Hugh Janus

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

Our top 10 list of some of the most expensive production motorcycles available today has an average price of $64,951.70. (Ducati/)With an average price exceeding $64,951, the production bikes shown below prove there are deep pockets in the motorcycling community, and that performance, prestige, pedigree, and exclusivity can attract it. And apparently, the specific motorcycle segment matters little, because represented in this vaunted superclass are cruisers, naked bikes, tourers, and superbikes, both street legal and track-only. (Interestingly, nothing with dirt or dual sport tires is represented here. Hey, what’s up with that?) Here are 10 of our favorite high-priced motorcycles that are not custom or one-off models. Arch KRGT-1 Arch KRGT-1: $85,000 (Courtesy Arch Motorcycle/)Billed by specialty power-cruiser company Arch as the “ultimate street machine,” the Arch KRGT-1 stands ready to defend the claim. Power comes from a dual-cam S&S V-twin displacing 124ci (2,032cc) and tuned to produce a wide, fully usable torque spread. The big motor nestles in a bespoke hybrid frame comprised of a steel cradle and backbone, and a billet aluminum subframe and swingarm. More CNC-machined aluminum is found throughout the machine, including the fuel cells, chassis side plates, and engine covers. Arch partnered with Öhlins to obtain proprietary suspension, and both ends feature compression, rebound, and preload adjustability. Carbon fiber wheels (19-inch front, 18-inch rear) pair with six-piston front and four-piston rear Monoblock calipers. The MSRP is reportedly $85,000. Bimota Tesi H2 Bimota Tesi H2: $69,850 (Ula Serra/Felix Romero/)The latest in Bimota’s long experiment with hub-center steering and swingarm front suspension, the Tesi H2 has progressed far beyond the first Tesi that hit the street in 1989. This one is powered by a Kawasaki’s supercharged 998cc inline-four (courtesy of the H2/H2R/Z H2 family) and reportedly wails out 228 hp at 11,500 rpm (bump that up to 239 hp with ram air in full effect at speed). The chassis uses machined billet aluminum all around, including the inventive dual swingarms; front and rear travel is a modest 3.9 inches and 5.1 inches, respectively. Nothing has ever looked like a Tesi, and this version is no different, much thanks to the rad billet front end. Published price in Italy is 64,000 euros, which converts to $69,850 at press time. BMW M 1000 RR BMW M 1000 RR: $32,995 (BMW/)Technology that recently was only available on racing superbikes is now available on production models. That is the case with the $32,995 M 1000 RR. Its 999cc inline-four is claimed to produce a burly 205 hp and can rev to 14,600 rpm. A claimed curb weight of 423 pounds gives the bike an insane power-to-weight ratio of 2.1 pounds/horsepower—72 percent better than a $1.1 million McLaren Senna. Approaching the bike’s stated 186 mph top speed, winglets generate 49.8 pounds of front-wheel load (aka downforce) for optimal control. Atop the basics, M 1000 RR buyers can layer on numerous options, including an M Competition package with carbon wheels and trim; other choices include a titanium front silencer and a datalogger with GPS lap triggering. Ducati Streetfighter V4 Lamborghini Ducati Streetfighter V4 Lamborghini: $68,000 (Ducati/)When your company is owned by a giant global firm that also owns Lamborghini, why would you not build a Lambo-themed hot rod? That is the case with Ducati and its spectacular 208 hp Streetfighter V4 Lamborghini, priced at $68,000. Underpinned by the 1,103cc Panigale V4 S engineering and detailed to mimic the Lamborghini Huracan STO supercar, this special Streetfighter is finished in the same stunning Citrea Green with orange trim. The 392-pound machine carries the No. 63 to honor the year (1963) that Lamborghini was founded, and the 630 production units targeted by Ducati for worldwide consumption. Oh, and if you’re already a Lamborghini owner, you can request your Streetfighter V4 Lamborghini configured to match your car! Having. Money. Is. Nice. Ducati Superleggera V4 Ducati Superleggera V4: $100,000 (Ducati/)Ducati gloriously built the Desmosedici RR in 2008, a MotoGP-based V-4 superbike with a staggering (at the time) MSRP of $72,500. Fast-forward 15 years, and meet the Superleggera V4, a limited-production lightweight superbike that the company calls “the most exclusive Ducati ever produced.” The numbers are stupefying: 234 hp from its 998cc Stradale V-4 at 15,250 rpm with racing exhaust, and a dry weight of 336 pounds, also with a racing kit installed. It’s truly lunacy, because the Superleggera V4 is reportedly the only streetbike in the world with a carbon fiber frame, swingarm, and wheels. Which may explain two other numbers: a scheduled production run of just 500 units, and an MSRP of $100,000. Harley-Davidson CVO Road Glide Limited Anniversary Edition Harley-Davidson Road Glide Limited Anniversary Edition: $51,999 (Harley-Davidson/)Since 2023 is Harley-Davidson’s 120th anniversary year, The Motor Company made a big celebratory statement in the $51,999 CVO Road Glide Limited Anniversary touring rig. CVO stands for Custom Vehicle Operations, the long-standing benchmark for exclusive H-D special touches in paint, finishes, and features. Per usual Road Glide practice, power comes from a Twin-Cooled Milwaukee-Eight 117 V-twin. But then, the Limited Edition boosts the energy even higher, thanks to unique black and Heirloom Red anniversary paint, heated grips, and seats, Alcantara seating surfaces with contrasting stitching, and glass-filled art-deco flying eagle motifs and a laser-etched serialization on the tank. Indian Challenger RR Indian Challenger RR: $93,000 (Indian Motorcycle/)The emphatic success of MotoAmerica’s crazy King of the Baggers series has spurred Indian to produce a publicly available race replica in the Challenger RR. Intended solely for track duty, just 29 of these performance flagships will be created, a nod to the race number 29 of 2022 title winner Tyler O’Hara. Production-based V-twin power is a must here, and the modded PowerPlus engine displaces 112ci (1,835cc), thanks to a big-bore kit, and wears CNC-ported heads with S&S cams and billet rockers, a big 78mm EFI throttle body, and a 2-into-1 racing exhaust. Engine management is via a Maxx adjustable ECM. Chassis mods include Öhlins suspension, billet triple clamps, a custom swingarm, and 17-inch race wheels and tires. And the price? Reportedly a racy $93,000. Kawasaki H2R Kawasaki H2R: $57,500 (Kawasaki/)By a significant margin, this is the most audacious production motorcycle ever offered by Kawasaki. Retailing for a mind-spinning $57,500, the H2R is like a liquid-hydrogen rocket on wheels. Cloaked in carbon fiber bodywork, its 998cc inline-four engine is fed by an aerospace-grade 130,000 rpm supercharger and pumps out a reported 326 hp at 14,000 rpm. In a diversion from normal superbike practices, the trellis center frame is tubular steel, and the standard tires are racing slicks. Electronics are first-rate, managed by a five-axis Bosch IMU and including launch and traction control, cornering management, an Öhlins steering damper, a quickshifter, and a whale of a lot more. Absolutely not street legal, the track-only, 476-pound H2R can exceed 200 mph on the top-end. KTM Brabus 1300 R Brabus 1300 R: $45,575 (Brabus/)Created in partnership with KTM, the Brabus 1300 R features the Austrian bike company’s familiar 1,301cc LC8 V-twin—borrowed (along with the chassis and electronics) from the 1290 Super Duke R Evo and developing some 180 hp. So why not just buy a $20,399 Super Duke instead of the Brabus, at a reported $45,575 MSRP? A fair question. In answer, the Brabus 1300 R is the first motorcycle from the noted German luxury car builder and contains a wide range of exclusive components. The list begins with carbon fiber bodywork, bespoke nine-spoke forged aluminum wheels, unique LED lighting, and a heated seat. Speaking of exclusive, just 77 units were to be built in each of two colors, Magma Red and Signature Black. MV Agusta Rush MV Agusta Rush: $45,598 (MV Agusta/)Machine a solid block of anabolic steroid into a motorcycle, wrap it in black finishes with tantalizing splashes of gold, and introduce it simply as “beast mode” on your website. OK, well, don’t do that. But one look at the MV Agusta Rush, and you’ll certainly conclude that major hooliganism is on tap. In fact, in creating the 1,000cc, four-cylinder Rush, MV Agusta targeted the historically American sport of drag racing, and included features such as the lenticular (i.e., disc-style) rear wheel to suit, along with an LED taillight that evokes flaming zoomie headers. Borrowing its chassis, engine, and electronics suite from the popular Brutale 1000 series, the Rush’s MSRP is $45,598. Source

BMW’s Intelligent Emergency Call button layout. (BMW/)BMW has revealed the first of its 2024-spec motorcycle models for the US market: adding a selection of new colors and option packages and introducing a new Intelligent Emergency Call feature to selected bikes. We’re going to have to wait a little longer for the reveal of entirely new models, led by the highly anticipated R 1300 GS that’s confirmed to be coming at an unveiling in Berlin September 28. In the meantime, BMW has announced the 2024 versions of the CE 04 and C 400 GT scooters, the G 310 range, the F 900 R and XR, R 1250, R 18, S 1000 R and RR, M 1000 R and RR, and K 1600 lines. The standout technical update is the Intelligent Emergency Call system, which will be standard on the 2024 R 1250 range, R 18 B and Transcontinental, S 1000 R and RR, and the CE 04. Buyers of the F 900 R and XR will be able to add the same system as an extra-cost option. It features a red “SOS” button on the left-hand bar end, protected by a flip-up cover. When pressed, it places a call to BMW Motorrad Connected Services, putting you in touch with an agent who can contact emergency services if needed. It also works automatically if the bike falls over or sensors detect a crash. We’ll list the new model updates and colors below, but the list of changes is perhaps more notable for the models that aren’t included than for those that are. Anything that isn’t getting bold new colors for next year is probably set for more substantial updates. Some we know about. The R 1300 GS, of course, but also the upcoming M 1000 XR, which was previewed with a demo run at the Isle of Man TT a few weeks ago, and the new R nineT range that’s also been teased already. Others are more mysterious. The F 850 GS and F 750 GS are missing from this batch of minor updates, for instance. Given the existence of the F 900 R and XR, each with an upscaled, 895cc version of the parallel twin that’s used (in 853cc form) in the F 850 and 750 models, it wouldn’t be a huge leap of logic to suggest the GS models will benefit from the same engine soon. Also missing from this batch of revisions is the S 1000 XR. With the launch of the M 1000 XR due soon it’s possible that the lower-powered S version will share some of its improvements. Other changes, model by model, for 2024 include new colors and updated prices. We’ll begin with the CE 04, which remains BMW’s only all-electric offering. It gains a new Imperial Blue Metallic color with the optional Avantgarde package, alongside the carried-over Light White for the base version, and with all variants gaining the Intelligent Emergency Call for an MSRP that starts at $12,195. Moving along the scooter range, the gas-powered C 400 GT gets the same Imperial Blue color in its Style Exclusive pack and starts at $8,295. 2024 BMW CE 04 electric scooter in Imperial Blue. (BMW/) 2024 BMW C 400 GT also in Imperial Blue. (BMW/)The $4,995 G 310 R gets a new Racing Blue Metallic color option for the Style Sport scheme instead of the previous white/blue combination, while the Style Passion version switches the previous Racing Red for a new Granite Gray Metallic. The $5,695 G 310 GS Style Rallye gains Racing Red paint for 2024. Neither bike has any technical changes. 2024 BMW G 310 R in Racing Blue Metallic. (BMW/) 2024 BMW G 310 GS in Racing Red. (BMW/) In the F 900 range, the F 900 R and XR get the Intelligent Emergency Call feature as an extra-cost option, and the F 900 R’s options packages have been revised. The $8,995 F 900 R’s Select Package of heated grips and keyless start has been dropped, with the same extras rolled into the Premium Package instead. The Premium Package also gains a long-lasting M Endurance chain and ABS Pro, but loses cruise control, adaptive headlight, Headlight Pro, the centerstand, GPS preparation, saddlebag mounts, and tire pressure monitoring. The R’s Style Sport color gets new graphics, while a new Triple Black version replaces the old Style Exclusive. For the F 900 XR, the remaining changes are limited to color tweaks, with updated graphics and a new shade of blue. 2024 BMW F 900 R. (BMW/) 2024 BMW F 900 XR. (BMW/) Tweaks to the R 18 range, aside from the addition of the new standard-fit Intelligent Emergency Call feature, are largely limited to color tweaks. The base R 18, starting at $14,995, gets a new Velvet Green Metallic instead of white for the Option 719 version. There are also small changes to the color options on the $17,995 R 18 Classic, and the new R 18 Roctane is added to the range at $18,695. The R 18 B, starting at $19,945, gets the option of a new Racing Blue Metallic paint scheme as well as a new, black Option 719 color, while the range-topping, $23,995 R 18 Transcontinental also gains the Racing Blue option, and the Option 719 version, carrying a $2,999 premium, is white for 2024. 2024 BMW R 18 in Option 719 Velvet Green. (BMW/) 2024 BMW R 18 Classic. (BMW/) 2024 BMW R 18 B in Option 719 Black. (BMW/) 2024 BMW R 18 Transcontinental Option 719 White. (BMW/)With the confirmed launch of the R 1300 GS later this year, the clock is sure to be ticking for the remaining R 1250 models, but for 2024 the R 1250 R, R 1250 RS, R 1250 RT, and R 1250 GS Adventure are staying in the range, all gaining the Intelligent Emergency Call as standard. Colors are largely unchanged, except for the R 1250 GS Adventure Style Rallye scheme, which switches from white/red/blue to Racing Blue Metallic for 2024. There are also changes to the options packages for the R 1250 R. Its Premium Package gains Dynamic Engine Brake Control, Gear Shift Assist Pro, and Ride Modes Pro, but loses the earlier version’s cruise control and tire pressure monitor. Tire pressure monitoring will still be offered as a stand-alone option though. 2024 BMW R 1250 GS in Racing Blue Metallic. (BMW/) 2024 BMW R 1250 RT in white. (BMW/)On the $14,295 S 1000 R and $18,295 S 1000 RR, the Intelligent Emergency Call feature is added as standard, but there are no color changes apart from revised graphics on the M Motorsport variants and the Style Passion red version of the S 1000 RR. The M 1000 RR and M 1000 R both gain a new Ultimate Care break-in service as part of their package. Finally, there’s the K 1600 range of six-cylinder machines, which all get the Intelligent Emergency Call system. The base K 1600 GT, starting at $24,295, also gets a subtly different Havana Meteoric Dust 2 Metallic paint scheme in its $3,795 Option 719 package, as does the $27,295-up K 1600 GTL. There are no color changes to the $22,945 K 1600 B or the $28,130 K 1600 Grand America, but BMW notes that the Option 719 versions (costing an extra $3,999) will end production on October 31, 2023, perhaps a hint that those packages will be changing by the time we actually get into 2024. 2024 BMW K 1600 GT in Option 719 Havana Meteoric Dust 2 Metallic. (BMW/) 2024 BMW K 1600 GTL also in Option 719 Havana Meteoric Dust 2 Metallic. (BMW/)Source

BMW describes the R 18 Roctane as a hot-rod tourer. (BMW/)One hundred years after BMW created its first production motorcycle, the German manufacturer is inarguably among the most technologically advanced on the planet. It’s ever upward and onward for the Berlin factory as its engineers, designers, electronics wizards, and aero boffins relentlessly drive the sportbike, the adventure bike, and the tourer into the exciting future. Set apart from this technological march is the R 18 Roctane: the latest Big Boxer BMW cruiser directly inspired by the company’s output of a century or so ago. A machine that’s as aerodynamic and cutting edge as a paddle steamer and built not out of carbon or titanium but 100 percent nostalgia. BMW’s R 18 Roctane features a blacked-out treatment, an apehanger handlebar, and hard bags. (BMW/)For all its progression and innovation, the market’s love for the feel and flavor of times gone by means BMW’s Heritage range continues to grow stronger each new-model season. That’s why this, the Roctane, is no less than the fifth variant of the 1.8-liter heavy cruiser to be seen since the R 18 was unveiled back in 2020. The R 18 blew the socks off the cruiser market, announcing itself as a retro-boxer that was somehow as German as schnitzel yet thoroughly American in outlook. Low and long as a train, it featured an 1,802cc air-cooled engine packing 116.5 lb.-ft. of gooey torque, and styling that sat somewhere between 1930s Berlin and a near-future sci-fi thriller. A round gauge fits the stripped-down and throwback aesthetic of the R 18 Roctane’s front end. (BMW /)Other models using the base R 18 platform soon followed. The R 18 Classic is easily identifiable by its large screen, spoked wheels, and soft luggage. Then there is the R 18 B, a bagger with hard luggage and cut-down top fairing, complete with a huge 10.25-inch screen and a four-way sound system. The daddy of the group is the R 18 Transcontinental, a gargantuan full dresser with hard luggage and a huge rear 48-liter top box large enough to swallow two full-face lids. The fifth bike to adopt the R 18 platform (excluding the R 18 100 Years limited edition) is this, the new R 18 Roctane. The Roctane stands out from the rest with a blackout finish, a large 21-inch front wheel, mini apehanger bars, and hard-shell bagger luggage. BMW describes it as a touring hot rod. R 18 aficionados would probably place it between the standard R 18 and the R 18 B (Bagger) as a non-faired Bagger. A 21-inch cast aluminum front wheel is fitted to the R 18 Roctane. (BMW/)Price-wise the Roctane comes in somewhere between the two at $18,695 (R 18 base is $14,995 and R18 B is $19,945). And while you could argue that it doesn’t pack the tech of the Bagger, most notably that bike’s clever 10.25-inch display and sound system, it does feature extra cosmetic details. It has one of the most exquisite finishes you’ll see on a production bike this year, and a stunning pair of 21-inch front and 18-inch rear cast aluminum wheels, which look like they have come directly from a specialized custom outfit. No matter which variant is sitting outside on the drive, casting cool shadows across the front yard, this machine is primarily about the engine. The R 18 platform is the largest BMW boxer the German factory has ever produced and is air-cooled like the old days, so without apologetic radiators and the clutter of hosing. When you sit on the bike—low and supported on its 720mm-low (28.3 inches) dragster seat—you’re surrounded by heavy engineering, especially those two huge protruding cylinder heads rocking underneath you. The largest BMW boxer ever produced tips the scales at 244 pounds. (BMW/)The 1,802cc powerplant, gearbox, and intake remain unchanged and top the scales at just a tick over 244 pounds, which if this was a human boxer, they would be classified as a serious heavyweight. If you want a killer stat to throw into the mix, the R 18 bore size is 107.1mm in diameter, and about the same as a German beer stein. Once you’ve sampled an R 18′s deep-breathing engine, it’s almost impossible not to become enthralled by the beast. Inch the throttle open between 2,000 rpm and 3,000 rpm and you’re already getting 110 lb.-ft. of torque shoving you through the back of the seat. It grunts for a living; past cars, trucks, even sporty bikes and their somewhat surprised riders, and always feels unrushed and mighty. With so much low-down drive on tap concepts such as peak power seem almost irrelevant but for the record it is 91 hp at 4,750 rpm—and it is all over and done with by the lofty heights of 5,000 rpm. Every ride is about short-shifting through the smooth six-speed gearbox as you keep the revs low and ride the Roctane’s torque. It comes with footboards and a heel-and-toe gearshift (the standard R 18 has pegs), which complement the style of the new model. Change up at 2,500 rpm, or 3,000 rpm when you’re in a sporting frame of mind, or don’t bother to downshift from fifth when cruising through villages at 30 mph while heads turn to see what was shaking the ground. Cornering clearance is increased on the R 18 Roctane in comparison to other R 18 models. (BMW/)Cruising is as relaxed as you’d expect; even at 80 mph the revs sit below 3,000 rpm. Above that things get vibey and you can rev on to 5,500 rpm, where you hit a soft limiter. Snappy overtakes can be accomplished with a minimal twist of throttle, no matter the chosen gear, with the fueling on point throughout. As mentioned, there’s no power increase for the Roctane but it does feel livelier than the R 18 B and Transcontinental, which is probably due to the fact that the new bike is lighter than its bigger, fully loaded siblings. This makes it quicker to respond when you open the throttle. It’s just a shame the stock exhaust system doesn’t sound as good as it looks. Given that BMW is happy to describe the Roctane as something of a tourer, despite its lack of protective bodywork and those high bars, I was delighted to discover that it is indeed a seriously comfortable machine for all-day rides. Having covered big miles on the standard R 18 touring on the harsh roads of Costa Rica and suffering numb-bum by the end of the trip, it’s great the Roctane comes with a plusher, dragster-style seat that makes a significant difference. On the standard bike you can do 200 miles without a problem but on the Roctane you can extend that by another 100 without any complaints at all, obviously stopping for gas along the way. Even without a fairing for wind promotions and a tall apehanger handlebar, the R 18 Roctane is all-day comfortable. (BMW/)Ride quality is impressive. BMW hasn’t cut corners when it comes to the nonadjustable setup. Some cruisers feel like the suspension was the last part of the bike to be designed, but not so with the R 18. On the German autobahn and fast sweeping turns, the ride is soft but still incredibly stable even at high speed. Same in long sweeping fast corners. It’s only when you hit bumpy backroads or large potholes around town that you feel any discomfort. Suspension travel is 4.7 inches front and 3.5 rear, and on one or two occasions the rear shock would run out of travel on our test ride along the Austrian/German border. Cruising means riding rarely riding above 80 mph, so the wind protection of a fairing isn’t really missed when the Roctane is used as intended. At 75 mph, the Roctane’s mini apehanger bars work well, balancing the rider’s upper body against the breeze. Although the Roctane uses a similar base chassis to the rest of the R 18 range, its 21-inch front wheel and 18-inch rear wheel combination, as opposed to the 19/16 combination on the other models, aside from the Classic which runs 16/16, raises the ride height and gives more ground clearance. The larger-diameter rims also sharpen the chassis geometry giving a more responsive feel to the steering, despite adding marginally more unsprung weight. Manufacturers, BMW among them, have become ever smarter at disguising the mass and bulk of their bigger machines. The enormous Roctane handles with the natural smoothness of all modern boxers. Stability is absolute, as you’d expect, and while you’re always aware you’re piloting an especially large vessel, it is a rewarding chassis to hustle, one that matches its power unit perfectly. There’s actually two more cubic centimeters than what is advertised on the R 18 Roctane’s engine badging. (BMW/)BMW R 18 Roctane_Action1.jpg | There’s actually two more cubic centimeters than what is advertised on the R 18 Roctane’s engine badging. You learn to go with the Roctane: Get the braking done early, roll in—footboards sometimes touching down at the apex—then open the taps and let the torque come flooding through. Electronic rider aids are restricted to traction control and ABS, with neither being lean-sensitive. With the TC switched off, a cold tire first thing in the morning can easily be provoked into a smoky spin, and in the wet it’s recommended to use extra-docile Rain mode and keeping the TC active. Front brakes are BMW’s universal, across-the-range, twin 300mm discs, with another 300mm disc on the rear. The Roctane tops the scales at a claimed 825 pounds, wet, which is heavy compared to the standard R 18 at 761, but lightweight compared to the Transcontinental at 941 pounds. However, if you need to slow up the R 18 in a hurry, you’ll need all four fingers on the lever, not just two. The all-important rear brake is strong and, given the bike’s long wheelbase and lack of weight transfer under braking, is used more frequently than with most bikes. Although it tips the scales at 825 pounds, the Roctane handles curving roads well as a hot-rod cruiser. (BMW/)The Roctane gets the beautiful 4.2-gallon fuel tank of the R 18 and not the 6.6-gallon tank of the Bagger. It managed just over 41 mpg during the test—BMW claims 50 mpg—which gives a theoretical range of just over 170 miles. The fuel warning light (there’s no gauge, unfortunately) comes on between 130 and 150 miles. Cruise control is standard on the Roctane (it’s an extra on the R 18), as is ASC (Automatic Stability Control) traction control. You also get the three riding modes and LED lights. There is keyless ignition, while the top-loading cases share the same key and are easy to open and fill but are fixed, meaning you have to use an inner bag as you can’t take the solid luggage with you. Each hard bag has a capacity of 27 liters. (BMW/)Our bike had heated grips fitted which, unusually for BMW, aren’t standard equipment. Other optional extras most riders will want include Hill Start, TPM (tire pressure monitoring), and reverse gear, and there are countless factory accessories available to ensure you configure your R 18 Roctane just so. All of that adds up to a well-balanced and thoughtful evolution of the R 18. The apehanger bars, bagger luggage, and larger-diameter wheels especially help make this the best riff on the R 18 we’ve ridden. Long-distance comfort is improved along with cornering ground clearance—and there’s a freshness to the way it goes about its business when the roads become more involved. It should also be noted that mere photographs and video struggle to convey the impact this machine has on the places it passes through. It’s an immensely charismatic motorcycle that hits the mark for cruising coolness. 2023 BMW R 18 Roctane Specs MSRP: $18,695 (base model) Engine: Air/oil-cooled, horizontally opposed twin boxer; 4 valves/cyl. Displacement: 1,802cc Bore x Stroke: 107.1 x 100.0mm Compression Ratio: 9.6:1 Transmission/Final Drive: 6-speed/exposed shaft Claimed Horsepower: 91.0 hp @ 4,750 rpm Claimed Torque: 116.0 lb.-ft. @ 3,000 rpm Fuel System: Electronic fuel injection w/ 48mm throttle bodies Clutch: Dry, single plate; hydraulically activated Engine Management/Ignition: BMS-0 electronic engine management w/ throttle-by-wire Frame: Double-loop steel frame w/ bolted beams Front Suspension: 49mm telescopic fork; 4.7 in. travel Rear Suspension: Steel swingarm w/ central cantilever shock, travel-dependent damping and adjustable spring preload; 3.5 in. travel Front Brake: Fixed 4-piston calipers, dual 300mm discs w/ linked ABS Rear Brake: Fixed 4-piston calipers, 300mm disc w/ linked ABS Wheels, Front/Rear: Cast; 21 x 3.5 in. / 18 x 5.5 in. Tires, Front/Rear: 120/70B-21 / 180/55B-18 Rake/Trail: 34.7°/7.3 in. Wheelbase: 67.7 in. Seat Height: 28.3 in. Fuel Capacity: 4.2 gal. Claimed Wet Weight: 825 lb. Contact: bmwmotorcycles.com Source

Dual sports can take you just about everywhere and this selection is excellent at doing so. (Husqvarna/)If you want the Ford F-150 Raptor or Ram 1500 TRX of motorcycles, get a big adventure bike (ADVs). They are just that: big. Really big. Some ADVs weigh nearly 600 pounds, and so while they’re magnificent skimming across wide-open spaces or floating along interstates like the Star Wars X-34 landspeeder, they have limits. Like mud, sand, and rocky, narrow trails covered in skittery shale. But if you want to unambiguously conquer all that lies before you—from mud-bog hollows to sand dunes, and from terrible alluvium to the highway leading to the Widowmaker hill climb, you need an open-class dual sport. That’s why the annual Dakar Rally, arguably the world’s longest and hardest motorcycle event, uses big singles related to the seven bikes shown below. As a simple analogy, if a Harley-Davidson Pan America 1250 is like a Raptor, a KTM 500 EXC is akin to a Class 1 Baja buggy—ready to really, seriously, roost. Mind you, all the bikes included here are completely street and highway legal, an incredible feat, really, considering how the modern dual sport era began in 1968 with the Yamaha DT-1 two-stroke, whose biggest technology feature was oil injection! Today, these big dual sports—not a two-stroke among them, BTW—can go anywhere and conquer anything. Let’s see what’s what. Beta 500 RR-S Meet Italian company Beta’s feathery 500 RR-S. Weighing slightly more than its shipping crate at 243 pounds dry gives it a startling advantage over other big-bore dual sport bikes; for comparison, consider that the typical 450cc production motocrosser—which features no lights or DOT street equipment whatsoever—weighs only around 10 pounds less than the Beta. That is some kind of advantage for dual sport riders. 2023 Beta 500 RR-S (Beta/)The 500 RR-S has a 477cc liquid-cooled single powering through a six-speed gearbox, one more ratio than a typical big-bore MX bike, so it can get down the freeway with less revs and better economy. That engine is smaller than some of the other bikes listed here (which range up to 693cc), but balancing that, its $11,799 MSRP is roughly $1,000 less. Like numerous top MX bikes, it uses a slender chrome-molybdenum steel frame, but exotica include four titanium valves, on-demand traction control, separate engine and gearbox lubrication with twin oil pumps, fully tunable suspension, and integrated GPS. GasGas ES 700 Once upon a time, a 500cc or even 600cc thumper was considered the outer limits of usable displacement for a four-stroke single. Well, meet the GasGas ES 700, a 693cc dual sport beast that, believe it or not, the company calls “playful.” This is done because the $12,699 ES 700 was designed to excel on the road as well as in dirt conditions. Producing a claimed 73.8 hp (converted from the factory’s 55kW European measurement), the engine features a compact SOHC four-valve head with twin spark plugs and fed by EFI. A slipper clutch improves rider control, a quickshifter for the six-speed transmission makes gear changes nearly effortless and includes auto rev-matching on downshifts. 2023 GasGas ES 700 (GasGas/)The compact steel trellis frame reportedly weights just 18.5 pounds and is wrapped in bodywork designed to improve the user experience wherever rider and bike intersect. While the 21-inch front and 18-inch rear wheel sizes don’t break any new ground, the ES 700′s Continental TKC 80 tires deserve mention. Looking like a cross between a knobby and a trials tire, they’re said to offer exceptional grip on both dirt and street. The rear 140/80-18 tire is most burly in size. Fun time: Ride modes include street and off-road with nuanced mapping that allows for controlled rear wheelspin and wheelies, and includes both power delivery and lean-sensitive traction control. Honda XR650L A staple for Honda’s value proposition since its debut in 1993, the XR650L keeps it simple, simple, simple. Its big 644cc four-valve single is air-cooled and (unusually for 2023) carbureted, and eschews such recent technological advances as traction control, GPS trail-mapping, a multifunction TFT display, or other niceties. What you get, then, is a straightforward road/dirt thumper at a highly attractive $6,999 MSRP. The stick-to-the-basics approach helps keep the weight to 346 pounds full of fuel. Now that’s still 100 pounds more than the big-bore dual sport class leaders, but still way more manageable for beginning dual sport explorers than are big ADVs. 2023 Honda XR650L (Honda/)Few motorcycle companies are brave enough—or invest in the testing to reveal—fuel economy, but Honda states that the XR650L is good for 52 mpg (based on EPA lab testing criteria). Clinically derived or not, that number mathematically gets you 146 miles down the road on the 2.8-gallon fuel supply. The Honda’s riding experience is relaxed and plush, thanks to 11.6 inches of front and 11.0 inches of rear suspension travel. Incidentally, the fork and shock damping are adjustable, as is the rear spring preload. Worth considering for newbies, however, is that the XR650L has a 37-inch seat height—tall if you’re a smaller rider who’s just learning the art and science of off-road. Husqvarna FE 501s Upgraded and advanced to produce more—and easier to control—power across a broader rev range, Husqvarna’s FE 501s is an early 2024 model year release. The 511cc engine is complemented by a new steel chassis, upgraded WP suspension and electronics. And sharing much with KTM’s vaunted 500 EXC-F, the Husky defines itself with unique bodywork and graphics recalling the brand’s Swedish heritage. The MSRP is $13,049. 2024 Husqvarna FE 501s (Husqvarna/)A full-court press was made to reduce component weight across the board, and results in a dry weight of only 259 pounds. Just a few of the techniques are high-pressure die-casting for the thin-wall engine cases, a short, lightweight aluminum silencer, optimal wall thickness for the frame tubes, a flexible rear subframe made of nylon and aluminum and weighing just 3.9 pounds, a hollow die-cast aluminum swingarm, and a lighter shock. Works-style parts include CNC-machined triple clamps and CFD (computational fluid dynamics) designed footpegs. For an even more works look, more than a dozen anodized and carbon accessories are available, including anodized blue drain plugs, brake-fluid reservoir covers, suspension adjuster wheels, and carbon brake and suspension guards. Kawasaki KLR650 Weighing in at some 200 pounds more than some of the competition in this grouping, the Kawasaki KLR650 nonetheless remains a favorite within a certain customer base: Those who want an affordable big displacement on/off road bike, and are willing to accept less, shall we say, adroit off-road performance and technology. 2023 Kawasaki KLR650 (Kawasaki/)Put in stark terms, this 652cc liquid-cooled Kawi costs $6,899 (add $300 for ABS) and weighs 456 pounds (461 pounds when equipped with ABS). Now compare this to $12,000 to $13,000 for its competitors in this review, which can weigh some 200 pounds less. In off-road bikes, that’s a huge deficit. But what if you want to ride some jeep tracks or logging roads, maybe do some light touring, or even commute? Your No. 1 choice for that combination wouldn’t be a high-strung racebike with lights, would it? That’s why the KLR650 has endured for 35 years. Making it even more attractive today, a KLR650 S version has a 2.2-inch-lower seat height, adding to the appeal for smaller riders. KTM 500 EXC-F Long considered a “secret weapon” in the red-blooded bike guy’s (or gal’s) riding arsenal, the 500 EXC-F represented much of what KTM had learned about motocross racing and enduro riding but modified just enough to be fully street legal. Now comes a near complete redesign, with KTM admitting the 2024 500 EXC-F, priced at $12,949, is 95 percent new. The 511cc engine weighs 65 pounds, is claimed to be more powerful, and is tilted back 2 degrees, lowering the countershaft sprocket, which results in improved anti-squat dynamics. 2024 KTM 500 EXC-F (KTM/)Meanwhile, the new double-cradle frame acts in concert with the suspension (essentially, as a steel shock absorber!) to improve the rider experience. An all-new WP 48mm cartridge fork pairs with CNC clamps and rubber bar mounts to further improve the ride. Both the fork and redesigned WP shock have tool-free suspension adjustments. Further, the rider gets better gripping surfaces all around, and the typically vulnerable rear subframe is designed to flex in a crash, not break. In the electrics department, a new LED headlight is represented as 300 percent brighter, while an underseat Offroad Control Unit replaces fuses and relays to simplify diagnosing electrical problems on the spot if they should occur. KTM 690 Enduro R Close cousin to the GasGas ES 700 and priced just $300 higher at $12,999, the KTM 690 Enduro R is instantly recognizable. For what, you might ask? Massive big-bore performance and all-roads (and all-trails) versatility. Power comes from KTM’s familiar 693cc LC4 single, a masterwork of compactness, mass centralization—and power. Like the GasGas, it’s credited with producing 73.8 hp (as converted from KTM’s 55kW Euro claim) and has a novel cylinder head using a single camshaft to operate four valves with finger followers and rockers. Both the crankshaft and timing chain drive balance shafts, a highly usable edition to such a big single. 2023 KTM 690 Enduro R (KTM/)More innovation is found in the hydraulically power-assisted clutch, a standard quickshifter for the six-speed gearbox, and ride-by-wire throttle control. KTM advertises the service intervals for the 690 Enduro R as 6,200 miles (converted from the factory’s 10,000-kilometer figure). Interestingly, the bike features a rear fuel tank; holding 3.6 gallons, it’s also a load-bearing chassis component. The innovative WP fork dedicates compression damping to the left side and rebound function on the right; just reach near the handlebar and click through 30 settings with easy-to-use dials, even when you’re wearing gloves. Source

Triumph’s 2024 Speed 400 is one of two TR single-cylinder models. (Triumph Motorcycles/)It’s been 40 years since John Bloor bought the mortal remains of the Triumph brand and began its long journey back to prominence. The company has created a vast array of models since then in two-, three-, and four-cylinder formats but it’s taken until now to launch a sub-500cc single-cylinder range that opens the door to millions more potential customers around the world. Triumph’s newly announced 400 line is just the first of two vastly important projects that will break cover in the coming months, the second being Triumph’s entry into the off-road arena, initially with 250cc motocross and enduro models, to be followed by 450cc machines next year. Triumph, at the end of 2023, is going to be a significantly more important actor on the global stage than the version of the company that started the year. Pricing has not been announced yet for the 2024 Triumph Speed 400. (Triumph Motorcycles/)It’s taken five years of development in partnership with India’s Bajaj—the world’s most valuable manufacture of two- and three-wheeled vehicles and a substantial stakeholder in KTM’s parent company—to create the new “TR” single-cylinder platform, which is named to hark back to Triumph singles of the past. It’s not the first attempt at an Indian-made single-cylinder Triumph; the company came close to launching a range of 250cc bikes including a Speed Single and Daytona 250 more than a decade ago, before dropping the project at the last minute in the face of changing market demand. But now, the TR platform gives Triumph the basis for a whole array of affordable, entry-level bikes going into the future. The Speed 400 is the most affordable and simplest of the range, which is designed to align with Triumph’s Modern Classics lineup. It’s a straightforward roadster in the mold of the Speed Twin 900 and Speed Twin 1200, but when you dig a little deeper it has the ingredients to be an entertaining machine. While being the most affordable Speed model, the 400 doesn’t look cheap compared to its larger stablemates. (Triumph Motorcycles/)Although developed with Bajaj, this isn’t a branding exercise like the Harley-Davidson X440 that’s been simultaneously launched in India as a direct rival to the Speed 400. The Harley is the result of a licensing deal, giving India’s Hero MotoCorp the right to develop and manufacture models purely for the Indian market wearing Harley-Davidson badges. The Triumph, in contrast, is a global machine designed to compete not only on the Indian market but also go up against the likes of BMW’s G 310 R and KTM’s 390 Duke elsewhere. As such, it will be manufactured in Triumph’s three factories in Thailand and in its Brazilian plant, as well as at Bajaj’s Indian facilities. The heart of the Speed 400, and the models that will spin off from it, is the new TR-series engine: a 398cc DOHC four-valve single. Despite its retro, finned exterior, the engine is thoroughly modern, with a lightweight finger-follower valve train and a counterrotating balancer shaft to help it achieve more revs and power than you might expect, putting it in a class above rivals like Royal Enfield’s 350cc singles. Triumphs 398cc TR single-cylinder engine that powers the Speed 400. (Triumph Motorcycles/)Peak power is a claimed 39.5 hp at 8,000 rpm allied to 27.7 lb.-ft. of torque at 6,500 rpm and delivered through an assist-and-slipper clutch to a six-speed transmission. Like the Bonneville and its sister models, it exhausts via a cleverly hidden catalytic converter and front muffler, with metal covers that give the impression that the pipe sweeps directly from the cylinder head to the end can. On the intake side are a ride-by-wire throttle and Bosch fuel injection. Inside, there’s an 89mm bore and 64mm stroke for a 398.2cc capacity. Bajaj also makes the KTM 390 single, with the same 89mm bore but a shorter, 60mm stroke and 373.2cc, but a visual comparison shows no link to the Triumph motor outside the general single-cylinder DOHC layout. Compression is a modest 12:1, somewhat less than the KTM engine, but in terms of power the Triumph isn’t far from the 390 Duke’s 43 hp and easily surpasses the 34 hp of BMW’s G 310 R. There’s a traction control system as standard, though it can be switched off. Both the Speed 400 and Scrambler 400 X feature ABS and traction control. (Triumph Motorcycles/)The styling might be aligned with Triumph’s retro Modern Classics look but take a second glance and you’ll see the Speed 400′s layout is far from old-fashioned. There is a 43mm inverted fork, unbranded but with a Showa-style Big Piston design, and where other Modern Classics have traditional twin-shock rear ends, the Speed 400 has a remote-reservoir monoshock setup. The single front disc, 300mm in diameter, is grabbed by a ByBre four-piston, radial-mount caliper, helped by a single-piston floating caliper at the rear on a 230mm rotor. ABS is standard. That new engine sits in a frame that Triumph describes as a hybrid spine/perimeter design made of tubular steel, with a bolt-on subframe and a cast aluminum swingarm. The wheels are cast alloy 10-spokes with Metzeler Sportec M9 RR rubber, 110/70-17 at the front, 150/60-17 rear. Key dimensions include a relatively short, 54.2-inch wheelbase and a moderately steep 24.6-degree rake with 4 inches of trail. At 31.1 inches, the seat is low enough to fit even short-legged owners and Triumph points out it’s gone to lengths to narrow the clutch assembly, keeping the bike as slim as possible to make it easy for inexperienced riders to get their feet flat on the floor. In front, there’s a 3.4-gallon fuel tank, and even when it’s full the bike’s weight is a low 375 pounds. A digital and analog dash has a sweeping dial for the speedo but a digital tach. (Triumph Motorcycles/)Triumph isn’t announcing prices yet: They’ll come toward the end of the year, with dealers due to get stock by the start of 2024, though Indian-market deliveries are due to start as soon as July 2023. The only clue is that the Speed 400 will be competitive against European rivals like the BMW G 310 R, so somewhere around the $5,000 mark seems likely. To further reduce ownership costs, major service intervals are set at 10,000 miles. Tech includes LED lighting all around, though US-market models will have slightly larger turn signals than Euro versions, as well as a part-digital, part-analog instrument panel that combines a traditional speedometer with a digital rev counter, fuel gauge, and gear indicator. While there’s a USB-C charging port for smartphones or GPS, there’s no built-in connectivity when it comes to calls, music, or navigation Triumph claims a wet weight of 375 for the Speed 400. (Triumph Motorcycles/)Although there are just two models in the range initially—the Speed 400 and the Scrambler 400 X—you only need to look at the rest of Triumph’s modern classics range to get clues as to where the TR-Series platform could be taken from here. A more retro-style model with wire wheels, perhaps? A cafe racer, maybe? In the meantime, there’s a catalog of optional equipment that can be added to the Speed 400, from luggage, to screens, to alternative seats and exhausts. 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: 5-piston radial caliper, 300mm fixed disc w/ ABS Rear Brake: Floating caliper, 230mm fixed disc w/ ABS Wheels, Front/Rear: Cast Aluminum; 17x3” / 17x4” 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

Triumph’s 2024 Scrambler 400 X will arrive in dealers early 2024. (Triumph Motorcycles/)The second model in Triumph’s new “TR Series” range of single-cylinder bikes might share a platform with the entry-level Speed 400 but it adds an on-point scrambler style that’s likely to make it the bigger seller of the pair. Called the Scrambler 400 X, it shares the same all-new 398cc single-cylinder engine as well as borrowing the Speed 400′s 3.4-gallon tank and side panels, but it’s more than just a set of wheels and longer fork. Triumph has tweaked the frame design to suit the Scrambler, and changed the seat, bars, and pegs to give a distinct stance and riding position. The result is a bike that manages to carve a distinct niche as a retro-styled alternative to modern mini-adventure models like BMW’s G 310 GS and even KTM’s 390 Adventure. Triumph sees most of the Scrambler 400 X’s time will be spent on the street (like most scramblers and ADV bikes), despite getting longer-travel suspension. Metzeler Karoo Street tires reveal the X’s true capability in the dirt. (Triumph Motorcycles/)Let’s start with what’s shared across the new TR-series range. The engine is a DOHC four-valve single with finger followers to reduce valve train inertia and a reverse-rotating balancer shaft to reduce vibrations. Kicking out 39.5 hp at 8,000 rpm and 27.7 lb.-ft. of torque at 6,500 rpm, it’s in the same state of tune as the Speed 400. Power is driven though the same assist-and-slipper clutch and six-speed box, but with a revised final drive ratio to suit the larger diameter of the higher-profile rear tire. As on the Speed 400, there’s switchable traction control and a long, 10,000-mile service interval. Not that it’s a serious off-roader, but there are nods to dirt-road use, including more travel from the suspension. There’s 5.9 inches of stroke front and rear—increases of 0.4 inch and 0.8 inch, respectively, compared to the Speed 400. Triumph also fit the 400 X with different wheels (a half-inch narrower at each end) and with a 19-inch front instead of the roadster’s 17-incher. Slightly chunky tread means the Metzeler Karoo Street tires will cope with loose surfaces, but they’re named “Street” for a reason. A 398cc TR-series single puts out a claimed 39.5 hp at 8,000 rpm. (Triumph Motorcycles/)Elsewhere, the addition of hand guards, a grille over the headlight, a bash guard under the engine, and a radiator protector conspire to tick all the right scrambler boxes. There’s a different end can on the exhaust, but unlike the Scrambler 900 and Scrambler 1200 models, the Scrambler 400 X doesn’t get a high-level exhaust wrapping around the side of the engine. That’s because it has the same, hidden main muffler and catalytic converter under the engine as the Speed 400. The frame, described as a hybrid spine/perimeter design like that of the Speed 400, is stretched by around an inch at the steering head. Along with the longer-travel suspension and bigger front wheel, it adds 1.6 inches to the wheelbase, taking it to 55.8 inches, but the rake is steeper than the Speed 400′s, cut from 24.6 degrees to 23.2 degrees. The bars are wider and taller and the footpegs are lower, farther forward, and more broadly spaced, as well as being made of steel instead of aluminum and gaining removable rubber inserts. Inevitably, the taller suspension increases the seat height, but at 32.8 inches it’s still low enough to be suitable for most riders. Weight is also increased compared to the Speed 400, but only by 20 pounds for a total of 395 pounds with a full tank of fuel. There’s more sharing when it comes to the brakes. The Scrambler 400 X’s ByBre four-piston radial front caliper is the same as the Speed 400′s, but it acts on a larger, 320mm disc instead of the roadster’s 300mm version. The rear brake is identical, with a 230mm rotor and single-piston caliper. In case you venture off-road, the Scrambler 400 X’s ABS can be switched off, unlike the system on the Speed 400. ABS is switchable on the Scrambler 400 X—a must for any real dirt duty. (Triumph Motorcycles/)The entire TR-series project is a joint effort between Triumph and Indian brand Bajaj, a partnership that was announced back in August 2017. That’s an indication of the level of work that’s gone into the new models, which hold the promise of making the brand accessible to whole swaths of riders who wouldn’t previously have been shopping for a Triumph. That includes young and inexperienced riders in markets like Europe and the USA, while in Asia and India the new 400s will be positioned as mainstream offerings for experienced motorcyclists. Although much is shared between the Speed 400 and Scrambler 400 X, it’s clear Triumph equipped and developed the two for two different missions. (Triumph Motorcycles/)Although Bajaj is also deeply involved with KTM, owning a stake in the Austrian company and manufacturing single-cylinder bikes on its behalf as well as the related Husqvarna Svartpilen and Vitpilen models, the Triumph project is independent of those machines. Longer-travel suspension, a bigger front rotor, and Scrambler specific geometry give the Triumph Scrambler 400 X the ability to cope with loose surfaces. (Triumph Motorcycles/)Like the Speed 400, the Scrambler 400 X is due to be in dealers at the start of 2024 in the US. Triumph’s existing factories in Thailand and Brazil will be tasked with making the bikes, which are also set to roll out of Bajaj’s plants in India. Indian buyers will be able to get the bikes much sooner, with sales starting in August this year, so we should soon have a sign of how well they compete with established rivals in that market. Prices for the US versions will be announced nearer their launch date but the rival BMW G 310 GS, at $5,695, sits in the market Triumph is targeting so the Scrambler is unlikely to be too far from that mark. We have all kinds of ideas for the Scrambler 400 X already… (Triumph Motorcycles/)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: 37.5 lb.-ft. @ 6,500 rpm Fuel System: Bosch electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slipper/assist; cable actuated Frame: Hybrid spine/perimeter, tubular steel; bolt-on rear subframe Front Suspension: 43mm inverted Big Piston fork; 5.9 in travel Rear Suspension: Gas monoshock w/ external reservoir;, spring preload adjustable; 5.9 in. travel Front Brake: 4-piston radial caliper, 320mm fixed disc w/ ABS Rear Brake: Floating caliper, 230mm fixed disc w/ ABS Wheels, Front/Rear: Cast Aluminum; 2.5x19” / 3.5x17” Tires, Front/Rear: Metzeler Karoo Street; 100/90R-19 / 140/80R-17 Rake/Trail: 23.2°/4.3 in. Wheelbase: 55.8 in. Seat Height: 32.8 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 395 lb. Contact: triumphmotorcycles.com Source

Ducati’s announced the return of the Multistrada V2 S for 2024. No mechanical changes come for the new model year, just this fresh color scheme. (Ducati/)Ducati’s V4 bikes got headline news for the 2023 model year with reveals of the Panigale V4 R, Diavel V4, and Multistrada V4 Rally (all new), among others, but 2024 seems to be more of a refinement period for Bologna’s often-overlooked V2 models. Earlier this month, we got news that the 2024 Panigale V2 would be receiving a new “bolder” black on black livery, and now comes word of a similar treatment for the just announced 2024 Multistrada V2 S. That means we’ll be seeing a new Thrilling Black and Street Grey color for the dynamic middleweight, to join the base model’s existing Ducati Red color scheme. The new livery (which tacks $400 on to the base price) “enhances the sporty spirit of the Multistrada” according to Ducati, with contrasting red wheel rims and new, sleeker model name graphics on the front side panels adding to the visual punch. Related: 2022 Ducati Multistrada V2 S First Ride Also, pay no attention to the bags in the previous photo; this is the 2024 Multistrada V2 S you’ll get for $19,295. (Ducati/)As you might’ve guessed by now, from a technical standpoint, the Multistrada V2 S remains untouched, which is no bad thing, considering it got a pretty major “refresh” back in 2022. Providing much of the entertainment is the 937cc Testastretta 11° twin-cylinder engine, which delivers its peak of 113 horses at 9,000 rpm, with maximum torque of 72.3 lb.-ft. hitting at 6,750 rpm. Likewise, you’ll find no changes to the chassis, with a front trellis frame and two lateral cast subframes providing rigid structure paired to a double-sided aluminum swingarm. The 48mm USD fork and rear monoshock are both fully adjustable, and because this is the V2 S version, Ducati’s impressive semi-active Skyhook Suspension EVO comes standard. All the Multistradas are equipped with a Brembo brake system that brings Cornering ABS as well, operating on a set of 19/17 wheels. Sophisticated new graphic/logo treatment makes its way onto the front side panels and nose of the V2 S. Red wheels add pop to the darkness. (Ducati/)The entire Multi family is known for its high-level electronics suites, which Ducati was quick to emphasize on this release. The package features ABS Cornering, Vehicle Hold Control (VHC), and Ducati Traction Control as well as cruise control, a quickshifter, and a dashboard with 5-inch color TFT screen, all included as standard equipment. The V2 S also gets the four riding modes (Sport, Touring, Urban, and Enduro) and LED lighting, all of which are somewhat unusual for what the company calls its entry-level Multistrada. Nothing to see here; the V2 S’s already comfortable ergonomics and full suite of electronic rider aids return unchanged, with a 5-inch TFT screen handling display duties. (Ducati/)Unfortunately, there is no Multistrada V2 S Travel version for the US market (at least not yet), so those bags you see in the photos will cost you extra; messing around on the ducati.com website’s Configurator section revealed the factory units would add another $1,200 or so to the price. Right, the price; the 2024 Multistrada V2 S in Thrilling Black and Street Grey will have an MSRP of $19,295 and will be available in dealerships starting this autumn. Neither of the V2 Multis come with side cases as standard equipment; they’ll cost you another grand or so as factory accessories. (Ducati/)As a side note, this year’s Multistrada family includes the Multistrada V2, V2 S, V4, V4 S, V4 Pikes Peak, and the latest member of the clan, the V4 Rally. Also, it’s worth remembering (because we didn’t, and Ducati reminded us) that the Multistrada family turned 20 years old in 2023; 100,000 of them have been sold since 2003. Talk about evolution. Source

Michael Dunlop was beaming upon winning his 25th TT, moving ahead of John McGuinness as the active rider with the most wins and now only one win short of his legendary uncle, Joey Dunlop. (Paul Phillips/)The 2023 Isle of Man TT opened with perfect weather and blazing speeds. Sunshine greeted the 60,000 visitors and continued without interruption for the fortnight. This year also brought a slightly revised format, with two races for each class—Superbike, Superstock, Supersport, Twins, and Sidecars—for a total of 10 races. Expectations were high for the top riders, including 21-time TT winner Michael Dunlop and for Peter Hickman, the TT course record holder. Dean Harrison, Davey Todd, John McGuinness, and Mike Browne were also high among the favorites. Related: How To Watch: Isle of Man TT 2023 With each day of practice/qualifying speeds were increasing and approaching the course record. Hickman, Harrison, Dunlop, and Todd all near the top of the list. Early in race week, it was the Michael Dunlop show with three wins on the first Superbike race, the Supersport race, and the Super Twin. Interspersed were the continuation of the Brichall brothers’ dominance of the Sidecar event. The power shifted in the back half of race week, with Hickman taking both Superstock races, the Superbike race, and the second Supertwin event. Michael Dunlop finished the 2023 TT with four wins and took over the most TT wins for an active rider with 25, surpassing McGuinness with 23. Michael is just one short of his uncle Joey Dunlop with 26.Hickman also came away with four wins and a new course record. Michael Dunlop in one of his rare moments of relaxation, preparing to head out for his first practice laps of 2023 on his Hawk Racing Honda CBR1000RR-R Superbike. (Paul Phillips/) When you are lined up shoulder to shoulder, but the starter sends you off one at a time for practice, who goes first? Gary Vines (52) on his Honda CBR600RR and Richard Wilson (47) also on a Honda 600, rely on the universal decision-making process of Rock, Paper, Scissors. Of course, two out of three takes the lead position. (Paul Phillips/) From the evening shadows to the bright sunlight Michael Rutter takes practice laps on his Honda RC213V-S Superbike. With more than 80 TT starts, Rutter is always a factor on the course. (Paul Phillips/) Dean Harrison rides his Kawasaki ZX-10RR Superbike out on the first evening practice. At age 34 Harrison, a fan favorite, has 54 TT starts, 20 podium finishes, and three wins and a top lap speed of 134.9 mph. (Paul Phillips/) The BMW RR has been Peter Hickman’s go-to bike, upon which he held the course record. Here he launches off Ballagarey, a blind dogleg to the right, riding the new M 1000 RR Superstock, exceeding the 130 mph in the early practice sessions. (Paul Phillips/) Mike Browne, who first competed at the TT in 2019 and has had seven prior starts, started all eight solo races for 2023. Evening practice on his BMW M 1000 RR Superstock. Browne finished second in the Supertwin race aboard his Paton S1-R. (Paul Phillips/) Manx rider Jorge Halliday wears orange to denote his TT rookie status. Halliday successfully completed both Superport races on his Yamaha. (Paul Phillips/) Brothers Ben and Tom Birchall began their TT career in 2009. They continued their Honda-powered winning streak now at 14, and posted a new lap record of 120.4 mph. (Paul Phillips/) Taking flight at Ballaugh Bridge and close behind the Brichalls was the FHO Racing Team of Peter Founds and Jevan Walmsley, also on their Honda-powered sidecar. (Paul Phillips/) Low to the ground and close to the crowd, monkey Karl Schofield moves from side to side to balance the sidecar as pilot Dave Quirk navigates the Suzuki power machine past Braddan Church. (Paul Phillips/) Aussie and <i>Cycle News</i> staffer Rennie Scaysbrook launches his Honda CBR1000RR-R Fireblade Superbike off Ballagarey. Soon after, he switched rides and competed on a BMW. (Paul Phillips/) Although riders start at 10-second intervals, it doesn’t take long for traffic to build up. Approaching the Ramsey Hairpin, John McGuiness on this factory-sponsored CBR1000RR-R SP Fireblade leads James Hillier on his OMG Racing Suzuki Superbike, both being chased by Jamie Coward, also riding a Honda.Although riders start at 10-second intervals, it doesn’t take long for traffic to build up. Approaching the Ramsey Hairpin, John McGuiness on this factory-sponsored CBR1000RR-R SP Fireblade leads James Hillier on his OMG Racing Suzuki Superbike, both being chased by Jamie Coward, also riding a Honda. (Paul Phillips/) The Dunlop family name is synonymous with the TT. Michael is carrying on the extraordinarily focused family way, always focused and aggressive. Riding in all eight of the solo events and winning four, here pushing his Honda CBR1000RR-R Superbike down as he flies over Ballaugh Bridge, trying to get his bike back on the ground as fast as possible during the early morning pre-race warmup lap. (Paul Phillips/) As if competing against the bike, as well as the mountain course, Michael Dunlop won the first Supertwin event by 27 seconds. (Paul Phillips/) Aboard his MD Racing Yamaha YZF-R6 BN6, Dunlop won both Supersport events. In the second race, he set a new course record of 130.4 mph finishing nine seconds ahead of Peter Hickman. (Paul Phillips/) Parliament Square is an amazing spot to watch the TT. Riders come in on a long high-speed straight with some backing into the right turn, then a quick left, and on to May Hill before heading up to the mountain. Manx rider Michael Evans on his Honda CBR600RR, Craig Neve on his Triumph Daytona Street Triple 765 RS, and Shaun Anderson also on a Honda CBR600RR come through in formation. (Paul Phillips/) In solo events longer than two laps, pit stops are a must. While in Formula 1 stops are less than two seconds, at the TT fuel is gravity fed, the rear tire is changed, new visors installed, and fluids are administered to the rider. Pit stops take between 45 seconds to as much as a minute and, just like Formula 1, the efficiency of the team can have a major impact on placing. (Paul Phillips/) Every straight on the TT course is an opportunity to accelerate; South African Allann Venter on his Honda CBR600RR makes full use of the opportunity ahead of him. (Paul Phillips/) In the winner’s enclosure Michael Dunlop displays his new “Speed Limit” sign for his 130.4 mph record. (Paul Phillips/) Ben and Tom Birchall en route to their 14th consecutive TT win, passing Creg-Ny-Baa 3 miles from the finish line. Tom leans over Ben to optimize the balance of the sidecar. (Paul Phillips/) Davey Todd, a TT rising star and fan favorite, backs his Honda CBR1000RR-R Fireblade SP into the turn at Creg-Ny-Baa. (Paul Phillips/) Peter Hickman, riding his Yamaha R7, had mechanical challenges during qualifying. Hickman’s teams sorted the problems and he went on to finish fourth in the initial Supertwin race, followed by a victory in the second race. (Paul Phillips/) Hickman on his FHO Racing BMW M1000 RR at this point has already picked up 20 seconds on Davey Todd on his Honda CBR1000RR-R Fireblade SP. Ultimately, Hickman won the Superstock race, Michael Dunlop came in second, and Todd finished one minute back in fourth. (Paul Phillips/) With 3 miles to go on the final lap of the first Superstock race, Hickman wheelies past the cheering crowd and his pit board reading, “P1, +22 seconds.” (Paul Phillips/) Hickman entered the penultimate day of racing with one win, to Dunlop’s four victories. Hickman dominated the Superstock race on his FHO Racing BMW M 1000 RR, posting a new TT lap record of 136.358. The Superstock category mandates treaded road tires and except for bodywork is essentially the same as you can purchase at a BMW dealer. After a break, Hickman came back on his Yamaha R7 to win the second Supertwin event. (Paul Phillips/) Frenchman Pierre-Yves Bian on his Paton S1-R, with his helmet and number plate in a polka dot pattern in homage to the King of the Mountain jersey at the Tour de France, outlasted his competition for a second place podium finish. (Paul Phillips/) American Pete Murray on his Kawasaki Ninja 650 roaring through Kirk Michael to a strong finish. (Paul Phillips/) Always competitive, former TT Senior Superbike winner Dean Harrison rides his Kawasaki Ninja ZX-10RR Superbike close to the wall at Greeba Bridge. Harrison finished second to Hickman, 20 seconds back after six laps and two pit stops of the 37.73-mile course. (Paul Phillips/) Leaving the village of Ramsey behind, Peter Hickman makes the hairpin and heads to his fourth TT win of 2023. (Paul Phillips/)Source

Vespa’s new Disney Mickey Mouse Edition scooter gets a color scheme that riffs on the cartoon mouse’s own hues over the years. (Piaggio/)Er, the mouse and the scooter? With Vespa’s reveal of its new Disney Mickey Mouse Edition, Beverly Cleary would have probably liked some say in a scooter-based sequel to her The Mouse and the Motorcycle classic if she were still alive today. But we digress. Let’s talk about Vespa’s new mouse-adorned machine, which both companies are calling a “perfect collaboration.” To be fair, Mickey and Vespa can be considered cultural icons, both having played up the whole “escapist fun” angle for more than half a century, so for Disney’s 100th anniversary this year, the two brands decided to partner on this special limited-edition scooter project. Hey, if Justin Beiber can have his own Vespa… The graphic treatment also includes white silhouettes of the mouse on the front steel shell and an autograph. (Piaggio/)Technically called the Disney Mickey Mouse Edition by Vespa, the new model is based on the Italian company’s Primavera scooter, and treated with a special four-way red, black, yellow, and white color scheme, apparently as a nod to hues the cartoon mouse has sported over the years. The yellow wheels, for example, are meant to call out his shoes, while the black mirrors hint at his round ears. A graphic pattern with Mickey’s outline in white decorates both sides of the scooter’s rear as well as the front, and the mouse’s “own” autograph is even featured on both the saddle and the scooter’s front steel shell. (Guess there were opposable thumbs under those white gloves.) Related: Vespa’s Justin Bieber Edition The rodent outlines continue along the sides of the Primavera-based special edition, which will come in three displacements. (Piaggio/)The Primavera comes in several variants, all retro styled and all powered by an air-cooled single-cylinder engine in different displacements with a CVT gearbox. For this special Disney100 project, Vespa has singled out the Primavera 50cc, 125cc, and 150cc models to wear the special mouse colors, though there are no mechanical changes to the bikes that we’re aware of. Mickey’s signature also appears on the special-edition saddle—trademarked, of course. (Piaggio/)Michele Colaninno, chief executive of global strategy, product, marketing, and innovation of the Piaggio Group, commented: “A timeless icon like Vespa could not fail to celebrate, on this very special occasion of Disney’s 100th anniversary, an equally everlasting icon like Mickey Mouse, with a tribute to creativity, imagination, lightheartedness, and fun—the very values that have always anchored Vespa.” The Vespa Mickey Mouse edition scooter comes with a matching helmet in the same colors. (Piaggio/)Claire Terry, senior vice president, Disney consumer products, games and publishing EMEA, said, “Just like Mickey Mouse, Vespa is a cultural icon, evoking a sense of fun and adventure, and together they form a wonderful combination, truly extending our timeless storytelling. We are incredibly excited to bring this version of the iconic scooter to our fans in our centenary year!” No pricing, unit quantity, or availability date has yet been announced for the Disney Mickey Mouse Edition by Vespa, but we do know that it does come with a matching helmet in the same cheerful colors. Personally, we think Wile E. Coyote needs some new wheels too Source

Big supermoto or sport-tourer? Yes. (KTM/)Sensible supermoto or crazed sport-tourer? Yes! The SMT is back. Depending on how you view the world, the reborn KTM 890 SMT sits somewhere between a stripped-back adventure bike and a pumped-up supermoto. Or if you know your KTMs, between the KTM Adventure 890 and Duke 890. Here’s the thinking. Most adventure bikes never leave the asphalt, so the SMT’s sticky Michelin Power GP rubber and 17-inch rims make total sense, while road and track-focused ergonomics plus street-oriented WP Apex suspension deliver tauter, sharper handling than the dirt-aligned Adventure. It’s still tall and commanding like an adventurer, still has a long, deep seat that caters to big miles for both rider and pillion like a sport-tourer. And it still absolutely chimes with the classic sport-touring ideal of having a bike that can deliver you fresh to the mountains, then be good enough to rip up the switchbacks and sweepers when you arrive. This is supermoto touring. While not available in the US as a 2023, word is that it will come as a 2024. (KTM/)Like the original SMT that found a cult following some decade or more ago, it’s suffused with a racy attitude and also a craving for miles and weekends away. At its heart, however, is now the second-generation 889cc variant of the multipurpose parallel-twin LC8c, which, in one guise or another, propels an ever-growing number of middleweight Austrian machinery, as well as the odd Husqvarna and CFMoto too—GasGas incoming? This is a good choice. KTM could have slotted in the 890 unit deployed in the 119 bhp Duke R but instead opted for the Adventure-spec twin because it produces more torque below 7,500 rpm. Peak outputs of 103 hp at 8,000 rpm and 73.8 lb.-ft. of torque at 6,500 rpm along with 20 percent more rotating mass compared to the earlier 799cc design make for a well-blended mixture of midrange grunt and free-revving spirit. Exactly what a supermoto with an eye on the far horizon requires. Related: 2024 KTM 890 SMT Spied A long, deep seat provides all-day comfort. (KTM/)The SMT’s press-launch venue of Sardinia proved an ideal environment, with the island’s endless ribbons of grippy sweepers and switchbacks seemingly made for the KTM. With instant throttle response, it drives purposefully from just 2,000 rpm, gaining venom as the revs build. It’s not a big engine but it is supremely lively. The SMT punches between braking points, as happy to be short-shifted at 8,000 rpm using the smooth (though only optional) quickshifter as it is to rev on beyond its 10,000 rpm peak. An 889cc parallel twin provides plenty of thrust out of slow or fast corners. (KTM/)There’s a full house of riding modes: Rain, Street, and Sport, with the option of a Track setting. And the power delivery is managed by a cornering traction control system. Turn down the traction control to zero in Track, or turn it off at a standstill without the extra mode, and wheelies are inevitable, just as they always were on the original SMT. A key difference between the old and new SMT, however, is that away from the switchbacks and sweepers the fueling is now as precise as it is soft—anything but sharp—especially in Street and Rain modes. That said, the new SMT’s optional Track mode is a little too eager—it really is for trackdays, it seems. Sport is the preferable mode, which blends an urgent throttle response with more everyday usability. Suspension-wise, the SMT’s 43mm Apex fork and WP Apex monoshock have 180mm (7.1 inches) of travel front and rear. That compares to 200mm (7.9 inches) for the standard 890 Adventure, and 140mm (5.5 inches) front and 150mm (5.9 inches) rear travel for the 890 Duke. So again, the SMT is positioned between the two. There are 17-inch wheels at both ends and radial-mount KTM-branded calipers and 320mm discs plus Bosch cornering ABS. A special Supermoto mode allows you to lock the rear wheel while keeping the ABS active on the front. Fitted with 17-inch wheels, the SMT handles nearly as sharply as KTM’s 890 Duke. (KTM/)On the road, a fully fueled SMT feels lighter than its claimed 454 pounds (the 890 Adventure is nearly 20 pounds heavier). It’s not soft and squidgy like a pure sport-tourer but plush, controlled, and well suited to, shall we call it, brisk touring. The SMT loves to carry speed through sweepers. It’s a scratcher, yes, but naturally fluid too and nearly as agile as the Duke R, arguably the nimblest middleweight naked of them all. Its wide bars and a classic up-front supermoto riding stance encourage you to throw the bike around, while the OE Michelin Power GP rubber warms up quickly and gives great feedback and grip. The 890 SMT’s ergonomics and supermoto stance allow you to throw the bike around as if it’s lighter and shorter than it is. (KTM/)Once you reach those mountains and start to explore the supermoto side of the SMT on tighter turns, you need to tweak the WP Apex suspension, compression and rebound on the front and preload and rebound on the rear. The recommended Sporty suspension settings are, in typical KTM style, displayed under the seat, and it takes less than a minute to dial them in via the damping adjusters on the fork tops and a huge remote spring preload adjuster on the rear, which is easy to access. These easy adjustments bring focus and tighten the chassis significantly. In fact, the transformation from capable adventure-leaning sport-tourer to a hard-cornering, if rather large, supermoto is supremely effective. The rear doesn’t sit down as much during fast direction changes, while the steering is a little faster and the fork’s stroke more controlled. Meanwhile, ground clearance is plentiful, hence you can carry masses of corner speed without worry. A few suspension adjustments and the 890 SMT is ready to mix it up with sportbikes. (KTM/)Those KTM front stoppers are up for the job but lack a little bit of bite on the limit (as well as a bit of Brembo bling at the coffee stop) but you can have great fun attempting to back the SMT in on the way into corners (on closed roads such as those laid on by KTM in Sardinia, of course). Away from the fun, the SMT is accommodating in all key areas. The pegs are relatively low giving plenty of leg- and knee-room for all but extra tall riders, and the seat is as supportive as it is sporty. As well as the engine modes, cornering traction control and cornering ABS, the 890 SMT gets a 5-inch TFT dash that’s clear and easy to read and full LED lighting. There are phone connectivity, including navigation, and an optional Tech pack, which features the Moto Slip Regulator (MSR), cruise control, up-and-down quickshifter and the Track pack. Most likely, riders will get a set amount of time to demo these features and then have to pay for them much like with KTM’s other Tech and Track packs on other current models. A 5-inch TFT dash is easy to read and is the interface for all electronics on the 890 SMT. (KTM/)Crucially, despite the passage of time and the advent of electronic rider aids, KTM has stayed faithful to the original SMT’s DNA. On the one hand, you have an adventure-oriented tourer that’s easy to live with, is comfortable and roomy, and has a plush all-day ride quality. On the other, you have an absolute cornering animal. Simply make the factory-recommended adjustments to the suspension, reduce the rider-aid intervention levels, and you have a bike that will stir the pot nicely at your local trackday. Interestingly, KTM’s website places it in the sport-tourer category, which, on balance, feels about right. KTM has stayed faithful to the SMT’s DNA, bringing back supermoto handling with adventure-touring comfort and usability. (KTM/)2023 KTM 890 SMT Specs MSRP: TBA Engine: Liquid-cooled parallel twin; 4 valves/cyl. Displacement: 889cc Bore x Stroke: 90.7 x 68.8mm Compression Ratio: 13.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 105 hp @ 8,000 rpm Claimed Torque: 73.8 lb.-ft. @ 6,500 rpm Fuel System: Electronic fuel injection, DKK Dell’Orto 46mm throttle bodies Clutch: PASC slipper; cable operated. Frame: Chromium-molybdenum steel Front Suspension: 43mm WP Apex, compression and rebound adjustable; 7.1 in. travel Rear Suspension: WP Apex monoshock, preload and rebound damping adjustable; 7.1 in. travel Front Brake: 4-piston radial-mounted caliper, dual 320mm discs w/ Cornering ABS Rear Brake: 2-piston floating caliper, 260mm disc w/ Cornering ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: Michelin Power GP; 120/70-17 / 180/55-17 Rake/Trail: 25.8°/4.4 in. Wheelbase: 59.1 in. Seat Height: 33.9 in. Fuel Capacity: 4.2 gal. Claimed Wet Weight: 454.1 lb. Contact: ktm.com Source