Hugh Janus

A new Lucky Explorer 9.5 will be powered by a new 931cc triple. (MV Agusta/)With new backing from KTM in both financial and operational terms, MV Agusta is looking in the strongest position it’s been in for years and that is set to be reflected in a much-improved and enlarged model range in the near future. The Italian company has filed documents with the National Highway Traffic Safety Administration, in line with requirements, to decode its Vehicle Identification Numbers (VINs), and in the process it has inadvertently revealed the names of multiple new bikes that are heading to production. These include upgrades to existing bikes and all-new machines. We’ll start at the top of the list, in the “B1″ model range that includes the three-cylinder Brutale and Dragster ranges. The obvious new additions here are the Brutale 950 and Dragster 950, which are expected to come next year as replacements for the existing 798cc Brutale 800 and Dragster 800 triples. MV has already shown its “950″ three-cylinder engine as the motive force for the new Lucky Explorer 9.5 adventure bike. Measuring a true 931cc, it represents a substantial increase over the 798cc triple it’s based on, which itself started life as a 675cc engine. While that initial leap from 675cc to 798cc came purely through an increased stroke—up from 45.9mm to 54.3mm, keeping the same 79mm bore—the latest increase sees the bore grow to 81mm and the stroke rise again to 60.2mm. In the Lucky Explorer, the result is a relatively modest 124 hp, but that is in a mild state of tune. In the existing Brutale and Dragster, the 798cc triple is already tuned to 140 hp so the 950 versions should easily pass the 150 hp mark, perhaps even nudging toward 160 hp. The list goes on to show “1B” and “2B” ranges as “Not currently imported into the USA.” It’s not clear what these ranges are, as MV doesn’t currently have many models that aren’t brought to America. One possibility is they’re reserved for future small-capacity bikes, provisionally planned to be co-developed with China’s Qianjiang and Loncin brands, although the future of those arrangements is currently in doubt following KTM’s investment in MV Agusta. The Austrian company, which has close ties to China’s CFMoto and India’s Bajaj, bought a 25.1 percent stake late last year and took over responsibility for MV Agusta’s supply chains and distribution. A few variations of a new Superveloce showed up in docs as well. (MV Agusta/)The “F1″ range is MV’s sportier, faired triples, including the F3 and Superveloce machines. While there’s no listing for an F3 950 or Superveloce 950, both are potentially in the pipeline. One completely new model listed here is the Superveloce 98 Edizione Limitata. It’s clearly a planned limited-edition machine—the clue is in the title—to follow on from the Superveloce Alpine, Superveloce 75, and Superveloce Ago models. The “98″ element of the name could be a reference to the MV Agusta 98 Turismo, a two-stroke 98cc single developed toward the end of World War II to provide MV Agusta—an aircraft manufacturer at the time—with postwar income. While production didn’t start until 1946, the bike was ready in 1944, so next year could be considered an anniversary of the model. Another possibility is that 98 is a reference to MV Agusta’s revival under Claudio Castiglioni’s leadership, which saw the original F4 launched 25 years ago in 1998—surely an anniversary worth marking, and one that the retro-sports-style Superveloce would be best placed to do. The “E1″ line is MV’s first adventure bike range (”E” is for Explorer), with the three-cylinder engine. While the Lucky Explorer 9.5 has already been shown, and is listed here as “LXP,” the range is clearly also gaining two additional varieties, the Lucky Explorer Premium and Lucky Explorer Orioli. The Premium version is surely set to be a spec’d-up bike, probably with luggage and other equipment as standard, while the Orioli edition can only be a tribute to Edi Orioli. A four-time Dakar Rally winner, he took two wins in 1990 and 1994 with Cagiva, riding the Lucky Strike–sponsored Elefant model that inspired the Lucky Explorer. Orioli also took victories with Honda (1988) and Yamaha (1996) but is most clearly linked to his ventures on the Elefant. While the “T3″ range of Turismo Veloce models appears to be unchanged on the list, the “B7″ models—bikes using MV’s 1,000cc four-cylinder engine, including the Brutale 1000, Rush 1000, and Superveloce 1000—get a couple of additions in the form of the Superveloce 1000 S and Superveloce 1000 R. So far, MV has only shown the Superveloce 1000 Serie Oro, a limited-edition launch version of the bike, which has yet to reach production. The S and R versions are clearly going to be more affordable versions of the Superveloce 1000 that will follow on from the Serie Oro. The 921 S uses a variation of the old F4 four-cylinder. (MV Agusta/)Finally, the “J1″ range is a new venture for MV Agusta, representing retro bikes built around a 921cc four-cylinder engine that’s essentially a reengineered version of the original F4 motor. While the 921cc capacity was briefly available in the Brutale 920, sold in 2011 and 2012, the revised engine, complete with dummy cooling fins, was previewed late last year in the concept version of the 921 S, a model that’s confirmed for production in the NHTSA document. It’s a 1970s-inspired cafe racer that takes its cues from the MV Agusta 750 S of that era. Yet to be seen is the other version mentioned on the document is the 921 GT, which will surely be a more upright version of the same bike, with a longer seat and wider, taller bars, equivalent to the 750 GT that was offered from 1972 to 1974. MV Agusta clearly has a busy launch season planned, and we can expect to see most of these new models, as well as hearing more about the company’s future plans, at the EICMA show in Milan in November this year. Source

Honda’s CB650R is now available in Matte Grey Metallic, for $9,399. (Honda/)Ups Inline-four engine unique to the classStable chassis matched with smooth power deliveryHonda fit and finishDowns The competition is getting stiffer each yearLimited technologyMSRP inching closer to the $10,000 markVerdict Honda has proven time and time again its ability to build practical, well-handling standard bikes that hit all the right marks, and the CB650R is no exception. Here is a bike that might not offer all the canyon-carving performance that some of its competitors might, but deserves praise for its well-rounded build sheet. The only thing going against the CB650R is the small price gap between it and its very capable competition. Overview Inline four-cylinder engines have been a staple of Honda’s lineup since the 750 Four debuted in 1969. Fast-forward 50 years to 2019, when Honda’s CBR650F and CB650F middleweights were heavily revised and given the R suffix to better match the bike’s sporty performance. The outgoing streetfighter-styled CB650F was replaced with a freshly designed naked middleweight that now represents what Honda calls its Neo-Sports Café segment. This new styling, reminiscent of the late ‘90s/early ‘00s Hornet/Honda 599, is seen in today’s CB650R, modernized with blacked-out paint and burnished bronze detailing. Today, the CB continues to bring the classic high-revving spirit of its flamboyant predecessors with its liquid-cooled 649cc mill. The CB650R claims a unique spot in today’s current middleweight class as being one of the only 650cc bikes equipped with an inline-four engine, unless your definition of “middleweight” includes the GSX-S750 or Z900. The midsize CB makes for an appropriate step up from beginner bikes or a reintroduction to riding. Its engine, comfortable ergos, solid braking performance, and top-quality receive top grades that, for those interested, may outweigh the somewhat unbalanced suspension and high price. The CB650R was shaped around Honda’s Neo-Sports Café design philosophy. (Honda/)Updates for 2023 If it’s not broken, don’t fix it. The 2023 CB650R is unchanged for 2023 hold for a $100 price increase and move to Matte Grey Metallic paint (versus Matte Black Metallic). Keen observers will notice a few more small differences, like the red shock spring which replaces last year’s yellow spring. The last major update for the CB650R was in 2021. Pricing and Variants The CB650R is available in just one trim, for $9,399. Competition No shortage of options in the middleweight naked-bike category, with every manufacturer offering something a little different. Intended use and experience will play a big role in finding the right bike, and the Honda CB650R slots itself somewhere in the middle of the competition. Main contenders in this space include the Triumph Trident 660 ($8,595), Yamaha MT-07 ($8,199), Suzuki SV650 ($7,399), and Kawasaki Z650 ($7,749). Those in search of top-tier performance might look at the Aprilia Tuono 660 ($10,699) or Aprilia Tuono 660 Factory ($10,999). Keep in mind that larger-displacement naked bikes aren’t far from the CB650R. Triumph’s Street Triple R ($9,995) and Street Triple RS ($12,595) might be considered, as well as Yamaha’s MT-09 ($9,799) and Öhlins-equipped MT-09 SP ($11,499). Twin-cylinder options include the Suzuki GSX-8S ($8,849), KTM’s 790 Duke ($9,199) and 890 Duke R ($12,949), plus Ducati’s Monster Plus ($12,995) and up-spec Monster SP ($15,595). The CB650R is one of the only middleweight naked bikes with an inline-four engine. (Honda/)Powertrain: Engine, Transmission, and Performance The twin-spar frame houses the same powerplant seen in the CBR650R, a liquid-cooled DOHC 649cc inline-four. The CB’s engine is tuned for high rpm, as is evident in its peak power figures and real-world character. As seen in Cycle World’s dyno test, its peak 81.9 hp is achieved at 10,870 rpm and its 42.97 lb.-ft. of torque at 7,960 rpm. At 7,000 rpm there is some vibration present; push it past 8,000 and the vibration diminishes. In any case, the ride is an exciting one. In a recent review, we noted that “aggressive riders will be entertained by the opportunity to push it to high rpm and draw out more of its raucous energy, but the linear way the power is delivered means the bike is also accessible to riders climbing the displacement ranks.” A twist of the throttle rewards riders with crisp throttle response and addictive intake and exhaust sounds. Twin air ducts on either side of the fuel tank direct air into the airbox to produce a great growl; a large 1.5-inch bore tailpipe trumpets sound out of the exhaust. Handling In 2021 Honda swapped the CB’s Showa Separate Function fork for a Showa Separate Function Fork Big Piston. This fork carries over into the 2023 model year and gives the middleweight CB a sporty and firm ride quality. This stiffness helps the bike track into turns, but harsh bumps have their say. On the other end, the Showa shock does a better job absorbing roughed-up roads, though rebound and compression adjustability would help balance out the ride. The bike’s 445 pounds is carried well, which is nice when hitting snaking turns. Brakes Stopping is handled by Nissin calipers at both ends. The dual radial-mounted four-piston units at the front work particularly well with the two floating 310mm discs; braking is responsive and managed with an easy one-finger pull at the lever. The rear’s single-piston caliper grabs hold of a 240mm disc. Coming to a stop is uncomplicated, as it should be. Fuel Economy and Real-World MPG During Cycle World’s time on the bike, we averaged 47 mpg. Limited technology on the CB650R, though it does come equipped with Honda Selectable Torque Control (HSTC), which can be turned off. (Honda/)Ergonomics: Comfort and Utility The CB’s handlebar was canted forward as part of the MY21 changes and the reach there is comfortable, whereas the pulled-back peg position makes the full rider triangle somewhat sporty. Honda managed to keep the bike fairly narrow, which is impressive considering there is an inline-four engine there. The 32-inch seat height is reasonably approachable, especially considering that Honda’s beginner-friendly CB300R is only fractions lower. Electronics While the CB does not have ride modes, it does have rider aids such as Honda Selectable Torque Control (or traction control) and two-channel ABS. HSTC can be turned off. The white-on-black LCD display is somewhat modern, although it’s quickly starting to fall behind full-color TFT units. Font sizes were increased in the CB’s most recent update and the display angle was slightly altered to help with visibility in full sun. Honda keeps all of the CB’s lighting up to modern standards; LEDs are found in the headlight, taillight, and turn signals. Warranty and Maintenance Coverage Honda’s transferable warranty includes one-year, unlimited-mileage coverage. The HondaCare Protection Plan is available for extending that coverage. Quality Like the CB1000R, the middleweight CB has fine fit and finish. Minimalist details match the bike’s clean look, making for a simple yet effective design. 2023 Honda CB650R Claimed Specifications MSRP: $9,399 Engine: 649cc, DOHC, liquid-cooled inline-four; 4 valves/cyl. Bore x Stroke: 67.0 x 46.0mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 80.55 hp @ 11,000 rpm Cycle World Measured Torque: 42.14 lb.-ft. @ 8,160 rpm Fuel Delivery: PGM-FI w/ 32mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Full transistorized Frame: Twin-spar, steel-diamond frame Front Suspension: 41mm inverted Showa SFF fork; 4.7 in. travel Rear Suspension: Showa shock, preload adjustable; 5.0 in. travel Front Brake: Dual radial-mounted 4-piston Nissin hydraulic calipers, floating 310mm discs w/ ABS Rear Brake: 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum, 17 in./17 in. Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: 25.0°/4.0 in. Wheelbase: 57.0 in. Ground Clearance: 5.8 in. Seat Height: 31.9 in. Fuel Capacity: 4.1 gal. (0.8 gal. reserve) Cycle World Measured Wet Weight: 445 lb. Contact: powersports.honda.com Source

BMW’s latest R 18 variant is called the Roctane, and it joins the series as a 2024 model. (BMW Motorrad/)When BMW first introduced the R 18 cruiser in 2020, the brand made no secret of its intent to create an entire platform using the 1,802cc Big Boxer–powered cruiser as its foundation. The bikes we’ve seen in the intervening three years have been mostly incremental evolutions thereof; the bolt-on special Classic here, which added a shield and saddlebags, the fairing-equipped R 18 B and its full-dress cousin, the Transcontinental, over there, and the usual random custom one-offs and concept bikes from various builders sprinkled arbitrarily in between. Now Bavaria is rolling out a fifth addition to the family, the 2024 R 18 Octane, which it calls “a cruiser, a bagger, and everything in between.” The new model brings a different stance with a greater emphasis on styling, featuring elements like a 21-inch front wheel, integrated hard bags, mid-rise handlebars, and a blacked-out drivetrain. Road King Special, are you watching? The new bagger gets a low profile with custom vibes thanks to a big front wheel, taller bars, and a blacked-out drivetrain. (BMW Motorrad/)In brief, the Roctane feels like a stripped-down R 18 B with a minimal wardrobe and a bit more attitude. It loses the handlebar-mounted fairing and gives the integrated hard bags a more up-to-date color scheme (read: no pinstripes), while the front wheel grows to a custom-sized 21 inches, and the rear hoop to 18 inches. Other current styling trends can be spotted in the briefer front fender—no doubt to better expose the distinctive cast alloy wheel—and a subdued, blacked-out treatment on the drivetrain, which includes a dark chrome header and straight exhaust. Related: 2022 BMW R 18 B and R 18 Transcontinental First Ride Review The blacked-out Big Boxer engine (though apparently not entirely blacked out here) is mechanically unchanged in the new Roctane. (BMW Motorrad/)But underneath the visual sleight of hand, the foundational elements of the R 18 platform remain on the Roctane, with the air/oil-cooled 1,802cc engine still taking up most of the canvas, buttressed by the same double-loop steel tube frame found on the R 18 and R 18 Classic, with an exposed nickel-plated drive shaft and the rigid-style rear all carrying on the tapered streamliner design language BMW Motorrad laid down in 2020. No changes have been made to the vertically split aluminum Big Boxer engine either, which still pumps out a claimed 91 hp at 4,750 rpm with peak torque of 116 lb.-ft. at 3,000 rpm, and that’s kind of a shame, as the Roctane is carrying around a not-inconsiderable 825 pounds of weight—35 more than the straight R 18. Suspension elements on the Roctane also continue that classic approach, with nonadjustable telescopic fork and the central rear shock combining for 4.7 inches of travel at the front and 3.5 inches at the rear; same as on the R 18. The Roctane also retains the 4.2-gallon tank from the Classic and base R 18, rather than opting for the bigger 6-gallon unit from the B. A fatter 21-inch front wheel and mid-rise bars give the Roctane a more streetwise attitude, moving it away from the initial R 18 classic design. (BMW Motorrad/)Up front is where the Roctane starts to take a noticeable design shift from the traditional R 18 models. The new 21-inch front wheel gives things a more dynamic feel and, combined with the mid-rise handlebars, confers a more streetwise stance. Blacking out the Roctane’s powertrain is the icing on the cake; take all those elements together and you’re sort of reminded of Harley’s Road King Special. Regardless, it’s a clear step away from the stodginess of the original R 18 and its bulbous fishtail mufflers, with the Roctane’s dark chrome straight pipes providing a subtle underline to the body-color painted cases, which also boast integrated LED taillights. The mid-rise handlebars also frame an exposed solo LED headlight which floats seemingly by itself, but there’s more here than meets the eye; with no large fairing to tuck into, the Roctane’s round instrument cluster is necessarily slotted into the top of the metal headlight housing, keeping the classic look intact. Even though it’s smoothly integrated, the circular gauge still looks a lot like the base R 18′s, “Berlin Built” lettering and all, with a small window displaying relevant info such as engine rpm, gear indicator, status inquiry, and trip computer details. Related: How Much Power Does The 2021 BMW R 18 Make? The Roctane integrates its round instrument cluster into the top of the metal headlight housing for a clean, classic look. (BMW Motorrad/)On the ergonomic front, the Roctane combines those tall black bars with the expected mid-mounted controls and heel-toe gearshift. Just below the shifter you’ll find shortish running boards positioned (where else?) behind the cylinders. The bike comes standard with a solo seat placed at a reasonably low 28.3 inches, or an inch taller than the R 18. The taller, black-coated handlebars provide mounting points for the front turn signals. (BMW Motorrad/)The rest of the running gear should sound familiar too, including a steering damper, 300mm triple disc brakes with four-piston fixed calipers, and BMW’s Integral ABS as standard equipment. Also standard is cruise control, stability control, brake control, and the same three Rain, Rock, and Roll riding modes found on all the R 18s. The R 18 Roctane’s wheels do veer off into custom territory however, with the spoke-style cast alloy wheels providing a visual punch thanks in part to their fatter diameters (compared to the base R 18). You get a 21 x 3.5-inch hoop up front, and an 18 x 5.5-inch rear; BMW says the 21-inch front wheel extends trail significantly (from 5.9 inches on the R 18 to 7.3 inches on the R 18 Roctane), improving straight-line stability. Integrated saddlebags are painted the same color as the bike body and come with integrated taillights. Cargo capacity for each bag is 27 liters. (BMW Motorrad/)This being BMW, of course there are optional accessories, with the brand touting its adaptive headlight for the Roctane, said to be unique in this class, but there’s also a Reverse Assist and Hill Start Control option, as well heated grips and a range of performance, comfort, and style accessories like exhausts, engine covers, seats, and luggage. Optional accessories for the Roctane include this adaptive headlight which activates separate LED elements in the main headlight depending on lean angle. (BMW Motorrad/)BMW has said that the R 18 Roctane will be a 2024 model, and priced at $18,695, with the company also stating it expects availability sometime in the third quarter of 2023. The bike will be available in Black Storm Metallic, Mineral Gray Metallic Matte, and Manhattan Metallic Matte, colors that we’ve seen before in the R 18 family. Black Storm Metallic is standard while Mineral Gray Metallic Matte and Manhattan Metallic Matte are available options. You can get more info at bmwmotorcycles.com. This early sketch of the R 18 Roctane shows a bigger, passenger-worthy saddle and more blacked-out finishes on the engine. No doubt there are accessories for that. (BMW Motorrad/)2024 BMW R 18 Roctane Specs MSRP: $18,695 (base) Engine: 1,802cc, air/oil-cooled, horizontally opposed twin; 4 valves/cyl. Bore x Stroke: 107.1 x 100.0mm Compression Ratio: 9.6:1 Transmission/Final Drive: 6-speed/exposed shaft Fuel Delivery: Electronic fuel injection w/ 48mm throttle bodies Clutch: Dry, single plate; hydraulically activated Engine Management: BMS-K+ electronic engine management w/ throttle-by-wire Frame: Double-cradle tubular steel Front Suspension: 49mm telescopic fork; 4.7 in. travel Rear Suspension: Steel swingarm w/ central cantilever shock w/ 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: 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 Steering Head Angle: 55° Wheelbase: 67.7 in. Ground Clearance: N/A Seat Height: 28.3 in. Fuel Capacity: 4.2 gal. Claimed Wet Weight: 825 lb. Contact: bmwmotorcycles.com Source

The Royal Enfield Hunter 350 in Rebel Red ($4,199). (Royal Enfield/Brandon Bunch/)Royal Enfield and parent company Eicher Motor Limited have paved a new space in motorcycling in recent years, bringing heritage from the shores of India to the streets of America’s largest metropolises at an accessible price. Key to this success is a diverse lineup of uniquely styled bikes built around three engine configurations. These platforms include an air-cooled 650cc parallel twin, a 411cc single, and a 350cc single. Each engine serves multiple models through the RE product lineup. And now, the 350cc J-series platform receives its newest model, the Hunter 350 (starting at $3,999). A counterbalancer keeps vibration to a minimum, limiting fatigue. (Royal Enfield/Josh Shipps/)An approachable roadster, the Hunter 350 sports sharp and recognizable styling, steep steering geometry for quick handling (rake is set at 25 degrees), and a versatile, tried-and-true 350cc engine great for dicing through an urban landscape. The Hunter shares the SOHC two-valve air-cooled engine originally used in the Classic 350 and Meteor 350, that together share buckets of hardware from the manufacturer. The Royal Enfield Hunter 350 comes standard with a centerstand and USB port. (Royal Enfield/Josh Shipps/)Chief of design Mark Wells stressed the importance of not just modifying the chassis and suspension of the Classic and Meteor to create the new model, but to actually purpose build the new roadster from the ground up. Royal Enfield’s head of marketing, Nathan Kolbe, adds that the Hunter 350 is targeted at a “younger audience, newer riders, or someone coming back to motorcycling after a long hiatus.” With that in mind, there were a few major attributes they wanted to achieve with the Hunter 350. A contoured seat and neutral riding position generate comfort for all-day rides. (Royal Enfield/Josh Shipps/) Motorcycles are great all year, but spring in Southern California offers something special. (Royal Enfield/Brandon Bunch/)Since it’s intended to spend most of its time in an urban sprawl, it is important that the Hunter 350 provides quick and responsive handling, a neutral upright riding position, torquey engine characteristics to chug around town, and of course, iconic and recognizable styling that is sure to impress at the local coffee shop. But in all seriousness the Hunter 350 is designed to be easy to ride while still having fun and charismatic attributes, be manageable for tight city riding, accessible both in terms of being physically manageable but also financially achievable, and to have simplistic styling and colors riders can associate with. A pair of 17-inch alloy wheels and tubeless tires steer the Royal Enfield Hunter 350. (Royal Enfield/Josh Shipps/)With a different intake and exhaust than the Classic and Meteor, the Hunter 350 also receives model-specific tuning and gearing for snappy throttle response. A short and stubby exhaust helps centralize mass as well as give the Hunter 350 an iconic roadster appearance. Passing through Little Italy. (Royal Enfield/Josh Shipps/)Zipping through the city, the engine offers instant torque right off idle. Having almost no flat spot down low, the engine provides quick response when splitting lanes or trying to find a vacant stretch of tarmac. With enough grunt to propel the bike from a near dead stop, a majority of urban time is spent switching between gears two and three. Crossing the Coronado Bridge on the Royal Enfield Hunter 350. (Royal Enfield/Brandon Bunch/)The air-cooled single prefers to be ridden in the low to midrange which generates a punchy feel when blipping the throttle from one stoplight to the next. Doing aggressive pulls from one side of town to the other with the iconic thump of the air-cooled single amplifying off the city buildings makes you feel like the cool kid on the block. Complemented by clean, simplistic styling, it caught the eye of more than a few passersby. Shortcutting traffic through the back alleys of downtown San Diego. (Royal Enfield/Brandon Bunch/)In traffic, where a rider is on and off the throttle constantly, it was found riding a gear high provides enough grunt to accelerate in a visceral way, but when needing to chop the throttle as you approach a light or car, the motor does not generate as much engine-braking on decel. At times, staying a gear high requires a little more feathering of the clutch, but the juice was worth the squeeze of the clutch lever. When leaned over on the side of the tire, ground clearance was never an issue. (Royal Enfield/Josh Shipps/)With a steeper head angle, shorter wheelbase, and smaller front wheel than the Meteor and Classic, the Hunter 350 provides quick handling especially when initiating direction change through the handlebar. A pair of 17-inch cast alloy wheels (19-inch front on Meteor and Classic) contributes to the Hunter’s intuitive handling. The 41mm telescopic fork offers comfort in the initial part of the stroke through slow and small bumps. Over potholes and rough transitions, the 5.1 inches of available travel provides plenty of holdup. Preload-adjustable twin shocks offer 4.0 inches of suspension travel. (Royal Enfield/Brandon Bunch/)The Hunter 350 has a well-balanced upright riding position great for keeping your head on a swivel when navigating the busy streets of downtown. In combination with a relatively low seat height of 31.1 inches and 400-pound claimed curb weight (21 pounds less than the Meteor and 30 pounds less than the Classic), the Hunter 350 feels effortless to ride at low to moderate speeds. Earning street cred with the Hunter 350 at Sunset Cliffs, San Diego. (Royal Enfield/Josh Shipps/)On our morning ride, we headed to Sunset Cliffs to catch the rising sun. A quick ride to the beach to check the waves and take in the view is how I might see a San Diegan using this motorcycle. Making our way back into the city the Hunter 350 embraced the road less traveled. Cutting through back alleys and side streets, this well-mannered roadster was clearly an advantage during the busy lunch hour. Waves are bad, today we ride. (Royal Enfield/Josh Shipps/) Off to the city for lunch. (Royal Enfield/Brandon Bunch/)After a hot dog and soda at Liberty Call Distilling, we left the urban sprawl of downtown San Diego and headed east toward the mountains. Speeds increased as traffic thinned out and roads opened up. Even at these higher speeds, the Hunter 350 continues to impress. Even when the five-speed transmission is stretched out and revs are high, the bike does not generate excessive or unwanted buzzing. And although it does not have high-speed passing power, it was easily capable of carrying 80 mph on the freeway comfortably. Moving to the country on the Hunter 350. (Royal Enfield/Josh Shipps/)Now in the canyons, the roads became smooth and twisty. On a bike with a claimed 20.2 hp at 6,100 rpm and 19.9 lb.-ft. of torque at 4,000 rpm, traversing up a mountain pass in a group of Hunter 350s felt just short of a Moto3 race. Apply max throttle damn near everywhere, one mistake and the time lost was not easily recovered. No matter the displacement or location, the journalist GP is a real thing. Taking the scenic route. (Royal Enfield/Brandon Bunch/)As roads gradually became tighter, the low-end grunt of the 350cc single becomes more usable. When pushing the Hunter 350 at a more aggressive pace, the suspension and chassis begin to wallow, making the tires less communicative and connected to the tarmac.. Its quick-handling characteristics make changing direction and getting on the side of the tires effortless, but when dramatically muscling the bike from one corner to the next, the chassis doesn’t respond as well. If you want to hustle, you need to be smooth. When riding the bike at a more relaxed pace, the Hunter 350 becomes more composed and willing to hold its line. It’s clear the Royal Enfield Hunter 350 was designed to cruise and flow from one section to the next and to race through the mountains. Seeking the apex on the all-new Harris Performance–built chassis. (Royal Enfield/Brandon Bunch/)In the city and urban landscape, the brakes offer plenty of stopping power. But when trying to shed speed in a small distance, the front brake is less than impressive. Having a strong and noticeable initial bite, the ABS-equipped 300mm disc and ByBre twin-piston caliper does not provide any more progression of force beyond that first squeeze. The stopping power initiated in the beginning of the lever pull stays linear no matter how hard the rider pulls the lever. Even when grabbing a handful of front brake, the ABS system was never triggered. Keeping the city in my rear view and the throttle twisted. (Royal Enfield/Brandon Bunch/)The neutral riding triangle of the 2023 Royal Enfield Hunter 350 means long days in the saddle are easily achievable. And with an impressive claimed fuel economy of nearly 85 mpg and a 3.4-gallon fuel tank, riders can spend more time burning than replacing gas. Never feeling stuck between a rock and a hard spot on the Hunter 350. (Royal Enfield/Brandon Bunch/)In many ways the Hunter 350 reminds me of a Triumph Speed Twin 1200, a Cycle World Ten Best winner last year. The styling and design philosophy is very similar. The Hunter 350′s trail is just 1/10 of an inch longer at 3.7 inches. But for the price of a Speed Twin 1200, you can buy three Hunter 350s. Of course, the Triumph does have three times the engine displacement and frankly offers better build quality and loads more power and performance. But the Hunter 350′s $3,999 MSRP is what makes this bike so exciting for the motorcycle market. A stylish, accessible, well-built roadster priced just 500 bucks more than a Honda Grom is something I can get behind. Not a building in sight, just a few cattle and some gas to burn. (Royal Enfield/Brandon Bunch/)Royal Enfield is manufacturing a distinct and accessible lineup through three different engine displacements with the Hunter 350 being the most approachable of the bunch. For riders who are not looking for the highest performance in any one category but a motorcycle that provides spirit and charisma, something with character and recognition, the Royal Enfield Hunter 350 checks all the boxes. Between six color options ($3,999 for Dapper or $4,199 for Rebel) and a huge range of accessories, riders new and old can attain a motorcycle that not only transports them around town but becomes an extension of one’s own unique style and creativity. Now, the only decision is: What color are you choosing? Making the way around Otay Lake on the Hunter 350. (Royal Enfield/Brandon Bunch/)2023 Royal Enfield Hunter 350 Specs MSRP: $3,999–$4,199 Engine: SOHC, air-cooled, four-stroke single-cylinder Displacement: 349cc Bore x Stroke: 72.0 x 85.8mm Compression Ratio: 9.5:1 Transmission/Final Drive: 5-speed/chain Claimed Horsepower: 20.2hp @ 6,100 rpm Claimed Torque: 19.91ft-lb. @ 4.000 rpm Fuel System: EFI Clutch: Wet, multiplate Frame: Harris Performance–designed twin downtube spine Front Suspension: 41mm telescopic fork; 5.1 in. travel Rear Suspension: Twin-tube emulsion shock absorbers, preload adjustable; 4.8 in. travel Front Brake: 2-piston ByBre caliper, 300mm disc Rear Brake: 1-piston ByBre caliper, 270mm disc Wheels, Front/Rear: Aluminum alloy; 17 in./17 in. Tires, Front/Rear: 110/70-17 / 140/70-17 Rake/Trail 25.0°/3.7 in. Wheelbase: 53.9 in. Seat Height: 31.1 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 400 lb. Contact: royalenfield.com GEARBOX Helmet: Arai Regent-X Jacket: Coretech The Bender Pant: Alpinestars Copper v2 Denim Pants Gloves: Spidi Clubber Glove Boots: Alpinestars Oscar Monty Shoes Source

A new scrambler variation of Royal Enfield’s INT650 looks to be in the pipeline. (Royal Enfield/)The next in Royal Enfield’s growing range of 650cc parallel-twin models will be a retro-styled scrambler, and now new trademark applications from the company suggest it’s getting the name “Bear.” Royal Enfield’s parent company, Eicher Motors, has filed trademark applications for the name “Royal Enfield Interceptor Bear 650″ in Australia and “Interceptor Bear 650″ in New Zealand. The applications leave no gray areas over the upcoming bike’s 650cc capacity or the fact it will be derived from the Interceptor model, though in the States that machine is called the INT650 because Honda still owns the “Interceptor” trademark rights in the US and Canada. Although Enfield has several new 650cc models in the pipeline, the scrambler version that’s been spotted testing in India and the UK over the last few months is the most likely candidate for the Bear title. It’s very clearly based on the Interceptor/INT650′s chassis as well as its engine, which aligns neatly with a name that suggests it’s a sub-model of the Interceptor. The term Bear also gives the sort of rugged, outdoorsy overtones that would suit a scrambler. The new Interceptor Bear 650 will use the 47 hp parallel twin from INT650. (Spenser Robert/)Prototypes that have been seen on test show a bike that’s very much in the mold of the scrambler models Triumph has derived from its Bonneville range over the years. The frame and tank are straight from the Interceptor, as is the 650cc, 47 hp parallel-twin engine, but the upcoming scrambler gets an upside-down fork and longer-travel twin shocks to increase ground clearance. The twin exhausts of the INT650 are also gone, replaced with a 2-into-1 system that sees the header from the left-hand cylinder take a sharp turn to the right, across the front of the engine. On the prototypes, the two pipes then run together down the side of the engine before merging into a single pipe running under the footpeg and into an upturned muffler. It’s hard to imagine that the firm won’t offer a higher-mounted exhaust, like the Triumph Scrambler’s, as an option. Some prototypes of the 650 scrambler have featured oval number plates on the side panels, while others borrow the standard INT650 parts, again suggesting scope for customization. Deep-treaded, dual-sport tires on wire wheels are another feature, and where the INT650 has 18-inch rims at each end, the scrambler-style machine appears to have a larger front and smaller rear—possibly a 19-inch front and 17-inch rear, matching the Triumph Scrambler 900′s setup. Royal Enfield’s SG650 concept will inspire aspects of a new bobber believed to be named Shotgun. (Courtesy of Royal Enfield/)The trademark applications and the regular sightings of prototypes on test suggest the Royal Enfield 650 scrambler is due to launch before the end of this year, to join the 2024 model range. However, it’s not the only new 650 machine in the pipeline, as Royal Enfield is also believed to be developing a bobber derived from the Super Meteor 650, with a short rear fender and single seat to match the SG650 concept shown in 2021. That bike is believed to be getting the name “Shotgun,” which Eicher Motors owns the trademark rights to in much of the world, including the US. The company also has a pending US trademark over the name “Constellation,” historically used on an upgraded, 700cc version of the Super Meteor in the 1950s. Source

Single-track, double-track, dirt roads, and urban, we rode it all on the Trail125. (Kat Conner/) With the explosion of electric bicycles, motorcycles, and scooters, you have to ask yourself if the inconvenience is really worth the many hassles that currently come with them. In this context, the conversation is about urban transportation, not about highway-capable machines. We’re talking about getting to work, to school, running errands, and the benefits of finding plenty of parking in the city. There are a ton of internal combustion options that are not only competitively priced, but get amazing fuel efficiency and offer convenience that the electrics can’t currently match. Honda’s Trail125 is totally at home in the Colorado Rockies. (Blake Conner/) Honda’s Trail125 is a perfect example, a modern interpretation of a tried-and-true platform that got so many riders on two wheels as the Trail series, starting back in 1961. The more things have changed, the more they’ve remained the same. The Trail125 offers the same utility, excellent fuel mileage, and fun demeanor as the model always has. For 2023, the engine gets some updates (which we will touch on shortly), however, our test unit is a 2022 model. First, let’s talk about the engine, because that’s what really sets the Trail125 apart from the EV crowd. At its core, you have a 124.9cc air-cooled single, with an overhead cam with two valves. Unlike the CT90 and CT110 of five decades ago, the Trail125 gets Honda’s PGM-FI fuel injection. Power is sent to the rear wheel by a four-speed semi-automatic transmission with an automatic centrifugal clutch. For 2023, Honda has changed the bore and stroke measurements from 52.4 x 57.9mm to 50.0 x 63.1mm and increased the compression ratio from 9.3:1 to 10:1. Otherwise, the two models are virtually identical. They even have the same claimed peak power and torque. Related: 2021 Honda Trail 125 Review Honda’s 124.9cc single is fuel injected and fires up instantly no matter the ambient outside temperature. (Blake Conner/) One of the single best attributes of the Trail125 is its simplicity. No need to worry about if it’s fully charged; just flick the key on, hit the starter, and you’re in business. With 1.4 gallons of fuel and a recorded 112-mile average mpg, range is typically pushing 160 miles. When bouncing around town on short trips is the normal use case, fuel lasts a long, long time. Like weeks or even months. Most of our time with the Trail125 this go-around was spent high in the Colorado Rockies with a garage base camp at 6,600 feet. The last time we put the pre-2023 generation on the Cycle World dyno in Irvine, California, it produced 7.9 hp at 5,710 and 7.4 lb.-ft. of peak torque at 4,650. At more than a mile above sea level in Eagle, Colorado, it’s not likely making quite that much power. Snow? No problem. We even did some wintertime local commutes. (Blake Conner/) Friendly is a word that perfectly describes the Trail125. The simple auto-clutch means you don’t have to teach a new rider how to feed out a clutch lever and roll on the power. It’s simply gas it and go, and then grab the next gear. Near scooter simplicity, but more engaging. Neutral is at the bottom and then four shifts up, which means “motorcyclists” will occasionally find themselves shifting down to neutral when they thought they were in first if you aren’t counting shifts. To keep progress smooth, backing off the throttle and then making your shifts keeps the auto-clutch from getting jerky. While blipping the throttle on downshifts just a touch makes those gear changes smooth and lurch free. One thing the early-generation Trail models didn’t have is hydraulic brakes with ABS. The 17-inch IRC tires provided good grip on road and off. (Blake Conner/) Around town, the Trail125 is light, nimble, and easy to ride. It weighs a claimed 259 pounds with a full tank of fuel, and carries that weight low. The Trail125 flicks through 90-degree corners with ease and makes mincemeat of the roundabouts that litter this small town. An ultralow first gear allows quick getaways from stops in an urban environment. Another modern addition that the old Trail didn’t have is ABS on the front brake, which is a twin-piston hydraulic unit biting on a 220mm disc. Out back is a single-piston hydraulic unit and a 190mm disc, but without ABS, which is just fine by us, as we’d prefer being able to lock the rear wheel when riding in the dirt. Urban riding is right up the Trail125’s alley. (Kat Conner/) Speaking of dirt, the Trail125 doesn’t shy away from it, in fact it welcomes it. Single-track, double-track, dirt roads, we rode it all. The key here is to remember what the Trail is, it’s not an off-road bike, so if you ride it with some sympathy, it will pay you back with competent performance. Exploring rutted-up two-tracks, you have to just be mindful of some of the bigger erosion ruts and not get sucked in too deep. And since wheelying across them isn’t an option, slowing down and making deliberate choices is a good idea. Follow that logic and the Trail does an amazing job of chugging along. Gearing for this type of riding is ideal, with first gear low enough to get you up steep inclines without issue, while second and third seem to be the 125′s sweet spot. Dirt roads and double-track are where the Trail125 is the most happy off-road. (Kat Conner/) Even in some muddy and loose sections, the Trail offers a lot of confidence with chunky 17-inch IRC GP-5 tires doing a good job of keeping you on line, while the suspension does a surprising job of sucking up the rougher hits. But where the Trail125 excels is on dirt roads, that’s its happy place. It’s here that 35 to 45 mph seems about perfect, not feeling slow and yet having something in reserve—a feeling that you don’t get on the asphalt. One place it’s really good is over washboard roads; it never gets out of shape even if you hit a big unseen pothole, and the combination of the cushy seat and plush suspension (with around 4 inches of travel up front and 3.5 in the rear) provides an amazingly comfortable ride. It’s very stable, yet agile in this environment. Hit a little bit of sand, no problem. A bit of mud, not an issue. Fifty-plus years of refinement has prepared this machine for it all. There is something about the Trail125 that makes you want to get out and explore. And the fact that it’s not a full-blown enduro forces you look around and take it all in. (Blake Conner/) OK, not really all, but on the trail there is little to complain about. Of course, there has to be some compromises somewhere, and that’s when you get out on two-lane roads with 45 to 55 mph speed limits. It’s here that requires either tucking into the draft of the car in front of you, or slightly holding up traffic when pushing its own wind wide open at 50 mph. We’ve seen speeds past 60 mph, but that’s only been with the benefit of a downhill slope or a tailwind. Plan accordingly. So, for sure this is where the Trail is a bit out of its element. But on the flip side, it’s a street-legal machine, which is something that most ebikes can’t say for themselves, and the Trail125 will trounce any Class 2 (limited to 20 mph) or Class 3 (limited to 28 mph) ebike. The rear rack is perhaps our favorite feature on the Trail125, offering amazing utility that make it a go-to vehicle for around-town errands. (Blake Conner/) One of the single best features on the Trail125 is the large rear utility rack, which makes the little Honda a very enjoyable errand runner. Need to go grab a pizza, a 24-pack, or throw a GSX-R1000 wheel on the back for a tire change, we did it all. It’s somehow so much more satisfying to hop on the Honda than fire up the truck for these easy errands. Even in chilly spring temperatures, the Trail fires right up, idles perfectly, and pulls away without a single complaint. The LCD dash isn’t always the easiest to read, but it provides all the info you really need. (Blake Conner/) After spending months and months with the Trail125, we fell in love with it. It’s funny how many people are drawn to it, and they are usually shocked when we tell them it costs less than $4,000. You honestly can’t get a decent mountain bike for that kind of money anymore, let alone a good-quality electric bike or pedal-assist bicycle. With the Trail125 you get amazing utility—fun transportation, dead-reliable Honda performance, an ideal backroad and campground explorer—all in a street-legal package that sips fuel more efficiently than the best hybrid-car misers on the market. As for our argument as an alternative to the wave of ebikes that are invading every town in America, we’d make a strong case that they don’t stand a chance of competing with the simplicity, convenience, and performance of the Trail125. The only question now is deciding what to get rid of to make room for one in our garage. If you’re out in the woods and kill the battery for some reason, there is a kickstarter as a backup. (Blake Conner/) The twin rear shocks provide a surprisingly plush ride. (Blake Conner/) Helping make the ride more enjoyable, the 31.5-inch-high seat also provides a cushy place to sit. (Blake Conner/) Is it a coincidence that a 30-liter Yeti cooler fits perfectly on the rear rack? We think not. (Blake Conner/) On the trail, the suspension is plush, while the chassis is really stable. (Kat Conner/) The Honda Trail125 was so at home in Colorado, we’ll likely have to make it a permanent resident. (Blake Conner/) Unfortunately you will end up getting bummed if you go to far on one. 2022 Honda Trail125 Specs MSRP: $3,999 Engine: SOHC, air-cooled single-cylinder; 2 valves/cyl. Displacement: 124.9cc Bore x Stroke: 52.4 x 57.9mm Compression Ratio: 9.3:1 Transmission/Final Drive: 4-speed semi-automatic/chain Cycle World Measured Horsepower: 7.9 hp @ 5,710 rpm Cycle World Measured Torque: 7.4 lb.-ft. @ 4,650 rpm Fuel System: PGM-FI Clutch: Automatic centrifugal Engine Management/Ignition: Fully transistorized Frame: Steel Front Suspension: 27mm fork; 3.9 in. travel Rear Suspension: Twin shocks, preload adjustable; 3.4 in. travel Front Brake: 2-piston caliper, 220mm disc w/ ABS Rear Brake: 1-piston caliper, 190mm disc Wheels, Front/Rear: Wire spoke; 17 in. Tires, Front/Rear: IRC GP-5; 80/90-17 / 80/90-17 Rake/Trail: 27.0°/3.1 in. Wheelbase: 49.4 in. Ground Clearance: N/A Seat Height: 31.5 in. Fuel Capacity: 1.4 gal. Average MPG: 112 mpg Claimed Wet Weight: 259 lb. Contact: powersports.honda.com GEARBOX Helmet: Arai XD4 & Corsair-X Nakagami-3 Jacket: Alpinestars Oscar Trucker Pant: Alpinestars Alu Denim Gloves: Alpinestars Halo Leather Boots: Alpinestars Faster-3 Shoe Goggles: 100% Racecraft 2 Source

Honda’s focus on fun and efficient two-wheel models has created a long list of accessible dual sports, including the new-rider-friendly XR150L. (Honda/)A closing scene from On Any Sunday spoke volumes about the joy of riding. “Probably the most fun in all of motorcycling is to load your bike in a pickup truck and head out into the country,” filmmaker Bruce Brown reflected. “The pressure of racing over, it’s time to relax and have some fun.” He was right: Simply being in motion on lightweight bikes, on road or trail, brings the same rewards found on larger, faster machines—only with less stress and strain. Call them affordable or lightweight, “learner” or “starter” bikes if you will—all are worthy terms for the 125cc to 233cc dual sports featured below. Carrying MSRPs in the $3,000 to $5,000 range, they are capable on asphalt or dirt, and can shepherd either new riders or experts with unhurried aplomb. Perfect for channeling your own inner On Any Sunday. Kawasaki KLX230 The KLX230 is the smallest-displacement model in Kawasaki’s dual sport lineup, which also includes the KLX300. A KLX230 S is available with lower seat height. (Kawasaki/)Kawasaki’s off-road KLX110R to KLX300R trail-bike lineup has been a favorite of off-road families for years. So pleasant and fun are these little air-cooled singles that it’s no surprise Kawasaki would create street-legal versions to expand the mix. One result is the KLX230 dual sport bike. Power comes from a proven 233cc two-valve engine with fuel injection, backed by a versatile six-speed gearbox, and the price is kept down to an approachable $4,999 thanks to a conventional fork, disc brakes without ABS, and little other high-end technology, aside from a bright LED headlight. The result is a simple, pleasant, affordable dual sport that takes you at a relaxed or brisk pace with little fuss. Plus, you can follow your nose over a mountainy trail or busy streets—your choice. Speaking of choices, a KLX230 S with a lower seat (32.7 versus 34.8 inches for the KLX230) is available for the same price; ABS is $300 extra. Both models use 21-inch front, 18-inch rear tires, allowing a wide choice of replacement rubber. Honda XR150L Honda’s ultra-affordable XR150L will work as around-town transportation, a tool for escaping the campground, or short dual sport rides out of town. (Honda/)Honda’s XR650L is one of the most recognized dual sports in all of motorcycling, but a thumping 644cc single-cylinder engine and 37-inch seat height aren’t for everyone. Enter the XR150L, a bike that’s well suited toward around-town jaunts, scenic back roads, and the occasional single-track ride for new riders. Powered by a carbureted 149cc air-cooled single-cylinder four-stroke engine, the XR150L is intended to offer the same reliability and toughness XRs are known for but with excellent fuel efficiency and smooth, predictable performance. Honda claims a tested 346 miles of fuel range from the 2.8-gallon fuel tank. The rest of the running gear includes a steel frame, 31mm conventional fork, and single shock. Suspension travel is 7.1 inches and 5.9 inches front and rear, respectively, while wheels measure 90/90-19 and 110/90-17. Added practicality comes in the form of an electric starter and rear cargo rack, plus a long line of accessories that includes saddlebags, hand guards, a skid plate, and more. Perhaps the best part about the XR150L though is the price; MSRP is just $2,971. Honda Trail125 The Trail125 is the rugged cousin to Honda’s legendary Super Cub, with just enough off-road chops for urban adventure and casual off-road exploring. (Honda/)Honda’s Trail125 was already a legend when it was introduced in 2021. That’s because the original Trail 90 debuted in 1964, and in the ensuing six decades, multiple generations have grown up with that versatile little machine in mind. After the second-gen Trail 110 bowed out in 1986, the step-through dual sport went dormant—that is, until the Trail125 arrived. This modern retro joins the Grom and Monkey with a 125cc four-stroke single, air-cooled with electronic fuel injection. Like the original Trail 90, the fuel tank is under the seat. There’s also a hydraulic front brake and ABS to help the little 80/90-17 tires maintain grip. Popular features of the Trail125 include a rear rack, and given that a milk crate fits conveniently here, it’s no wonder Trail125s are pressed into duty hauling everything from grocery bags to firewood, schoolbooks to office supplies. “It’s the perfect cross between a scooter and a small dirt bike,” said one owner. Lightweight at 256 pounds wet, the modern incarnation even includes a semi-automatic four-speed gearbox like the original Trail 90. That’s a homegrown home run for $3,999. Yamaha TW200 Yamaha refers to the TW200 as the do-it-all dual sport. Highlights include a low seat height, relaxed ergonomics, and rugged durability. (Yamaha/)With its old-school 196cc air-cooled carbureted engine, off-road styling cues, and fat balloon tires, Yamaha’s endearing TW200 looks like the proverbial barrel of laughs. And it is. No freeway flyer, the TW’s bailiwick is lower-speed riding (with some inevitable hijinks), and at this it just flat excels. The five-speed manual gearbox, lugged universal tires (unusually sized at 130/80-18 front, 180/80-14 rear), and good ergonomics make it suitable for off-road playtime, whether that means beaches or sand washes, dirt trails or steep climbs punctuated by roots and ruts. The TW200 is no featherweight at 278 pounds, but its low 31.1-inch seat height lets riders put both feet on the ground for enhanced balance, while the wide handlebar adds leverage and confidence. In a day spent flogging the Yamaha, we noted a top speed approaching 75 mph and fuel economy well over 60 mpg. Priced at $4,899, the TW200 is now in its 37th year of production. When a formula lasts that long, you know it’s intrinsically good. And in the TW200, that translates to good fun. Suzuki VanVan 200 The VanVan 200 didn’t last long in Suzuki’s lineup, but it’s just right for civilized, casual putting around, meaning a lightly used VanVan could be a great addition to your garage. (Suzuki/)Fat-tire bikes have always been rare in the market, but if this formula looks like fun, consider Suzuki’s recently discontinued VanVan 200. From 2017 through 2019, the unique VanVan distinguished itself with a sophisticated flair courtesy of chrome trim, an amazingly supple (and low, at 30.3 inches) brown saddle, and electronic fuel injection. Although capable of traveling off-road, the VanVan is realistically geared more for comfort than dirty heroics, so we might actually label the VanVan 200 a “semi dual sport”—super fun on the street and just passable off-road, but also great for exploring the outskirts of a campground. Carrying an MSRP of $4,649 in its last model year, the 282-pound VanVan gets its motivation from a 199cc four-stroke single driving through a five-speed manual gearbox. Pushed hard, our testing showed that the speedo will surpass 70 mph—but not by much—and that fuel economy can exceed 60 mpg. Translation? Track down a low-mileage VanVan 200 if you’re after friendly rather than fast. Source

2023 Harley Davidson Electra Glide Highway King riding on desert road (Harley-Davidson/)If you’ve heard the phrase “everything old is new again” once, you’ve probably heard it a million times, and with the introduction of Harley’s new Electra Glide Highway King, get ready for another echo. The newly released touring bike joins H-D’s Icons Collection, which, as a group, taps into the celebration of two-wheel nostalgia Harley seems to have become so proficient at. The 2023 Electra Glide Highway King stays true to that formula, riffing on an iconic machine from H-D’s glory days—in this case, the 1968 Electra Glide—and infusing it with modern underpinnings which include things like a current-day touring chassis, an up-to-date Milwaukee-Eight 114 powertrain, and a full suite of electronic rider aids. Related: Harley-Davidson Announces Icons Collection The new bike channels H-D’s classic 1968 Electra Glide FLH model as outfitted with the Highway King accessory touring package of the time. The Hi-Fi Magenta color option is in the foreground. (Harley-Davidson/)If you’re thinking the Highway King’s silhouette looks familiar, that’s probably because the first Harley-Davidson Icons bike, the 2021 Electra Glide Revival, was also based on a classic 1960s-era E-Glide. In the Revival’s case, it was the 1969 model being channeled (which sported the first batwing fairing), but Harley’s latest retro homage looks to the 1968 FLH Electra Glide model, and in that earlier year the Shovelhead-engine Glides had just a windshield, which changed the resulting profile significantly. Given that context it’s absolutely no surprise that the new Electra Glide Highway King is awash in nostalgic bits like wire-spoke steel wheels, thick whitewall tires, a removable windshield, solo seat, and carefully curated two-tone color scheme. Other nods to H-D’s FL models from the ‘60s include a detachable windshield with a tinted lower section matched to the bike’s paint color and a solo saddle with a black-and-white cover and a chrome rail, both mounted over an adjustable coil spring and shock absorber. Tack on some shiny chrome front fender rails, saddlebag rails, a front fender skirt, a Ventilator air cleaner cover and top it off with Electra Glide script on the front fender, and suddenly the days of 15-cent burgers and 34-cents-a-gallon gasoline don’t seem so far away. Related: Harley’s Paradox: Embrace the Past While Chasing the Future? Solo saddle on the Highway King is framed by a chrome rail and mounted over an adjustable coil spring and shock absorber. (Harley-Davidson/)Some of the aforementioned features reflect an accessory package that was available on the 1968 model, when the Electra Glide was the top of the line for Harley-Davidson. Buyers wanting the full touring monty could order the so-called King of the Highway pack, which added fiberglass saddlebags (only in white), a windshield, a luggage rack, and engine guards. “In its day this was a really deluxe motorcycle,” said Brad Richards, Harley-Davidson vice president of design and creative director. “The colors we’ve selected for the Highway King model are reminiscent of the original color options offered in 1968. In 1968, the accessory fiberglass saddlebags were only offered in white, so we’ve done the same in 2023. The result is a thoroughly modern motorcycle that looks unapologetically old school.” The fuel tank is dressed with a special tank badge and an Icons Collection graphic, with the bike’s serial number laser-etched into the console. (Harley-Davidson/)Which leads us to the next point: Is there anything new under the hood here? Not really. The Electra Glide Highway King still rides on the single-spar Harley-Davidson Touring frame with a rigid backbone, and a single knob hydraulically adjusts the preload of emulsion-technology rear shock absorbers. Up front you get the familiar 49mm fork with dual bending valve suspension technology, while a Milwaukee-Eight 114 V-twin engine delivers all the motivation you could ask for on a classic tourer. (But if you’re looking for even more performance, all the usual Harley-Davidson Screamin’ Eagle Stage Upgrade kits can be added.) Electronic cruise control, a halogen headlamp, and auxiliary lamps come standard, as do Reflex-linked Brembo brakes, but Harley also adds the Rider Safety Enhancements package as standard equipment on this model, so you get welcome electronic aids like Cornering Enhanced Anti-Lock Brakes, Cornering Enhanced Electronic Linked Braking, Cornering Enhanced Traction Control, Cornering Drag-torque Slip Control System, and Vehicle Hold Control. The Electra Glide Highway King will be available in limited numbers; 1,000 units of this Hi-Fi Orange colorway will be produced. (Harley-Davidson/)With its debut, the Electra Glide Highway King becomes the third model in H-D’s Icons Motorcycle Collection and it will be available in two color options: Hi-Fi Orange (limited to 1,000 units) and Hi-Fi Magenta (limited to 750). A black panel on the fuel tank is joined by a special tank badge meant to evoke the one used in 1968, and an Icons Collection graphic and serialization badge is laser-etched into the console. There’s no word just yet on the price or when the bike will be available. Standard equipment includes touring chassis, Milwaukee-Eight powertrain, and Rider Safety Enhancements electronic suite. Remember the days of 34-cents-a-gallon gas? Us either. (Harley-Davidson/)Source

Harley’s latest addition to its Enthusiast Collection for 2023 includes this Road Glide ST with Fast Johnnie graphics. (Harley-Davidson/)Looking back on the last year or so, you could be forgiven for thinking that Harley’s on something of a power trip. Three of its new model releases, including the 2022 Street Glide ST and Road Glide ST and 2023 Breakout models have received the bigger 117 Milwaukee-Eight engine, and a few months ago, H-D’s Screamin’ Eagle division dropped the 135ci Stage 4 Big Crate Engine, Harley’s biggest and most powerful V-twin yet. Then, just last week? We saw the debut(ish) of the new 2023 CVO Street Glide, packing a new VVT 121ci powerplant. Harley’s latest horsepower-themed release, then, flies a bit under the radar. That’s because the addition of the special Low Rider, Street Glide, and Road Glide ST to the Enthusiast Collection doesn’t result in a bigger engine or power boost, but does continue the horsepower theme in the form of…graphics. The Fast Johnnie treatment for this year’s Enthusiast Collection is given to three models: the Street Glide ST, Road Glide ST, and Low Rider ST (left to right). (Harley-Davidson/)Yep, you heard right. To recap, the Enthusiast Collection “celebrates the diversity of our community and the unique backgrounds and interests of people within it,” as official MoCo literature would have it. To that collection H-D has just added not one, but three new limited-edition models: the Low Rider ST, the Street Glide ST, and the Road Glide ST bikes, each of which gets a special factory-direct custom Fast Johnnie paint and graphic treatment as a nod to racing themes of the past. According to Harley, the Fast Johnnie paint scheme taps into iconic designs featured on high-performance muscle cars and pony cars of the 1960s and 1970s, which often paired “racing” or “rally” stripes over an in-your-face base color, and then usually added a dynamic graphic. The three new additions to the Enthusiast Collection all get basically this same treatment, with the Low Rider ST, Street Glide ST, and Road Glide ST sporting the new Celestial Blue body color with custom white detailing, the Enthusiast Collection logo on rear fender, and a different graphic on either side of the fuel tank—Fast Johnnie on the left, and the Bar & Shield on the right side. These elements are meant to separate the high-performance version of a vehicle from the standard vanilla iteration, and with the Fast Johnnie character, H-D is also giving a shoutout to its Screamin’ Eagle factory baggers in the King of the Baggers series, which also sport the graphic. (H-D lore says that a piglet named Johnnie was adopted in 1920 by H-D racer and Wrecking Crew rider Ray Weishaar. The piglet became the team mascot and usually got a ride atop the fuel tank on postrace victory laps, goes the story.) Related: Harley-Davidson Launches Brand-New Enthusiast Collection Custom stripes over Celestial Blue paint and Fast Johnnie logo on the Road Glide ST tank. (Harley-Davidson/)“The striping graphic effect is a powerful signal to the generation that came of age during this era, and is still impactful today,” said Brad Richards, Harley-Davidson vice president of design and creative director. “The Celestial Blue base color selected for Fast Johnnie recalls a popular tone from the muscle car era. For the graphic striping, we created a custom white color formulated to authentically reflect the era, executed in a classic thin-wide-thin pattern on the sides and top of the motorcycle bodywork.” The Fast Johnnie character is based on an old Wrecking Crew mascot, and can also be seen on H-D’s factory baggers in the King of the Baggers series. (Harley-Davidson/)As for the underpinnings, all three bikes retain their 2023 base model mechanicals, with the shark-nosed Road Glide ST ripping up the asphalt via a Milwaukee-Eight 117 powertrain while parading West Coast style and black-and-bronze finishes up top. The Street Glide ST offers much of the same performance, also sporting a muscular Milwaukee-Eight 117 powertrain and new dark-and-bronze finishes, but capped by an unmistakable batwing fairing up front. West Coast style comes in a leaner V-twin package on the Low Rider ST, which also delivers a serious punch from the Milwaukee-Eight 117 V-twin powertrain and likewise offers the same mechanical features as the base 2023 Low Rider ST model. The Enthusiast Collection Road Glide ST is mechanically unchanged from the 2023 Road Glide ST model. Bar & Shield graphic appears on the right side of the tank. (Harley-Davidson/)The two touring bikes add another layer on the accessory side of things if you so choose: color-matched King Tour-Pak carrier, Chopped Tour-Pak carrier, and saddlebag speaker lids are being offered via Harley-Davidson Genuine Motor Parts & Accessories. This special Enthusiast Collection paint scheme is offered factory-installed for the 2023 models, with combined production limited to no more than 2,000 models. The Fast Johnnie–treated Street Glide ST also runs with the same underpinnings as the 2023 base model. (Harley-Davidson/) The Fast Johnnie graphics seen on the back end of the Road Glide ST. (Harley-Davidson/)Source

Kove’s FSE 450R Rally has an MSRP of just $8,999; should you be heading to the bank for a cashier’s check? (Jeff Allen/)There are more than a couple of new motorcycles on sale today that have the word “rally” in their name. Thing is, only one is like those used in the Dakar Rally. KTM 890 Adventure R Rally? A highly capable ADV without question, but not even close to a real rally racer. Even my $28,000 rally-inspired project 790 Adventure R racer wasn’t close. Honda’s CRF300L Rally? Nah, just a sheep in wolfish clothing. What about those KTM rally racers used in Dakar? Even if you have three bands of Benjamin Franklins ($30,000 for those of you older than 40), you’ll get the cold shoulder from Mr. Pierer’s crew unless you are a professional racer. So where to turn for a real rally bike? Turns out, it’s China. Buying a motorcycle built in China definitely raises questions of performance, reliability, and quality. But after spending time with the Kove FSE 450R Rally and the US importer of Kove Motorcycles in the California desert, painting all Chinese-made motorcycles with the same brush will exclude you from enjoying a well-made rally racer. Utah-based USA Motortoys is importing the Kove FSE 450R Rally and has presold the first batch due to hit the docks June 2023. With a $8,999 price tag, interest on the internet has led to numerous (soon to be) owners’ groups and forums—each user on pins and needles waiting for their machine. But what’s the reason for the hype? Well, beyond the astonishingly low price, you get a liquid-cooled DOHC 449cc single that belts out a claimed 52 hp, suspension with 12 inches of travel, an 8.0-gallon fuel capacity, TFT dash, and ABS. It all sounds great, but what happens when you put the thing to the test on a warm desert day in the dunes? Kove nailed the Dakar Rally racer look with the FSE 450R Rally. (Jeff Allen/)Would our test in and around California’s Dumont Dunes on a preproduction unit be a complete waste of time? Or could this FSE 450R Rally be the real deal? A hopeful indication was the three Kove factory racers that finished the Dakar Rally on the first attempt. Three entered, three finished. We were told those race finishers ran stock engines, but were the $13,999 up-spec Rally 450 Pro variant that features a titanium exhaust system, Scotts Performance steering stabilizer, slightly more horsepower, and bib mousse inserts fitted in the tires. The Pro also comes complete with a carbon fiber rally tower, powered roadbook, and water storage tucked behind a carbon fiber skid plate. Since its inception in 2017, Kove has grown quickly, thanks to a former Chinese motocross rider and founder Zhang Xue. He says he wants to create a brand of motorcycles that will give young racers in China the competitive machine he never had as a kid. But first, there are lofty goals for Kove’s rally efforts. It’s shooting for a top-20 finish next year, top 10 the next, a podium in 2026, and a win in 2027. Can it be done? That will remain to be seen, but what is seen is the passion translated into the performance of the FSE 450R Rally.. Twin LED headlights have high and low beams. Kove says it plans to make the FSE 450R Rally street-legal. (Jeff Allen/)Kove’s FSE 450R Rally certainly looks the part of a rally bike, thanks to its tall windscreen, twin LED headlights, low-slung fuel tanks, and rear fuel tank integrated into the subframe. The rider is greeted by a slim seat and tank area, a tall handlebar, and large, wide rally footpegs. Nothing feels cheaply made, and pulls on the Nissin front brake and cable clutch feel solid. The view to the full-color TFT dash is clear. A glance behind the handlebar mounts reveals provisions for fitting a steering damper. A full-color TFT dash conveys all the info and is used to change ABS modes. Some of the wording needs refinement before production. (Jeff Allen/)Suspension is by Yu-an, but the 49mm cartridge fork legs look very similar to Showa units. The fork and linkage-equipped shock feature compression and rebound damping adjustments, and the rear suspension adds a knob for easy spring preload changes. Seat height is listed at 38.0 inches but thanks to the bike’s narrow cross section, reach to the ground with a 30-inch inseam is easy. It all feels right. Time to ride. A Yu-an 49mm cartridge fork has compression and rebound damping adjustment. (Jeff Allen/)On firing up the FSE 450R, the DOHC engine comes to life quickly and sounds good. Cracking the throttle produces a grunty rasp not only from the exhaust but from the large air intake nestled between the steel perimeter frame spars and under the left and right 2.5-gallon saddle tanks. In the open desert and grabbing gears, it’s clear this engine (based on a Zongshen 450 SOHC unit with a new head, cams, intake, and mapping) prefers to be revved rather than lugged. It doesn’t have the same hit as other 450cc cross-country racers; it feels more like a strong-running 350—plenty fast to be fun when wringing it out for the maximum, but smooth and easy to control in slower technical sections. In sixth gear, Kove claims the 450R Rally will hit 105 mph. An even 100 mph (indicated) was briefly seen during testing. While the engine is good, it’s the chassis that is the star of the show. Simply put, it feels like a rally bike should: stable but not sluggish. Performance from the Yu-an fork and shock were harsh in our initial ride, but there was plenty of adjustment to get the bike to work well. We weren’t the first to test this preproduction bike, and USA Motortoys’ boss, Gary Goodwin, said that others had fiddled with the suspension. A few clicks less of compression in the fork, a couple of clicks more compression in the rear with a faster rebound setting, and the Kove was eating desert like a hungry gambler at a Vegas buffet. Kove built its DOHC FSE 450R powerplant on a Zongshen bottom end for more power. (Jeff Allen/)While the Kove’s suspension soaked up every whoop, G-out, and jump we pointed it at, it always did have a slight issue of being less refined and smooth than that of KYB, Showa, or WP. Think Seiko versus Rolex. On one occasion when racing through some deep sand ruts the bike exhibited head shake while shifting to fourth gear at near full throttle. Full throttle sorted it out after two or three chassis oscillations. Good thing mounting a steering damper will be as easy as sliding your credit card. Despite being filled with 6 gallons of fuel, the FSE 450R Rally turns and changes direction much easier than its test weight of 356 pounds (368 full of fuel) would suggest. It responds predictably when thrown into corners and the front tire is planted. When standing and on the gas, steering with the throttle and footpeg pressure will have you dodging pucker bushes and holes with ease. It weighs 368 pounds when full of fuel, but the Kove FSE 450R Rally can turn like a 250-pound MXer. (Jeff Allen/)Powerful Nissan brakes have excellent modulation, and because this model will eventually be homologated for street use, there are three ABS settings. A few quick button presses on the left-side switch gear changes the setting from Open, Rear Closed, and All Closed. This means: on, rear off, and both off. As mentioned, there are some translations that need some work in the menu system. The low fuel warning on the dash stated: “Oil level low, please fill it up.” Goodwin said these quirks will be fixed before delivery. Nissin brakes provide strong stopping performance while the switchable Bosch ABS adds a feature not found on hardcore dual sports. (Jeff Allen/)Our bike shifted gears easily up or down and not a change was missed all day, but there was an issue with the Dirt Rider FSE 450R being tested alongside: The third-gear shift fork got bent. As we weren’t riding it at the time, it’s unknown how it happened. The CW unit’s transmission performed flawlessly, but the failure must be noted. Suspension action is not as refined as that found on Japanese and European dirt bikes. (Jeff Allen/)Although there was an issue with the DR testbike, Kove claims the FSE 450R Rally is prime for usage as a small and aggressive dual sport. Oil capacity is 1.8 liters, double that of most 450 dirt singles on the market. Service intervals are 5,000 miles. It’s easy to imagine yourself making a weekend blast to Baja on the Rally. As the sun began to set on the California desert, the question was posed: Does it matter that the Kove FSE 450R Rally is manufactured in China? According to our test day the answer is no. This isn’t some knockoff pitbike sold cheaply to fly-by-night powersports dealers. It’s a quality motorcycle with the performance to back up its rally positioning. The FSE 450R Rally rips through the desert with stability and comfort, has better than adequate power, and looks great with commendable fit and finish—all for a buck less than $9,000. It’s a phenomenal value in a segment where dual sport MSRPs are blowing past $13,000 regularly. There’s plenty of early adopters who feel the same way and have voted with their wallets—an initial sign Xue just might be on the way to reaching his goal with Kove. If the FSE 450R Rally is any indication, Kove could be the manufacturer to buck the stigma of Chinese-made motorcycles. (Jeff Allen/)2023 Kove FSE 450R Rally Specs MSRP: $8,999 Engine: DOHC, liquid-cooled single; 4 valves Displacement: 448.9cc Bore x Stroke: 94.5 x 64.0mm Compression Ratio: TBA Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 52 hp @ 9,500 rpm Claimed Torque: 31 lb.-ft. @ 7,000 rpm Fuel System: Bosch EFI Clutch: Wet, multiplate; cable actuated Frame: Steel Front Suspension: Yu-an 49mm, compression and rebound adjustable; 12.0 in. travel Rear Suspension: Yu-an monoshock w/ linkage, fully adjustable; 12.0 in. travel Front Brake: Nissin 2-piston caliper, disc w/ switchable ABS Rear Brake: Nissin 2-piston caliper, disc w/ switchable ABS Wheels, Front/Rear: Spoked aluminum; 21 in./18 in. Tires, Front/Rear: CST; 90/90-21 / 140/80-18 Rake/Trail: 28.0°/NA Wheelbase: 58.0 in. Ground Clearance: 12.0 in. Seat Height: 38.0 in. Fuel Capacity: 8.0 gal. Claimed Wet Weight: 368 lb. Contact: gpxmoto.com Three fuel tanks hold a total of 8 gallons. (Jeff Allen/) Rally dreams come to life on the Kove FSE 450R Rally. (Jeff Allen/)Gear Box Helmet: Alpinestars M8 Radium 2 Jacket: Alpinestars Venture-R Jersey: Alpinestars Racer Found Pants: Alpinestars Racer Found Gloves: Alpinestars Full Bore Boots: Alpinestars Tech 10 Goggles: 100% Armega A carbon fiber skid plate houses a small tool kit. (Jeff Allen/) An easy-to-access air filter sits above the engine. (Jeff Allen/) Mounting points for a steering stabilizer are included on the top triple clamp and frame. (Jeff Allen/) Big rally-style footpegs are comfortable and allow you to really use your feet to make direction changes. (Jeff Allen/)Source

Certification filings from Down Under have revealed the 2023 Harley-Davidson CVO Street Glide, powered by a brand-new 121ci engine with variable valve timing. (Harley-Davidson/)Editor’s note: This article has been updated to reflect the correct model year. Originally Cycle World had reported this as a 2024 model based on available information. Harley-Davidson will release the new CVO Street Glide and CVO Road Glide as 2023 models. More info will be released June 7. Harley-Davidson’s upcoming CVO Street Glide 121 has yet to be officially confirmed by the factory, but it’s been the subject of huge amounts of internet intrigue already this year. Now, these genuine photos of the bike have emerged via new certification filings in Australia. The shots (which we’ve digitally enhanced for more clarity) show a machine that’s both instantly recognizable as a Street Glide but also distinctly new compared to its predecessor. The visual changes start with that substantially reworked batwing fairing, which now houses a squared-off “squircle-shaped” LED headlight instead of the current Street Glide’s round design. It sits in a suitably reshaped recess, while the fairing’s lower edge now juts forward to give a more modern, aerodynamic look. The current-generation Street Glide ST. (Harley-Davidson/)As well as containing multiple LEDs for its high and low beams, the new light is rimmed with accent lighting and flanked by long strips of LED running lights extending all the way into the mirror housings at the very edge of the fairing. Below it, there’s a new front-fender design wrapped over an innovative wheel that combines traditional-style wire spokes with a cast or forged alloy rim that has raised sections where it meets the spokes, similar in concept to BMW’s Cross Spoke wheels on the R 1250 GS, but more stylish. A pair of large, floating brake discs, more like those seen on sportbikes, are gripped by radial-mount, four-piston Brembo calipers. This is all revolutionary stuff for a Harley tourer, and while the initial model is part of the high-end CVO range—carrying the FLHXSE model code and wearing CVO badges on the side cases—it’s sure to filter down to the more mainstream bikes sooner than later. Moving farther back, the rest of the bodywork is also new. The tank appears to be subtly reshaped, particularly around the lower front edges, and sits ahead of a thickly padded seat, embroidered with the CVO logo and contrasting stitching. The side panels below it aren’t as deep as the current design, making for a lighter appearance to the rear end, despite the fact the side cases appear to be bigger. Those cases are topped with speakers, with another pair visible inside the fairing as part of a high-end Boom! Box GTS audio system. As revealing as the front three-quarter shot, this rear shot shows the new taillights, exhaust pipes, infotainment screen, and most importantly the big “121” on the intake. (Harley-Davidson/)Seen from the rear, the bike has new, vertical taillights filling the gap between the rear fender and those side cases, and the exhausts are also redesigned with larger exits and a dark chrome finish. The rear angle also reveals the bike’s vast display screen, replacing any conventional instruments and inevitably providing connectivity, navigation, and multimedia control as well as access to an array of rider-adaptable settings. There appear to be new, multifunction control pods on the bars, with a D-pad on left-hand bar controls to operate the added tech. Despite all this, the CVO Street Glide’s main draw is likely to be its engine. The “121″ badges are clearly visible on the intake and the clutch cover, denoting its capacity in cubic inches. That’s equivalent to around 1,983cc, and a fraction less than the 122ci offered by the current Stage III Screamin’ Eagle kit for the Milwaukee-Eight V-twin, but the capacity alterations are only the start of the new engine’s improvements. It’s widely anticipated to employ the variable valve timing system that we wrote about back in 2020, giving the air-cooled Milwaukee-Eight a new weapon in the constant battle to beat emissions limits. While still largely air-cooled, the CVO Street Glide has a big cooler sitting in a blacked-out piece of bodywork just ahead of the motor. Whether it’s simply an oil-cooler or a radiator—making this the “Twin-Cooled” version of the engine—isn’t clear from these images. Unfortunately, the paperwork published alongside these pictures doesn’t appear to include the correct details about the new engine, instead quoting the capacity and performance of the existing 117ci Milwaukee-Eight. The quoted mass of 831 pounds and wheelbase of 64 inches also match the numbers for the previous-generation CVO Street Glide—last part of the range in 2022—suggesting the documents, while carrying pictures of the new bike, have figures relating to the old version. Visually, there are changes to the engine beyond the 121 logos. The timing cover on the right-hand side of the engine has an additional bulge, believed to hide some of the variable valve timing kit, and the transmission side cover is also bulkier, clearly hiding some new mechanical elements. As well as the new CVO Street Glide, Harley is expected to launch a similarly substantial set of updates on the CVO Road Glide later this year, including the same new wheels and 121ci engine, as well as redesigned bodywork. Source

May 6, 2023, is the day for women across the globe to get aboard their motorcycle or three-wheeler to celebrate the 17th annual International Female Ride Day. (Can-Am/)The annual International Female Ride Day (IFRD) takes place on May 6, 2023. IFRD is a worldwide event that honors female motorcycle and powersports enthusiasts. It’s a day that invites ladies to hop on their motorcycle, three-wheeler, scooter, or any other powersports vehicle and, as the IFRD slogan goes, “Just Ride.” This is the 17th anniversary of the movement and the fourth consecutive year that Can-Am will be an official sponsor. International Female Ride Day is all about celebrating female ridership. “Thanks in large part to WOOD [Can-Am’s Women of On-Road program], Can-Am now sees nearly 35 percent of owners being women, significantly outpacing the industry average of 21 percent,” the Canadian manufacturer said in its press release. (Can-Am/)“We are very proud to be a corporate sponsor of the International Female Ride Day once again. This day is a celebration of women in powersports and those who choose to hit the open road and experience the thrill of the ride!” Can-Am’s three-wheel Global Marketing Director Martin Ethier said. “We look forward to seeing all of the passionate riders from across the globe come together for this special day.” Related: 2022 Road Warrior Ride Delivers 3-Wheel Therapy Can-Am employees, ambassadors, and dealers will be participating in the IFRD. There will be a number of organized rides taking place. (Can-Am/)Can-Am will have a number of organized group rides planned around the world. The United States will have rides lined up in 27 states. Canada, being home to the three-wheeler/ATV/side-by-side manufacturer, will have its share of rides, of course, in British Columbia, Ontario, and Québec. Locations in Switzerland, Australia, and Puerto Rico will also be celebrating. Anyone can join these rides, you don’t have to be a Can-Am owner. Check out the complete list of Can-Am’s 2023 IFRD rides and how to join a group here. “As the founder of the International Female Ride Day, I am thrilled to once again have Can-Am as a partner for this year’s celebration,” IFRD founder Vicki Gray said. “Can-Am’s commitment to inclusivity and equality aligns perfectly with the IFRD mission to inspire more women to join the community of riders. Together, we can show the world that riding is a passion that transcends gender and encourage more women to discover the freedom and empowerment that comes from hitting the open road.” Gray will be riding in Mexico City on the big day. Social media is bound to be buzzing day of. If you take any photos, tag @CycleWorld to let us know how you’re enjoying your solo/group ride. I will be on the road giving the “wave” to fellow motorcyclists in the Southern California region. The International Female Ride Day hashtags are #internationalfemalerideday #ifrd #ifrd2023 #JustRide and #FemaleRideDay. To learn more about the event, visit the official IFRD website. Source

Husqvarna’s travel-oriented Norden 901 Expedition sees a modest price bump compared to the Norden 901. MSRP is $15,799 versus $14,499 (Husqvarna/)Ups Upgraded with higher-spec Xplor suspensionA whole catalog of accessories included as standardMinimal price increase for all of the significant upgradesDowns Included bags not very durableWindscreen fixed and not adjustableHave to buy different bag mounts if you want hard casesVerdict There are so many options in the adventure-bike class that it can be overwhelming. However, middleweight, multicylinder models offer an ideal balance between power and weight that makes them very appealing. Husqvarna’s newest member of the Norden family, the 901 Expedition, is an upscale-trim version of the base model that’s more travel oriented and worth a look for those riders who enjoy longer adventures. Similar to the Norden 901, the 901 Expedition shares much of its hardware with KTM’s 890 Adventure models, but all of that hardware is wrapped in bodywork that’s less aggressive than what you’d find on the KTM. (Husqvarna/)Overview Husqvarna hit the road running with its original Norden 901 thanks in large part to its ties to sister brand KTM and the 890 Adventure models that serve as the bones for the Norden. But while the Norden 901 shares an engine and chassis with the KTMs, Husqvarna took a different direction with the styling, replacing the knife-edge angles of the KTM with smooth, modern lines that spark memories of classic Paris-Dakar bikes of the ‘80s and ‘90s. The look is entirely Husqvarna; a round LED headlight sits high above the front wheel, flanked by integrated fog lights and a steeply angled windscreen. The Norden’s personality was intended to be equally as refined, Husqvarna deciding that the bike should be less aggressive and better suited to the everyday adventurer. By introducing the Expedition model right after, Husqvarna expanded on that concept by retaining much of what made the Norden 901 so great, but increasing its appeal with more travel-oriented hardware. Where the Expedition truly distinguishes itself from the Norden 901 is in componentry. It shares the more stout Xplor suspension with KTM’s 890 R, gets a burly skid plate, as well as touring amenities like a more protective windscreen, centerstand, and luggage as standard. While the Norden 901 Expedition is great off road, it’s equally as capable on pavement. (Husqvarna/)Updates for 2023 While the Norden 901 Expedition was an all-new model for 2023, it’s based heavily on the standard Norden 901, which was introduced as a 2022 model and has yet to see any updates. The big news here is the move to WP Xplor suspension. Comfort and convenience upgrades include heated grips and rider seat, a taller windshield, centerstand, soft luggage, and Connectivity Unit (optional on the base Norden), which allows you to connect your smartphone via Bluetooth to the motorcycle. Added protection comes in the form of a heavy-duty aluminum skid plate. Pricing and Variants The Norden 901 Expedition starts at $15,799—a modest price increase over the $14,499 Norden 901. The bike is available in just one color. Upgraded suspension and added protection mean the Norden 901 Expedition is up for serious adventure. (Husqvarna/)Competition The middleweight ADV category continues to grow in terms of popularity, and manufacturers have found different solutions to the same problem, meaning there are multiple options with a range of features. Entries into this space include the Yamaha Ténéré 700 ($10,499), KTM 890 Adventure ($13,949), BMW F 850 GS ($12,595), and even the standard Husqvarna Norden 901 ($14,499). Ducati’s DesertX ($17,695) is a legitimate contender with some serious off-road chops, while Triumph has a range of Tiger 900 options available ($14,995 to $17,395). More aggressive adventure models include the KTM 890 Adventure R ($15,199) and BMW F 850 GS Adventure ($13,595). Note: Listed MSRP are the starting price, and costs will vary depending on features. The 889cc LC8c engine borrowed from KTM’s 890 Adventure models delivers a broad spread of torque that allows the rider to choose a couple of different gear options. (Husqvarna/)Powertrain: Engine, Transmission, and Performance The power unit in the Expedition is identical in every regard to the base Norden. It’s the same 889cc LC8c parallel twin that also powers KTM’s 890 Adventure and 890 Adventure R. The liquid-cooled DOHC eight-valve engine produces a claimed 105 hp at 8,000 rpm and 74 lb.-ft. of peak torque at 6,500 rpm. The last KTM 890 Adventure R we ran on the Cycle World dyno cranked out 86.5 hp at 8,320 rpm and 58.1 lb.-ft. of torque at 6,870 rpm at the rear wheel. Service intervals are set at around 9,500 miles. “The LC8c engine that the Norden shares with the orange bikes is, straight up, an awesome adventure-bike powerplant,” Editor-at-Large Blake Conner said in his Norden 901 Expedition review. “It comes down to the balance between on-road and off. What do you intend to ride and where? On the road, the Norden feels sporty and quick, easily lofting the front wheel in second gear and acting like a hooligan. When making a quick pass, a downshift from sixth to fifth (or maybe fourth) wakes it up nicely and allows you to blast past. “Off-road, there is no denying that the LC8c is stout, not to the degree of the latest 1,200cc-plus monsters, but it doesn’t leave you wanting much more. In this era of awesome electronics, getting the most out of the engine is simply a matter of dialing in the intervention you’re comfortable with. That right there makes this bike a great choice for a huge range of riders. Expert riders will be totally happy letting it eat with big throttle openings and very little interference from the electronics, while others can find confidence through mellower delivery and more traction control.” The Expedition gets WP’s high-spec Xplor suspension front and rear. (Husqvarna/)Chassis/Handling The Norden 901 Expedition has a chromoly-steel frame that utilizes the engine as a stressed member. Rake is set at 25.8 degrees, with 4.2 inches of trail. Out back is a die-cast aluminum swingarm that utilizes a linkless PDS shock. A spoked 21-by-2.5-inch front and 18-by-4.5-inch rear wheel with tubeless design are mounted with Pirelli Scorpion Rally STR tires in 90/90-21 and 150/70-18 front and rear sizes. What separates the Expedition from the standard model are the more off-road-friendly WP Xplor suspension units front and rear. At the front, the base model’s WP Apex 43 (43mm stanchion) fork is swapped for the Xplor 48 fork with much larger 48mm stanchions. While the Apex fork has provisions for compression and rebound, the Xplor adds preload to the mix. Similarly, at the rear, the Apex shock is swapped for an Xplor shock. The Apex unit on the standard model has preload and rebound damping, while the Xplor unit is fully adjustable with preload, compression, and high- and low-speed reboun damping. Travel increases from the Apex’s 8.7 inches at the front and 8.5 inches at the rear to 9.4 inches at each end of the Expedition. This in turn increases the Expedition’s ground clearance 0.7 inch to 10.6, while also increasing the wheelbase slightly from 59.5 to 60.1 inches. “For such a large machine, weighing more than 500 pounds fully fueled, the Expedition carries the weight well,” Conner said. “Like its cousin, the 890 Adventure, the Norden’s saddle fuel tanks put the mass down low. This really pays off when snaking through the sand and makes the bike feel a lot lighter than the numbers would lead you to believe. “On the roughest terrain, soft and plush is the ticket. A few sections on our South Africa test included beat, ledgy, rock-strewn climbs, where momentum is key. Getting bounced off line by too-stiff suspension would have consequences, so the stock suspension setup on the bikes for the event proved to be really good. Picking a line through the biggest rocks isn’t a big deal as the Expedition tracks well as it sucks up the hits, and if you need to plow straight into some others to keep from losing that flow, so be it. After all, there’s no use in having that extra travel if you don’t utilize it, right?” Consider also that, as good as the Pirelli tires are for most conditions, a more aggressive knobby front tire is worth considering for those who plan on riding a lot of sand. A comfy but still fully supportive seat makes it easy to rack up miles on the Norden 901 Expedition. An added benefit is that the seat can be adjusted to two heights, either 34.4 inches in the low position or 35.2 inches in the high setting. (Husqvarna/)Brakes The mechanical details of the braking system include J.Juan (a Brembo sub-brand) radial-mount four-piston calipers up front with 320mm discs, while a twin-piston caliper and 260mm disc reside out back. Bosch’s 9.1 MP Cornering ABS utilizes an IMU to determine the bike’s lean angle and intervene accordingly when switched to the standard mode. In Offroad mode, ABS is turned off at the rear wheel so it can be completely locked, while the lean-sensitive function is turned off and ABS intervention reduced. Fuel Economy and Real-World MPG Fuel mileage numbers are not currently available for the Norden 901 Expedition. While soft bags are a nice standard feature it doesn’t take much for them to show signs of wear and tear, and the rigid part of the bag that holds the attachment hardware isn’t stiff enough to keep them from deforming. There are other options in Husqvarna’s accessory catalog, but they don’t utilize the same mounting hardware, so you would have to invest in that as well. (Husqvarna/)Ergonomics: Comfort and Utility “An area that Husky has done a great job finding balance is the riding position and ergonomics,” Conner said. “With a bunch of time spent off the asphalt, there is a lot of standing on the pegs. Placement of the bars is really good (they can be adjusted to six different positions with 30mm of fore and aft adjustment). While standing, getting a good view over the extra tall touring windscreen is not an issue, but in some other sections, when seated, seeing through that towering muddy screen is really difficult. We’d likely shop the accessory catalog for a lower screen if riding off-road on a regular basis was the plan. On the road, the windscreen provides excellent protection from the wind and the small air vent three-quarters of the way up does its job of reducing buffeting, even with an off-road helmet on. “Husky really delivered the touring comfort that the Expedition name promises. When seated, the reach to the bars is quite comfortable, and the seat is not only very supportive but quite comfy, and can be adjusted to two heights, either 34.4 inches in the low position or 35.2 inches in the high setting. The Expedition comes standard with a heated rider seat (sorry, no passenger) and grips. With the seat in the lower position, knees are bent just a bit past 90 degrees, which basically means that long hours in the saddle are totally doable.” The layout for the TFT display is well thought out, making the display easy to navigate even while riding. (Husqvarna/)Electronics The Husky’s brain is a Bosch engine management system with ride-by-wire throttle control. The system allows the rider to choose between four distinct modes including Street, Rain, Offroad, and Explorer. The latter is a user-customizable mode in which the rider can individually tailor traction control, throttle response, peak-power output, and ABS preferences to their liking. The Cornering MTC traction-control system is lean-angle sensitive and has nine levels of intervention for rear-wheel slip. The MTC also provides wheelie control depending on the chosen mode. Motor Slip Regulation manages engine-braking electronically to work in concert with the slipper clutch. Another nice feature that is possible with the ride-by-wire system is cruise control, which comes standard on the Expedition. All lighting is LED including the headlight, a pair of fog lights, and slim turn signals. A 5-inch TFT display is the rider’s portal to the bike’s menus and information screens. Warranty and Maintenance Coverage Husqvarna’s street models come with a 24-month limited warranty. Quality Fit and finish appear excellent, but it’s worth tracking any issues with the Norden 901′s stablemates from KTM to understand any mechanical issues that might arise in aggressive or long-distance riding. 2023 Husqvarna Norden 901 Expedition Specs MSRP: $15,799 Engine: DOHC, 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: 105.0 hp @ 8,000 rpm Claimed Torque: 74.0 lb.-ft. @ 6,500 rpm Fuel System: EFI w/ twin 46mm Dell’Orto throttle bodies Clutch: PASC slipper clutch; cable actuation Engine Management/Ignition: Bosch EMS w/ ride-by-wire Frame: Chromoly-steel Front Suspension: WP Xplor 48mm inverted fork, fully adjustable; 9.4 in. travel Rear Suspension: WP Xplor PDS shock, fully adjustable; 9.4 in. travel Front Brake: Radial-mount 4-piston calipers, 320mm disc w/ Bosch ABS Rear Brake: 2-piston floating caliper, 260mm disc w/ Bosch ABS Wheels, Front/Rear: Tubeless aluminum spoked wheels; 21 x 2.5 in. / 18 x 4.5 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 90/90-21 / 150/70-18 Rake/Trail: 25.8°/4.2 in. Wheelbase: 60.1 in. Ground Clearance: 10.6 in. Seat Height: 34.4–35.3 in. Fuel Capacity: 5.0 gal. Claimed Dry Weight: 473 lb. Contact: husqvarna-motorcycles.com Source

Harley has just confirmed its new 2023 CVO Street Glide. The bike gets revised bodywork, a new VVT 121ci engine, new suspension, and more. (Harley-Davidson/)The Motor Company may have released a good chunk of its 2023 model portfolio already in anticipation of its upcoming 120th anniversary, but we just got wind of a new development from Milwaukee’s high-end Custom Vehicle Operations unit. The rumor mill has been churning out reports of a new touring model coming soon, and now Harley-Davidson has confirmed it, with the introduction of the all-new 2023 CVO Street Glide and CVO Road Glide. According to H-D, both bikes see “dramatic new visual designs, advanced technology, and dynamic performance” but what that really translates into is a reworked batwing fairing for the Street Glide, a restyled frame-mounted fairing for the Road Glide, and new wheels and suspension for both, as well as updates to the tourers’ infotainment system. But the key upgrade here most of us will focus on is the inclusion of the new Milwaukee-Eight VVT 121 engine we speculated about earlier, and which both CVO models receive. Related: 2024 Harley-Davidson CVO Street Glide 121 Revealed Also introduced was the new 2023 CVO Road Glide, which likewise gets new bodywork and the same mechanical upgrades as the CVO Street Glide. (Harley-Davidson/)2023 Harley-Davidson CVO Street Glide Although the bodywork’s been tweaked on both models, it’s not like you won’t recognize the resemblance to previous Glides. On the CVO Street Glide, the visual changes start with a flatter, reworked batwing fairing, which retains its iconic “T” shape, but gets a modernized silhouette with updated surfaces. Most notable is the squarer “Omega-shaped” headlight at center (rather than the current Street Glide’s round unit) that’s also recessed farther back into the fairing. The new fairing more completely frames the square multi-LED unit with a lower edge that’s now angled forward, and the windscreen itself looks to be seriously revised too, so we can expect different aerodynamic qualities as well. Running lights—in long, horizontal strips, like eyebrows—also run along the forward-facing part of the fairing, while turn signal elements are integrated into the left and right headlamp as well (cleaning up the older model’s external “bullet” units). The resulting profile looks to achieve a better design flow with the side covers and saddlebags, which also see subtle profile tweaks. About the new design, says Brad Richards, Harley-Davidson vice president of design and creative director: “These all-new…designs bring a cohesive and dynamic flow from the front fenders to the saddlebags.” Lower down, we see a sharper new front-fender design floating over a new wheel that blends wire spokes with an alloy rim (similar to the existing Combo Cast wheel available as a CVO accessory). That front wheel sits at the end of an inverted fork (part of the “new suspension”) and also gets a pair of large, floating brake discs clamped by four-piston Brembo calipers, appropriate for a bike in H-D’s premium CVO range, and a system that will no doubt trickle down to the main line at some point. The big news here, though, is the appearance of H-D’s new VVT 121 mill powering both of the new 2023 CVO Glides. The 121ci displacement (equivalent to around 1,983cc) is clearly trumpeted on the intake and clutch cover badging, with the variable valve timing system giving the air-cooled Milwaukee-Eight a new lifeline in the fight against tightening emissions limits. Other than those external cues however, Harley has kept mum on other powertrain details. Related: 2023 Harley Homecoming Celebrates Motor Company’s 120th Anniversary Both the CVO Street Glide and CVO Road Glide will be offered in two color options; no other details have been revealed yet. The official launch for both will be June 7, 2023. (Harley-Davidson/)2023 Harley-Davidson CVO Road Glide Like the 2023 CVO Street Glide, the 2023 CVO Road Glide also touts an “all-new” status, and it gets a more aggressive update to its signature sharknose design. Both the upper part of the fairing—which juts out far more forward—and the lower portion receive new shapes, and aim for a better integration with the fuel tank, side covers, and saddlebags. The single LED headlamp now has a wide, horizontal shape, but in a bit of a design sleight of hand, appears to also have twin elements, which H-D says is a nod back to previous “twin-beam” Road Glide models. On the CVO Road Glide, the turn signal lamps are also integrated within the outer portions of the signature light, and the fairing-mounted running lights, as on the Street Glide, extend all the way out to the edges of the fairing, though on the Road Glide, the look is more of a smirk than the surprised expression on the CVO Street Glide. The same updated infotainment, suspension, brakes, and wheels we mentioned on the CVO Street Glide also appear on the 2023 CVO Road Glide, as does the new VVT 121 engine. Both models will be available in two paint/finish options, but again, we don’t have the full details on those yet. We can only speculate on other tweaks on the new models (as we did here), such as to the inner fairings, fuel tanks (which appears to be reshaped), and rear of the bikes, since no other images were included with this release. There was also no further information on the infotainment system updates, though we suspect it will surely include a new digital display to replace the aging analog dials on previous models. Related: Harley Developing V-Twin With Variable Valve Timing The next-gen CVO Street Glide as seen from the left side, in this Australia certification image. (Harley-Davidson/)“With the introduction of the all-new CVO Street Glide and CVO Road Glide, we’ve completely reimagined two of Harley-Davidson’s most iconic motorcycles and redefined the boundaries of CVO in the process,” said Jochen Zeitz, chairman, president, and CEO of Harley-Davidson. The not-so-good news? The bikes aren’t here yet, which is why H-D used the word “announced” rather than “revealed” in the press release. Other than the highlights you just read about, there were no real specifications, pricing, or additional images provided, with Milwaukee saying only that full details will be announced on June 7, 2023, with the actual, official unveiling of the 2023 CVO Street Glide and CVO Road Glide. Source

Harley is giving out six different ride options to its big Homecoming Festival in Milwaukee this summer. (Harley-Davidson/)Harley’s planning for its big anniversary shindig in its hometown this summer continues with The Motor Company’s new release of six ride options to the festival, each one commencing from various parts of the US. We already got the inside details about the Harley-Davidson Homecoming, which will take place in Milwaukee this July, and now we’re being supplied with a half-dozen different ways to get there, thanks to H-D’s latest announcement. The “Ride-In Routes” include starting points from the four corners of the US as well as two options from Canada. (Harley-Davidson/)The company’s momentous birthday is set to culminate around the shores of Lake Michigan, where thousands of motorcyclists plan to converge on July 13–16 for the Harley-Davidson Homecoming Festival, a celebration of the 120th anniversary of the storied motorcycle brand featuring four days of music, food, and moto-culture. Already-announced events for the festival will bust out at venues like the Harley-Davidson Museum, Harley-Davidson Powertrain Operations, and at local Harley-Davidson dealerships around town, all hosting various types of performances. Veterans Park in downtown Milwaukee will serve as the epicenter of activities on Friday and Saturday, and you’ll be able to check out musical acts like the Foo Fighters, Green Day, Social Distortion, Joan Jett & the Blackhearts, and more. More details on the ins and outs of the entertainment, venues, tickets, and lodging can all be viewed at h-d.com/homecomingtickets. To keep that momentum going and give riders a better plan of attack for the actual journey to the homecoming, H-D has plotted six different Ride-In Routes, each starting from different points in North America and ending in Milwaukee, with an arrival date planned for July 12. Related: 2023 Harley Homecoming Celebrates Motor Company’s 120th Anniversary All of the routes lead to the 2023 Harley Homecoming, with each ride slated for a July 12 arrival in Milwaukee. The Harley Davidson Museum is just one of the venues scheduled to host events during the festival. (Harley-Davidson/)H-D is calling them “Ride-In Routes,” and each of the official segments will begin and end at a Harley-Davidson dealership. Midday stops are also planned at dealerships, so riders can take a coffee break, chew the fat with other riders and local staff, and chow down at on-site food trucks while getting bikes sorted. Riders can join at any point along the route, and are free to leave any time if they want to ride at their own pace. They’re also responsible for their own lodging, fuel, and food stops, but joining the ride itself is free. Joining the ride is free, and riders can get downloadable H-D Ride Planner information on Harley’s site. (Harley-Davidson/)The six official Ride-In Routes are broken down by geographical location, below: The Southwest Route rolls out of Laidlaw’s Harley-Davidson in Southern California, pauses in Sin City, Nevada, then rumbles through Scottsdale, Arizona. From there it continues traversing the Southwest via Albuquerque and Santa Fe, cruising through the Texas Panhandle, the plains of Oklahoma, and the Ozarks before crossing the finish line in Milwaukee. (This option departs July 4, and runs nine days and 2,930 miles.) The Northwest Route starts at Paradise Harley-Davidson in the Pacific Northwest and shoots past the stunning snowcaps of Mount Hood, before cruising the high desert to Boise, Idaho, with a stop at the Great Salt Lake in Utah. Afterward it’s a climb through the Rocky Mountains, a dash across the Great Plains to cross the mighty Mississippi River, and a final stretch to Milwaukee. (This route also departs July 4, running nine days and logging 2,460 miles.) On the Northeast Route, you cast off from Seacoast Harley-Davidson in New Hampshire and roll through the beautiful landscapes of New England before a fascinating stop at Harley-Davidson Vehicle Operations in York, Pennsylvania, to tour the place where Harley’s bikes are built. After crossing the Allegheny Mountains and skirting the Great Lakes, the Milwaukee endpoint appears. (The route leaves July 7, and covers six days and 1,363 miles.) With the Southeast Route, the starting point is Alligator Alley Harley-Davidson on the edge of the Florida Everglades. From there it’s a zigzag across the Sunshine State with ocean and Gulf views, and then a welcome break to grab fresh peach pie in Georgia. One of the route highlights is sure to be the Tail of the Dragon and other mind-blowing twisties in the Great Smoky Mountains before resetting to a more laid-back cruise through Kentucky bluegrass and then on to Milwaukee. (This option departs on July 6, and lasts seven days, covering 1,853 miles.) There are two Canadian routes as well; the Canada East Route rolls out of Privateers Harley-Davidson on the North Atlantic shore in Halifax, Nova Scotia, heading toward New Brunswick, and then through Grande Allée Québec’s historic restaurant-lined main street. The next segment shadows the St. Lawrence River and rumbles through Ontario and along three Great Lakes before arriving in Milwaukee. (This route leaves July 5, takes eight days and covers 1,870 miles.) On the Canada West Route, you’ll ride out of Trev Deeley Motorcycles in Vancouver, British Columbia, and cross Canada’s dramatic northwestern desert regions before rolling through picturesque Calgary, Saskatoon, and Winnipeg on the way to the US border. From there it’s south to Fargo, North Dakota, and on into Wisconsin before ending in Milwaukee. (Canada West departs on July 5, and will take eight days to log 2,423 miles.) Riders can join the ride route at any point and are free to leave when they want. You’ll have to spring for your own gas, food, and lodging. (Harley-Davidson/)To check out each route in detail (and access downloadable Harley-Davidson Ride Planner information), surf over to the Rides In tab, but for info on additional homecoming events, venues, and tours, the main h-d.com/homecoming site is your best bet. You can also sign up for instant homecoming updates here. Source

Ducati’s Multistrada V4 Rally enjoys added off-road performance to an already stellar on-road adventure motorcycle. (Alex Photo/)A question is asked every couple of years or so. More precisely, it’s asked whenever KTM, Ducati, Triumph, or Honda throw the kitchen sink at their flagship adventure bike and bring it, revised and reinvented, to market bristling with new technology and global intent. “Could this, finally, be the bike that knocks the BMW 1250 GS Adventure off its perch?” Until now, the answer has been a polite, “Nearly, but not quite.” Countless adventure all-rounders have run the boxer close—and clearly outperformed it in certain areas—but none has convincingly made a case to be crowned king on road, in the wilderness, and everywhere in between. Ducati’s Multistrada V4 Rally increases the off-road chops of its big-bore adventure lineup. (Alex Photo/)Enter the new Ducati Multistrada V4 Rally. Anyone who’s ridden a Granturismo-powered Multistrada V4 or V4 S will already know how brilliant the Bologna factory’s road-biased adventurers are over a distance. How they crunch miles, carve up mountain switchbacks, glide like the very best sport-tourer while delivering the visceral excitement of a sportbike. But the Rally, with its smart new suite of electronic rider aids and DSS EVO suspension plus a host of clever and perfectly judged updates, does all that and is as fiercely strong when the asphalt turns to dust and the next gas station lies somewhere over the horizon. Like a GS, in fact. Putting in long miles on winding roads is still top-notch on the Multistrada V4 Rally despite the longer-travel suspension and extra weight. (Alex Photo/)To make the V4 Multi more capable off-road, Ducati has redesigned its extremely clever semi-active Skyhook DSS EVO suspension and added 1.2 inches of stroke to the front fork and 0.8 inch to the rear shock, giving 7.9 inches of travel at both ends. This increases ground clearance by 0.6 inch to 9.3 inches, but before anyone under 5-foot-8 starts worrying about the effect on seat height, Ducati has made available a range of seat-height options for all lengths of leg. The standard seat height ranges from 34.3–35 inches (870–890mm), but there is an optional lower seat of 33.7–34.5 inches (855–875mm) and a higher seat of 34.9–35.6 inches (885–905mm). There’s also an ultralow option of 32.5–33.3 inches (825–845mm). Passengers haven’t been forgotten either and can choose an optional high (+0.6 inch) or low (-0.4 inch) seat. Then there is Ducati’s Minimum Preload system, which electronically removes spring preload, thereby reducing seat height, when you come to a stop. Unlike the Harley-Davidson Pan America 1250 Special, it is controlled by the rider, as not all riders have an inside-leg measurement issue. Additionally, there’s an “easy lift” system that softens the damping when the bike is switched on, making it easier to lift off the kickstand. Although it’s a large motorcycle, Ducati has some clever features and accessory seats to help fit the Multistrada V4 Rally to a variety of rider sizes and heights. (Alex Photo/)All of which is something of a revelation, especially to shorter riders such as myself. That element of worry lurking in the back of your mind as you turn onto the trail is significantly reduced. A larger 7.9-gallon fuel tank replaces the standard Multi’s 5.8-gallon vessel while the manually adjustable screen is both 0.8 inch (20mm) higher and wider, and adaptive cruise control comes as standard, as does blind spot detection. More fuel for more miles: Ducati has added 2.1 gallons to the Multistrada V4 Rally’s tank for a total of 7.9. (Alex Photo/)Ducati has kept the power and torque output of the Rally’s Granturismo engine identical to the V4 and V4S Multistradas, with claimed peaks of 170 hp at 10,700 rpm and 89 lb.-ft. of torque at 8,750 rpm. Wide service intervals remain with oil changes at 9,000 miles or two years and valve clearance checks at 36,000 miles. However, it has added the rear cylinder deactivation system seen on the new Diavel V4 that cuts the rear pair of cylinders when the bike is stationary or running below 4,000 rpm, depending on torque request from the rider. There’s an element of fuel saving intended here but the real benefit will be a reduction of engine heat soaking into the rider’s legs on hot days. The alloy front frame, meanwhile, is the same as the standard bike’s, but that is really where the similarities end—and where the Rally begins to move things forward. The Rally weighs 44 pounds more than the Multistrada V4 S but, despite this and the extra mass of our testbike’s optional hard luggage, crash protection, and fog lights, it feels far from big or heavy. I could even flick up the kickstand without the tortured leg stretch required on some adventure machines. Underway, you are greeted by a clear and organized widescreen 6.5-inch dash while an attractive brushed aluminum finish to the fuel tank oozes quality and class. And again, that sense of lightness prevails. Despite the tank being gassed to the brim, the Rally was as nimble as a naked sportbike on the twisty roads that cling to the Sardinia coastline, tracking accurately and steering seemingly without effort. A wider and taller windscreen is fitted to the Multistrada V4 Rally. (Alex Photo/)The Touring riding mode option is optimized for covering ground efficiently, and the one to have when distance counts. The Rally has its own way of doing things, settling into a long-legged canter; a smooth and flowing ride that feels unhurried even when it’s going like a bat out of hell. Upping the pace, I opted for Sports mode, which adds a tauter ride and a sharper edge. The throttle is more direct without being snappy, and the rider aids retreat to allow more spirited inputs and the front wheel to hover an inch or two above the ground over small crests. Sports mode is where it’s at for carving up winding mountain and coastal roads. (Alex Photo/)Grip and feedback from the (optional) on-and-off road Pirelli Scorpion Rally STR rubber fitted to our testbike are consistently good on dry roads, even when pushed hard. Ground clearance wasn’t an issue for me (you need to push hard in the softer Touring mode to get anything to touch), while the steering is as precise as it is light; in long constant-radius sweepers it carries speed like a pure thoroughbred. It doesn’t even care if you brake midcorner, relying on the excellent lean-sensitive ABS, or jump on the power early to leave a long black line for others to follow. Grip and feedback from the optional Pirelli Scorpion Rally STR tires is excellent. (Alex Photo/)The list of rider aids is long: four riding modes (Enduro, Sport, Touring, and Urban), plus four power modes (Off-road, High, Medium, and Low). There are also Ducati Traction Control, that excellent ABS, Ducati Wheelie Control, and Engine Brake Assist. And don’t forget adaptive cruise control, blind spot detection, up and down quickshifter, and cornering headlights. The rider aids are all enveloping (in a wholly good way) and can easily be trimmed to match your mood and ride. They allow you to relax and focus on the sheer pleasure of riding a motorcycle. A new and marginally smoother quickshifter, for example, may not be a headline grabber but incrementally adds to the relentless competence of the Multistrada Rally. Then there’s the Granturismo V-4 itself. At times, especially in Touring or Urban mode, it feels as friendly as Ducati’s entry-level Scrambler: soft, forgiving, and perfectly fueled. Flick to Sports mode, turn off the Ducati Wheelie Control, and only KTM’s 1290 Adventure R can run the Rally close in the performance stakes. The route for this test mainly followed switchback coastal roads, but on the odd occasion when the road opened up, the 170 hp V4 hardened and drove the bike forward in a way Multistrada owners have come to love. Even when you add a pillion and luggage, it’s a mighty strong engine. Perhaps surprisingly, Ducati has stuck with the 19-inch front and 17-inch rear wheel sizes but opted for spoked rims over the more road-biased alloys on the V4 and V4 S. And to be fair, if you want even more off-road ability, then you could look at Ducati’s DesertX, with its longer-travel suspension and a 21-inch front wheel. So let’s talk about the Rally as an off-road proposition. In the flesh it looks too bulky and unwieldy to be good in back end of nowhere, but again, while its weight has increased to 573 pounds, wet, and the larger tank has upped the bike’s width as well, the Rally doesn’t seem to care about the spec sheet or on paper facts and figures. Out there where it counts, it just delivers. Jump onto the trail, stand up on the pegs, switch into Enduro mode, and that dynamic lightness experienced on asphalt once more comes to the fore. OK, it’s not a middleweight DesertX and there are limitations, but with the Scorpion Rally STR rubber fitted it remains incredibly assured and unflustered even when the scenery becomes worryingly rugged. While not as svelte as the middleweights, throwing the Multistrada V4 Rally is easier than it would seem for a 573-pound machine. (Alex Photo/)As the going gets tougher the tall and slightly intimidating dimensions of the Rally seem to shrink. Peak power in Enduro is capped at 114 hp and the throttle delivers instant torque without ever feeling too sharp. Meanwhile, the off-road rider aids, especially the off-road ABS, work seamlessly to help you find grip. You can flip over the rear brake pedal tip to give a more direct feel when standing up, remove the rubbers on the pegs and lower the screen. On both sides of the bike you’ll find closable air ducts, which look like aerodynamic wings. Open, they allow cool air to flow over the rider’s lower legs; closed and you get the opposite. Ducati has also fitted hot-air protection covers at each side below the seat, against the traditional trellis subframe. While the V4 S Multi is perfectly capable away from the road, the Rally feels emphatically like it belongs there. The more time you spend with the Multi Rally the more your confidence builds; it truly feels connected to the rider in the dirt. That 19-inch front wheel can sometimes understeer on gravelly surfaces, but mainly the Rally encouraged you to experiment as if you were on a far smaller machine, and even to try the odd jump. When stopping you can electronically lower the rear ride height by removing the spring preload, so you never have to worry about dropping the bike on an irregular surface. A flippable rear brake pedal tip allows for better feel and brake modulation while standing. (Alex Photo/)Although on this Cycle World first ride we got the opportunity to experience the outstanding performance of riding the Rally on dirt and road for a total of 130 miles, we didn’t get the opportunity to try any long-distance highway miles. Although having ridden the V4 S over long distances we know the adaptive cruise control and blind spot detection systems are useful and effective. Ducati claims 36 mpg average fuel economy for the Rally, meaning in theory 280 to 330 miles should be possible on a tank. The Rally is also a delight up close, peppered with lovely details and finished to the highest quality, which is as you’d expect, but also begs the question whether you would be happy to risk damaging $29,995 (before panniers and accessories) worth of Italian hardware off-road. What we do know is that on asphalt the Rally is comfortable, versatile, extremely rapid, and as satisfying to ride as the very best pure roadbikes. Head into the country and it is a joy to pilot on trails and gravel and, for experienced off-roaders, capable of much more too. The Rally is blessed with the low-maintenance Granturismo V-4, which is as friendly in town as it is potent on the open road. Superb brakes are backed up by excellent lean-sensitive ABS both on and off road. Add a suite of rider aids that are easy to access, great build and detailing, and stunning looks and it’s hard to find fault. As you would expect, the Rally arrives with a lengthy list of accessories, including hard luggage (that can be solid-fitted for off-road or floating for the road) and has been moved farther back to create more room for a pillion. Even short riders like me can reach the ground, thanks to the electronic shock which can lower the seat height at the press of a button. Could the 2023 Multistrada V4 Rally be the new king of the adventure bike segment? We will find out soon enough, but it’s clear that the BMW R 1250 GS Adventure has some serious competition. (Alex Photo/)Is it the new king? BMW’s R 1250 GS Adventure has dominated this all-round sector of the big adventure bike market for years, and while we will have to wait for a direct comparison test to find out for sure, the Rally is unquestionably trying on the crown for size. 2023 Ducati Multistrada V4 Rally Specs MSRP: $29,999 Engine: Liquid-cooled, Granturismo 90-degree V-4, rearward-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 Öhlins, electronically adjustable compression and rebound damping w/ Ducati Skyhook Suspension EVO (DDS); 7.9 in. travel Rear Suspension: Öhlins 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 Trail II; 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 Source

Certification filings from Down Under have revealed the 2024 Harley-Davidson CVO Street Glide, powered by a brand-new 121ci engine with variable valve timing. (Harley-Davidson/)Harley-Davidson’s upcoming CVO Street Glide 121 has yet to be officially confirmed by the factory, but it’s been the subject of huge amounts of internet intrigue already this year. Now, these genuine photos of the bike have emerged via new certification filings in Australia. The shots (which we’ve digitally enhanced for more clarity) show a machine that’s both instantly recognizable as a Street Glide but also distinctly new compared to its predecessor. The visual changes start with that substantially reworked batwing fairing, which now houses a squared-off “squircle-shaped” LED headlight instead of the current Street Glide’s round design. It sits in a suitably reshaped recess, while the fairing’s lower edge now juts forward to give a more modern, aerodynamic look. The current-generation Street Glide ST. (Harley-Davidson/)As well as containing multiple LEDs for its high and low beams, the new light is rimmed with accent lighting and flanked by long strips of LED running lights extending all the way into the mirror housings at the very edge of the fairing. Below it, there’s a new front-fender design wrapped over an innovative wheel that combines traditional-style wire spokes with a cast or forged alloy rim that has raised sections where it meets the spokes, similar in concept to BMW’s Cross Spoke wheels on the R 1250 GS, but more stylish. A pair of large, floating brake discs, more like those seen on sportbikes, are gripped by radial-mount, four-piston Brembo calipers. This is all revolutionary stuff for a Harley tourer, and while the initial model is part of the high-end CVO range—carrying the FLHXSE model code and wearing CVO badges on the side cases—it’s sure to filter down to the more mainstream bikes sooner than later. Moving farther back, the rest of the bodywork is also new. The tank appears to be subtly reshaped, particularly around the lower front edges, and sits ahead of a thickly padded seat, embroidered with the CVO logo and contrasting stitching. The side panels below it aren’t as deep as the current design, making for a lighter appearance to the rear end, despite the fact the side cases appear to be bigger. Those cases are topped with speakers, with another pair visible inside the fairing as part of a high-end Boom! Box GTS audio system. As revealing as the front three-quarter shot, this rear shot shows the new taillights, exhaust pipes, infotainment screen, and most importantly the big “121” on the intake. (Harley-Davidson/)Seen from the rear, the bike has new, vertical taillights filling the gap between the rear fender and those side cases, and the exhausts are also redesigned with larger exits and a dark chrome finish. The rear angle also reveals the bike’s vast display screen, replacing any conventional instruments and inevitably providing connectivity, navigation, and multimedia control as well as access to an array of rider-adaptable settings. There appear to be new, multifunction control pods on the bars, with a D-pad on left-hand bar controls to operate the added tech. Despite all this, the CVO Street Glide’s main draw is likely to be its engine. The “121″ badges are clearly visible on the intake and the clutch cover, denoting its capacity in cubic inches. That’s equivalent to around 1,983cc, and a fraction less than the 122ci offered by the current Stage III Screamin’ Eagle kit for the Milwaukee-Eight V-twin, but the capacity alterations are only the start of the new engine’s improvements. It’s widely anticipated to employ the variable valve timing system that we wrote about back in 2020, giving the air-cooled Milwaukee-Eight a new weapon in the constant battle to beat emissions limits. While still largely air-cooled, the CVO Street Glide has a big cooler sitting in a blacked-out piece of bodywork just ahead of the motor. Whether it’s simply an oil-cooler or a radiator—making this the “Twin-Cooled” version of the engine—isn’t clear from these images. Unfortunately, the paperwork published alongside these pictures doesn’t appear to include the correct details about the new engine, instead quoting the capacity and performance of the existing 117ci Milwaukee-Eight. The quoted mass of 831 pounds and wheelbase of 64 inches also match the numbers for the previous-generation CVO Street Glide—last part of the range in 2022—suggesting the documents, while carrying pictures of the new bike, have figures relating to the old version. Visually, there are changes to the engine beyond the 121 logos. The timing cover on the right-hand side of the engine has an additional bulge, believed to hide some of the variable valve timing kit, and the transmission side cover is also bulkier, clearly hiding some new mechanical elements. As well as the new CVO Street Glide, Harley is expected to launch a similarly substantial set of updates on the CVO Road Glide later this year, including the same new wheels and 121ci engine, as well as redesigned bodywork. Source

The Sport Chief is the most aggressive iteration of the Indian Chief. (Indian Motorcycle/)Ups Excellent-handling chassisSerious brakes for great stopping powerBig, torquey 116ci Thunderstroke engineDowns Could use even more ground clearanceBig engine generates big heatLimited suspension adjustmentVerdict Who says cruisers have to be sluggish-handling beasts with zero ground clearance? Indian has taken its Chief platform and designed a variation that puts more emphasis on handling and braking performance. The result is the Sport Chief, which not only addresses those dynamics but gives the bike cool styling and rider comfort to go along with it. Fox shocks with increased travel (4 inches total) increase cornering clearance. Indian quotes 29.5 degrees of lean versus 28.5 degrees for the rest of the Chief lineup. (Garth Milan/)Overview Indian’s air-cooled Chief platform was updated for 2022 with a host of improvements to carry it for years to come. But there was a family member missing in that lineup, a sportier version to mirror those in its liquid-cooled line like the Scout Rogue or FTR. The Sport Chief fills that role and brings popular West Coast styling to its standard, non-bagger lineup. Indian defines the bike as “the most aggressive iteration of the iconic Indian Chief. The priority here is better cornering clearance and quicker steering. Of course, you can’t use the word “sport” and not include the largest-displacement engine available, so Indian has put the Thunderstroke 116ci (1,890cc) version of that mill in it. Consider this Chief one part styling, two parts performance. Updates for 2023 The Indian Chief platform was updated for 2022, however the addition of the Sport Chief had to wait another year until 2023. The new model receives all of those same updates and a host of others. Key is the addition of the larger of the Thunderstroke engines, the 116ci version, while the base Chief gets the 111ci. New moto-style bars on 6-inch risers sit behind a quarter fairing which provides some wind protection, but is mostly there for added style. On the chassis side, Indian has used a 43mm KYB inverted fork set at a sharper 28-degree angle and a tighter 4.4 inches of trail. New, piggyback Fox shocks have 4 inches of travel, while Indian has also upgraded the braking package using Brembo components. Sport Chief is available in four colors: Black Smoke ($18,999), Ruby Smoke ($19,499), Stealth Gray ($19,499), and Spirit Blue Smoke ($19,999). (Indian Motorcycle/)Pricing and Variants There is a single version of the Sport Chief that starts at $18,999 for the Black Smoke color, $19,499 for Ruby Smoke or Stealth Gray, and $19,999 for the Spirit Blue Smoke version. Competition Indian makes no bones about the fact that its prime competitor is the Harley-Davidson Low Rider S ($18,199) and Low Rider ST ($22,199). But you should also look at some others like the Street Bob 114 ($16,599), Fat Bob 114 ($18,899), Nightster ($13,499), and Sportster S ($16,399). While looking within the Indian range check out the Scout Rogue ($12,749) and FTR ($13,499). On the metric side there’s the Honda Rebel 1100T DCT ($11,299). Fox shocks and a quarter fairing define the Sport Chief, but it’s hard to ignore the big Thunderstroke 116ci engine. (Indian Motorcycle/)Powertrain: Engine, Transmission, and Performance As mentioned above, the Sport Chief gets the monstrous Thunderstroke 116ci (1,890cc) air-cooled four-valve 49-degree V-twin as standard. Indian claims the engine delivers 120 lb.-ft. of peak torque. Power is fed through a wet, multiplate clutch to a six-speed gearbox, and then via belt final drive to the rear wheel. From a ride in Austin, Texas, Editor-at-Large Blake Conner had this to say about the engine: “Around town and leaving stops, the Thunderstroke 116 provides excellent bottom-end torque, encouraging you to short-shift for an ultra-relaxed ride. Feel from the clutch is smooth and predictable, while snicking through the six-speed gearbox takes just a bit of practice to keep from feeling chunky and industrial, but overall it’s a nice transmission. The engine does get into an area of vibration if you hang out around 3,000 rpm, but otherwise it delivers a lot of character with easy-to-access torque across a broad rpm range. “You quickly learn to appreciate the rear-cylinder deactivation around town. Heat from the exhaust headers on the right side can be pretty spicy when you’re not moving, so the addition of another heat source under your butt would only compound the issue. So turning itself into a ‘single’ at stops, indicated by a symbol at the bottom of the TFT display, seemed to quell the heat quite a bit.” Piggyback Fox shocks are only adjustable for spring preload. (Indian Motorcycle/)Chassis/Handling A quick look at the Sport Chief and you’ll notice the bike’s stance, with an inch of additional rear-suspension travel that’s easy to spot below the bobbed rear fender. Look a bit closer and you can see that the culprits in this case are a pair of Fox piggyback shocks that now offer 4 inches of rear-wheel travel. But even closer examination reveals the inverted KYB fork intended to work in concert with the rear suspension to deliver superior handling and more lean-angle clearance than the other bikes in the Chief lineup. “Once into some curvy sections, it was pretty easy to bury the footpeg feeler into the asphalt,” Conner said. “The combination of the reasonable-width rear tire and tighter geometry sucks you into slamming the bike into the corner only to be met with the sound of the ‘metal-on-road’ grind. And although the bike’s claimed 29.5 degrees of lean seems reasonable for a cruiser, it definitely leaves you wanting a bit more.” Sport Chief’s beefed-up braking package includes Brembo calipers biting on dual 320mm semi-floating discs. (Indian Motorcycle/)Brakes One of the really nice additions to the Sport Chief are the brakes. Up front are a very serious-looking pair of radial-mount four-piston Brembo brakes and large 320mm rotors filling in the 19-inch front wheel. Of course they are ABS equipped, as well. The Brembo brakes deliver strong stopping power with predictable feel, and while they don’t have that light and super-crisp feel at the lever like sportbike Brembos might, they are really quite hard to fault considering they are tasked with slowing down a 685-pound motorcycle. Fuel Economy and Real-World MPG Fuel mileage numbers are not currently available for the Sport Chief. Mid-mount foot controls and a solid chassis combine to provide sporty handling. Shown here is an accessorized Sport Chief with short windscreen and intake kit. (Garth Milan/)Ergonomics: Comfort and Utility The riding position is surprisingly comfortable thanks to a well-balanced relationship between the seat, handlebar, and footpegs. The mid-mount controls put the rider’s legs at a pretty dead-on 90-degree bend, while the handlebar pulls you into a slight forward lean. Feet-forward cruisers just don’t deliver the same comfort The quarter fairing provides just the right amount of wind protection for average height riders. Air flows cleanly over your helmet without any noticeable buffeting, and takes any and all airflow off your upper torso, further eliminating fatigue that is common on unfaired cruisers. Keep in mind that, thanks to the Fox shocks, the Sport Chief’s seat sits 1 inch higher than on non-equipped models. Total seat height is still a low 27 inches. A 4-inch touchscreen display shows bike and ride information as well as turn-by-turn navigation when using Indian’s Ride Command system. Notice the 6-inch bar risers that come standard on the Sport Chief. (Indian Motorcycle/)Electronics Power up the bike, which comes standard with keyless ignition, and the 4-inch TFT display, disguised in a round analog-shaped housing, flashes to life. The Sport Chief has three ride modes: Standard, Sport, and Tour. Ride Command comes standard and offers turn-by-turn navigation, traffic and weather overlays, and allows Bluetooth connectivity to control music and phone functions when paired with a connected helmet communicator. The Sport Chief has all LED lighting including the headlight and taillights, the latter of which also serve duty as the rear indicators. ABS and cruise control are standard. Warranty and Maintenance Coverage The Sport Chief comes with a 24-month unlimited-mileage warranty. Quality From our experience, fit, finish, and details appear to be top-notch. Closer look at the quarter fairing that comes standard on the Sport Chief. (Indian Motorcycle/) 2023 Indian Sport Chief Specs MSRP: $18,999–$19,999 Engine: 1,890cc, air-cooled, 49-degree V-twin Bore x Stroke: 103.2 x 113.0mm Compression Ratio: 11.0:1 Transmission/Final Drive: 6-speed/belt Fuel Delivery: Closed-loop fuel injection w/ 54mm single throttle bodies Clutch: Wet, multiplate Engine Management: Ride-by-wire Frame: Steel tube w/ cast aluminum rear subframe Front Suspension: 43mm KYB inverted telescopic fork; 5.1 in. travel Rear Suspension: Dual Fox shocks w/ piggyback reservoirs, spring preload adjustable; 4.0 in. travel Front Brake: Dual Brembo 4-piston radial-mount calipers, semi-floating dual 320mm discs w/ ABS Rear Brake: 2-piston caliper, 300mm floating disc w/ ABS Wheels, Front/Rear: Cast; 19 x 3.5 in. / 16 x 5 in. Tires, Front/Rear: Pirelli Night Dragon; 130/60B-19 / 180/65B-16 Rake/Trail: 28.0°/4.4 in. Wheelbase: 64.6 in. Ground Clearance: 5.9 in. Seat Height: 27.0 in. Fuel Capacity: 4.0 gal. Claimed Dry Weight: 665 lb. Contact: indianmotorcycle.com Source

Indian-owned BSA, having already revived the Gold Star name, now has plans to bring back Bantam, Lightning, and Thunderbolt. (BSA/)Last year saw the return of BSA as a motorcycle manufacturer after decades of slumber as its Indian owners, Mahindra, aim to get a slice of the success that rival Royal Enfield has enjoyed. India’s bike brands, including Mahindra, Hero, and Bajaj, are all targeting that middleweight, retro-style market that was Royal Enfield’s territory—also under Indian ownership for decades—following a sharp upturn in Enfield’s fortunes both in India and globally. Hero has tied itself to Harley-Davidson and will launch its first H-D branded machine this year. Bajaj has a similar arrangement with Triumph, and is expected to launch a range of Triumph-badged singles in 2023. Mahinda, meanwhile, has bought several old brands, including Jawa and BSA, and already launched models bearing those names. BSA, now owned by Indian firm Mahindra, released the Gold Star in 2022. (BSA/)We were pleasantly surprised by the first BSA-branded offering, the Gold Star, when we rode it last year. Packing a 652cc single that can trace its roots to the Rotax single that once powered BMW’s F650—although you’d struggle to tell, given the retro-style, finned castings on the BSA’s cylinder and head that endow it with a convincingly old-school charm. Now it looks like the company has its eye on further models, having applied for trademark rights on a trio of classic BSA model names. <i>Cycle World</i> tested the BSA Lightning in 1968. (Cycle World Archives/)The trademark applications, made in the US, Australia, and New Zealand, cover the titles “Lightning,” “Thunderbolt,” and “Bantam.” If granted, they’ll allow those badges to be used on future BSA models, mimicking the lineup from the brand’s postwar heyday period. The US trademark applications in particular are interesting, as recent legislation changes have limited the scope for brands to hold trademarks on names they don’t use; applicants are only meant to apply for protection of trademarks they’re genuinely planning to use in the near future. If BSA’s latest iteration keeps true to the company’s heritage, then the Lightning and Thunderbolt names (most recently used by Buell, but those trademarks having since lapsed), will be destined for twin-cylinder bikes. In the 1960s, both were 650cc twins, but it’s unclear what direction Mahindra will take with the names in the future. Sticking to 650cc and two cylinders would rival Royal Enfield’s INT650 and Continental GT, as well as the new Meteor 650, but BSA’s existing Gold Star already fulfills that role to a large extent, despite being a single. The other option might be to move up a capacity category, creating twins to rival Triumph’s Bonneville range, just as the original Thunderbolt and Lightning did. The Bonnie, also a 650 in the ‘60s, now sits in the 900cc to 1,200cc class. BSA plans to bring back the Bantam. (Cycle World Archives/)BSA’s other trademark application, Bantam, is clearly for a smaller-capacity machine. Since Mahindra also owns Jawa and its related Yezdi brand, selling an array of retro-style bikes built around a 334cc four-stroke single, it would be a relatively straightforward job to use the same components in a BSA-branded model. The original BSA Bantam was, after all, a reworked DKW two-stroke, built from designs awarded to the British firm as reparations after World War II, so such platform sharing would be quite logical. BSA has yet to expand sales to the US, although its trademark applications make it very clear that it intends to do so. In the UK, where the Gold Star has recently come onstream, its initial sales are promising, with 253 examples sold in March 2023 to be the bestselling retro bike of the month, and close behind outright top sellers like the new Honda CB750 Hornet (271 sales) and the outright number one, BMW’s R 1250 GS Adventure (364 sales). Source

The Yamaha XSR900 is unchanged for 2023 but got a slight price bump to $10,199. (Yamaha Motor Europe/)Ups Loaded with features you’d expect on a much more expensive motorcycleHigh-quality fit and finish2022′s updates add refinement to an already-great packageDowns Lack of compression damping adjustability on the rear shock limits performanceSeat adds to the look but too thin for longer ridesVerdict The XSR900 combines YZF-R1-derived rider aids, a soulful three-cylinder engine, and stand-out styling. At $10,199, it undercuts the price of the competition while providing higher-tech rider aids and more features. Yamaha borrowed design cues from its early-to-mid-’80s GP machines for its latest-generation XSR. The smooth, elongated tank feels just right with your knees tucked into the pockets, and Legend Blue paint looks amazing in the sunlight. (Adam Campbell/)Overview The 2023 Yamaha XSR900 is a mashup of the decades. It’s like a 1980s endurance racer was stolen from the paddock at Bol d’Or, left for dead in a French lockup until it was unearthed in the ‘90s by some punk kid who stripped it of its bodywork and turned it into a streetfighter, and then sold it to a genius hacker in the 2020s who tore out its carbs and implanted it with the latest superbike-derived electronics. While some manufacturers give their retro-styled bikes minimal rider aids, believing potentially nostalgic consumers prefer a closer proximity to an analog experience, Yamaha has gone the opposite route in order to expand the bike’s appeal. In the same way, by diverging from the aggressive styling of the MT-09, upon which the XSR is based, Yamaha is hoping it appeals to a breadth of riders—from style-conscious young people nostalgic for the glory days to golden-agers who love the styling of their youths but have no patience for fiddling with carb jets. Updated for 2022, the XSR is based heavily on the latest MT-09, sharing the same engine, electronics, and main frame, but it uses a longer swingarm, a different subframe, and has a few other changes to distinguish itself. The XSR900 packs lots of technology, an engaging crossplane three-cylinder engine, and a dynamic-handling chassis into a cool, retro-leaning package. At $10,199, it has tremendous bang for the buck. The XSR900 is a more refined package than the first generation, but it still knows how to have a good time. (Adam Campbell/)Updates for 2023 The XSR900 is unchanged for 2023, having just had a major overhaul for 2022. Pricing and Variants The 2023 XSR900 costs $10,199. Competition The XSR900 competes on the spec sheet with nakeds like Yamaha’s own MT-09 ($9,799), the Ducati Monster, Kawasaki Z900 ($9,399), Triumph Street Triple 765 R ($9,995), or even KTMs; there’s the KTM 790 Duke ($9,199) and 890 Duke R ($12,949). That said, the growing popularity of retro motorcycles has spawned a large selection of modern, yet classically styled, machines. Examples include the Triumph Speed Twin 1200 ($12,895), Honda CB1000R Black Edition ($12,999), Kawasaki Z900RS ($11,949), and the BMW R nineT ($15,945). Not only is the XSR900 less expensive than all of those models, it’s also better equipped with cruise control, a quickshifter, and full-LED lighting. It also has more advanced IMU-managed rider aids. Almost every part of Yamaha’s 890cc three-cylinder engine was revamped in 2021, from the pistons and connecting rods to the crankshaft, camshafts, and crankcase. Ultimately, that’s the engine Yamaha would use in the XSR900 starting in 2022. (Yamaha/)Powertrain: Engine, Transmission, and Performance Yamaha increased the capacity of its CP3 crossplane inline-triple as part of the 2022 model update, increasing displacement from 849cc to 890cc via a 3mm-longer stroke, now 62.1mm, while using the same 78.0mm bore. On Cycle World’s Dynojet 250i dynamometer, the updated XSR produced 106 hp at 10,000 rpm and 63.5 lb.-ft. of torque at 7,000 rpm. While performance improvements are modest, Yamaha went to great lengths to achieve them. Yamaha managed to leave external engine dimensions unchanged by increasing the crankshaft throw and using 1.5mm-shorter titanium fracture-split connecting rods. Crankshaft inertia was increased by 6 percent through this change. Those shorter con-rods are pinned to concave-top forged pistons. More aggressive camshaft profiles required a wider cam chain with a hydraulic tensioner, replacing the previous mechanical spring unit. Finally, narrow and compact combustion chambers improve torque with a more efficient fuel burn. An airbox with three tuned intake snorkels bumps up the efficiency while creating a more aggressive intake note. Updated throttle bodies feature a new injector angle that sprays directly at the intake valve for improved fuel atomization resulting in better combustion efficiency. Additionally, intake port volume was reduced by 15 percent to facilitate more complete cylinder filling for more stable combustion. We’ve never complained about power or really wanted more of it from Yamaha’s CP3 engine, but we’ll take it. The difference is not astounding or even easily noticeable, but snapping the throttle open rewards the rider with spirited acceleration and a wonderfully sonorous growl from the crossplane crank engine accompanied by a wicked howl from the newly shaped intakes. Toeing up on the two-way quickshifter and grabbing another gear produces a pop from the now-3-pounds-lighter underslung muffler as power is cut for a split second during the change. It all sounds and feels great. Three percent taller gear ratios smooth out power delivery and greatly reduces the snatchy throttle response that previously plagued all CP3-powered models. Now, that’s all but gone. It’s one of the greatest improvements to this new model. No longer does the bike lurch fore and aft while trying to maintain a steady throttle opening. Only at very low speeds in town at rpm below 3,000 is any jerkiness noticeable. And even then, it’s slight. The XSR900 shares most of its chassis with the MT-09 but uses a bespoke subframe, a longer swingarm, and lower steering head. It also uses Yamaha’s spin-forged wheels. (Yamaha/)Chassis/Handling As well as the new engine, the latest XSR900 gets the cast alloy Deltabox frame from the MT-09, with varying wall thickness to help get the best mix of weight, flex, and rigidity. It also uses the same spin-forged wheels that first arrived on the MT-09, reducing both rotating and unsprung mass for a boost in performance and handling. The bike is lighter than its predecessor, with a measured curb weight of 428 pounds. The chassis isn’t a direct carryover from the MT-09, however. For the XSR900, Yamaha has added a much longer swingarm to the mix, increasing the wheelbase from 56.7 inches to 58.9 inches, while the overall length is up from 81.7 inches to 84.8 inches. Above the new swingarm sits a subframe that’s designed specifically for the XSR900. The steering head was lowered 30mm in 2022 to increase front end feel. These changes, plus a 39mm-shorter fork, completely transformed the XSR900′s handling. It’s now more stable, less prone to dive and wheelie, and less nervous overall. With this comes a change to the XSR900′s character—it’s less playful than before. The lowered head tube and longer swingarm keep the front tire closer to the tarmac under hard acceleration, and wheelies are now a deliberate decision rather than a routine accident. All is not perfect with the suspension and chassis, however. While the fork is adjustable for preload, compression, and rebound, the XSR lacks compression damping adjustment on the shock. And this is a place where it needs more; big bumps cause the rear travel to blow through the compression damping. And when this happens midcorner, you begin to scrape the footpeg feelers much sooner than you’d expect. Then comes a slightly too quick rebound. The bike doesn’t become unstable, but it forces you to dial back the aggression. Radially mounted Brembo master cylinder improves braking performance. (Yamaha/)Brakes The XSR900 uses dual four-piston calipers and 298mm rotors in the front, and a single 245mm disc and single-piston caliper in the rear. Cornering ABS is standard and has two modes: BC-1 is standard ABS, not utilizing the IMU data, and BC-2 adds lean sensitivity and modulation as the bike leans. Our testers found that the ABS intervention threshold is low; even if you do trigger the system, the front lever pressure stays firm with just slight feedback. The rear ABS is slightly less refined, and you can lock the rear tire for just a split second before the lever becomes mushy and the ABS does its thing. The addition of a radial Brembo master cylinder is very welcome. Initial bite is strong, but not light-switch quick like the previous XSR. Power and feel are also top-notch. Fuel Economy and Real-World MPG The XSR900 achieved an average of 45.8 mpg in testing. Rider and passenger seat aren’t the most comfortable places to perch for long rides, but look cool. Retro details like Dzus fittings beneath the seat are a nice touch. (Adam Campbell/)Ergonomics: Comfort and Utility The XSR900 has sporty-standard ergos. Footpegs are adjustable 14mm up and 4mm back by moving the brackets to the upper mounting holes, which gives the rider a more sporty slant without being cramped. The seat is firm and narrow with a steep back, and is also one of the few criticisms. After an hour in the saddle, that firmness and narrowness makes itself felt, requiring a stretch or stop. The addition of cruise control as standard is a boon and we wish other manufacturers would follow suit. LED lighting, a 3.5-inch TFT dash that’s small but effective, and an up/down quickshifter add more value and convenience. A 3.5-inch TFT dash feels small but is overall easy to read at a glance. (Adam Campbell/)Electronics The XSR900 uses a YZF-R1-derived IMU that opens the door to a surprisingly expansive electronic rider-aid package. This includes Yamaha’s Traction Control System (TCS), Slide Control System (SCS), Lift Control System (LIF), and Brake Control (BC). Each can be adjusted for different levels of intervention or turned off completely depending on rider preference. There are also four ride modes to choose from, and throttle sharpness will vary in each mode. Traction control engagement is smooth and hardly noticeable, and simply keeps the bike moving forward or around the corner without any hard cuts. TCS-2 (there are three settings) is more aggressive, but still seamless. The lift control feature does its job to bring the tire back to the pavement in a light and controlled manner, but the bike is more fun with lift set to off. In general, the XSR900′s electronics package is exceptional for a motorcycle of this category. Warranty and Maintenance Coverage The XSR900 has a one-year limited factory warranty. Quality Yamaha’s reliability and large dealer network should make for a happy ownership experience. The XSR900 has plenty of nice detailing touches, like machined headlight stays and a forged brake pedal, all of which increase pride of ownership. 2023 Yamaha XSR900 Specs MSRP: $10,199 Engine: DOHC, liquid-cooled, inline three-cylinder; 12 valves Displacement: 890cc Bore x Stroke: 78.0 x 62.1mm Compression Ratio: 11.5:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 106 hp @ 10,000 rpm Cycle World Measured Torque: 63.5 lb.-ft. @ 7,000 rpm Fuel System: Fuel injection w/ YCC-T Clutch: Wet, multiplate. slipper/assist; cable actuated Engine Management/Ignition: Transistor-controlled ignition Frame: Control-filled die-cast aluminum Front Suspension: KYB 41mm USD fork; fully adjustable, 5.1 in. travel Rear Suspension: KYB monoshock, preload and rebound adjustable; 5.4 in. travel Front Brake: 4-piston calipers, dual 298mm discs w/ ABS Rear Brake: 1-piston caliper, 245mm disc w/ ABS Wheels, Front/Rear: Spin-forged 10-spoke aluminum Tires, Front/Rear: Bridgestone Battlax Hypersport S22; 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 58.9 in. Ground Clearance: 5.5 in. Seat Height: 31.9 in. Fuel Capacity: 3.7 gal. Cycle World Average MPG: 45.8 mpg Cycle World Measured Wet Weight: 428 lb. Contact: yamahamotorsports.com Source

Suzuki’s parallel-twin-powered GSX-8S is an affordable, fun naked that is equally at home in the city or in the twisties. (Julien LaCroix/Suzuki/)For decades Suzuki’s sportbike offerings have been predominantly powered by one engine configuration, the inline-four. And you can’t think of the Hamamatsu-based company and not talk about its most famous line of motorcycles, the GSX-R series, which have always had inline-fours in them. Of course, there have been other Suzuki sportbikes along the way that have used twins, like the TL1000s, SV1000s, SV650s and Gladius, but those models have always just played a supporting role to the favored sons, the Gixxers. But times are changing, not just for Suzuki, but for motorcycling in general, as the modern age of the parallel twin has truly arrived. And while it may have taken Suzuki a little bit longer to get the memo and develop this new platform, it was well worth the wait. New platform, new model, and totally modern and up to date; the GSX-8S is surely not the last machine we’ll see based around this engine. (Julien LaCroix/Suzuki/)As the smallest of the four Japanese motorcycle companies, Suzuki has been guilty of being conservative, hanging on to platforms with very minimal changes for years on end. Just take a look at the company’s RM-Z450, which gets ribbed for being the last 450cc competition motocrosser on the planet without electric starting. But there are some things that even Suzuki can no longer dodge, like the tightening of emissions standards that is making high-revving fours more and more difficult to meet those requirements, changing consumer trends, and slimmer profit margins. As Kevin Cameron pointed out in his deep dive into the GSX-8S’ new engine that it shares with the V-Strom 800DE, the parallel-twin configuration addresses all of these issues and quite a few more. But the most exciting news is the fact that we get a completely new Suzuki sportbike for the first time in ages—even though the company categorizes it in its “Street” lineup. We think of the GSX-8S as Suzuki’s answer to middleweight streetfighters like the Yamaha MT-07, KTM 790 Duke, Honda Hornet 750, Triumph Street Triple 765, and Aprilia Tuono 660. Engine No matter how you slice it, the big news here is the brand-new engine. This fully modern DOHC eight-valve parallel twin displaces 776cc with 84.0 x 70.0mm bore and stroke measurements, which is a departure from the trend of pursuing ever shorter strokes and larger bores in an effort to win on racetracks around the world. The goal with this new twin is to provide usable, easily accessible power for real-world riding so a 270-degree crankshaft configuration is employed, which Suzuki says provides a similar delivery to the 90-degree V-twin in the SV650, but with some extra oomph. The spacing of the power pulses are said to enhance traction while also giving the engine very good low-end delivery. In an effort to keep vibration to a minimum there are a pair of counterbalancers—called Suzuki Cross Balancer Technology—configured in a very compact manner with one shaft just forward of the crank and the other directly below. Suzuki Cross Balancer Technology places a pair of balance shafts, driven off the crankshaft, in a very compact arrangement. (Suzuki/)The engine is fed by a pair of 42mm throttle bodies and two 10-hole fuel injectors, which are in turn provided fresh air from a 6.0-liter airbox that is located completely under the rider’s seat in an effort to create a slim chassis layout. The intake tracts and throttle bodies enter the cylinder head in a horizontal layout as opposed to a steeper downdraft configuration, which if you squint and also look at how the frame wraps over the top of the engine reminds us of a 1989 GSX-R750 Slingshot. Just need to polish that frame for the full retro vibe! Exhaust gases pass into a 2-into-1 stainless steel system with a high-flow dual-stage catalytic converter and then into a stubby little under-engine silencer. Claimed output for the engine in the 8S is 81.8 hp at 8,500 rpm, and 57.5 lb.-ft. of peak torque at 6,800 rpm. The brand-new parallel-twin engine, which is shared with the V-Strom 800DE, puts out 82 hp. (Julien LaCroix/Suzuki/)Power is fed to the rear wheel via a six-speed transmission and the cable-actuated Suzuki Clutch Assist System (SCAS), which provides both lighter pull at the lever and also slipper functionality. Electronics Like just about every modern motorcycle, the GSX-8S comes with a suite of rider aids, to provide the rider with options to manage power output and traction for a variety of conditions. Suzuki loves acronyms, and a ton can be found here. The Suzuki Intelligent Ride System (S.I.R.S.) incorporates three primary systems, the Suzuki Drive Mode Selector (SDMS), Suzuki Traction Control System (STCS), and the Bi-directional Quick Shift System (QS). The modes are managed by a ride-by-wire electronic throttle system. Rider’s view of the cockpit. (Suzuki/)Starting with SDMS, there are three modes: Mode A (Active), which is the sportiest of the modes and provides crisp and aggressive throttle response; Mode B (Basic), which is a bit smoother and not as sharp; and Mode C (Comfort), which provides the most linear and mellow response, the latter of which is ideal for low-traction situations such as rain-slicked roads. There are three levels of traction-control intervention, and then Off. Mode 1 allows the least intervention with a degree of rear-wheel spin, while Mode 3 is the most aggressive and allows minimal rear-wheel slip, while Mode 2 is right in between. Both the mode settings and the TC settings can be accessed on the fly via the left-handlebar-mounted switch, which brings us to the new TFT display. Suzuki’s full-color TFT display, provides all the necessary information, is easy to navigate, and is bright and glare-free in almost all riding conditions. (Julien LaCroix/Suzuki/)Unlike the GSX-8S’s stablemate the GSX-S1000, the 8S comes with a brand-new 5-inch full-color TFT LCD display. The display has a pair of lighting modes: Day mode (white background) and Night mode (black background); this can be set to automatically change based on ambient light or can be manually set to personal preference. Displayed information includes a large tach, digital speed display, gear-position indicator, SDMS and TC indicators, fuel level, odometer, engine temp, clock, and battery level. The tachometer can also be custom set to flash at a preset engine speed, like a shift light. The GSX-8S’ mono-focus headlights. (Suzuki/)All lighting is LED with a pair of stacked mono-focus headlights, a pair of position lights on the upper cowl, and turn signals. Instead of an old-school wiring harness, the 8S utilizes CAN bus system. Chassis Anchoring the 8S’ chassis is a backbone-style steel frame that wraps over the top of the engine in a manner well familiar to fans of late-’80s and early ‘90s GSX-Rs. Attached at the rear is a steel subframe supporting the rider and passenger seats. The swingarm is an asymmetrical aluminum unit. Chassis geometry numbers read 25 degrees of rake with 4.1 inches of trail, while the wheelbase spans 57.7 inches. The rake and trail are identical to the current Suzuki SV650, while the wheelbase is about three-quarters of an inch longer on the 8S. Wet weight is a claimed 445 pounds, and about 8 more than the SV650 ABS. Seat height is set at 31.9 inches. With the bodywork, seat, and tank removed, you get a much better look at the GSX-8S’ chassis. (Suzuki/)Up front is a 41mm KYB inverted fork with 5.1 inches of travel, but no provisions for adjustability, while the linked KYB shock offers only preload adjustment. In the brake department, there are a pair of radial-mount, four-piston Nissin calipers with 310mm discs up front, while a single-piston caliper of the same make pinches a 240mm disc at the rear. ABS is included as standard. Attractive, color-matched, cast aluminum wheels are mounted with Dunlop RoadSport 2 rubber in 120/70-17 and 180/55-17 sizes front and rear respectively. Nissin radial-mount, four-piston calipers hang on a 41mm KYB fork. Cast aluminum wheels wear Dunlop RoadSport 2 tires. (Julien LaCroix/Suzuki/)Ergonomics are upright with a tall, tapered, matte-black aluminum handlebar. The front brake lever is span adjustable, while the cable-actuated clutch is not. Aluminum footpegs are attractive and offer a sporty yet comfortable position, but more on that in our riding impression below. Ergonomics are upright and comfortable, while wind protection is minimal. (Julien LaCroix/Suzuki/)Riding Impression If you want to test a streetfighter on its home turf, you’ve got to head overseas to Europe, where nakeds have ruled for decades. The French are particularly fond of this style of bike, so we found ourselves on the Côte d’Azur near Nice for a day riding northwest into the mountains toward the village of Castellane sitting on the Verdon river. Over the course of the day we’d rack up around 140 miles of fast twisty roads, with some tighter switchback hairpins thrown in for good measure. But first we’d need to escape the confines of the city. Our riding took us northwest of Antibes into the mountains for some really fun twisty roads. (Rever/)Heading out from our hotel in Antibes, we instantly were thrown into the chaos of early morning congestion, a million roundabouts, and trying to keep a large group of us from getting lost. But what this instantly communicates is what a great city bike the GSX-8S is. To get familiar with the engine, the B SDMS mode is perfect. This mode offers slightly less aggressive throttle response than the A mode, which means smooth fueling around town in stop-and-go traffic. With anything but clean pavement in sight, STCS was put into Mode 2, offering a good compromise on the diesel-slicked streets. In this urban environment, the 8S’ engine is awesome, power is always accessible with strong bottom-to-midrange torque on demand. If you need to squirt around a parking car or get through a light before getting detached from the group, just gas it and go, downshifts are purely optional. Roads on our route ranged from smooth and fast, to tight, twisty, and bumpy. Overall a good test of the 8S’ chassis. (Julien LaCroix/Suzuki/)Once the city was behind us, we started getting into villages on the outskirts of the city, but were still not clear of crappy roads, construction, and messy roundabouts. Sticking with the same settings seemed like a good idea until things opened up, and besides, the roads had yet to dry from some overnight showers. Our first photo shoot was just beyond the village of Gréolières, and it was here that the roads turned billiard-table smooth and dry. Time to let this thing eat! A mode selected and TC off, because you never know when a wheelie is in order. Most of the roads the rest of the day were third and fourth gear with the occasional straightaway asking for fifth. Although the engine is amazingly flexible and doesn’t require a ton of rowing through the gears, the quickshifter is totally dialed, with crisp shifts up or down through the gearbox. At lower rpm and dropping down to first, a little dip of the clutch makes the shift perfectly smooth and less herky-jerky, but isn’t necessary if you’re feeling lazy. Revving this parallel twin out like a 600 supersport really isn’t necessary and actually not as efficient. Keeping the engine in the fat part of the torque is much more rewarding and keeps the 8S chugging along at a nice clip. Power up at the very top of the range definitely starts to fall off approaching redline, so there’s not really a whole lot of use abusing it that way; just grab the next gear and enjoy. As the day progressed and the pace picked up we got a full understanding of the 8S’ handling and suspension. At normal and sane speeds, on smoother roads, there is very little to complain about. The 8S is stable through fast transitions and yet flicks into hairpins with ease. The upright handlebar provides plenty of leverage to get it turned quickly. Despite suspension without provisions for damping adjustment, the 8S does a good job in most riding situations we encountered. (Julien LaCroix/Suzuki/)When rougher sections of road are encountered the bike’s shock is put to the test. Although the stock settings are a bit on the soft side, they are actually ideal for keeping it cush in the bumpier sections. The only complaint would be that without provisions for compression and rebound damping, the only option would be to add more preload, which does not in any way improve the shock’s ability to manage sharp hits and then quell the rebound. But when you take into consideration the bike’s reasonable MSRP, you have to forgive it and move on. And while the shock seems to get overwhelmed at times, the KYB fork does a good job not only tackling those bumps, but helping the front end provide good feedback to the handlebars. If there is an area that is almost forgettable, it’s the brakes. In this context that’s a compliment. Modern sportbike brakes are excellent, and the Nissin units on the 8S are no exception as they do the task asked of them without any fanfare. Feel at the lever is progressive without feeling edgy, while power from the front is up to the task of easily shedding speed at any rate. Nothing fancy here, just solid stoppers. A big advantage to a parallel-twin engine is how compact and slim it makes the chassis, especially with the backbone frame. (Suzuki/)When it comes to ergonomics and nakeds, it’s pretty straightforward what you’re getting. The only wind protection is provided by the small TFT display, which is to say it’s minimal. But what’s important here is the riding position. First of all, the seat height is about an inch higher than that on the SV650 at 31.9 inches, but that’s also a half an inch lower than KTM’s 790 Duke and almost identical to Yamaha’s MT-07. For this 5-foot-11 tester, the seating position is very neutral, with an almost perfect 90-degree bend at the knees and the arms reaching out to the bars on a flat and level plane. That means good all-day comfort with virtually zero stress on the wrists. The seat itself is firm but comfortable, while the bike feels very slim between the legs. Conclusion It’s not very often that a brand-new Suzuki platform and models come along, so this is an exciting motorcycle for the company. More importantly, being a new platform, the GSX-8S is fully modern in every regard, from the engine, to the electronics, to styling, and so on. It’s a platform that Suzuki will be able to leverage for years to come. Could we see a fully faired model to compete against the likes of Yamaha’s YZF-R7 and forthcoming R9? A larger-displacement version? The thought of those is mouthwatering. At $8,849, the Suzuki GSX-8S is competitively priced against the middleweight streetfighter competition. (Julien LaCroix/Suzuki/)As for the GSX-8S, at $8,849 (for all three colors, including Pearl Tech White, Pearl Cosmic Blue, and Metallic Matte Black No. 2/Glass Sparkle Black) it sits right in between the $8,199 Yamaha MT-07 and $9,799 Yamaha MT-09, and lower than the Euros like the $9,199 KTM 790 Duke or $9,995 Triumph Street Triple 765. Our testbike was Pearl Cosmic Blue. (Julien LaCroix/Suzuki/)Our complaints are few as stated above, the only real issue that we have with the 8S is the lack of damping adjustability on the suspension. Fit and finish is very nice, the TFT display is very easy to read, while menus are logical to navigate and modes easy to adjust. If you don’t love the sharp and angular nose of the bike, we can’t help you there, but overall the styling is nice and looks almost more attractive in person than in photos. While the chassis has that one complaint hanging over it, the real star of the show is undoubtedly the engine, which impresses us on so many levels. It’s smooth, torquey, flexible, and is aided by a simple but very effective electronics package. The GSX-8S fully lives up to our expectations, and exceeds some others, and it’s nice to see Suzuki prove that there is plenty of fight left in the Hamamatsu brand. A standard up-and-down quickshifter is included. (Julien LaCroix/Suzuki/) The stubby exhaust silencer exits out of the under-engine chamber that contains the catalytic converter. (Julien LaCroix/Suzuki/) The left-handlebar-mounted mode switch is easy to use and allows mode and TC changes on the fly. (Julien LaCroix/Suzuki/) View of the aluminum swingarm and single-piston Nissin rear brake caliper. (Julien LaCroix/Suzuki/) Seat height measures 31.9 inches. (Julien LaCroix/Suzuki/) The three-position Stop-On-Start switch employs Suzuki’s Easy Start System, which allows you to hit the starter once and the engine will fire without your holding down the button. (Julien LaCroix/Suzuki/) The GSX-8S is very nice, let us know when you build a fully faired version! (Julien LaCroix/Suzuki/)2023 Suzuki GSX-8S Specs MSRP: $8,849 Engine: 776cc, DOHC, liquid-cooled parallel twin; 4 valves/cyl. Bore x Stroke: 84.0 x 70.0mm Compression Ratio: 12.8:1 Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/ 42mm throttle bodies Clutch: Wet, multiple disc Engine Management/Ignition: Ride-by-wire w/ multiple modes Frame: Steel tube w/ bolt-on trellis subframe Front Suspension: KYB 41mm inverted fork; 5.1 in. travel Rear Suspension: KYB shock, preload adjustable; 5.1 in. travel Front Brake: Nissin radial-mount 4-piston calipers, 310mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum alloy; 17 in./17 in. Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: 25.0°/4.1 in. Wheelbase: 57.7 in. Ground Clearance: 5.7 in. Seat Height: 31.9 in. Fuel Capacity: 3.7 gal. Claimed Wet Weight: 445 lb. Contact: suzukicycles.com Gearbox: Helmet: Arai Corsair-X Nakagami-3 Jacket: Alpinestars Altamira Gore-Tex Pant: Alpinestars Alu Denim Gloves: Alpinestars Celer V2 Boots: Alpinestars Faster-3 Shoe Source

It appears that the 799cc LC8c-powered 790 Adventure R will make a return to fill the gap between the single-cylinder 690 Adventure R and 890 Adventure models. (KTM/)When KTM launched the 889cc “890″ version of its compact LC8c parallel-twin engine, it was only a matter of time before the mainstay “790″ models that used the earlier 799cc version would be replaced. The Duke became an 890 in 2020 and the Adventure adopted the same powertrain in 2021. But now the smaller motor is making a comeback and spreading through the range as KTM aims to create more affordable, midsized machines. The US market already gets the reborn 790 Duke as an alternative to the pricier 890 Duke R, and elsewhere the 790 Adventure has been relaunched in 2023—with up-to-date styling—as a less expensive alternative to the 890 Adventure. Next, it seems that the more off-road targeted 790 Adventure R is making a comeback The 790 Duke has already returned to the US for 2023. (KTM/)The introduction of this new-generation of 790 models comes on the back of KTM’s increasingly close cooperation with CFMoto. The Chinese company has been a partner for several years, initially manufacturing engines for KTM and more recently taking on responsibility for entire bikes as part of a joint venture. CFMoto also runs the KTM distribution and dealer network in China and uses its own version of the 799cc LC8c parallel-twin engine in its own bikes, the Ibex 800 (or 800MT in other countries) and the new 800NK. A CFMoto/KTM joint venture produces the 799cc LC8c that powers the CFMoto 800NK and the new KTM 790 range. (CFMoto/)On the other side of the deal, KTM has recently taken over duties distributing CFMoto’s motorcycles in Europe. By leveraging the lower production costs of the Chinese venture to create the revived 790 models, it’s plugging a gap in its midrange lineup between the single-cylinder models (like the 690 Enduro R) and the increasingly powerful and well-equipped 890 machines. The 790 Adventure has been relaunched in Europe already, and now a Chinese type-approval document has revealed that the CFMoto/KTM joint venture is also manufacturing a new 790 Adventure R. A photo of the bike accompanying the approval confirms that it’s visually like the updated 2023 890 Adventure R, with the same, more cohesive styling that replaces the insectoid look of the previous model. However, as the name suggests, it uses the smaller, less powerful, 799cc engine. While the 890 Adventure R makes 103 hp from its 889cc engine, the new 790 Adventure R has 94 hp on tap from its slightly smaller twin. Although the Chinese approval document doesn’t give torque, the engine spec is sure to be the same as that of the 2023 790 Adventure, with 64 lb.-ft. compared to 74 lb.-ft. for the 890 version. Like the 890 Adventure R (pictured), the 790 Adventure R will get an upgrade from WP’s Apex suspension to the more stout Xplor units. (KTM/)It’s clear from the visual similarities that the 790 Adventure R has the same 5.3-gallon fuel tank as the 890, as well as sharing all the rest of its bodywork—although the bike in the approval document lacks its windshield and doesn’t appear to have its final paintwork. There’s just a “KTMR2R” sticker on the side, which is the name of the KTM/CFMoto project, and 790 branding on the fork cowls. Where the 2023-spec 790 Adventure that’s already been launched in Europe has WP Apex suspension, the 790 Adventure R seen here appears to use WP Xplore components, like the 890 Adventure R. It also has the R look thanks to the high-mounted front fender and deep-treaded knobby tires. In the markets where both 890 and 790 variants of the same models are offered, the 790 bikes are around 15 percent to 20 percent less expensive than the 890s. If the 790 Adventure R seen here makes it to the US, that suggests it would likely sticker between $12,000 and $13,000, compared to $15,199 for the existing 890 Adventure R. Source

Another variation of the Papio has appeared, with the retro-styled bike called the XO-2. (CFMoto/)Earlier this year, CFMoto unveiled the Papio XO-1, a 126cc single-cylinder minibike to compete with the likes of Honda’s Grom and Kawasaki’s Z125 Pro but with a retro look based on old endurance roadracers. Now a second version has appeared in type-approval filings with styling that adds a dash of scrambler to the mix. Honda’s Grom. (Jeff Allen/)CFMoto currently only offers its original Papio in the US market, a $2,999 alternative to the slightly more expensive Japanese offerings in the small-wheeled fun-bike market. However, with the same powertrain—a 9.4 hp, 126cc air-cooled single coupled to a six-speed gearbox—the retro-style XO models stand a strong chance of reaching these shores in the future. CFMoto’s standard Papio. (CFMOTO/)The new Papio XO-2 manages to share the same family look as the XO-1 while adopting a completely different stance and style. Where the XO-1 has a fixed fairing, a stepped seat, and a small bellypan, all contributing to a caricatured sportbike look reminiscent of the old Suzuki RB50, Honda NSR80, and Yamaha YSR50/YSR80 “playbikes” of the 1980s, the XO-2 is more like a miniature 1980s Dakar racer. A high-mounted front fender emphasizes the travel of the upside-down fork, and while the tank is shared with the XO-1, the XO-2′s seat is a one-piece design, with a pillion grab rail behind it, instead of the two-piece, stepped design of the XO-1. CFMoto’s Papio XO-1. (CFMoto/)The twin headlights are like those on the XO-1 (look closely and one has an “X” shape hidden inside it, the other an “O”), reflecting the bike’s designation, and the same theme is carried across to the mirrors, with an X molded into their rear faces. As suits the new model’s off-road style, the bars are much taller and wider than the XO-1′s low clip-ons, and the footpegs are lower and farther forward, contributing to a more upright stance. More deeply treaded tires are fitted to the same three-spoke alloy wheels used on the XO-1, and the bellypan is removed to add more ground clearance even though the fork and rear suspension appear to be unchanged. The bike’s dimensions reflect both its similarities and changes compared to the XO-1, with an identical 47.8-inch wheelbase and 68.9-inch length, as well as the same 251-pound wet weight, while the 29.1-inch width is 2.5 inches wider thanks to the longer handlebar, and the height, at 40.2 inches, is just under 2 inches taller. Honda’s Monkey. (Honda/)CFMoto’s dedication to the Papio range (the name means baboon, a clear play on Honda’s Monkey, Gorilla, and Ape models) means it’s expanding fast. The company revealed an electric version, the Papio Nova, last year, which is now available in China and expected to reach export markets later in 2023. The Papio XO-1 joined the lineup last month in two forms, with or without ABS, and the Papio XO-2 looks set to follow, with an official announcement likely to come this summer. Export plans for the retro XO models have yet to be announced, but they may well appear at international shows later this year and reach markets outside China in 2024. Kawasaki jumped into the mini market with its Z125 Pro in 2017. (Kawasaki/)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/)Scott McKay’s comment on my recent story “What is a Crate Engine?” reminded me of my experience with a VCR years ago. Some small thing had gone wrong with it and, having grown up in the ‘50s, it was my natural reflex to see if I could fix it. Of course what I discovered was that the VCR was a dense and complicated gadget, originally manufactured in a specialized facility where costs—in money and time—had been expertly driven as close to zero as possible. Trying to match that achievement on my kitchen table was a sucker’s game, as indicated by the low price of a replacement VCR. There is another point. As anyone who has auto repair experience, cars are another system that is designed for assembly and not for repair. As a colleague once put it, “You hafta take off the frame to get at the spark plugs.” Why is that? Because the engine and transmission are built on a separate line and are then routed under the chassis line such that a lift robot can precisely position the unit in the car with nearly zero clearance all around. This limits access to strange beings with long slender arms like eels. Mechanical and electrical goods have become cheaper to replace than repair. Are we getting closer to that in motorcycles? (Akinom, CC BY 3.0, via Wikimedia Commons/)The third force discouraging the DIY impulse is the tremendous cost of mechanical labor. The VCR may have cost $12 to produce, but to get a technician out of a chair to walk over to the now-defective unit easily costs 10 times that. This is the wonderful thing about automated manufacturing: It brings complex technologies within the reach of so many of us, but the high cost of service makes it more economical to replace than to repair. In the past, technology changed slowly enough that design-for-repair still made sense. During World War II large aircraft piston engines were frequently replaced, which required that all their many accessories be tediously shifted from the old engine to the new one. The British hit upon the idea of locating the accessories on a separate unit that stayed with the aircraft, but was driven by a short U-jointed shaft from the back of the engine. Today’s much shorter product cycle makes such design-for-service irrelevant. Marketing helps this along by assuring us that buying the new model saves us the humiliation of showing up on something dull and obsolete. Popular author John Grisham once described in passing the feelings of a fairly successful lawyer, arriving for a big legal conference in his shabby older private jet. He sees the lineup of sharp new Gulfstream G650s of more prestigious firms, so his pilot hides the thing behind a hangar. You’ve heard of the “right-to-repair” movement? It is a response to the strong trend toward complete vertical integration—service may be performed only by the manufacturer, and any attempt to DIY will void warranty. Some say that in a not-too-distant future everything will be solved by not owning anything—not a house, not a car, not a laptop, or even a phone. All will be rented. If anything goes wrong, a replacement unit will appear. Source

The 2023 Ducati Hypermotard 950 SP ($18,695). Hard to argue with the special livery that distinguishes the SP model from the base Hyper. (Ducati/)Ups For when pure riding excitement is the objectiveRowdy engine character makes revving the throttle super addictingIMU-managed electronic aids help riders in case they get too carried awayDowns Relatively tall seat height may not suit everyonePracticality takes a back seat to good timesVerdict Ducati made the Hypermotard 950 to maximize two-wheeled fun. With gobs of low-down torque, a helmet-over-the-front-wheel seating position, and long-travel suspension, the Hyper practically makes the morning commute as appealing as a blast down your local twisties. A tall, motocross-style handlebar contributes to the upright ergonomics and offers a ton of leverage when flicking the Hypermotard around on a tight, twisty road. (Ducati/)Overview If laughing in your helmet is priority number one, the Ducati Hypermotard 950 is definitely worth a look. While true motards—or supermotos—are typically based on 450 motocrossers, the Hypermotard is based on what can only be described as an absurd idea. First introduced in 2007, the Hypermotard 1100 was Pierre Terblanche’s final design for Ducati. Dressing the 1,100cc desmodue engine in beefed-up supermoto clothes seemed daft, but the model has become a stalwart in Ducati’s lineup—and for good reason. The Hyper is Ducati’s night out on the town. It may get a bit rowdy and a little giggly, but it doesn’t totally forget that it also wins world championships. The 950 uses the 937cc Testastretta 11° engine, a classic trellis frame, single-sided swingarm, underseat exhaust, and a full suite of electronic rider aids—not exactly the formula for a standard supermoto, but pretty classic Ducati stuff here. The Hyper’s unconventional seating position and relatively long-travel suspension turn out to be pretty well-suited to tackling real world roads, and the engine’s bottomless torque makes it one of the most exhilarating twins to thrash this side of 150 horsepower. Ducati should let its hair down more often. Another round of negroni’s per favore! The Hypermotard is one of the ultimate hooligan bikes. (Ducati/)Updates for 2023 The Hypermotard 950 and 950 SP are unchanged for 2023. Pricing And Variants The Hypermotard is available in two versions: the base model ($14,995) and the 950 SP ($18,695). The SP has a racing inspired SP livery, an up/down quickshifter, forged Marchesini wheels, longer-travel Öhlins suspension front and rear, and a carbon fiber mudguard and timing belt covers. The base model has a lower 34.2-inch seat height with shorter travel Marzocchi forks and Sachs shock (6.7 inches of travel in the front and 5.9 inches in the rear). By comparison, the SP’s Öhlins units have 7.3 inches of travel in the front and 6.9 inches in the rear, bringing the seat height to 35 inches. Competition While there are plenty of hyper naked motorcycles out there, the Hypermotard is the only, well, hyper motard. For a truer interpretation of the supermoto, check out the KTM SMC R ($12,999). Its single-cylinder engine limits its all-around usability and it produces far less horsepower than the Hypermotard, but unlike the KTM 450 SMR—Mattighoffen’s legit supermoto—it’s street-legal. The KTM 890 Duke R ($12,949) is realistically the closest competitor in terms of providing wheelie-happy good times. The Hypermotard uses Ducati’s 937cc Testastretta 11° engine. (Ducati/)Powertrain: Engine, Transmission, and Performance The Hypermotard produces a claimed 114 horsepower at 9,000 rpm and 71 pound-feet of torque at 7,250 rpm. Compared to the other Testastretta 11°-powered motorcycles in Ducati’s lineup, the Hyper is tuned for increased bottom-end. The immediacy of the throttle response and abundant torque practically from idle mean thrills are available in any gear, at any speed. Redline sneaks up on you as revs build, though power begins to taper off at higher rpm. Short shifting through the ‘box is a pleasure, however. The gearbox is slick and requires only a light kick at the lever, and with the optional quickshifter (standard on the SP model), gear changes are lightning fast. While good times are the goal, the Hypermotard is no mere toy. At highway speeds in sixth gear, the engine is smooth and unbothered. If it had cruise control, you’d definitely use it. Only at higher RPMs does the engine produce vibes through the pegs and bars to let you know it’s really trying. Not everyone will take their Hypermotard to the track, but it’s cool to know what this bike is capable of. Look at that lean angle! (Ducati/)Chassis/Handling The Hyper has a classic steel trellis frame and, unlike the previous generation 939, has a matching subframe that mimics the original’s. Handling is characterized by relatively long-travel suspension. Suspension is fully-adjustable on the SP; the base model lacks compression damping adjustability on the rear shock. On the base model, those long springs mean there’s significant weight transfer during hard braking. But that’s not necessarily a bad thing as it jams the front tire into the pavement and provides a ton of feedback. Handling is nimble, but riders will be rewarded for squaring off corners, braking hard on entry and getting on the gas at the exit, rather than trying to carry lots of corner speed and deep lean angles. In that way, the Hypermotard provides a different riding experience than, say, a SuperSport 950 or Monster. Tackling a stretch of twisties is more exhausting on the Hyper than its 937cc Testastretta stablemates, and one must exercise restraint on the throttle on corner exits since a steering damper doesn’t come standard. In slow speed corners, it feels natural to stick your leg out and push the bike down, dirtbike style. More track antics. SP models get gully adjustable Öhlins suspension front and rear. (Ducati/)Brakes The Hypermotard 950 and 950 SP use radially mounted Brembo M4.32 calipers, radially mounted master cylinders and 320mm discs in the front—standard Ducati fare at this price point. Fuel Economy and Real-World MPG Ducati claims the Hypermotard receives 41 miles per gallon. A long, moto-inspired seat offers plenty of room to move around and is overall comfortable. Even still, the Hypermotard is best for short, fun jaunts around town rather than longer commutes. SP models have a slightly taller seat height (35.0 inches versus 34.2). (Ducati/)Ergonomics: Comfort and Utility The Hypermotard’s ergonomics emulate a supermoto. The flat seat and wide bar places the rider over the front wheel, giving the impression of sitting “on” rather than “in” the motorcycle. A 34.2-inch seat height (on the base model) is fairly tall, but a narrow waist helps it feel manageable. The seat has somewhat pronounced edges that can become uncomfortable over time, but the rider triangle is comfortable enough for all-day rides. The seat doesn’t offer a lot of room for passengers but passenger pegs are standard. Riding pillion on this wheelie-happy steed would require some courage. Accommodations are fairly spartan, but aerodynamics are surprisingly smooth, so longer rides are manageable. Still, luggage space is limited. The 4.3-inch TFT dash makes it easy to intuitively navigate Ducati’s menu options. (Ducati/)Electronics The Hypermotard has three fully customizable ride modes (Sport, Touring, Urban) and uses a Bosch 6-axis IMU to manage rider aids, including traction control, cornering ABS, and wheelie control. Power modes enable riders to set output (low and full) and throttle response (dynamic and smooth). A 4.3-inch TFT display and LED running lights round out the tech package. Warranty and Maintenance Coverage Ducati provides a two-year, unlimited mileage warranty. Quality The Hypermotard is representative of Ducati’s midrange motorcycles, offering high-quality components and leading-edge technology. Fit and finish is high-quality, though the base model does not have a clear coat on the tank shrouds, which means the Ducati stickers can begin to peel at the edges if one isn’t careful with the polishing cloth. Claimed Specs 2023 Ducati Hypermotard 950 2023 Ducati Hypermotard 950 SP MSRP: $14,995 $18,695 Engine: 937cc, DOHC, liquid-cooled, 90-degree V-twin; 4 valves/cyl. 937cc, DOHC, liquid-cooled V-twin; 8 valves Bore x Stroke: 94.0 x 67.5mm 94.0 x 67.5mm Transmission/Final Drive: 6-speed/chain 6-speed/chain Claimed Horsepower: 114 hp @ 9,000 rpm 114 hp @ 9,000 rpm Claimed Torque: 71 lb.-ft. @ 7,250 rpm 71 lb.-ft. @ 7,250 rpm Fuel Delivery: Electronic fuel injection w/ 53mm throttle bodies Electronic fuel injection w/ 53mm throttle bodies Clutch: Slipper and self-servo wet, multiple disc; hydraulic operation Slipper and self-servo wet, multiple disc; hydraulic operation Engine Management/Ignition: Ride-by-wire/TCI Ride-by-wire/TCI Frame: Chromoly steel trellis Chromoly steel trellis Front Suspension: 45mm Marzocchi USD fork, fully adjustable; 6.7 in. travel 48mm Öhlins USD fork, fully adjustable; 7.3 in. travel Rear Suspension: Progressive linkage Sachs monoshock, preload and rebound adjustable; 5.9 in. travel Progressive linkage Öhlins monoshock, fully adjustable; 6.9 in. travel Front Brake: Brembo M4.32 4-piston caliper, dual 320mm discs w/ cornering ABS Brembo M4.32 4-piston caliper, dual 320mm discs w/ cornering ABS Rear Brake: Brembo 2-piston caliper, 245mm disc w/ Bosch Cornering ABS Brembo 2-piston caliper, 245mm disc w/ Bosch Cornering ABS Wheels, Front/Rear: Alloy wheels; 17 x3.50 in. / 17 x 5.50 in. Alloy wheels; 17 x 3.50 in. / 17 x 5.50 in. Tires, Front/Rear: Pirelli Diablo Rosso III; 120/70-17 / 180/55-17 Pirelli Diablo Supercorsa SP v3; 120/70-17 / 180/55-17 Rake/Trail: 25.0°/4.1 in. 25.0°/4.1 in. Wheelbase: 58.8 in. 59.0 in. Seat Height: 34.2 in. 35.0 in. Fuel Capacity: 3.8 gal. 3.8 gal. Claimed Wet Weight: 440 lb. 436 lb. Contact: ducati.com Source