider Aids Harley-Davidson was not on the leading edge of introducing rider aids, only adding TC and other assists to its two-wheelers in 2020 (TC was on trikes before this). The company has finally gone deep. Here’s a list of rider aids on the 2023 CVO Road Glide and Street Glide, including acronyms: Anti-Lock Brake System (ABS)Electronic Linked Braking (ELB)Traction Control System (TCS)Drag-Torque Slip Control System (DSCS)Vehicle Hold Control (VHC)Tire Pressure Monitoring System (TPMS)Cornering Enhanced Anti-Lock Brake System (C-ABS)Cornering Enhanced Electronic Linked Braking (C-ELB)Cornering Enhanced Traction Control System (C-TCS)Cornering Drag-Torque Slip Control System (C-DSCS) Both CVO Glides have cruise control, but lack the adaptive feature that is finding its way to more high-end motorcycles every year. (Jeff Allen/)Preset ride modes—Road, Sport, and Rain—vary the degree of intervention of many of these features, as well as how the throttle responds and how much power is on tap. There are two user-customized modes that allow you to set the parameters. You can make the throttle, for example, very aggressive or quite soft in its response. Settings are easy to use and access. I preferred Sport mode’s crisp throttle response and higher engine-braking. Like on previous modes, TC can easily be disabled using a switch on one of the pods. So if you need to lay a smoky burnout or get that hard drag launch, have at it. Not mentioned above is cruise control, which the CVOs have, but it is non-adaptive cruise. Other manufacturers are adding adaptive cruise to their higher-end motorcycles and it feels like an omission on a motorcycle with a $42,999 base price. Base price for Harley’s 2023 CVO Glides is $42,999, but the hand-laid-out and sprayed Whiskey Neat with Raven Metallic paint adds $6,000. (Jeff Allen/)Infotainment Ride modes and nearly everything else on the 2023 CVO Road Glide and Street Glide is accessed using the very wide 12.8-inch diagonal TFT touchscreen. A 12.8-inch TFT touchscreen is the command center of the new CVO Glides’ electronics and infotainment. (Jeff Allen/)Functionality during our one-day ride was good, and gloved hands worked just fine for poking through (many) options. There are also screen-navigation buttons on both of the new switch-gear pods that allow for most functions to be controlled by the rider without removing hands from grips. I found using the nav buttons a bit more challenging than just straight up poking things on the screen with my finger, but it was just a day ride, so we’ll revisit this when we get more seat time. It will take some time to commit all of the switch gear on the 2023 CVO Road Glide and Street Glide to memory. This is roughly half of them. (Jeff Allen/) And here’s the other half. (Jeff Allen/)It was clear Harley-Davidson was still working out a few coding quirks in this complex system as we would sometimes lose one of the widgets (tire pressure/engine temp block and the like) in one of the three display modes: Cruise, Sport, and Tour. Each display mode organizes the gauges, apps, and widgets differently to suit the intended riding. There are no mechanical gauges—tachometer, speedometer, and the rest is all fully digital on the screen. Apple CarPlay is integrated here, and requires the use of a headset because they’d like you to use voice commands. Harley-Davidson says Android Auto no longer supports motorcycles; streaming music and taking calls are your only Android options. A USB-C cable is in the (enlarged) right-hand cubby on the Road Glide and there is now a drawer below the TFT that slides out to accept your device (and more—it’s generously sized). A massive slide-out drawer in the CVO Street Glide’s fairing has room for all the phones. (Jeff Allen/)Powering all this electronica is a new, higher-output alternator that produces 58 amp. Charging systems are the unsung heroes of touring bikes, and this 20-plus-percent improvement helps power multiple outlets awaiting all the heated gear and chargers you can throw at them. Conclusion The 2023 CVO Road Glide and Street Glide appear to represent a new era for Harley-Davidson’s Grand American Touring line. We said “appear” because these are currently the only two motorcycles to have these changes. Will other touring models get some of or all of these changes in the 2024 model year or beyond? As ever, Harley-Davidons says, “We do not discuss future product.” But I will eat my hat if most of these updates don’t go across the touring line. And that’s a pretty big deal because my hat is usually fiberglass. VVT is long overdue on Big Twins and absolutely belongs on these engines and in this application because it improves refinement, response, and efficiency so much. We wish we’d seen these chassis changes years earlier, in fact, because the inverted fork, floating front brake discs, and new shock with more travel have truly improved already good-handling traditional tourers. It’s just that if Harley-Davidson had done this part of the job sooner, it might be time now to have added electronic damping and spring-preload adjustment, for example. But previous company leadership during the “More Roads to Harley-Davidson” were actually de-emphasizing touring model development. That’s clearly changed now as the company focuses on the models that have built the brand and are popular with its massive customer base. Imagine. These CVO baggers are most likely an early look at some or all of the features coming for Harley’s non-CVO Grand American Touring line. Good things are to come if that’s the case. (Jeff Allen/)We’d like to see a few more features, yes, but the CVO Road Glide and Street Glide are genuinely improved. And perhaps Harley-Davidson knows something about its customer and what they value given the roughly 2 million touring bikes it’s sold in the last 22 years. If you have the budget, the CVO Road Glide and Street Glide are an easy choice versus any of those 2 million used touring bikes in the market and even other 2023 models without the updates. It appears the outsized impact of the Harley-Davidson bagger on American motorcycling is set to continue. 2023 Harley-Davidson CVO Street Glide/CVO Road Glide Specs MSRP: $42,999 (base) Engine: Liquid-cooled, 45-degree V-twin; 4 valves/cyl. Displacement: 1,977cc Bore x Stroke: 103.5 x 117.5mm Compression Ratio: 11.4:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 115 hp (86kW) @ 4,500 rpm Claimed Torque: 139 lb.-ft. (189 Nm) @ 3,000 rpm Fuel System: Electronic Sequential Port Fuel Injection Clutch: Wet, multiplate slipper/assist Frame: Steel tube w/ two-piece backbone and bolt-on rear subframe Front Suspension: 47mm inverted Showa fork; 4.6 in. travel Rear Suspension: Dual emulsion shocks, spring preload, rebound damping adjustable, 3.0 in. travel Front Brake: 4-piston radial-mount calipers, floating 320mm discs w/ ABS Rear Brake: 2-piston caliper, 300mm disc w/ ABS Wheels, Front/Rear: Cast laced; 19 x 3.5 in. / 18 x 5 in. Tires, Front/Rear: Dunlop H-D Series bias blackwall; 130/60B-19 / 180/55B-18 Rake/Trail: 26.0°/6.7 in. Wheelbase: 64.0 in. Ground Clearance: 5.5 in. / 5.7 in. Seat Height: 28.0 in. / 28.1 in. Fuel Capacity: 6.0 gal. Claimed Wet Weight: 838 lb. / 862 lb Contact: harley-davidson.com Source

BMW’s latest electric scooter is the minimal urban-flavored 2024 CE 02, shown here in base form. (BMW Mottorad/)Remember BMW’s electric Concept CE from way back in 2021? Well, here we are with the production version some 48 months later, which feels like some kind of a record even for BMW, a brand famously known for its slow-walking of designs from concept to assembly. That said, the new 2024 BMW CE 02 doesn’t look all that removed from its CE origins, with a minimal, youthful design clearly aimed at an urban demographic, making for a far less dorky entry than most other city-themed runabouts. Frankly, we’re digging the shadowy, fat-tired, edgy vibe, like what you’d get if a Ruckus met a Monkey and ditched the gas engine. According to the Bavarian brass, it’s neither an e-motorbike nor an e-scooter, but “an eParkourer, created for the urban environment,” whatever that means. It certainly looks less polished than Germany’s previous robotic scooter designs (looking at you, CE 04), with a bit of a rugged vibe as well as—crucially—a more affordable price tag. Chunky but minimal, the scoot boasts an upside-down fork, preload-adjustable rear shock, and two ride modes. Shown here is the higher-spec Highline package, which adds a gold fork, quick charger, heated grips, and more. (BMW Motorrad/)From a visual standpoint, you get disc wheels that are designed to emphasize the proportions, with black as the base color for the frame, wheels, front fender, and triple clamp, while the gray on the motor cover offers contrast. BMW suggests the “reduced design offers plenty of scope for your own design options,” which is code for “we have lots of accessory options available.” Digging into the specs reveals a few more specifics, like a steel double-loop frame that holds an air-cooled, current excited synchronous motor, with energy derived from two air-cooled lithium-ion batteries. Those cells, which have an operating voltage of 48V and an energy content of 1.96kWh each, are also removable. The CE 02 uses two removable lithium-ion batteries; the standard external charger will get them to 80 percent in about three hours. (BMW Motorrad/)At the front end of the frame is a hydraulically damped, 37mm telescopic fork—inverted no less—while a single-sided aluminum swingarm connected to a direct-link shock with adjustable spring preload brings up the rear. Both are paired to a set of chunky 14-inch disc wheels fitted with wide 120/80-14 (front) and 150/70-14 (rear) tires. Thanks to a low weight of only 291 pounds and a seat height of just 29.5 inches, the new CE 02 is likely to feel fairly nimble on the road as well, with dual-position footrests allowing the rider to choose from a relaxed leg placement or a more sporty lean on the passenger pegs. Maximum claimed output is 15 hp (8 hp nominally) and with 40.5 lb.-ft. of torque available from the get-go, the new CE 02 is likely to reach its claimed top speed of 59 mph pretty quickly. According to BMW, the e-scoot is good for a range of more than 56 miles, give or take. BMW also includes Automatic Stability Control and Recuperative Stability Control as standard equipment, and the CE 02 features two standard ride modes: Flow and Surf. Flow is said to offer a softer throttle response and medium energy recuperation, while Surf gives riders a more direct throttle with snappier acceleration. There’s also a sportier Flash mode, which is only available with the optional Highline package (more on that later). Slowing things down on the CE 02 are single disc brakes at the front and rear, which are supported by BMW Motorrad ABS at the front wheel. Other convenience and safety features include keyless operation, LED lighting, headlights, a 3.5-inch TFT display, and a USB-C socket. The black-only base model 2024 BMW CE 02, here, retails for $7,599. Accessories are available (of course). (BMW Motorrad/)“Thanks to its unusual proportions and striking graphics, the new CE 02 is an uncomplicated, youthful form of single-track mobility. The reduced design language stands for lightness and fun. The focus is not on utility, but on emotional appeal, riding pleasure and uncomplicated, almost intuitive use,” explains Edgar Heinrich, head of BMW Motorrad design. Tall bars, beefy clamps, inverted fork, 4.6 inches of travel, 291 pounds—could be fun. (BMW Motorrad/)This being BMW, naturally there are optional accessories, and with the CE 02 it seems like many of them are cargo-oriented. There are Black, Urban, and Adventure collection 16-liter side cases; Black, Urban, and Adventure collection 35–42-liter side cases; and Black, Urban, and Adventure collection 50–60-liter side cases. Or opt for just a Light top case, which will give you an additional 29 liters of storage. Luggage carriers and anti-theft alarms are also available. One Highline trim and one accessorized CE 02. That bench seat looks less than inviting. (BMW Motorrad/)The optional Highline package (no price was given) adds anodized gold fork as well as the aforementioned Flash mode, a 1.5kWh quick charger, heated grips, a different seat, and more color and graphics along with other features. BMW has said the CE 02 is a 2024 model, and will arrive in the US with an MSRP of $7,599 (plus destination, of course). BMW has also released these new ConnectedRide Smartglasses, which offer riders head-up display tech. (BMW Motorrad/)Although they’re not designed specifically for the CE 02, BMW Motorrad also released a new tech accessory dubbed ConnectedRide Smartglasses. The shades are billed as “innovative motorcycle goggles with head-up display technology,” so riders can finally access the kind of tech we’ve seen in BMW’s automotive sector for years now. Pilots will see all relevant motorcycle and environmental data, such as navigation, speed, or gear, projected directly into their field of vision in real time. The Smartglasses feature UVA/UVB lenses and can be connected to your smartphone via Bluetooth and an app, and the projection can be customized with rider-selected settings. BMW did not give a price for the lithium-ion battery-powered shades, but said they will be available in the US later this year. More info is at bmwmotorcycles.com. 2024 BMW CE 02 Specs MSRP: $7,599 Motor: Air-cooled excited synchronous Rated Capacity: 8 hp Maximum Power: 15 hp @ 5,000 rpm Maximum Torque: 40.5 lb.-ft. @ 1,000 rpm Maximum Speed: 59 mph Battery: Two air-cooled lithium-ion batteries, 3.92 kWh Voltage: 48V Charging: 0.9kW w/ integrated charger; 1.5kW quick charger w/ optional Highline package Charge Time: Standard 2 hr. 50 min. to 80%; 2 hr. 20 min. for 80% w/ quick charger Transmission: 1-speed, integrated into motor housing/belt drive Frame: Steel double loop Front Suspension: 37mm inverted telescopic fork; 4.6 in. travel Rear Suspension: Single-sided swingarm w/ direct-link shock, spring preload adjustable; 2.2 in. travel Front Brake: 2-piston floating caliper, 239mm disc w/ ABS Rear Brake: 1-piston floating caliper, 220mm disc Wheels, Front/Rear: Cast aluminum; 14 x 2.50 in. / 14 x 3.50 in. Tires, Front/Rear: 120/80-14 / 150/70-14 Steering Head Angle/Trail: 24.5°/3.6 in. Wheelbase: 53.2 in. Seat Height: 29.5 in. Curb Weight: 291 lb. Contact: bmwmotorcycles.com Source

Rumors from Japan prompted AutoBy Magazine to mock up what it believes the next CBR1000RR-R will look like. (AutoBy Magazine/)A couple of decades ago it was the norm for Japan’s top superbikes to be revised every other year as they fought for supremacy in both the showroom and on the track. That trend has tailed off as the liter sportbike market has shrunk and customers have switched to other styles of motorcycles, but Honda appears to have revived the idea with its latest CBR1000RR as the latest Japanese rumors say there’s a revamped model coming for 2024. The current shape CBR arrived for the 2020 model year along with the addition of an extra “R” in its name, becoming the CBR1000RR-R to set it aside from the previous model, which currently remains on the market alongside its replacement. Despite being a clean-sheet design, with a 214 hp engine, new chassis, and winglet-equipped aerodynamics, the 2020 model didn’t meet Honda’s expectations. Far from leapfrogging its rivals to the front of the WSBK grid, it struggled, even with Álvaro Bautista as lead rider in its first year. For 2022, Honda introduced substantial under-the-skin updates to the production model including revisions to the compression ratio, airbox, intake funnels, and ports in an effort to turn those fortunes around. The late Nicky Hayden was the last Honda rider to take a victory in World Superbike back in 2016.The race results in WSBK haven’t improved though. It’s hard to believe, but Honda hasn’t won a single race in the series since 2016, when the late Nicky Hayden took his last career victory in a wet Race 2 in the Malaysian World Superbike round at the Sepang International circuit. During the current decade, Ducati, Kawasaki, Yamaha, and BMW have all had bikes on the top step of the podium, but Honda has rarely even managed to get onto the lowest one. With Honda suffering a similarly uncharacteristic slump in MotoGP it’s easy to imagine how keen the company is to return to the winning ways that it’s grown used to over the last few decades, and in doing so encourage a few more customers to opt for the big CBR instead of its rivals. Aftermarket company Puig Hi-Tech Parts produces bolt-on winglets for the current CBR1000RR. (Puig Hi-Tech Parts /)Power doesn’t appear to be Honda’s problem, and the latest Japanese rumors have the focus of the 2024 updates being visual and aerodynamic, with substantially larger front winglets for both the streetbikes and their racing counterparts. The current CBR1000RR-R’s multilayered side winglets, with a trio of stubby wing profiles inside enclosed channels on either side of the fairing, haven’t been copied by many rivals, and this year’s Ducati domination of the World Superbike series suggests the Italian firm’s solution—the much wider, biplane-style winglets of the Panigale V4 R—are the direction to take. In Japan, AutoBy magazine has mocked up how it believes the next-gen CBR1000RR-R will look, with larger wings, revised tail bodywork, and a new exhaust. The design is not far from the style that can already be attained for the CBR1000RR-R by adding extended, aftermarket winglets designed by Puig Hi-Tech Parts. Puig (no relation to Alberto Puig) also has a technical partnership with HRC and the Repsol Honda MotoGP team, and says its extended winglets offer around 17 pounds of downforce on the front axle at 186 mph. A frontal view of a CBR1000RR equipped with Puig aftermarket winglets. (Puig Hi-Tech Parts /)As long ago as 2019 we revealed that Honda originally had ideas to make the 2020-on CBR’s winglets actively adjustable, with blades that extended or retracted automatically via servo motors and Bowden cables depending on whether downforce was needed or not. That idea was clearly not adopted but it might have influenced the decision to go with the narrow, enclosed, multi-bladed winglets rather than the more conventional, wide versions seen on most MotoGP bikes and the Panigale V4 R. While active aerodynamics are banned in MotoGP, WSBK rules specifically allow them, but only if they’re standard parts on the original, road-going model. So far, no manufacturer has taken that route. The current Japanese rumors hint that Honda isn’t revisiting the idea of active aero, but instead simply looking at introducing much larger winglets to increase downforce. Road-bike design is essential here, as the WSBK regulations say: “Wings and other aerodynamic aids will only be considered legal if originally fitted to the homologated road specification machine in all of Europe, Asia, and North America. For race use the wings must follow the dimensions, profiles, and positions of the homologated shapes exactly (+/-1 mm).” Bigger wings for the streetbike is the sole way to make the same change on the WSBK racer, so the rumored aerodynamic updates for the 2024 Fireblade are a logical step if Honda isn’t to spend another year languishing behind its rivals. Source

MV Agusta’s Dragster RR SCS America is a US-only special edition. (MV Agusta/)At EICMA 1973, the new MV Agusta 750 Sport debuted a very American red-white-blue color scheme. The classic and aggressive tank and seat design and the perfect graphics conjured to the success of the bike and, together with the name America, became an icon in the serial exclusiveness of MV Agusta (and Magni) sport models—each highly appreciated by the nostalgic enthusiasts of the make. In a time when the KTM and MV Agusta management are still in the process of defining what is around the corner for the legendary Schiranna-located motorcycle brand, here comes a very special America edition of the Dragster RR SCS naked sportbike, reminiscent of that model from 50 years ago. 1973 MV Agusta 750 Sport (MV Agusta/)As we have seen time after time for MV Agusta, this is a limited edition, only 300 units and all reserved for American enthusiasts. After all, the US market is, in MV Agusta’s own words, “the most important market” and this special attention is duly justified. The America edition of the MV Agusta Dragster RR SCS is based on the top-of-the-range version of the 2023 MV Agusta Dragster RR, powered by the MV Agusta 800cc triple (79mm by 54.3mm bore and stroke) in its Euro 5–approved spec featuring a 13.3:1 compression ratio and 50mm throttle bodies. In standard settings it delivers a claimed 140 hp at 12,300 rpm and 64.2 lb.-ft. of peak torque at 10,250 rpm. Producing a claimed 140 hp in standard trim, the MV Agusta Dragster RR SCS America’s triple features a transparent clutch cover. Beneath that cover is a Rekluse auto-clutch. (MV Agusta/)In many respects this unit is the most efficient of the whole MV Agusta range—strong and free revving, but also fluid and progressive from as low as 3,000 rpm. This underlines that the technical team led by Dr. Brian Gillen developed a well-advanced and integrated MVICS 2.1 engine management system based on the latest Eldor Nemo 2.1 ECU that operates four torque maps. The electronic suite includes a Mikuni ride-by-wire throttle control and eight-level traction control, managed by the Continental MK 100 ABS central unit. In addition, the safety and riding assistance electronics include MV Ride app, cruise control, GPS Bluetooth sensor, launch control, wheelie control, and a Mobisat antitheft system with geolocation capability. MV Agusta’s 800cc triple complies with Euro 5 emission standards with a pleasant throttle response and a solid torque delivery from low rpm all the way up. The 1,000cc inline-four is not as refined as this three-pot mill. With the Akrapovič exhaust the America gets eight more horses, for a total of 148. (MV Agusta/)The RR SCS America comes complete with a Rekluse automatic clutch (thus the SCS acronym) shown off by a transparent clutch cover. The gearbox is the well-known six-speed cassette-type unit, assisted by the MV EAS 3.0 quick up-and-down shift electronic control system. This suite of advanced electronics comes as standard equipment, along with a bike cover and an authenticity certificate. Each bike is laser numbered on the upper tri-clamp. The chassis remains based on the composite structure featuring a main steel tubing trellis frame integrated by solid aluminum plates clamping the rear engine mounts to locate the pivot of the aluminum single-sided swingarm. The wheelbase spans 55.1 inches, and the steering geometry features a 24-degree steering rake that generates 4.1 inches of trail. MV Agusta’s Dragster RR SCS America rolls on 120/70ZR-17 front and 200/55ZR-17 rear Pirelli Diablo Rosso IV tires. The 6.00 x 17 rear forged aluminum wheel is hidden by the same carbon fiber cover that was originally designed for the highly emotional Rush 1000 model. The Dragster RR SCS America gets a carbon wheel cover like that of the truly bonkers Rush 1000. (MV Agusta/)For the suspension, MV Agusta continues to confirm its preference for a Marzocchi fork up front and a Sachs gas-charged monoshock at the rear. The Marzocchi fork is 43mm. The braking system is, naturally, entrusted to Brembo front 320mm twin rotors disc teamed to radial-mount 32mm four-piston calipers. Now to the raison d’être of this America edition of the Dragster RR SCS model, its special styling and, mainly, the red, white, and blue graphics. Its color scheme is totally different from all previous tricolor models, let alone the original 750 Sport. Then, only the tank was painted red-white-blue with a sober, elegant, but also very strong graphic effect. Now, blue is the dominant color, extending its presence from the sides of the tank to the front side shields, with a few extra touches on the rear wheel carbon fiber cover, the front fender, and the profile of the seat. Red extends from the top of the tank to the sides of the rider seat and to the top section of the passenger seat. The central section of the seat is in black suede with double stitching, and it definitely adds a touch of styling refinement. White is limited to a triangulated flash on the side of the tank and of the front shields. Red, white, and blue Italian—just like the author. (MV Agusta/)A very positive side of the Dragster RR SCS America is that it is based on a very rewarding naked sportbike with great handling qualities and one of the sweetest and yet strongest engines in the class. In case 140 horses might sound inadequate, an addition of the Akrapovič Titanium exhaust system bumps the power to a claimed 148 hp at 12,800 rpm and fattens the torque curve over a wider range of revs. MV Agusta says the Dragster RR SCS America is available starting today only at US dealers. Starting MSRP is $28,247. 2024 MV Agusta Dragster RR SCS America Specs MSRP: $28,247 Engine: DOHC, liquid-cooled triple; 4 valves/cyl. Displacement: 798cc Bore x Stroke: 79.0 x 54.3mm Compression Ratio: 13.3:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 140 hp @ 12,300 rpm Claimed Torque: 64.2 lb.-ft. @ 10,250 rpm Fuel System: Fuel injection w/ 50mm Mikuni throttle bodies, ride-by-wire Clutch: SCS 2.0 (Smart Clutch System) Radius CX automatic, wet, multiplate; hydraulic clutch actuation Frame: ALS steel tubular trellis Front Suspension: 43mm USD Marzocchi fork, fully adjustable; 4.9 in. travel Rear Suspension: Progressive Sachs single shock, fully adjustable; 5.1 in. travel Front Brake: Brembo radial 4-piston calipers, dual 320mm discs w/ Continental MK 100 cornering ABS Rear Brake: Brembo 2-piston caliper, 220mm disc w/ Continental MK 100 cornering ABS Wheels, Front/Rear: Aluminum alloy spoked; 17 x 3.50 in. / 17 x 6.00 in. Tires, Front/Rear: 120/70ZR-17 / 200/55ZR-17 Rake/Trail: 24.0°/4.1 in. Wheelbase: 55.1 in. Ground Clearance: 5.3 in. Seat Height: 33.3 in. Fuel Capacity: 4.4 gal. Claimed Dry Weight: 386 lb. Contact: mvagusta.com Source

Harley-Davidson’s X440 has officially hit the market in India. (Harley-Davidson /)We’ve already seen the fruition of Harley-Davidson’s association with India’s Hero MotoCorp—the X440—in a series of drip-fed partial reveals, but now the bike has gone on the market in India and revealed a first look at its complete technical specifications. The first glimpse of the X440 came back in April, when staged “spy” pictures were released to the Indian press, and then confirmation of the bike’s name and capacity came around a month later, along with the first official images. Now it’s been added to Harley’s Indian website, confirming all the technical details along with the sort of price tag that might get you a few Harley-branded accessories over here, but never a complete bike. The Motor Company’s famous badge comes to life in India on the new X440, an Indian-built collaboration with Hero. (Harley-Davidson/)Let’s start there. The base Denim version of the Harley X440 costs 229,000 rupees in India. That’s equivalent to $2,773 and gets you one color option—Mustard Denim—and wire-spoke wheels. You could spend more than twice that much on paint alone on some current CVO Harleys. Step up to 249,000 rupees ($3,015), and you get the Vivid version of the X440 in either Dark Silver or Thick Red, adding cast-alloy wheels and two-tone paint to the mix. At the top of the range there’s the X440 S in matte black, with orange and gray graphics and a three-dimensional Harley badge on the tank instead of just a sticker. It costs 269,000 rupees, equivalent to $3,257. Make no mistake, these are genuinely affordable bikes. In the US, the closest you could get would be one of Harley’s electric balance bikes for kids. The 20eDrive Pan America Launch Edition ebike, designed purely for children, costs $3,100. The Harley X440 in Mustard Denim. (Harley-Davidson/)For such a small price, you might expect little more than the most spartan, bare-bones motorcycle. In some ways, that’s what the X440 is. The engine is an air-cooled 440cc fuel-injected single, making 27 hp at 6,000 rpm and 28 lb.-ft. of torque at 4,000 rpm. It’s bolted to a simple steel frame, with a nonadjustable, inverted KYB fork and a twin-shock rear end that only has preload adjustability. However, when compared to machines like Royal Enfield’s 350cc single-cylinder range—direct rivals to the X440 in India—those specs look more than respectable. Harley-Davidson X440 in Vivid Thick Red. (Harley-Davidson/)More surprising, perhaps, is tech equipment that includes a TFT dash—albeit a tiny 3.5-inch one—that includes phone connectivity for turn-by-turn navigation as well as control over music, calls, and messages. Those are features that were lacking from the Indian-made Triumph single-cylinder 400s that were unveiled just a couple of weeks ago. On top of that there’s a USB port, LED lighting all around, disc brakes front and rear with dual-channel ABS as standard. You can just get a peek of the 3.5-inch TFT display here. (Harley-Davidson/)Of course, the Indian-made nature of the bikes means their prices in their home market probably couldn’t be replicated over here even if Harley-Davidson made the unlikely decision to import the X440 to the States. Shipping costs and duties would inevitably add a substantial amount. For comparison, Royal Enfield’s Hunter 350 sells here for $3,999, but in India it’s priced at just 169,000 rupees, equivalent to just $2,050, substantially less than even the cheapest version of the X440. Those numbers suggest that the Harley X440 might cost nearer $5,000 if it were to be brought to the US market, putting it uncomfortably close to machines in a higher performance category like the Husqvarna Vitpilen. The X440 comes with features like all LED lighting. (Harley-Davidson/) A closer look at the X440′s rear end, including all LED lighting. (Harley-Davidson/) The most expensive model is the X440 S with a raised H-D badge and matte paint. (Harley-Davidson/) The X440 in Vivid Dark Silver. (Harley-Davidson/) American culture in India. (Harley-Davidson/) 2023 Harley-Davidson X440 Specs MSRP: 229,000 rupees (India) Engine: Air-cooled single Displacement: 440cc Bore x Stroke: 79.6 x 88.4mm Compression Ratio: 9.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 27.0 hp @ 6,000 rpm Claimed Torque: 28.0 lb.-ft. @ 4,000 rpm Fuel System: EFI Clutch: Wet, multiplate Engine Management/Ignition: Electronic Frame: Steel Front Suspension: 43mm KYB fork Rear Suspension: Twin shocks, preload adjustable Front Brake: 2-piston caliper, 320mm disc Rear Brake: 240mm disc Wheels, Front/Rear: Spoke or cast alloy Tires, Front/Rear: N/A Rake/Trail: N/A Wheelbase: N/A Ground Clearance: N/A Seat Height: N/A Fuel Capacity: N/A Claimed Wet Weight: N/A Contact: harley-davidson.com/in/en Source

After 30-plus years of waiting, finally getting to throw a leg over a 400cc inline-four. (Kevin Wing/)I first became obsessed with sportbikes in the late 1980s and early ‘90s; the plastic-clad repli-racers from Japan ruled the streets around my newfound home of Los Angeles. Suzuki GSX-Rs, Kawasaki ZX-7Rs, FZRs, CBRs roamed the streets in packs barking out of their Vance & Hines exhausts. But because it was LA, mixed in among them were some unicorns: Japanese-market 400s that somehow were imported through the gray market. The September 1990 issue of Cycle World featured all of the forbidden fruit 400cc Japanense models that would never come to the US. (Cycle World Archives/)These were the rarest of birds, and of course all the more desirable because of it. At the time, in the land of the rising sun, the All Japan TT-F3 championship spawned a technology war that had the four Japanese companies building insanely trick 400cc inline-four-powered sportbikes to be homologated for racing. Bikes like the Honda CBR400R (and later the Honda VFR400R), Suzuki GSX-R400, Yamaha FZR400RR SP, and of course the Kawasaki ZXR-400R, were pushing production bike technology to even higher levels. But the US market was ignored, buyers here wanted 750s and liter bikes, and importers didn’t feel Americans would pay a premium for the small-displacement models. Kawasaki’s Ninja ZX-4RR was a welcome surprise for 2023. (Kawasaki/)In short, I missed out. I was never lucky enough to throw a leg over one of these tiny canyon dancers, and passed on buying a Yamaha FZR400 in favor of a less expensive FZR600. So, when Kawasaki recently announced that it was not only reviving the 400cc inline-four, but bringing it to the US, internal bells went off in my head. Must. Ride. This. Bike! But why all the excitement? Engine The jewel at the heart of the Ninja ZX-4RR is undoubtedly the engine. The liquid-cooled DOHC 16-valve inline-four displaces 399cc and has a 57.0 x 39.2mm bore and stroke. Inside that engine is a lot of technology that Kawasaki has learned racing its ZX-6R and ZX-10R platforms. The aluminum die-cast cylinders have bores that are chrome-composite plated for reduced friction and better durability. The oversquare bores allow the use of large 22.1mm intake and 19mm exhaust valves for good airflow, while the short 39mm stroke allows high-rpm performance with a near-16,000 rpm redline. Forged camshafts actuate valves with triple-rate springs capable of dealing with the high rpm attainable by the engine. The 399cc inline-four that powers the ZX-4RR revs to 16,000 rpm and makes peak torque at 11,000. US models have reduced peak power due to sound emission restrictions. Boo! (Kawasaki/)Lightweight cast-aluminum pistons and case-hardened connecting rods contribute to quicker-climbing revs as does a lightweight flywheel. The compression ratio is set at 12.4:1. Like its big brother the 10R, the 4RR gets two-stage machining on the fine-sand cast intake ports for straighter more efficient airflow into the combustion chamber. Precision machined combustion chambers and narrow included valve angles ensure high-performance efficiency. Ram induction jams pressurized air into the airbox and then through dual-length intake funnels (that help flatten the torque curve) before passing into a bank of 34mm electronic throttle valve throttle bodies. There is virtually nothing in this displacement category that compares to the Ninja ZX-4RR. (Kevin Wing/)Downstream is a 4-into-2-into-1 exhaust system with linked header pipes for improved low-to-midrange performance. Exhaust gases then pass into the long traditional-style silencer equipped with three catalyzers. Speaking of sound, our US-spec bikes, as you may have heard, don’t have the same performance specifications as the European bikes. Our European correspondent informed us that the UK press kit lists power at 77 hp (without ram air), and 80 hp (with ram air). Talking to Kawasaki at the press launch we learned that the 4RR wouldn’t meet US sound-emission requirements, which in turn meant the engine has been neutered up top to do so. Our press kit just lists the torque at 26.5 lb.-ft. At 11,000 rpm with an intentional omission of horsepower figures. We’ll come back to this later. The long traditional-style exhaust is equipped with a trio of catalytic converters. (Kawasaki/)The last of the mechanical details to discuss in terms of the powertrain is the assist and slipper clutch that passes drive into the six-speed transmission. On the assist side, the clutch utilizes the rotational forces of the pressure plate so that when it exceeds the rotational force of the hub it engages the assist cams which in turn increase the pressure on the friction plates, making the pull at the lever lighter. While under hard deceleration it reverses to provide slipper functionality to prevent rear-wheel hop entering corners. Electronics As mechanically sophisticated as those 400s from the late ‘80s to early ‘90s were, the electronic revolution that we’re currently in the midst of was still 30 years in the future. In this day and age, rider aids are the norm and the new ZX-4RR has its share to give the rider some peace of mind. Whereas many of the new superbikes have electronic intervention for just about everything, the 4RR keeps it simple with four integrated riding modes including Sport, Road, Rain, and Rider (manual settings). The first three of these have preset traction-control and power settings. In Sport you get KTRC setting 1 (of three) and Full power, in Road you get TC 2 and Full power, while Rain gives TC 3 (max) and Low power. In the Rider mode you can customize the settings and choose any traction-control setting or turn it off, and choose between Full or Low power. Standard on the ZX-4RR is the Kawasaki Quick Shifter that allows clutchless up and downshifts. The 4.3-inch TFT display has multiple modes, including Street, Track, Black, or White options. | (Kevin Wing/)The rider interface to access these settings is anchored by a 4.3-inch full-color TFT display that allows the rider to choose between two modes, either a more road-oriented view or a circuit mode that also can display a lap timer. The user can also choose between a black or white background, while the screen automatically adjusts its brightness based on ambient lighting conditions. LED headlights, and front-fairing embedded turn signals are used up front, while slim LED rear signals are clean and attractive. Another electronic feature is smartphone connectivity via Kawasaki’s Rideology app, that allows users to tether to the bike via Bluetooth and access things like GPS route information, call notifications, vehicle info and even change settings from the phone. LED headlights and fairing integrated turn signals keep the front clean. (Kevin Wing/)Chassis If the little 400cc engine is like a gem, the chassis that houses it is equally precious. What separates it from anything else in this displacement category are the high level of suspension and braking components. Starting with the suspension, the 4RR utilizes a Showa Separate Function Big Piston fork in the front. Unlike all of the competition, this fork not only allows compression and rebound damping (both circuits in the right leg), but also has provision for preload adjustment which can be made on the left tube. The large-diameter damping piston is claimed to provide smoother action initially in the stroke with reduced stiction. All adjusters are on the top of the fork tubes for easy access. Like the fork, the Showa Balance Free Rear Cushion (BFRC) shock is fully adjustable, with rebound, compression and preload. Its Horizontal Back-link design features a linkage on top of the swingarm, which Kawasaki says helps keep the shock away from the exhaust and engine to reduce the chance of it getting cooked and affecting performance. The Ninja ZX-4RR has some serious hardware up front, with a fully adjustable Showa SFF-BP fork, and serious brake hardware. (Kevin Wing/)A quick glance at the front end reveals a pair of Nissin four-piston radial-mount Monoblock calipers and 290mm discs, while a single-piston Nissin caliper and 220mm disc reside at the rear. The bike comes standard with Nissin ABS. Almost every other motorcycle on the market in this displacement category relies on a single caliper and disc up front. Five-spoke cast aluminum wheels are mounted with 120/70-17 and 160/60-17 Dunlop Sportmax GPR-300 rubber. A fully adjustable Balance Free Rear Cushion shock is mounted to a link above the swingarm, which keeps it away from engine and exhaust heat. (Kevin Wing/)The frame itself, to which all of these components mount, is a steel-trellis unit made up of various diameter and thickness tubing to provide the strength and flex that engineers were looking for. Like the main frame, the swingarm is made from steel, but has been arched on the right side to allow the exhaust silencer to be routed as high and tight as possible. A steel subframe is integrated into the main frame—not bolted on—which could be a consideration for those racing (and crashing) the bike on track. A couple other notable features that may get overlooked, are details like the five-position adjustable clutch and brake levers, and nice quality aluminum footpegs. The trellis-style frame is made of high-tensile steel as is the curved swingarm and integrated subframe. (Kawasaki/)Wheelbase measures a compact 54.3 inches, which for comparison sake is almost an inch shorter than the ZX-6R (55.1 inches) and considerably shorter than the 57.1-inch ZX-10R. Front end geometry measures 23.5 degrees of rake with 3.8 inches of trail, which is very similar to the 6R. Claimed curb weight is just under 415 pounds when topped up with 4 gallons of fuel. Seat height is 31.5 inches, which should accommodate a wide range of riders. Riding Impression Our day on the 4RR would be spent exclusively on Thunderhill Raceway near Chico, California. If you aren’t familiar with T-Hill, it’s basically a motorsport roller coaster slapped into the rolling hills of California’s nut farms. Blind crests, fast sweepers, a few tight chicanes, and ideal for the 4RR, a reasonably short front straight. Interestingly, Kawasaki decided that we’d be running the stock Dunlops for the day instead of track-oriented rubber, which at first sounded crazy as we’d also been told we’d get seven (!) 30-minute sessions. Heading toward Thunderhill’s turn 9E drop. (Kevin Wing/)Thunderhill definitely requires a bit of a learning curve to get up to speed on. Not only are there a bunch of blind crests as mentioned, but some off-camber ones as well. With way more than enough track time, getting up to speed and finding reference points wasn’t going to be a problem. While T-Hill’s signature turn 5E is borderline novelty as you crest a giant blind mountain and then plunge off the backside into an off-camber right (à la Laguna’s Corkscrew), it’s turns 6E to 9E that proved to be insanely fun on the 4RR. These three fast lefts are very reminiscent of Misano’s 11, 12, and 13, when they used to run the track counterclockwise. Smaller-displacement bikes are incredibly rewarding on the track, and force you to be sharp and precise as you don’t have heaps of horsepower to mask your bad lines and mistakes. Keeping the ZX-4RR on the boil without losing momentum is ridiculously fun as you link everything together. One of the single best things about the 4RR is that it buys you tracktime. Whereas wrestling a 1,000cc-plus superbike around is exhausting, you feel like you can lap all day long on the little Kawasaki, which is what we did. The great thing about lapping a 400 like the Ninja ZX-4RR is that you can ride all day and never get tired! (Kevin Wing/)With the layout locked into memory and references burned into the brain, concentrating on the bike became easier. The first thing that leaps out at you is how good the brakes are. They honestly have the bite and feel of much more expensive Brembos that are found on most European sportbikes. There are only a handful of hardish braking zones at Thunderhill, and with the much slower speeds generated on the 4RR you don’t exactly hit your markers at warp speed, but one- and two-finger braking was no big deal getting it slowed from 120 to 125 mph. Of course, the next most notable attribute of the little Ninja is the handling. In this regard, T-Hill was an ideal choice of venue for the bike to strut its stuff. Flicking the bike through the tighter corners makes you really appreciate what riding a small-displacement sportbike is all about, with very easy transitions side to side and the ability to alter your lines as needed midcorner. But what’s even more fun is being absolutely tapped through fast sweepers and yet not carrying so much speed as to have to worry about going into a lunar orbit if it all goes wrong. It’s here that we have to give a serious shoutout to the stock Dunlops, which even at the end of the day had proven to hold up quite well. For sure, running standard street tires makes you keep a bit in reserve, but the fact that they held up to three and a half hours of track time on a near-90-degree day further strengthens the argument for making a 4RR your trackday bike. It’ll save money on the tire bill for sure. The TFT display has a track mode that also incorporates a lap timer and displays just the info you really need at a glance while riding on the track. (Kevin Wing/)Another area that was impressive, is the ride quality of the suspension. Settings were left alone for the most part during the course of the day, as the bike was set up with recommended track settings suggested by our Kawi support crew. It was plush and forgiving and yet provided a good balance for just about everything encountered. Under braking for the hardest braking areas at turns 1E, 10E, and 14E, the fork was supportive and trustworthy, while the chassis and suspension handled cutting the bumpy rumble strip in the turn 11 chicane without issue. So, the next area to address is the engine, especially knowing that our US market machines aren’t pumping out the same power as the bikes do in Euro trim. For sure, on a few of the longer straightaways the 4RR feels really soft up top, where in theory it should be pulling its hardest. But with that being said, the engine is surprisingly flexible exiting corners and has more bottom-to-midrange power than you might expect. The part of the rev-range that Kawasaki had to neuter is basically from 11,000 to 15,000 rpm, exactly where you really want to hear this thing scream. Of course there is an easy solution from the aftermarket, and in particular from Graves Motorsports, who has found as much as 80 rear-wheel horsepower with a Supersport-spec build. But if you’re looking to just get back what the DOT has stolen from it, a flashed ECU and slip-on silencer nets a claimed 37 percent increase in peak power (over our US spec), and can be ordered from Graves Motorsports. If closed-course track riding is your planned destination, this seems like a no-brainer. In this cockpit view, you can see the easy to access adjusters on top of the fork tubes. (Kevin Wing/)With a limited amount of muscle on tap, keeping the bike in the Full power setting with minimal to no TC was easily the choice. Early in the day other settings were tried, some of which might be great on the street, but for the track we wanted everything it could offer. Performance from the quickshifter was good and helped keep the engine in its sweet spot, which is between 9,000 and 11,000 rpm before it hits the emission police’s cliff. Conclusion After a full day of lapping the ZX-4RR, we walked away very impressed with the bike’s chassis and in particular the quality of components that Kawasaki has fitted it with. When you look at this displacement range there simply isn’t anything else on the market like the Ninja 4RR except for the odd Chinese bike like Kove’s 450RR. The rest of the bikes in this displacement category are either singles (KTM RC 390) or parallel twins ranging from 300 to 500cc (Yamaha YZF-R3, Honda CBR500R, and so on) and just weren’t built for maximum performance, either in terms of engine performance or off-the-showroom-floor chassis capability. As rare as 400cc sportbikes were in the ‘80 and ‘90s, they were thought to be completely extinct until Kawasaki’s Ninja ZX-4RR rose from the ashes. (Kevin Wing/)From a performance standpoint, the Ninja ZX-4RR is an absolute blast on a racetrack, for sure it’s a shame that it had to be choked back by sound-emission regulations in the US market, but instead of holding that against Kawasaki, we’d prefer to give the green team kudos for reviving what was a long-lost formula to fun. And besides, like we said, restoring the top-end is a quick ECU flash away for those who plan to ride the bike at trackdays or plan on racing it. It would be unfair to lump this bike in among the entry-level sportbikes on the market like those above, as it clearly is targeted toward a more experienced rider who appreciates the performance-oriented components and is willing to spend some extra coin to get them. Like those mentioned above, within its own family there is the Ninja 400 twin that starts at $5,299, but the $9,699 Ninja ZX-4RR is a totally different animal and actually quite a bargain for all of the features and top end components that it comes with. Technology has a price, and in this case that price isn’t too outrageous. So thank you, Kawasaki, at least for making one aging journalist’s long-lost desire to throw a leg over a 400cc screamer a reality. It was totally worth the wait. Nice touches like the five-position adjustable brake and clutch levers are welcome. (Kevin Wing/) A single-piston Nissin caliper and 220mm disc handle braking at the rear. (Kevin Wing/) The Ninja ZX-4RR in its happy place. The racetrack. (Kevin Wing/) Thunderhill couldn’t have been better for riding this little firecracker. (Kevin Wing/) 2023 Kawasaki Ninja ZX-4RR KRT Edition Specs MSRP: $9,699 Engine: DOHC, liquid-cooled, inline-four; 4 valves cyl. Displacement: 399cc Bore x Stroke: 57.0 x 39.1mm Compression Ratio: 12.3:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: N/A Claimed Torque: 26.5 lb.-ft. @ 11,000 rpm Fuel System: DFI w/ 34mm throttle bodies Clutch: Assist w/ slipper function Engine Management/Ignition: TCBI w/ digital advance Frame: Steel trellis Front Suspension: 37mm inverted Showa SFF-BP fork, spring preload adjustable; 4.7 in. travel Rear Suspension: Showa BFRC Lite shock, fully adjustable; 4.9 in. travel Front Brake: Dual radial-mount, 4-piston calipers, 290mm discs w/ ABS Rear Brake: 1-piston caliper, 220mm disc w/ ABS Wheels, Front/Rear: 5-spoke cast aluminum; 17 in. Tires, Front/Rear: 120/70-17 / 160/60-17 Rake/Trail: 23.5°/3.8 in. Wheelbase: 54.3 in. Ground Clearance: 5.3 in. Seat Height: 31.5 in. Fuel Capacity: 4.0 gal. Claimed Wet Weight: 415 lb. Company: kawasaki.com Gearbox Helmet: Arai Contour-X Suit: Alpinestars GP Plus V4 Gloves: Alpinestars GP Tech V2 Boots: Alpinestars Supertech R Airbag: Alpinestars Tech-Air 5 System Source

Time to order your Fuell Fllow electric motorcycle—it’s coming soon (we’re told). (Fuell/)The last time we checked in with Fuell—Erik Buell’s latest electric vehicle outfit, in case you forgot—it was 2021, in the eye of the pandemic. Assembly lines were shuttered, supply chains were snarled, and normal life as we know it was generally turned upside down. In short, the future was unknowable, and Fuell put its long-awaited electric motorcycle, the Fllow, on standby, choosing instead to focus on its Flluid ebike. It turned out to be a smart move, as demand for ebikes exploded in that time; some models of the Flluid have since sold out. Meanwhile, sometime in late 2022, Fuell quietly announced it was reopening preorders for the Fllow, Fuell’s first electric motorcycle. Now comes word from the company that the new model (in prototype form) has achieved validation success on prelaunch.com, and preorders are re-reopening (yeah, we’re confused too). In short, the Fllow project is proceeding apace, with production expected soon. Fuell touts the Fllow’s 30-minute charging time, but that’s only if you use a Supercharger/CCS (Combined Charging System). It’ll take several hours longer (10) using the home wall outlet. (Fuell/)Does that mean we can expect a production model in 2024? Hopefully, but the company is still dancing around an actual date, saying only that they have a “functional prototype,” and that “the Fuell Fllow is available for preorder at $9,995″—a sizable $3,000 discount off the $12,995 MSRP. Curiously, the company’s website cites a $11,995 MSRP, with a $2,000 discount if you preorder and put down a $200 reservation deposit. Otherwise, the technical info Fuell released about the Fllow late last year remains relatively unchanged. A few numbers have been updated, but other specs are still vague. As with most electric motorcycles, the torque numbers are eye-watering: 553 lb.-ft. in the Fllow’s case; the acceleration is head-snapping (0–60 in 3.5 seconds); and the top speed of 85 mph is just so-so. Fuell is emphasizing that the Fllow’s range is better than most of its peers, claiming a 150-plus mile range in urban conditions. And frankly, the fact that this thing is still going to be produced after a protracted shutdown and global pandemic is impressive. The Fllow’s 10kWh battery pack gets its own structural magnesium housing down below. The brand calls the bike’s styling “minimalistic, and utilitarian,” but maybe “polarizing” is more accurate. (Fuell/)Back to the Fllow’s specs, though. The latest numbers from Fuell claim an output of 47 hp (35kW) from the transverse flux motor mounted in the rear wheel, and backed up by a high-capacity 10kWh battery pack in a structural magnesium housing. There’s 53.9 inches between the wheels and a rider-friendly 30.1-inch seat height, and weight is a claimed 400 pounds, which should make the Fllow fairly nimble. For comparison, the LiveWire One weighs 562 pounds and outputs less than 90 lb.-ft. of torque (but it’s also good for 100 hp). Fuell says charging time is 30 minutes using a Supercharger/CCS (Combined Charging System) but will take considerably longer (10 hours) using the home charging system. Fuell says the dashboard is always connected and able to receive regular software updates. That “fuel tank” actually opens to reveal 10 gallons of storage space. (Fuell/)Also of note is the Fllow’s fairly large storage capacity, which leverages the space normally taken up by a fuel tank on an ICE bike to good use. Here you can expect a 50-liter storage capacity, which the company says will fit a full-face helmet and a large bag among other things. In its current state, the Fllow has the luggage capacity and practicality of a large scooter but looks like (and presumably handles) like a midsize motorcycle. The company says it “accelerates like a superbike, and is highway capable…with a very low center of gravity,” but the commuter market is clearly the intended target, given the 10 gallons of storage, space for a passenger, and the quick charging port allowing use of existing stations. Patent-pending: The Axially Integrated Transverse Flux motor is housed in the rear wheel, thus removing a secondary transmission source. (Fuell/)As you might expect on a project run by Erik Buell, the Fllow packs all kinds of advanced innovations. The integrated wheel motor, for example, is a patent-pending original cooked up by Buell himself specifically for Fllow. The wheel-motor refers to the Axially Integrated Transverse Flux motor uniquely integrated into the rear wheel, which removes the secondary transmission (a chain or drive belt) while maintaining power and keeping weight acceptably low. Says Buell: “We knew we needed wheel designs that would work with the large-diameter electric motor technology; a design that keeps everything as light as possible and allows wheel/tire changes without disturbing the motor seals. Also, a design that would prevent any wheel rim and spoke deformation from lateral and vertical loads from being transferred to the motor housings. Because the drive motor is a large diameter, the drive torsion forces go from the rotor out to the rim, therefore the spokes from the rotor carry no torsional loads, only road loads.” A single shock and single-sided swingarm handles suspension duties out back. (Fuell/)Also of note (and patent-pending) is the 10kWh battery pack that’s integrated into the chassis, acting as a structural element. The Fllow will also have the ability to update battery packs for new technologies and upgrades as they become available, says the company. Also on the chassis side is what Fuell calls “integrated chassis and powertrain management with traction/wheelie control and patent-pending Optimized Powertrain Integration—to optimize chassis handling and power,” which we assume is an electronic system that can be adjusted to suit, We also get references to an “Advanced Braking System…with rear wheel regenerative braking activated automatically by the linked braking system,” but no other details or specifications. Also not clear are some of the more specific chassis and electrical details, like rake and trail, braking and suspension component configurations, and switch gear and lighting details. But we do know that there will be advanced electronic safety options available for the Fllow developed in partnership with tech company iRider, promising collision warning, blind spot detection, active road navigation, and more. The single disc up front is part of the linked braking system on the Fllow. (Fuell/)According to Buell, the design brief for the Fllow was relatively narrowly focused, targeting urban users who have to contend with emissions constraints/regulations. The machine would need to be comfortable, easy to ride, quick to accelerate, and have storage capability, and visually, it would use a minimalistic, utilitarian design language that was still modern and beautiful. The range and price would be especially crucial, with targets of under $15,000 and at least 150 miles range in real city traffic conditions. Additionally and just as importantly, says the company, the bike would need to be able to charge as fast as a “traditional stop for gasoline.” Erik Buell considers the Fllow to be just one part of an overall strategy for the future of transportation, given the growing restrictions in urban spaces. (Fuell/)The Fllow is just one part of a bigger picture for Buell however. He’s tried to put the future of transportation in general into some context, saying: “There is no argument that currently, with battery technology as it stands, gas-powered motorcycles designed and used in traditional ways seem to be a more rational choice. Yet when you take into account the growing restrictions in city centers, and you focus on the duty cycles on urban/suburban use...urban motorcycles make a lot more sense. Even more so when you integrate high-voltage systems into your design, to make them compatible with automotive fast charging stations already installed in those areas.” There will of course continue to be arguments for and against this line of thinking in the near-term, but it’ll likely be worth revisiting in the next decade or so. We’re gonna assume those Buell-like stacked headlights are LED. The Fllow’s preorder price of $9,995 includes the exclusive Fuell x Veldt carbon helmet. (Fuell/)According to the company, the Fllow will be assembled for production in the US, with parts and components emphasizing US and/or Western provenance. Fuell also adds that, compared to a gas-powered bike, Fllow has 60 percent fewer parts, and is assembled in 40 percent of the time. Will the Fuell Fllow be a 2024 bike? Let’s hope. Right now, though, the company is accepting preorders at a $9,995 price ($12,995 MSRP) for the Fllow, which also includes an exclusive Fuell x Veldt luxury carbon helmet ($1,060 retail value). Stay tuned. The Fuell Fllow is expected to reach production (very?) soon. (Fuell/) 2024 Fuell Fllow Technical Specs MSRP: $12,995 Motor: Proprietary axially integrated transverse flux motor in wheel (patent pending) Battery: 10kWh lithium-ion cylindrical cell array in structural magnesium housing 79.0 x 50.9mm Charging: Quick charge or home w/ Onboard or accessory fast chargers 5-speed/chain Charging rate: 750W on board, 3.3kW & 6.6kW available accessory fast charger 17.8 lb.-ft. @ 9,300 rpm Charge time: 100% (home): ~10 hr. (Onboard), ~2.5 hr. (3.3kW optional), Wet, multiplate; cable actuation ~1.25 hr. (6.6kW optional) Aluminum twin-spar ~30 min. (Supercharger: CCS Type 2, DC) Showa 49mm coil-spring fork, compression damping and rebound damping adjustable; 12.2 in. travel Power (claimed): 47 hp continuous (Fllow-1S) 15 hp continuous (Fllow-1) Nissin 2-piston caliper, 260mm disc Torque (claimed): 750 Nm (553 lb.-ft.) Range (claimed): 150 miles (urban conditions) Maximum Sustained Speed: 85 mph (140 kph) Frame: Magnesium monocoque Front Suspension: 40mm inverted telescopic fork; 5.1 in. travel Rear Suspension: Single-sided swingarm, single shock, preload adjustable Front Brake: Hydraulic disc w/ ABS Rear Brake: Integrated Wheels, Front/Rear: 17 x 2.5 in. / 17 x 4 in. Tires, Front/Rear: Michelin Pilot Street Radial; 110/70-17 / 140/70-17 Rake/Trail: N/A Wheelbase: 53.9 in. Seat Height: 30.1 in. Claimed Weight: 400 lb. Contact: fuell.us Source

To celebrate its quarter century in the go-fast game Suzuki has unveiled a special 25th Anniversary Edition of the Hayabusa. (Suzuki Motor USA/)Ultimate sportbike. Fastest stock motorcycle. Drag racer’s dream. To the list of superlatives lauding Suzuki’s iconic Hayabusa you can now add another description: a quarter century old. Hard to believe it’s been 25 years since the big Suzuki melted Cycle World testers’ faces when it ran a 9.86-second, 146 mph ­quarter-mile in its 1999 debut. (It also did 194 mph for our radar gun.) That’s not an insignificant stretch of time in the motorcycling world, and for all those two and half decades, the ‘Busa has been sparking debate and polarizing opinions, not only for its bulbous styling (EIC Hoyer called it “a cosmic suppository” at the time) but also for its head-snapping performance. It’s also worth noting that the Hayabusa has been a huge sales success over the last 25 years (nearly 300,000 units sold around the world) and Suzuki is eager to mark the milestone with a special model, officially introduced as the 2024 Hayabusa 25th Anniversary Edition. Stacked headlights and aerodynamic (or is it polarizing?) styling remains instantly recognizable, but Glass Blaze Orange and Black color conveys special-edition status. (Suzuki Motor USA/)That the ‘Busa is not only still here but sitting pretty atop Suzuki’s sportbike category is notable enough, and maybe not so surprisingly, you won’t find all that much special about the anniversary model save for some special decals, badges, color accents, and and a unique 25th Edition-only livery in orange and black. Then again, Suzuki’s big sportbike has seen its share of revisions over the years, starting with 2008′s Gen 2 effort, and most recently, the Gen 3 update to meet Euro 5 emissions standards in 2022. For that, Suzuki had to carefully revise the engine, going through nearly the entirety of the 1,340cc liquid-cooled four, and the bike was also granted ride-by-wire and a new suite of electronics supported by an IMU to work in concert with all the other bits of Suzuki’s SIRS (Suzuki Intelligent Ride System), which includes wheelie control, traction control, cornering ABS, and more. Special 25th-anniversary emblem takes a prominent place on the fuel tank, which also carries raised Suzuki logos on the sides. (Suzuki Motor USA/)In short, the bike we see here is essentially the same updated Gen 3 bike with no mechanical tweaks under the hood (or beak, as it were); this is strictly a tribute bike that’s made to stand out visually, and the 25th Anniversary Hayabusa makes its mark with an eye-popping Glass Blaze Orange and Glass Sparkle Black color combo that riffs on one of the more popular Gen 2 color options, also set off with special V-shaped red graphic. More reminders on the 25th Anniversary Hayabusa: Brake rotor carriers are gold-anodized. (Suzuki Motor USA/)You get more reminders of the bike’s special anniversary status courtesy of a distinctive 25th-anniversary emblem, while 25th-anniversary logos are etched on each muffler. Other cosmetic features specific to the special edition include raised Suzuki logos plastered onto the fuel tank and the Hayabusa Kanji logo appearing on the drive chain plates, while the brake rotor carriers are gold-anodized. Out back, a single-seat cowling is included as standard equipment. The special-edition ‘Busa also gets the logo etched onto its upswept pipes. (Suzuki Motor USA/)The 25th Anniversary identifiers and accents are ladled atop the Hayabusa’s already robust feature set, which includes that brawny 1,340cc inline-four stuffed into a twin-spar aluminum frame, adjustable KYB suspension, bidirectional quickshifter, cornering ABS, Brembo Stylema brake components, stacked LED headlights with ram-air ducts, and more. Leave your passenger at home; single-seat cowling is included as standard equipment on the 2024 Hayabusa Special Edition. Price is TBD. (Suzuki Motor USA/)The 25th Anniversary Edition will sell in the usual countries and outlets as the base-model Hayabusa, and Suzuki says the special edition will hit dealerships in late summer. No price has been set just yet, but for reference, a 2023 base-model Hayabusa retails for $18,799. Source