Hugh Janus

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

Dakar Rally champion Ricky Brabec clearly does not need help flying through the air. (HRC/)The march of technology means that whether you pine for the analog days of the past or embrace the computer-assisted wizardry of the latest crop of bikes, there’s no denying the fact that rider-assist systems are only going to get more elaborate and capable in years to come. The latest proposal from Honda is Jump Control—a rider aid specifically aimed at off-road machines. We’re already used to ABS and traction control, but they’re just the start. Wheelie control, engine-braking assist, launch control, even slide-control systems to help mere mortals look like riding gods on track, are all available on existing production bikes. Superbikes tend to lead the way, but this trend actually started with off-road and ADV machines, where selectable power modes—the first shot in the rider-assist revolution—were first introduced. Now Honda is once again looking toward the off-road market and how rider aids can improve safety, filing an application for a patent over a Jump Control system that will help riders feel their way into aerial maneuvers. The system is illustrated on a bike that looks like the Dakar-oriented CRF450 Rally, and it’s perhaps in rally-raid racing, where riders face mile after mile of dunes and fatigue, that it would come into its own. It’s largely based on familiar systems like ride-by-wire throttle, ABS, and lean sensors, but adds one less common one, a nose-mounted camera, into the mix along with an image-processing computer. In operation, the camera “sees” slopes as you approach them, using the bike’s lean sensors to work out their orientation, so even if you’re in a corner as you approach the slope it can assess its height and distance. From there, the system operates a bit like traction control and the other rider aids we’re familiar with, using presets to decide how much it should intervene. The proposed system has three modes. Mode A would keep the motorcycle on the ground altogether, B would allow the bike to fly, but control the bike in the air to ensure a level landing, while C would allow the front of the bike to be elevated for a rear-wheel landing. (Honda/)In Jump Mode A the system intervenes the most, reducing the bike’s speed as you approach the top of the slope to ensure the wheels never leave the ground at all, using throttle and, if necessary, brakes to do so. Essentially, then, it’s a jump-prevention system, rather like the wheelie-prevention systems that are already used on many bikes. Suspension stroke sensors and front and rear wheel speed sensors will tell the system whether the bike is on the ground or not. For more advanced riders, there’s Jump Mode B. which enables moderate jumps and helps you keep control in the air. The system has a target-flight distance and, depending on the angle of the jump slope, can reduce throttle to make sure you don’t exceed it. As with modern traction-control and slide-control systems, the chances are that there would be sub-menus allowing the target-flight distance to be modified. Jump Mode C allows the least intervention. (Honda/)Once in the air, the system uses the throttle and rear brake to control the bike’s attitude. More throttle tends to make the front rise, dabbing the rear brake will bring it down—that’s something experienced off-road riders will do anyway, but Honda’s system automates it to keep the bike’s flight angle under control. In Jump Mode B, the system aims to keep the bike close to horizontal and achieve a two-wheel landing. The patent also shows a more advanced Jump Mode C that still gives the computer control over the bike’s attitude and the overall distance of the jump but adopts a more nose-up posture during flight and aims to land on the rear wheel first. Jump Mode C would also be likely to allow higher takeoff speeds and longer flight distances. The Jump Control system would use a camera, tied into all of the other systems, to determine the angle of the slope and intervene accordingly. Dakar champ Ricky Brabec seems to be doing just fine without electronic intervention. (HRC/)The system appears to be aimed at novice and intermediate riders, and no doubt more experienced riders will always prefer full control, but given the ever-growing popularity of off-road machines and Dakar-inspired adventure bikes, it’s easy to see how a system to take some of the fear out of jumps could be appreciated by customers coming to them for the first time. Source

Base-model Tuono 660 is available in three colors: Rush Grey and Torque Red ($10,499), as well as Acid Gold ($10,699). (Aprilia/)Ups Long live Boanerges: The Tuono 660 and 660 Factory, the sons of Aprilia’s V-4 thunder, show the apples don’t fall far from the treeRenowned Aprilia performance in a more approachable packageWinglets, a lap timer, and wheelie control on a middleweight? Yup, it’s an ApriliaFor only $500 more, the Factory version includes more premium suspension, a quickshifter, and a six-axis IMU to manage rider aidsDowns Sport-oriented ergos may not be to everyone’s taste$10,000 plus for a middleweight naked; performance doesn’t come cheapVerdict The Tuono 660 overflows with Aprilia’s technical know-how, right down to the aerodynamic winglets integrated into the side cowlings. With its namesake’s legendary rowdiness reinvented for affordability and approachability, the Tuono 660 exhibits the Noale factory’s performance heritage and desire to innovate in the market. The Tuono 660 is a capable leader in the middleweight naked class. Overview With the introduction of the RS 660 in 2020, followed by the Tuono 660 naked a year later, and the Tuareg 660 ADV a year after that, Aprilia filled three gaping holes in its lineup. Offering a wider range of motorcycles to a wider range of riders has practically shored up the foundation of the brand. The Tuono 660 and Tuono 660 Factory, an up-spec version added in 2022, play a significant role by chasing a huge market segment. The Tuono 660 is accessible to masses of riders who’ve cut their teeth on less expensive Japanese naked bikes and are looking for a Europass straight to Aprilia-land. Jumping from an entry-level machine to a Tuono V4 Factory is a big leap in more ways than one, but the Tuono 660 smooths the way without diluting the full-bore experience. With sport-oriented suspension and rowdy torque delivery only a twist of the grip away, the Tuono 660 does what Aprilia does best—and for quite a bit less money than the Tuono V4. Plus, riding it for all its worth and grabbing greedy fistfuls of throttle won’t trigger any NORAD alarms alerting them to the presence of an Italian flying object doing extra-legal speeds. Aprilia doesn’t turn a blind eye to versatility either: The Tuono 660 comes standard with cruise control. And just like that, the daily commute is redeemed of its drudgery. In all, the Tuono 660 is more than just a strategic steppingstone to Noale’s top-end offerings. Updates for 2023 The Aprilia Tuono 660 and 660 Factory are unchanged for 2023. The Aprilia Tuono 660 Factory brings serious updates for only $500 more. (Aprilia/)Pricing and Variants The Tuono 660 is available in two specs. The base-model Tuono 660 is available in Rush Grey or Torque Red for $10,499 and Acid Gold for $10,699. The Tuono 660 Factory is available in the Factory Dark or TooFast for $10,999. The Factory version ups bang for the buck with several key upgrades. In terms of hardware, it uses a lithium-ion battery that saves about 4 pounds, and more significantly, it gets an upgraded, fully adjustable KYB fork and Sachs shock. The countershaft sprocket is one-tooth smaller for improved acceleration. On the software side, the addition of a six-axis IMU is responsible for delivering a more sophisticated suite of electronic ride aids. To look its best, the Factory version also includes a rear seat cowl. Competition In terms of design and engine capacity, the Tuono 660 competes with middleweight nakeds, including the Triumph Trident 660 (from $8,595), Honda CB650R ($9,399), Yamaha MT-07 ($8,199), Suzuki SV650 ($7,399), and Kawasaki Z650 ($7,749). In the real world, the Tuono practically prices itself out of contention. In fact, those bikes are not so much competition as they are steppingstones to the Tuono 660. Engine capacity aside, the Aprilia stands alone: a middleweight naked with serious intent and a host of up-spec features that includes advanced rider aids absent from every other bike in the class. Keep in mind that larger-displacement naked bikes aren’t far from the Tuono. Triumph’s Street Triple R ($9,995) and Street Triple RS ($12,845) 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 Tuono’s 659cc parallel twin, shared with the RS 660 and Tuareg, brings the thunder. (Aprilia/)Powertrain: Engine, Transmission, and Performance The Tuono 660 uses the same liquid-cooled 659cc parallel-twin engine as the RS 660 and Tuareg 660. On the Cycle World dyno, the Tuono 660 belted out an impressive 86.95 peak horsepower at 10,630 rpm and 44.95 lb.-ft. of torque at 8,860 rpm. Power delivery is mostly linear, but there’s a slight bump around 7,000 rpm where the Tuono unleashes a hair-raising howl eerily similar to the V-4′s bark. A broad and flat torque curve adds flexibility in gear selection, making for usable drivability at any rpm. Initial throttle response is crisp and things get exciting quickly as it rips through its six-speed gearbox via the quickshifter (a factory option on the base model; standard on the Factory variant). Kevin Cameron notes: “Aprilia has something of great value in the refined combustion chambers and ports of its RSV4 superbike, so it made sense to share them with the 660. To counter secondary shaking force (which arises from the twice-per-revolution changes in connecting-rod angle) the two crankpins are set at 270 degrees. By opposing rather than adding those secondary forces, this cancels them. The result is humane smoothness for all-day riding. That 270-degree crankpin spacing also replaces the traditional drone of an even-firing parallel twin with the more muscular syncopated sound of a V-twin.” Unlike the Tuono V4 which sports a tall windscreen for more comfortable touring, the Tuono 660 uses a shorter and more sporty screen. Integrated winglets are inspired by Aprilia’s superbike though. (Aprilia/)Chassis/Handling The base-model Tuono has a 41mm fork, adjustable for preload and rebound damping, and a linkage-less shock with the same adjustability as the front. The Tuono 660 Factory ups the game with a fully adjustable KYB fork and an oil reservoir–equipped Sachs rear shock. Both models use the same two-piece aluminum chassis as the RS 660. The Tuono’s sharp, sport-oriented design is also evident in the chassis. Its quick and nimble handling is appreciated when charging the twisties; straight-line stability makes for a well-balanced package. The relatively steep 24.1-degree steering head angle and 4.1-inch trail measurement means a direct feel to the contact patch of the front tire. And that means confidence when pushing the limit. Brakes A pair of twin four-piston Brembo calipers clamping 320mm discs up front quickly bring the relatively lightweight (a claimed 404 pounds) RS 660 to a halt. A single two-piston Brembo caliper and 220mm disc handle rear braking. Fuel Economy and Real-World MPG Aprilia claims the Tuono has a fuel economy of roughly 48 mpg. Ergonomics: Comfort and Utility The Tuono’s haul-ass ergonomic position means you’ll never forget its aggressive intent. The up-and-back footpeg position puts the rider in an athletic lower-body stance, which helps in hustling the Aprilia through quick transitions. It’s an in-command and sporty reach to the one-piece handlebar, but with more wrist pressure than some of its competitors. We love the Tuono’s position for ripping the canyons, but it’s less comfortable for the daily commute. A TFT dash makes it easy to navigate rider-aid settings. (Aprilia/)Electronics The base-model Tuono 660 forgoes the quickshifter and IMU, both of which come standard on the Tuono 660 Factory (they are available as accessories on the base model). Both models have five riding modes. The base model’s more basic electronics mean traction control and wheelie control cannot be independently adjusted as they can on the Factory version. The Factory version’s IMU adds cornering ABS to the equation and manages the other rider aids (engine-brake control, traction control, engine map, and wheelie control). In general, power delivery is aided by easily adjustable and super-precise race-spec electronic rider aids, which lend a hand to less experienced riders or those navigating unfamiliar, tricky roads. Both models have TFT displays, cruise control, and LED lighting. Adaptive LED headlights on the Factory are a nice touch, too. Warranty and Maintenance Coverage Like all Aprilia models, the RS 660 comes with a two-year unlimited-mileage warranty. Quality Aprilia’s premium quality, sophisticated electronics, high performance, and easy-to-ride manner sets the Tuono 660 above the competition, arguably putting it in a realm of its own. Claimed Specs 2023 Aprilia Tuono 660 2023 Aprilia Tuono 660 Factory MSRP: $10,499–$10,699 (Acid Gold) $10,999 Factory Engine: 659cc, DOHC, liquid-cooled parallel twin; 4 valves/cyl. 659cc, DOHC, liquid-cooled parallel twin; 4 valves/cyl. Bore x Stroke: 81.0 x 63.9mm 81.0 x 63.9mm Transmission/Final Drive: 6-speed/chain 6-speed/chain Cycle World Measured Horsepower: 87.0 hp @ 10,600 rpm 87.0 hp @ 10,600 rpm Cycle World Measured Torque: 45 lb.-ft. @ 8,900 rpm 45 lb.-ft. @ 8,900 rpm Fuel Delivery: EFI w/ 48mm throttle bodies, ride-by-wire EFI w/ 48mm throttle bodies, ride-by-wire Clutch: Wet, multiplate slipper Wet, multiplate slipper Engine Management/Ignition: N/A N/A Frame: Aluminum dual beam Aluminum dual beam Front Suspension: 41mm KYB USD fork, fully adjustable; 4.7 in. travel 41mm KYB USD fork, spring preload and rebound damping adjustable; 4.7 in. travel Rear Suspension: Single Sachs shock, fully adjustable; 5.1 in. travel Single KYB shock, spring preload and rebound damping adjustable; 5.1 in. travel Front Brake: 4-piston radial calipers, dual 320mm discs w/ ABS 4-piston radial calipers, dual 320mm discs w/ ABS Rear Brake: 2-piston calipers, 220m disc w/ ABS 2-piston calipers, 220m disc w/ ABS Wheels, Front/Rear: Aluminum alloy; 17 x 3.5 in. / 17 x 5.5 in. Aluminum alloy; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: Tubeless radials; 120/70-17, 180/55-17 Tubeless radials; 120/70-17, 180/55-17 Rake/Trail: 24.1°/4.1 in. 24.1°/4.1 in. Wheelbase: 53.9 in. 53.9 in. Ground Clearance: N/A N/A Seat Height: 32.2 in. 32.2 in. Fuel Capacity: 4.0 gal. 4.0 gal. Wet Weight: 403 lb. 399 lbs. Contact: aprilia.com Source

Base-model Tuono V4 is available in two colors: Tarmac Grey and Torque Red. MSRP is $16,199. (Aprilia/)Ups 1,077cc V-4 engine is a true greatUltimate refinement make the 175 hp beast tamableRider aids, aerodynamic “double fairing,” exceptional chassisDowns Not as powerful as some of its Italian competitionMissing the final degree of performance next to the latest and greatestVerdict The Tuono is 20. It’s an icon, and for good reason. The 2023 Tuono V4 has all the attitude that made the original great but with 20 years of rider aid advancements, aerodynamic development, chassis technology, and V-4 power baked in. A less aggressive approach is taken compared to some of the current competition, but that’s plenty OK if you intend to spend most of your time on the street. Tuono V4 components are derived from the RSV4 but the base model targets the sport-touring segment with a more upright riding position and tall windscreen. (Aprilia/)Overview Long before the Ducati Streetfighter, the KTM 990 Super Duke, and, heck, before “super-naked” was an established category, Aprilia took its RSV Mille superbike, stripped off the fairings and clip-ons, bolted on a handlebar and some skimpy bodywork, and called it the Tuono. That’s Italian for “thunder,” you know. While the Ducati Monsters and Triumph Speed Triples of the world were doing their naked bike thing back in 2003, the Tuono was different. No mere naked bike, here was a super-naked, an honest-to-goodness production streetfighter—a “crashed-looking” racebike built for the streets, developed on the track. The wide-barred, wrecked-superbike formula worked. Heck, in 2012 CW named the new V-4-powered Tuono the best superbike of the year. That’s right, superbike. Kind of says it all, doesn’t it? Back then we said: “Betcha that on most backroads, especially if they’re a little tight, you could embarrass most riders of repli-racers without breaking a sweat. Yeah, it’s that good.” A decade later, the same holds true. It’s still a superbike killer—and yet with more versatility than ever. Looking back, that first Tuono marks a shift in the market. If dwindling sportbike sales coincided with the increase in popularity of super-naked derivatives, well, the original Tuono may be partially to blame. The 2023 Tuono V4 is probably still scalping sales from the RSV4. As we said a decade ago: “Yeah, it’s that good.” Updates for 2023 The Aprilia Tuono V4 was updated in 2021. There are no major revisions for 2023, though the bike is offered in new colors. Tuono V4 Factory in Aprilia’s Time Attack livery is a beautiful thing. (Aprilia/)Pricing and Variants The Tuono is available in two distinct versions: the base-model Tuono V4 ($16,199) and the Tuono V4 Factory ($19,599). Rather than merely offer a standard and up-spec model, Aprilia cleverly gives both models their own distinct identities. The Factory version uses Öhlins Smart EC 2.0 semi-active suspension, while the base model uses manually adjustable Sachs suspension. The base model has more relaxed ergos, a plush pillion seat, and a larger windscreen. These changes may knock the cool factor down a couple of pegs but practicality is increased by a fair degree as the bike dips a Rosso Corsa–shod toe in the shallow end of the sport-touring pool. Competition Tuono V4 competes with a litany of wicked motorcycles, among them the Ducati Streetfighter V4 ($22,095) and Streetfighter V4 S ($27,595), the KTM 1290 Super Duke R EVO ($20,399), the BMW S 1000 R (from $13,945) and M 1000 R (from $21,345), the Yamaha MT-10 ($14,199) and MT-10 SP ($17,199), and the Kawasaki Z H2 ($18,500). Perhaps we should exclude the MV Agusta Brutale 1000 RR on price alone, but here it is—at $37,798—for the sake of posterity. Quite the field of machines, what with the supercharged Kawi, the twin-pulse V4 Ducati, and the Super Duke (pour one out for the last of the great V-twin hyper-nakeds). The Tuono stands out among the European crowd because of the classic firing order of its V-4 and an overall refinement that bolsters its reputation as one of the most beloved naked bikes of the last two decades. Ignoring the misleading base price of the BMW—because no one ever orders those—the Tuono is very competitively priced, particularly next to the European competition. Notice the shorter screen and Öhlins semi-active electronic suspension on the Tuono V4 Factory. (Aprilia/)Powertrain: Engine, Transmission, and Performance Aprilia claims the Tuono V4′s 1,077cc engine produces 175 hp and 89 lb.-ft. of torque. It may “only” have 175 hp—that’s significantly down on power to the Italian competition (Ducati claims 208 hp from its Streetfighter V4)—but that power is usable; you can utilize every last horsepower. It’s certainly fast, but it’s not overly intimidating, and the electronic rider aids are outstanding and make the Tuono so usable. There is now an additional 300 rpm to play with. The noise is lovely. This is accompanied by smooth quickshifter changes. The gearbox feels like it’s seamless. The changes are quick, perfectly matched in rpm. The fueling and throttle response, like the clutchless gear changes, are immaculate. For 2021, Aprilia updated the electronics with a new Magneti Marelli ECU. This is four times faster than the prior ECU. Note: The Tuono doesn’t use the latest-spec 1,099cc engine as the RSV4 superbike, but revised fueling and a new exhaust system (for 2021) keep things moving forward. Brembo M50 brakes aren’t quite as strong as the Stylema calipers used on more recently updated hyper-nakeds, but are still plenty strong. Notice the integrated winglets. (Aprilia/)Chassis/Handling The Tuono V4 Factory uses Öhlins Smart EC 2.0 semi-active suspension, while the base model uses manually adjustable Sachs suspension. The suspension and handling is as impressive as the refinement of the engine. Nothing unsettles or worries the Tuono’s chassis; it makes life in the fast lane ridiculously straightforward. The handling boosts trust and is so assured it always feels like you have time in hand. Everything is controlled. You’re not freaking out, it doesn’t feel like you are rushing or in a fight with physics—and is considerably less physical than some of the competition. Brakes Both Tuono models use Brembo M50 calipers and 330mm disc in the front. Although the M50 Brembo calipers and other mechanical components of the brakes have continued over the years, the algorithms and calculations activating the system have been updated—the ABS is more vigilant. Also new (as of 2021) is the Aprilia Engine Brake (AEB), which adjusts the engine-braking and is independent of the selected engine maps. Fuel Economy and Real-World MPG Aprilia claims the Tuono V4 gets 32.6 mpg. Ergonomics: Comfort and Utility Cruise control comes standard and the 5-inch TFT dash is informative and easy to navigate. The three road-orientated riding modes—Tour, Sport, and User (a personalized mode)—change the power characteristics, rider aids, and the semi-active suspension (on the Factory version). It also features LED lights with cornering functionality. The base model’s more relaxed ergos, pillion set, and windscreen add a lot of utility. With a set of soft panniers installed, the base model starts to look like quite the GT machine. A full suite of rider aids, a TFT dash, and cornering LED lights keep the Tuono up to date. (Aprilia/)Electronics There are six riding modes—three for the track and three for the road—which link to the rider aids and act accordingly to set the semi-active Öhlins suspension on Factory models. ATC (Aprilia Traction Control) has eight levels and can be changed on the move, even while accelerating. Additionally, there is AWC (Aprilia Wheelie Control), which has five levels and, like the TC, can be changed while on the gas, which not only shaves lap times but makes the bike easier and more fun to ride. There are three different engine maps (AEM), those three engine-braking levels (AEB), and, as before, three settings for Aprilia Launch Control (ALC). Aprilia Pit Limiter (APL) can be used as a pit lane limiter or, on the road, to help you comply with specific speed limits. And let’s not forget Aprilia Cruise Control (ACC) and the praiseworthy Aprilia Quick Shift (AQS). Add the cornering ABS and all that equates to an extensive list of features and safety aids, all easily accessible via the TFT dash and easy-to-use switch gear. All this comes standard. Warranty and Maintenance Coverage Like all Aprilia models, the Tuono V4 comes with a two-year unlimited-mileage warranty. Quality The Aprilia Tuono V4 delivers the goods with better-than-you electronics, confidence-inspiring handling, and a legendarily excellent V-4 engine. 2023 Aprilia Tuono V4/Factory Claimed Specs MSRP: $16,199/$19,599 (Factory) Engine: 1,077cc, DOHC, liquid-cooled, 65-degree V-4; 4-valve/cyl. Bore x Stroke: 81.0 x 52.3mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Fuel injection w/ Marelli 48mm throttle bodies, ride-by-wire Clutch: Wet, multiplate slipper/assist Engine Management/Ignition: Magneti Marelli digital electronic ignition system Frame: Aluminum dual beam Front Suspension: 43mm Sachs USD fork, fully adjustable; 4.6 in. travel/Öhlins NIX fork, fully adjustable; 4.7 in. travel Rear Suspension: Sachs/Öhlins shock, fully adjustable; 5.1 in. travel Front Brake: Radial Brembo M50 4-piston caliper, dual 330mm discs w/ Cornering ABS Rear Brake: 2-piston floating caliper, 220mm disc w/ Cornering ABS Wheels, Front/Rear: Cast alloy; 17 x 3.5 in. / 17 x 6.0 in. Tires, Front/Rear: Pirelli Diablo Rosso III; 120/70-17, 190/55-17 / Pirelli Diablo Supercorsa; 120/70-17, 200/55-17 Rake/Trail: 24.7°/3.9 in. Wheelbase: 57.2 in. Ground Clearance: N/A Seat Height: 33.0 in. Fuel Capacity: 4.7 gal. Wet Weight: 460 lb. Contact: aprilia.com Source

The Blue/Silver graphics scheme recalls the livery of the sadly defunct, world championship–winning GSX-RR MotoGP bike. MSRP is $12,949. (Suzuki/)Ups Balanced chassis with great feel at any paceAdded torque versus 600cc machines great for street and trackClassic Suzuki styling doesn’t get oldDowns Are a quickshifter and TFT dash too much to ask for?Front brakes start to fade during longer on-track sessionsIntake/exhaust noise is almost too loudVerdict OK, the GSX-R750 is long in the tooth. Other than being what many feel is the perfect capacity for a sportbike, what does it have to offer? Market position. All of a sudden, a blue-blooded race-replica sportbike that doesn’t cost more than $15,000 or produce 200 hp is a bit of a rarity. For trackday enthusiasts who just want to focus on riding, the Gixxer is still in a class of one. One of two new color options for 2023: Glass Sparkle Black/Glass Matte Mechanical Gray. (Suzuki/)Overview After its first public viewing at the Cologne Motorcycle Show in September 1984, Steve Anderson wrote in the pages of Cycle World: “Sportbikes will soon be divided into two categories: before the GSX-R, and after.” These days, Anderson’s prediction is fully embraced as truth—not least of all by Suzuki itself. The GSX-R750 is the heart of the Hamamatsu brand. Before the GSX-R, production-class racebikes were based on standard UJMs, like the GS1000. While the Honda Interceptor can claim to be the first step toward the modern conception of a sportbike, the GSX-R was something different. Its architect, Etsuo Yokouchi, demanded nothing less than a sea change. From the outset, his lofty goal was to make the new GSX-R 20 percent lighter than the competition. At its unveiling, Suzuki claimed it weighed 388 pounds dry. For context, Suzuki’s own GS750 weighed 489 pounds with a dry gas tank; the Kawasaki GPz750, 499 pounds; and the Interceptor, 515 pounds. However you cut it, the GSX-R weighed at least 100 pounds less than the motorcycles it instantly made obsolete. More new colorways for 2023: Pearl Brilliant White/Metallic Matte Stellar Blue. Bold new graphics are the GSX-R’s thing! (Suzuki/)The GSX-R750 has come to define Suzuki as a brand—it may be a smaller company than its Japanese rivals, but it punches above its weight thanks to high-minded engineering ideals and dogged determination. Nearly 40 years later, the GSX-R750 survives—the last of the great three-quarter-liter sportbikes. Literbikes, like Suzuki’s own GSX-R1000, may have spelled the demise of the 750 class, but the middleweight capacity always hits the sweet spot of handling and engine performance. In fact, as other manufacturers water down their sportbike offerings in an attempt to find a new demographic of buyer, Suzuki keeps the Gixxer right where it’s always been. The GSX-R750 was last updated in 2011. It may seem frozen in time, but for sportbike aficionados, trackday riders, and budget-minded consumers, it still has a place—and we’re glad that place isn’t on the scrap heap of history. May it never be so. Updates for 2023 Bold new graphics continue to be the main claim. There are no mechanical changes to the 2023 GSX-R750. Pricing and Variants There are three color options for 2023. Pearl Brilliant White and Metallic Matte Stellar Blue is available alongside Glass Sparkle Black and Glass Matte Mechanical Gray for $12,849. Upgrading to the iconic Blue/Silver colorway that pays homage to Suzuki’s GSX-RR MotoGP bike (RIP) sets you back an additional $100. The GSX-R750 is seeing a bit of a resurgence thanks to the new Supersport Next Generation race class, with Vision Wheel M4 Ecstar Suzuki taking the bike to a win at Road America. In this case, the GSX-R750 is electronically limited to keep performance in line with the competition. (Suzuki/)Competition The Suzuki GSX-R750 has long outlived its 750cc rivals so direct competition is limited. Ducati’s Panigale V2 is available and one of the GSX-R’s main rivals in the Supersport Next Generation racing class, and yet that bike’s $18,295–$18,595 price tag almost keeps it out of the conversation. Drop down into the 600cc middleweight category and you’ll find a few options, including Honda’s CBR600RR ($12,099) and Suzuki’s own GSX-R600, which shares many mechanical components with the 750 but is a more affordable option at $11,699 and $11,799. Of all the middleweight competitors, Kawasaki’s 636cc ZX-6R ($10,699–$11,999) is probably the best rival for the GSX-R750, as Kawasaki built that engine with street riding in mind. Aprilia’s RS 660 ($11,499) compares favorably in price, and what it lacks in horsepower (and cylinders) it makes up for with modern electronics and Italian charisma. Those who don’t mind losing a fairing and clip-on handlebars might also consider Triumph’s Street Triple 765 R ($9,995) or Street Triple 765 RS ($12,595). The GSX-R has a loud, raspy exhaust note. Some might say it gives the bike some character, while others will argue it’s a bit obnoxious. (Jeff Allen/)Powertrain: Engine, Transmission, and Performance Suzuki’s venerable 749cc inline-four produces peak horsepower between 120–130 at the rear wheel. When CW put a 2022 model on the dyno, it produced 121.5 hp at 12,560 rpm and 53 lb.-ft. of torque at 10,840 rpm. The GSX-R750 gets you to ticket-worthy speeds surprisingly quickly thanks to its meaty midrange and the roughly 20 percent more horsepower it has over the 600. Throttle delivery is crisp and the bike’s power delivery is especially smooth too, meaning you can expect a completely hiccup-free ride whether you are taking off from a stop, accelerating at city-street speeds, or cruising at highway pace. Similar to the GSX-Rs of yesteryear, the engine pulls hard from 6,000 rpm upward. Stand the bike up onto the fatter part of the tire, grab a gear from the just-slightly notchy six-speed gearbox and hold on; this is no measly 100 hp 600. It may not be as de rigueur as other engine configurations (or capacities), but a 750cc inline-four Suzuki is required riding. Perhaps the only downside is the rather loud intake and exhaust noise that Suzuki tuned in for added character. The GSX-R chassis has incredible feel and the motorcycle has a very wide setup range, meaning it works well around almost any racetrack. Combine this with an engine that makes more torque than the 600cc competition and you have a bike that’s an absolute treat for track riding. (2022 model shown.) (Jeff Allen/)Chassis/Handling The GSX-R750 uses a refined and refined-again twin-spar aluminum frame. Back in 2011, Suzuki tilted the engine rearward three degrees around the countershaft sprocket to shorten the wheelbase, which at 54.7 inches is 15mm shorter than the previous model. Further revisions to the 750′s frame and swingarm resulted in increased rigidity and a 5-pound weight reduction (3 pounds from the frame and 2 from the swingarm). It may not sound like much, but constant evolution has played a big role in the GSX-R story. Although it has slightly sharper steering geometry and only weighs 7 pounds more than the 600, the GSX-R750 steers a tad slower and heavier, likely due to the increased crankshaft mass of the 750 engine. But that’s splitting hairs—the 750 still carves corners with the best. Showa BPF front suspension improves the already stellar handling with better control over the big hits while remaining compliant on the minor bumps. When the road tightens, the bike feels even more at home, carving the corners with racebike-like finesse. This really is one of the most friendly and forgiving sportbike chassis. Brembo brakes have decent power but are not incredibly consistent over the course of a session at the racetrack. Upgraded brake pads and lines are a worthwhile addition. (Jeff Allen/)Brakes Brembo radial-mount Monoblock calipers clamp to dual 310mm front rotors to provide crisp initial bite, and great power all the way through the pull, though the GSX-R brakes are notorious for inconsistent performance when really put to the test on the racetrack; the lever can work its way toward the clip-on and stopping power starts to diminish. The lack of ABS doesn’t look great on a spec sheet, but if you plan on taking it to the track, it’s almost a selling point. Fuel Economy and Real-World MPG Fuel mileage for the Suzuki GSX-R750 is not currently available. Ergonomics: Comfort and Utility This is a GSX-R after all, so the riding position is decidedly sporty, with clip-on bars and high rearset footpegs. Footpeg brackets are three-way adjustable, so you can get more legroom if desired. In general, the ergos are extremely well thought out so riders will feel confident moving around on the bike from the get-go, and relative to the competition, the GSX-R is actually a pretty comfortable motorcycle. The lack of electronic rider aids mean clip-ons are uncluttered by the various buttons, joysticks, and switches that populate the latest sportbike’s handlebars. A Showa BPF fork is used and plays a big role in the GSX-R’s sublime handling. (Jeff Allen/)Electronics What electronics? The GSX-R750 is one of the old-school sportbikes, with no ride-by-wire throttle system, traction control, or ABS. There is a two-step power mode adjustment, with full power and slightly reduced power, but that’s it. The analog and LCD dash looks oh-so 2011 (or earlier?), but that’s par for the course. Warranty and Maintenance Coverage The GSX-R750 comes with Suzuki’s standard one-year, unlimited-mileage warranty. Longer coverage periods with extended benefits are available through Suzuki Extended Protection (SEP). Suzuki build quality is excellent, and the GSX-R has proven itself as a reliable bike for track or street use. Plastic panels with faux carbon fiber design are a bit underwhelming though. (2022 model shown.) (Jeff Allen/)Quality The GSX-R is pretty bulletproof, and should make for a worry-free trackday companion or canyon carver. Go ahead and let ‘er rip 2023 Suzuki GSX-R750 Claimed Specs MSRP: $12,849–$12,949 Engine: DOHC, liquid-cooled inline-four four-stroke; 4 valves/cyl. Displacement: 749cc Bore x Stroke: 70.0 x 48.7mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 121.5 hp @ 12,560 rpm Cycle World Measured Torque: 53 lb.-ft. @ 10,840 rpm Fuel System: SDTV electronic fuel injection w/ 42mm throttle bodies Clutch: Wet, multiple disc; cable operation Engine Management/Ignition: Transistorized w/ electronic advance Frame: Twin-spar aluminum chassis Front Suspension: 41mm Showa BPF inverted fork, fully adjustable; 4.7 in. travel Rear Suspension: Showa shock, fully adjustable; 5.1 in. travel Front Brake: Brembo 4-piston radial-mount Monoblock caliper, dual 310mm discs Rear Brake: Brembo 1-piston slide-pin caliper, 220mm disc Wheels, Front/Rear: Cast aluminum; 17 x 3.50 in. / 17 x 5.50 in. Tires, Front/Rear: 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 23.5°/3.8 in. Wheelbase: 54.7 in. Ground Clearance: 5.1 in. Seat Height: 31.9 in. Fuel Capacity: 4.5 gal. (4.2 gal. CA model) Cycle World Measured Wet Weight: 419 lb. Contact: suzukicycles.com Source

“Leaked” photographs show the Hero MotoCorp–built 4XX. (Hero/)The appearance of a Chinese-made Harley-Davidson in the form of the Qianjiang-made X350 has already made waves this year and now another small-capacity, foreign-sourced machine is about to join it in the form of the H-D “4XX” project that’s being teased by its manufacturer, Hero MotoCorp in India. Unsurprisingly, given the stars-and-stripes, all-American V-twin image that’s associated with Harley, the appearance of small-capacity machines made thousands of miles away hasn’t been greeted with universal acceptance from die-hard fans, but there’s no doubt H-D has a solid business case for tie-ins with major manufacturers in Asia and India to create these bikes. Like the Qianjiang X350, the Hero-made Harley has been in the pipeline for years. The Qianjiang project was announced back in 2019 as part of the firm’s “More Roads to Harley-Davidson” product plan, created under former boss Matt Levatich, and has taken until this year to reach fruition. The deal with Hero MotoCorp was announced in October 2020, when Levatich had been ousted and his “More Roads” plan was being rethought in the firm’s “Rewire” strategy under his replacement, Jochen Zeitz. The Hero deal was announced just a month after Harley said it was pulling out of the Indian market—one of the largest motorcycle markets in the world—after a decade-long attempt to get a foothold there. Aimed at the largest motorcycle market in the world, the Harley-Davidson 4XX will most likely not be offered in other markets. (Hero/)Harley’s deal with Hero gave the Indian company, which is one of the largest motorcycle manufacturers on the planet, a distribution agreement to sell and service Harley-Davidsons and Harley’s parts and accessories in India. More notably it included a licensing agreement for Hero to develop and sell “a range of premium motorcycles under the Harley-Davidson brand name.” In other words, the bike that’s now being teased in India has little Harley DNA beyond its branding and some styling cues. It’s a machine Hero has developed, and one that specifically targets the Indian market. As such, its key rivals will be from companies like Royal Enfield, and because it’s an Indian-designed and -manufactured product it faces none of the hurdles to competitiveness that an imported bike would have to clear. The chances of exports seem slim at best. While the Chinese-made X350 is being brought to the USA, albeit only for use in Harley-Davidson’s Riding Academies and not for general sale, the Hero-made Harley—dubbed “4XX” on its license plate to hint at a capacity between 400cc and 500cc—is likely to stay in India. All Harley’s recent investor-relations documents have said that the firm intends to “maintain a productive relationship with Hero MotoCorp as a distributor and licensee of the Harley-Davidson brand name in India” (emphasis ours). So what is this bike? Well, the name tells us its capacity is somewhere in the region of 400cc, but it’s quite different to the 354cc motor used in the X350. Where the Chinese-made bike has a liquid-cooled parallel-twin design, shared with several Benelli models, the Hero-developed Harley uses an air-cooled single-cylinder engine. It appears to be a new engine, as while Hero has several air-cooled singles in its lineup, none are close to a 400cc capacity. Although Hero is due to launch a 421cc single later this year in its own range, that’s a liquid-cooled engine and appears to be unrelated to the one used in the Harley-branded machine. Engine displacement is hinted with the 4XX moniker, but exact numbers are unknown at this time. (Hero /)As you might imagine, an air-cooled 400cc single doesn’t promise a huge amount of performance, but that’s not what this bike is aiming for. The H-D 4XX is going for the jugular of Royal Enfield in the Indian market, and the RE Classic 350 is the bestseller in the country’s midsized class. That means the Harley only has to beat the Enfield’s modest 20 hp and 20 lb.-ft. of torque to have a performance edge. Images published in India, which are styled as “spy” shots but have been provided to multiple publications by an unnamed photographer (almost certainly Hero’s PR agency; no real spy snapper uses grainy, black-and-white photography and no genuine testbike would sport “HD 4XX” on its license plate to give clues about its name), show several details of the new bike. These include the same headlight design we saw on the X350, with an LED strip splitting the traditional, circular lamp, and similar styling cues throughout the rest of the bike. It’s more flat track than cruiser, with relatively low, straight bars and a highish, fairly flat seat behind a quite modern-looking tank. Black, alloy wheels with polished metal on the edges of the spokes give a look that’s been seen on various Harley models in the past. The rear is a 17-incher, with a 140-section tire, while the front is larger—18 or 19 inches in diameter from the look of it, with a 100/90 tire—carrying a single brake disc. That disc is grabbed by a four-pot ByBre caliper, and there’s an ABS sensor ring visible in the pictures. Don’t expect to see the Harley 4XX in the States. (Hero/)Another shot shows a close-up of the instruments, with a single, circular, digital gauge combining rev counter, speedo, fuel gauge, clock, and trip. The tach reads to 8,000 rpm, hinting that as well as a capacity advantage, the Harley will rev higher than the Enfield 350 it’s targeting. In the long term, the strategy to let Hero produce Harley-branded bikes and sell them alongside the “real” things in Indian showrooms is a logical one, increasing awareness of the brand in India and enticing customers who can’t afford a larger, imported H-D. However, the chances that the Hero-Harleys will be sold in the States are vanishingly small. Source

The 2023 Kawasaki Ninja ZX-10R is available in a gray/metallic black color. MSRP is $17,399 (Kawasaki/)Ups Six consecutive WorldSBK titles can’t mean nothingPredictable-handling chassis and tractable power deliveryKawasaki caters to multiple budgets with models ranging from the competitively priced base model to the limited-production, homologation-spec ZX-10RRDowns Not as exotic as its European competitorsCramped ergos, even by sportbike standardsVerdict While not the newest literbike on the block, the ZX-10R is clinical in its pursuit of performance. With a race-proven chassis and go-for-broke 998cc inline-four engine, the production literbike is a tribute to the efficacy of race development. The spicier looking but mechanically unchanged ZX-10R KRT Edition is available with ABS ($18,399) or without ($17,399). (Kawasaki/)Overview Beginning in 2015, Jonathan Rea won a record-breaking six consecutive WorldSBK titles aboard the Kawasaki ZX-10R. If you want the winningest production sportbike of the last decade, this is it. With Kawasaki’s latest rider aids and a claimed 203 hp in hand, even average riders can feel a bit like Jonathan Rea. Thanks, technology. Back in 2004, when Kawasaki put its road-oriented ZX-9R to pasture and introduced the ZX-10R, “easy to ride” wasn’t the first thing to come to mind. As Don Canet said (nearly 20 years ago): “Putting the spurs to the wild-’n’-woolly 10R at Infineon took all the courage I could muster. This bike is a beast! It’s totally dominated by its motor, with an incredible midrange hit that makes you leery of turning the throttle when you’re leaned over near the tire’s edge. Once you do pull the trigger, you’d best hang on because the ZX floats its front wheel out of corners like no other.” That original 10R is a legend to sportbike lovers and set the stage for blistering performance in green. After two decades of technological advancements, the latest 10R is refined and easy to ride, despite its enormous performance window. Its latest update came in 2021, and included new bodywork with integrated aero and a host of changes designed to keep it at the pointy edge. For racers, collectors, or Team Green diehards, Kawasaki’s homologation-spec ZX-10RR is the one to get. Priced to match the European competition and built in limited numbers, the 10RR hearkens back to the glory days of AMA Superbike racing when Doug Chandler and the ZX-7RR were one of the most formidable pairings on the track. It’s almost impossible to look at a ZX-10R and not think of Jonathan Rea, who took the bike to six consecutive World Superbike titles. (Kawasaki/)Updates for 2023 There are no major updates for 2023, however, Kawasaki made loads of changes to the 2021 ZX-10R. Mechanical changes to the 998cc inline-four powerplant were minimal, but the Ninja did adopt a new air-cooled oil-cooler. A new exhaust system was designed to maintain power output while improving emissions. Internal gear ratios of the cassette-style six-speed transmission were revised for quicker acceleration, while the final drive (a larger 41-tooth versus a 39-tooth) sprocket was added. Several updates to the electronic rider-aid suite were introduced, including the use of a full ride-by-wire system (eliminating the need for traditional throttle cables). New integrated riding modes are now accessible via a 4.3-inch TFT display, which has smartphone connectivity. Cruise control was also added. With an emphasis on balanced handling, Kawasaki lowered the swingarm pivot, lengthened the wheelbase, optimized front-end geometry, and dialed in the Showa suspension settings further. The ZX-10R’s riding position was also made more aggressive, with the clip-on style handlebars pushed forward 10mm and the footpegs raised by 5mm. Finally, the ZX-10R received new-generation Ninja styling. This includes the addition of integrated aerodynamic winglets, a taller windscreen with more protection, and a new ram-air intake design for a more aerodynamically efficient motorcycle. Pricing and Variants Pricing ranges depending on color, ABS, and/or trim. Prices are as follows: $17,399 for the ZX-10R; $17,399 for the non-ABS KRT Edition; $18,399 for the KRT Edition ABS; and $29,699 for the ZX-10RR. The up-spec ZX-10RR is available in limited numbers and features several performance upgrades, including lightweight Pankl pistons, titanium connecting rods, new intake and exhaust valve springs, Marchesini forged wheels, and Pirelli Diablo Supercorsa SP tires. Consider it the best package for those looking to go racing. Competition The literbike class continues to look extremely healthy, meaning the ZX-10R has a lot of competition from Japan and Europe. That includes Honda’s CBR1000RR-R Fireblade SP ($28,900) and CBR1000RR ($16,599), the Yamaha YZF-R1 ($17,999) and YZF-R1M ($26,999), as well as Suzuki’s GSX-R1000 ($16,149) and GSX-R1000R ($18,199). European rivals include Ducati’s Panigale V4 ($24,495) and V4 S ($31,595), BMW’s S 1000 RR (from $17,895) and M 1000 RR (from $32,995), plus the Aprilia RSV4 ($18,999) and RSV4 Factory ($25,999). The 2023 ZX-10RR is the latest in a line of homologation-spec Ninja superbikes. (Kawasaki/)Powertrain: Engine, Transmission, and Performance The heart of the ZX-10R is the 998cc liquid-cooled inline-four cylinder engine. With a manufacturer-claimed 203 peak horsepower and 84 lb.-ft. of torque, the ZX-10R is no slouch. The engineering team’s work in maintaining horsepower figures while meeting emissions regulations in the latest model came down to a longer silencer, revised collector arrangement, repositioned catalytic converter, and more efficient cooling. Revised gear ratios have also helped improve the bike’s performance. Lower gear ratios on the latest-generation ZX-10R give a new sense of urgency and more punch out of the slower corners on a track, but this doesn’t come at the expense of the smooth midrange that has always made the ZX-10R easy to ride by literbike standards. The power delivery is slick, with enough drive to paint black lines over the exit of every corner, thanks to the S-KTRC traction control. As you hang on to the gears down the straight, the strong top-end hit makes you fully aware of each and every one of the 203 hp. The ZX-10R is one of those bikes that revs out hard, clipping the rev limiter and demanding another gear before you know it; the extra 500 rpm made possible by the RR version’s upgraded engine internals paired with the Kawasaki Genuine Parts accessory kit ECU (without, the engine rpm is the same as the ZX-10R) is a welcome touch for track riding. While the ZX-10RR has just 1 peak horsepower more than the ZX-10R, it feels more like 10 thanks to a quicker-revving engine and high redline. (Kawasaki/)Chassis/Handling The ZX-10R has a twin-spar aluminum frame, a Showa Balance Free Fork, and Showa BFRC-Lite (Balance Free Rear Cushion) shock. Even with loads of changes, this Kawasaki maintains its easy-to-ride character. The feedback and feel from the front end is spot on, giving riders the confidence to push hard into turns and carry speed through bumpy, scarred corners. It’s confidence-inspiring all around, though not quite as nimble as some of the ultra-lithe competition, like the Ducati Panigale. Brakes For 2021, the ZX-10R received new rear brake pads and a repositioned rear brake master cylinder. The ZX-10R features race-spec Brembo four-piston calipers with dual 330mm discs up front and a single 220mm disc in the rear. Stainless steel braided brake lines contribute to direct feel. The ZX-10R is available with Kawasaki Intelligent antilock Brake System (KIBS), a cornering ABS optimized for performance and racetrack use. In addition to controlling rear-wheel lift when braking hard in a straight line, it’s designed to work with trail-braking to not only prevent the wheel locking but control the bike’s tendency to stand up on the brakes. To improve rider feel, the KIBS system is designed to intervene as subtly as possible in order to avoid that horrible juddering or heavy lever feel some ABS setups suffer from. Fuel Economy and Real-World MPG Fuel mileage for the Kawasaki ZX-10R is not currently available. Ergonomics: Comfort and Utility Ergonomics are circuit-focused with clip-ons that are now positioned 10mm farther forward and at a straighter angle. The seat is higher, as are the pegs, so the rider is situated in a more aggressive riding posture, which may be less comfortable on the street but provides more support under acceleration, giving riders’ arms an easier time on the track. The revised bodywork includes a taller windscreen that offers street riders more wind protection and gives track riders more room behind the bubble for increased aerodynamic efficiency. Cruise control and smartphone connectivity add some utility to an otherwise race-focused steed. The TFT dash makes it simple to adjust the ZX-10R’s various settings. (Kawasaki/)Electronics The ZX-10R is fitted with electronics such as Kawasaki Intelligent antilock Braking System (aka cornering ABS), four selectable ride modes, five-mode traction control, launch control, and electronic steering damper. Creature comforts include electronic cruise control and a TFT dash with smartphone connectivity. Warranty and Maintenance Coverage A 12-month warranty is included, but 12, 24, 36, or 48-month options are available with Kawasaki’s Protection Plus. Quality Overall, the ZX-10R does a superb job of balancing outright performance and accessibility, both in terms of performance and price. Claimed Specs 2023 Kawasaki Ninja ZX-10R 2023 Kawasaki Ninja ZX-10RR MSRP: $17,399–$18,399 (ABS) $29,699 Engine: DOHC, liquid-cooled, inline-four four stroke; 4 valves/cyl. DOHC, liquid-cooled, inline-four four stroke; 4 valves/cyl. Displacement: 998cc 998cc Bore x Stroke: 76.0 x 55.0mm 76.0 x 55.0mm Compression Ratio: 13.0:1 13.0:1 Transmission/Final Drive: 6-speed/chain 6-speed/chain Claimed Horsepower: 203 hp @ 13,200 rpm 204 hp @ 13,200 rpm Claimed Torque: 82.5 lb.-ft. @ 11,400 rpm 82.5 lb.-ft. @ 11,400 rpm Fuel System: DFI, 47mm Mikuni throttle bodies w/ dual injectors DFI, 47mm Mikuni throttle bodies w/ dual injectors Clutch: Wet, multiplate slipper clutch; cable actuated Wet, multiplate slipper clutch; cable actuated Engine Management/Ignition: TCBI w/ digital advance, Sport-Kawasaki Traction Control (S-KTRC) TCBI w/ digital advance, Sport-Kawasaki Traction Control (S-KTRC) Frame: Twin spar, cast aluminum Twin spar, cast aluminum Front Suspension: 43mm inverted Balance Free Fork, stepless rebound and compression damping, spring preload adjustable; 4.7 in. travel 43mm inverted Balance Free Fork, stepless rebound and compression damping, spring preload adjustable; 4.7 in. travel Rear Suspension: Balance Free gas-charged shock; adjustable stepless, dual-range (low/high-speed) compression damping, stepless rebound damping, spring preload adjustable; 4.5 in. travel Balance Free gas-charged shock; adjustable stepless, dual-range (low-/high-speed) compression damping, stepless rebound damping, spring preload adjustable; 4.5 in. travel Front Brake: Brembo radial-mounted Monoblock 4-piston calipers, dual semi-floating 330mm discs (w/ optional ABS) Brembo radial-mounted Monoblock 4-piston calipers, dual semi-floating 330mm discs w/ ABS Rear Brake: Aluminum 1-piston caliper, 220mm disc (w/ optional ABS) Aluminum 1-piston caliper, 220mm disc w/ ABS Wheels: Cast aluminum Forged Marchesini magnesium wheels Tires, Front/Rear: 120/70ZR-17 / 190/55ZR-17 120/70ZR-17 / 190/55ZR-17 Rake/Trail: 25.0º/4.1 in. 25.0º/4.1 in. Wheelbase: 57.1 in. 57.1 in. Ground Clearance: 5.3 in. 5.3 in. Seat Height: 32.9 in. 32.9 in. Fuel Capacity: 4.5 gal. 4.5 gal. Claimed Wet Weight: 452 lb. / 456 lb. (KRT Edition ABS) 456 lb. Availability: Now Now Contact: kawasaki.com Source

BMW is working on an electric motorcycle with a motor that appears to be from the CE-04. (BMW/)BMW has been at the forefront of the electric two-wheeler movement for years—the C-Evolution scooter debuted more than a decade ago—but despite several concepts and running prototypes we’ve yet to see the company adopt battery power for a full-on motorcycle rather than a scooter. Now that looks like it could change, with patent applications emerging that show a small electric bike that appears to be built using a combination of existing components including powertrain elements from BMW’s latest electric scooter, the CE-04. They’re repositioned and neatly packaged into a bike the size of the G 310 roadster, with an innovative arrangement for the motor. It’s positioned at around a 45-degree angle, with the motor’s shaft running longitudinally rather than the more common transverse arrangement. That means the motor can be relatively large but remains narrow enough to fit between the rider’s legs. BMW’s patent shows a unique angle for the motor’s placement in the chassis and with the shaft running longitudinally. (BMW/)The battery is also at an angle, running parallel to the motor and just ahead of it, roughly where you might expect the cylinder bank of a conventional, transverse internal combustion engine would sit. The frame isn’t shown in BMW’s patents, but since the G 310–series bikes actually have an unusual reverse-cylinder engine—tilted backward rather than forward—the electric model seen here won’t be able to carry over the stock G 310 chassis. Most of the components, including the battery pack itself, the motor, and the electronics, mounted in two units—one attached to the motor, the other slung underneath it—all look very much like they’re from the CE-04, but shuffled to fit a completely different type of bike. On the CE-04, the battery is mounted horizontally in the floor, with the motor transversely mounted behind it and the control electronics stacked under the rider’s seat. That makes for a long, low arrangement that’s ideal for a scooter but unsuited to a more conventional motorcycle. Here, by moving the parts around and tilting them at an angle, the wheelbase can be far shorter and the center of gravity raised, a recipe for significantly sharper handling. If, as it appears, the battery and motor are from the CE-04, then the performance would also be in line with that model. That means a peak power of 42 hp and 46 lb.-ft. of torque. On the scooter, the top speed is electronically limited to 75 mph, but that might not apply to a larger-wheeled bike like the one seen here, and range is rated at around 80 miles between charges. The biggest difference introduced by the new layout is the motor position and orientation. Turned from transverse to longitudinal mounting, the motor drives through a new reduction gearbox with a bevel gear to take drive to the front sprocket. A belt final drive then transfers the power to the rear wheel, reducing maintenance and noise compared to a chain drive. BMW’s new layout still retains some valuable storage space, too, as the fuel tank area is left clear to be used as a trunk—clearly big enough to store a helmet, if the patent drawings are representative of the bike’s real proportions. Like the G-series single-cylinder bikes, there’s also scope to make several different models based on the same components. The patent sketches show a larger-diameter front wheel than rear, suggesting a “GS” style adventure model, while using the headlight and seat from the “R” roadster. A full-faired bike, similar to the G 310 RR, might actually make even more sense, with aerodynamic advantages to squeeze the most range possible from the battery. Source

To celebrate the 10-year anniversary of its partnership with the Distinguished Gentleman's Ride, Triumph has unveiled the Bonneville T120 Black DGR Edition. The US will get just 50 units. (Triumph Motorcycles/)Get your tweed on: The 2023 Distinguished Gentlemen’s Ride (DGR) is almost here. If you’re familiar with the name (and the movement), then you already know it’s become the world’s largest on-road charity motorcycling event since its debut in 2012, raising more than $31.5 million across 107 countries in the ensuing years. With its signature “Ride Dapper” theme, the DGR has managed to bring hundreds of thousands of smartly dressed “gentlefolk” together worldwide, all riding classic and vintage-style motorcycles to raise funds for the fight against prostate cancer and other men’s health initiatives. You’re also probably aware of Triumph Motorcycles’ support of the charity ride (it became the DGR’s official motorcycle partner in 2014), which, given the classic motorcycle theme, was always going to be a natural fit for the brand. And Triumph, to its credit, has been instrumental in growing awareness of the DGR’s mission from the start, providing exposure, financial support, and even offering motorcycles from its Modern Classic range as rewards for the top fundraisers in the campaign. Last year’s collaboration with Gibson Guitars resulted in a one-of-a-kind custom edition Bonneville T120 that referenced the 1959 Gibson Les Paul, with Gibson chipping in a Les Paul Standard Reissue guitar that paid homage to the 1959 Triumph Bonneville T120. The bike and guitar were awarded to the 2022 ride’s highest fundraiser (which broke participation records). For the 2023 ride, Triumph is celebrating its decade-long partnership with DGR by unveiling the new 2024 Triumph Bonneville T120 Black DGR Limited Edition. The elegantly eye-catching version of one of Triumph’s most iconic motorcycles has been created to celebrate the landmark 10-year anniversary, with the aim of making the 2023 DGR the most successful to date. Related: Triumph and Gibson Unveil Custom T120 and Les Paul The T120 Black DGR Edition goes for a more refined look over the base T120 Black, with an elegant two-tone paint scheme and classic pinstriping. (Triumph Motorcycles/)Because the T120 and its other Modern Classic brethren received significant updates for the 2022 model year, the DGR machine leaves the mechanics as is and focuses on cosmetic features to make its case. Most obvious here is the stylish DGR-themed metallic black and white paint scheme, which emphasizes official DGR branding with a custom logo on the tank and side panels, lots of tasteful gold detailing, and a distinctive brown (naturally) seat. Each T120 Black DGR Limited Edition comes with a signed certificate. The 2023 DGR logo and hand-painted pinstripes shown on the two-tone tank. (Triumph Motorcycles/)First, a recap of the changes the Bonneville received for 2022, most of which focused on weight loss, better throttle response and improved braking. That year Triumph also made tweaks to the 1,200cc high-torque parallel-twin engine, reducing engine mass through the use of a lighter crankshaft. An optimized clutch and balancer shafts also reduced inertia, giving the latest-generation machine a more responsive throttle for quicker access to the 77 lb.-ft. of torque and 79 hp (claimed). Weighing 15 pounds less than the previous-generation bike and boasting new lightweight aluminum wheel rims and higher-spec Brembo brakes along with added cruise control and enhanced riding modes, the latest-gen Bonnie manages to improve on an already excellent standard machine. Related: Triumph and Gibson to Support a Dapper Ride for Awareness The side panels feature a more prominent DGR logo treatment framed by pinstripes. The umbrella and wrench will likely get more than a few questions from bystanders. (Triumph Motorcycles/)But, as mentioned, the new 2024 T120 Black DGR is its own thing, and the model taps into the whole “dapper” vibe via a sophisticated metallic Phantom Black and Crystal White two-tone paint scheme, which, according to Triumph is meant to evoke “a distinctive ‘dress suit’ inspired design, drawing inspiration from ‘dressing dapper’ for dinner.” In any case, it’s a far more refined look than the stock T120 Black offers, though much of the lower portion of the DGR bike retains the dark treatment of the base model. Adding more elegance to the mix are a series of tasteful hand-painted gold stripes along the fuel tank and on the side panels, though taking center stage on the panel is a prominent DGR 2023 gold script logo. The brown stitched bench seat with pillion strap further enhances the vintage custom look. Triumph updated much of the Modern Classic range for 2022; aluminum wheel rims and higher-specification Brembos were part of the improvements. (Triumph Motorcycles/)Each bike comes with a collector edition numbered certificate of authenticity featuring the motorcycle’s VIN reference and DGR edition number, both hand signed by the DGR’s Mark Hawwa and Triumph’s Nick Bloor. Edition 001 of the T120 Black DGR will eventually be presented to the rider who raises the most funds at the 2023 event. Hawwa, founder of the Distinguished Gentleman’s Ride, said: “If anyone had said 10 years ago that we’d be celebrating a decade of partnership with Triumph Motorcycles, I would have laughed. Triumph has become like a family to me and to The Distinguished Gentleman’s Ride. They are passionate about getting classic styled bikes out for a ride and using the machines we love to make a positive impact for our cause. We are beyond proud to release the Bonneville T120 Black Distinguished Gentleman’s Ride Limited Edition motorcycle, to celebrate what we have achieved together, and to continue doing more of what we love.” Other than the tank and front fender, the DGR bike retains much of the stock T120 Black’s blacked out treatment. (Triumph Motorcycles/)Triumph has informed us that the Limited Edition motorcycles will be considered model year 2024 in North America. The bikes will have an MSRP of $13,495 for the US, which will receive 50 units. In Canada, MSRP will be $14,995 CAD, with five units allocated to our northern neighbors. In the US, the T120 Black DGR edition will retail for $13,495 and will be considered a 2024 model. (Triumph Motorcycles/)This year’s ride is set for Sunday, May 22. Preregistration is open to riders across the world, and official registration and fundraising begin on March 28. Source

Julien Clément’s design sketch for the 2023 Ducati Diavel V4. Note how the exhaust and radiator shrouds differ from the final version. (Ducati/)When Ducati introduced the original Diavel in 2011, it was arguably the biggest departure from its racing roots in the modern era. At the time, Ducati CEO Claudio Domenicali said 60 percent of the emphasis was on design and 40 percent on engineering—the opposite of a superbike. From the beginning, the Diavel defied conventionality and surpassed expectations. Like an elite athlete who goes to Milan Fashion Week in couture and shows up the fashionistas, the Diavel showed the function-follows-form cruiser world what style looks like when it’s draped in racing glory. To sportbike riders amazed by its performance prowess, Ducati’s attitude was one of impish Rossi-esque false modesty: “ees nothing…” As if it didn’t know that a cruiser wasn’t supposed to perform like a superbike. The 2023 Ducati Diavel V4. (Ducati/)Twelve years later, in its third generation and now featuring an aluminum frame and the V-4 Granturismo engine, which uses conventional valve springs, the Diavel V4 still surprises. At the same time, despite massive technical differentiation from the original, the Diavel exemplifies Ducati’s constancy. Namely, its constancy of design. For that, it is in debt to a host of luminaries past and present, man and machine. “The Diavel is a big Monster,” says Ducati Design Director Andrea Ferraresi. “From a design point of view, our roots are the 916 for a sportbike and the Monster for a naked. From there, the story starts.” Ferraresi began his work at Ducati 23 years ago, and for the last 18 has held his current position as head of design. For a brand whose vision is “to be the most desirable motorcycle brand,” the importance of Ferraresi’s role over the past two decades can hardly be overstated. Prior to the lightning rod that was the 916, Ducati was regarded in the enthusiast world for its successful racing motorcycles. The Desmoquattro-powered 851 and 888, the 916′s predecessors, were beautiful in their purposeful simplicity, but they had little impact on the world beyond the racetrack. The 916 changed everything. It set a new standard of beauty that coincided with a period of technical achievement that changed the world’s perception of Ducati. From a builder of niche, maintenance-intensive racebikes to cultural phenomenon, Ducati has become a near-household name synonymous with Italian design and ultimate performance. Andrea Ferraresi at a design event in Manhattan, February 2023. (Ducati/)“The 916 was a turning point in the design history of the superbikes,” Ferraresi says. “For Massimo Tamburini, il maestro, it was clear that proportions were the basis of stunning design. And proportion-wise, the 916 was three steps ahead of every bike on the market at the time. The Monster’s greatness was—and still is—in being both unconventional and essential. To have fun riding a bike, you only need two wheels, an engine, a tank, a seat, and a handlebar. Nothing else. That’s the Monster.” If Tamburini and the 916 and Miguel Galluzzi and the Monster can be credited for establishing Ducati’s current identity, then Domenicali and Ferraresi can be credited for preserving it and moving it into the future. In 2004, Domenicali moved from Ducati Corse to become head of product development. At virtually the same time, Ferraresi was hired as design coordinator and then design director. Their first project together was to develop the 1098 superbike. As the successor to the 999, Pierre Terblanche’s ambitious reinvention of the superbike, the 1098 had to become the follow-up to the 916 that the 999 never was. “The 999 has been a polarizing bike,” Ferraresi says. “Extremely successful on the track, but controversial and unconventional from a design point of view.” The 999 was a singular achievement in its own way, but often maligned because it didn’t look like a Ducati—which is to say, it didn’t look like what anyone thought “the next 916″ should look like. Fans wanted another album of A sides; the 999 was a concept album. “If you have such a strong heritage, a long history, and deep roots in the racing field, you are not forced to surprise at every step when you design a new superbike,” Ferraresi says. “You need to reassure your passionate fans. A new bike must not make the previous one look old, it must simply be the next one.” The 1098 was Ferraresi and Domenicali’s first of many projects together. Here a computer model shows a near-final version. (Ducati/)“Ducati went back where it had to be on the superbike design field,” he says. “We decided that the design language of the 916 had to be our guide: the double horizontal headlight, the slim tail, the double undertail silencers, the single-sided swingarm, the sculptural tank. Thanks to great designers such as Gianandrea Fabbro, Bart Janssen Groesbeek, and Damien Basset, we not only gave birth to the 1098, Hypermotard, and Streetfighter, we created a modern design studio and a design development process that we still follow today.” It may seem an obvious recourse after the chilly reception of the 999, but in the process of developing the 1098 and identifying the elements that defined Ducati Red Desire, Domenicali and Ferraresi ensured that bikes as far removed—in time and purpose—from the 916 and the Monster as the new Diavel V4 are immediately accepted for their Ducati-ness. Ferraresi says: “We decided that our heritage had to be our pole star in terms of product pillars: the racing roots, the design, the color red, a V-configured engine, the frames.… Of course, these pillars were already there, but we decided to consider them as an unquestionable reference. And Claudio [Domenicali] fixed the golden rules, the ‘Reduce to the Max’ concept: removing everything unnecessary to reach the top.” By echoing Ing. Fabio Taglioni, Ducati’s OG (Original Genius), whose motto was “Simplicity, carried to its ultimate extreme,” Domenicali reaffirms Ducati’s historic values and implicitly acknowledges that the brand stands on the shoulders of giants, that it need only look internally to divine its path ahead. The 2023 Diavel V4 uses the V-4 Granturismo engine from the Multistrada V4. The prominent air intake references previous Diavel models while the radiator shroud and more aggressive tank veer even further from the cruiser formula. (Ducati/)The “Reduce to the Max” philosophy stipulates that a Ducati must be “authentic, essential, compact, recognizable, sporty, and sensual” (that is, it must inspire tactile appreciation). In concrete terms—and here’s where the debts to the 916 and Monster are so obvious—designs must possess the following distinctive traits: visual mass on the front, a slim and agile tail, a compact front view, a sculptural tank, and a sinuous top view. Every motorcycle in Ducati’s lineup shares these attributes. It explains why the local Ducati dealer has trouble keeping its floor models’ fuel tanks free of fingerprint smudges, and why the bird’s-eye view of a Ducati always inspires lazy writers to compare it to famous Italian actresses’ silhouettes. Rather than rely on the singular vision of a designer—one who, for instance, may leave when the parent company sells up (e.g., Tamburini and Cagiva), or one whose vision is too ahead of customer taste (Terblanche)—today, Ducati relies on a team of six designers overseen by Ferraresi in the Centro Stile Ducati. From the outside, it seems that there are inherent risks to enshrining its design philosophy and using a team of designers who are never allowed to veer too far off script. For one, there’s the danger that designs could become overly prescribed. Ferraresi admits that the outgoing Diavel looked too predictable. “The second generation of the Diavel was beautiful but in some ways it was too clean and neat, while the first generation was wow! super strong and surprising.” The so-called “sinuous top view,” one of the distinctive shapes that give Ducatis “a strong family resemblance” to their predecessors. (Ducati/)Ultimately, communicating directly with its customers—an industry-wide tactic, these days—keeps the designers on the right track. “We did some focus groups and market research to understand the right way to reinvent the concept of the Diavel,” Ferraresi says. “They wanted us to push on design. The main target for this model was to surprise again. That’s why we have this type of taillight, this type of exhaust, headlight, and air intakes.” The second potential danger of relying on a prescriptive design philosophy is that it could stifle the creative vision of the design team and prevent the growth of the next Tamburini or Galluzzi. Here, Ferraresi expresses little concern. In Ducati fashion, competition is the means by which human excellence is achieved. Elements such as the unique taillights, which incorporate braking and turn signals within the array, are intended to surprise. (Ducati/)Designers compete in rounds—”like a tennis tournament” Ferraresi says—proposing their sketches to “win” the job as designer of a new model. In the case of the Diavel V4, Julien Clément, who previously designed the Scrambler, the SuperSport, and the Panigale V4, penned the final design. Clément has since moved on to become the lead designer at the revitalized Norton Motorcycles, but his legacy at Ducati is cemented. Indeed, a list of Centro Stile Ducati’s former designers reads like a who’s who in the motorcycle design field. Iron sharpens iron, as it were. While Clément’s design is clearly linked to its predecessors, the Diavel V4 looks more like a “big Monster” than ever. At the same time, there are surprises aplenty: the exhaust, like a pair of double-barrel shotguns, demonstrates the mechanical nature of the machine, while the taillights’ “matrix of punctiform LEDs” conveys the digital aspect of the modern Ducati. The Diavel V4 in black. Even with a large catalytic converter, the quad-tip exhaust is eye-catching. (Ducati/)One look at the red tank, a sweep of the hand across the minimalist tailsection, and a glance at the 90-degree engine is all it takes to know, to feel, that here is a Ducati. The Diavel is far from a performance-first superbike or a stripped-down Monster, but its own identity is in their debt. And in many ways, it’s equally in debt to the 1098, which helped delineate a path forward. Ferraresi says: “I remember everything about the 1098 project: the final sketch presentation, the clay modeling, the design freeze, and the final presentation on the terrace where the sun nearly melted the clay.… But above all, I remember the first pre production bike: Claudio and I staring at it and him saying: ‘It’s our first bike…’” As the saying goes, they haven’t looked back since—except, of course, that’s exactly what they’ve done. Source

The opening round of the 2023 MotoGP Championship kicked off in Portimao. Saturday’s sprint race and Sunday’s GP ended the same way: Bagnaia in front. (MotoGP/)This was the first MotoGP run under new rules substituting a half-distance sprint race for FP4 on Saturday, and compressing the setup and qualifying processes. It is a law of televised entertainment that every year it must, to remain competitive, intensify its leading attractions. For many shows these are sex, glitz, and violence, and for motor racing they are high emotion plus race starts and finishes (minimizing the “droning” between them). Francesco Bagnaia on Ducati did not disappoint our expectations—set last season when he became world champion—that he and other Ducati riders would stand out. He did—by winning both the first sprint race and the main event. In addition, we have seen Aprilia advancing in performance, and Maverick Viñales was able to push Bagnaia throughout the main event and finish second. At the end, both men noted that their tires were finished. A third expectation was to see the continuing shift of MotoGP power from Japan to Europe. The process began when Ducati joined the series in 2003, when there were four Japanese makes in contention, versus Ducati. Now, with Ducati joined by Aprilia and KTM, and the absence of Kawasaki and Suzuki, there are three European teams gaining power, opposed by just two Japanese teams (Honda and Yamaha), both of whom appear behind in the current aero race. Have Yamaha and Honda fallen behind in aero by assuming that applied political pressure (such as has so far prevented application of rev limits to MotoGP) is a wiser use of resources than going to the wind tunnel and closing the aero gap? In the US, this shift of power is ongoing, as the Japanese manufacturers are moving out of expensive California facilities in favor of more economical digs in the southeast. The US, for them, is no longer a hot sales area. Angry debate has erupted over crashes at Portimão which have left four riders in hospital. Some propose that the greater tension generated by the new weekend format is causative. We have to see more races to know if this is a trend or a statistical cluster. Remember the sober and mature decision-making that has long been required from riders in order to make their tires go the distance. They are not mindless gladiators, acting on raw emotion in a “drive to survive.” I use that phrase advisedly, for there is apprehension lest MotoGP is setting a course like that of F1, seeking greater revenue from a wider audience who will be fed a diet of endless second-hand emotion and “excitement.” Do F1 teams spontaneously form those human circles that prance up and down while revolving—something pioneered in football? Or did they receive memos suggesting such “spontaneous” displays of emotion? Mechanics, software writers, tire techs. All just feel like dancin’? If you read the financial press, you discover that Bridgepoint, which holds Dorna stock, suffered low stock price during last year. Let us hope the reasons originally cited for buying Dorna still hold—that its value has been durable even in times of economic travail, and that it is expanding its operations in dynamic Southeast Asia (where hundreds of millions of people can now expect more from life than to be “happy laborers, philosophically accepting their lot”). Another novelty of the weekend is that 14 riders quickly crowded under last year’s lap record, and Jack Miller commented that when he saw the lap time he was making while not pushing, he applied himself and was delighted with a wonderful lap time. Related: Aprilia Patents Aerodynamic Leathers Jack Miller pushed all weekend finishing sixth in Sunday’s GP. (MotoGP/)The track was last repaved before the F1 race in 2020, so it’s not that. A new Michelin front tire is expected in a year or two, but at present there is no talk of “killer tread compounds” that magically drop lap times. What has changed? Wings have greatly expanded in area from the days when they were just designer stubble sprouting on the sides of the fairing nose—little stubs of just a few square inches’ area. Yet even in those primitive times there was talk of 70 pounds of downforce at maximum speed—enough to press the front tire down to banish “that floaty feeling” as aero drag, acting above the pavement, strove to blow the bikes over backward. Remember that electronic “wheelie control” can stop wheelies only by throttling back the engine enough to maintain front wheel contact. But aero downforce can do better. Randy Mamola was recently heard to say that when his “two-up bike” (used for impressing inexperienced movers and shakers) was equipped with wings, he could no longer wheelie at 100 mph. Lay persons think of wheelies as sensational, but as Valentino Rossi put it nearly 20 years ago, “The wheelie is the enemy.” When a wheelie begins, acceleration can rise no higher. As the front wheel rises, it takes less and less engine thrust to continue the process. High wheelies, therefore, do not indicate high performance. They indicate a mistake. What they mean is that the bike is now accelerating less quickly than when the front tire has barely lifted. Riders pull themselves forward with sheer arm strength to keep the front down, allowing a bit more throttle to be used. The racebikes of today carry their engines and riders far forward—a contrast to days gone by when engines were set back against the rear tire, and rider seat backs were directly above the rear axle. Now, aero downforce can help as well. If downforce from “stubble winglets” was indeed 70 pounds at 210 mph, then at a corner exit speed of, say, 80 mph it would be only one-seventh as great, or 10 pounds, and at 60 mph, one-twelfth as great, or less than 6 pounds. These small amounts will have some wheelie-suppressive effect, but not a lot. But if we now imagine that today’s much larger slotted airfoils produce 200 pounds at top speed, we are looking at more like 30 pounds of downforce at 80 mph and 17 pounds at 60 mph. These larger downforce numbers will allow the rider to open the throttle more as he begins to accelerate, and that early acceleration provides extra speed that satisfies former Rossi crew chief Jeremy Burgess’ question: “Which would you rather have? Extra speed off of each of twelve corners? Or a small increase in top speed at the end of the one straightaway? Aprilia’s large front foil is paying dividends, Maverick Vinñales finished second in Sunday’s full-length race. (Aprilia/)Just as in F1, it takes power to drive aero devices. How much? Let’s again imagine 200 pounds of downforce at 210 mph. If the ratio of lift to drag of our wing system is 8-to-1, that’s 25 pounds of drag. Because 1 hp equals 550 ft.-lb. of work performed per second, and because 210 mph is 307 ft./sec., we have (25 x 307)/550 = 14 hp. In the case of F1, hundreds of horsepower are used to drive the aero package. Others have mentioned that at high speed, that loss could be somewhat reduced by lowering the back of the bike, thereby reducing the wing array’s angle of attack by 2–3 degrees. I very much respect Marc Márquez for finding a way to qualify on pole. Those who work with riders know that they constantly run riding simulations in their heads and can be very analytical, but to turn Márquez’s dismal Friday into pole position a day later on the unrideable Honda required first of all working out how to do it, and then seamlessly writing it into his riding. Going faster results from devising something new that works. Not from grunting. As before when the Honda lacked acceleration, Márquez said this weekend, “…the only way to do the lap time is on the brakes. And we are braking so late. If you don’t brake late like this, you finish 10th, 11th, 12th.” When on lap 2 he felt the front lock: “Maybe the front was not fully up to temperature. I released the brakes and the bike went inside. I avoided Martín but made contact with Oliveira. “I have been penalized for that mistake with a double long-lap penalty that I completely agree [with].” Related: Ducati’s Jurassic Tail Márquez will miss the next race in Argentina, and will have long-lap penalties when he does return to racing. (MotoGP/)That penalty will be imposed in the next race in which he starts (he will miss Argentina next weekend because of hand surgery necessitated by the crash). Both Jorge Martín and Miguel Oliveira were DNF at Portimão as a result of Márquez’s error. It is strange to me that so many people are offended by the present aero revolution in MotoGP. Were aesthetes offended when splashing paddle wheels were replaced by submerged screw propellers? Did their stomachs turn when the open cockpits of aircraft were enclosed by transparent canopies? These were predictable evolutionary changes. Oliveira will also miss the next MotoG with tendon injuries that are not “amenable to surgery” according to the CryptoData RNF team. (MotoGP/)Right now there are two basic approaches to producing front downforce in MotoGP. Aprilia has chosen to use a full-width slotted airfoil at the level of the fairing nose’s “chin.” We might call this “the larger-wing-area approach.” Ducati, knowing that flow must accelerate to move around the bulbous fairing, has placed its airfoils in that flow, which moves faster than the motorcycle. We can call this “the velocity approach.” Bagnaia was delighted with his win. “My team and I did a great job during testing, so the bike setup was already pretty much defined at the beginning of the weekend.” Last year, riders on the previous year’s bike had the benefit of its mature setup, while riders like Bagnaia on the new Ducatis were at some disadvantage until their teams had worked through the learning process. It can be argued that this allowed Fabio Quartararo and Yamaha to pull ahead in the first half of last season. Yamaha remains at disadvantage: “It’s not just that the Ducatis are on another level. We have a completely different bike from the others and when the others lift their bike up [to accelerate} they have a completely different grip from ours. “Because even if we get close [we can’t stay with them long enough] to try and prepare to overtake. For me that’s the main problem.” We’ll get the next dose of MotoGP reality at Argentina, starting this Friday. Source

EFuels only put back into the atmosphere what they took out of it in the first place, making them climate neutral. (Bosch/)You might think that an argument about cars, taking place thousands of miles away and concerning rules that won’t come into force for over a decade, would have little impact on the future of motorcycling. But the outcome of a spat between the European Union and one of its key members, Germany, could be key in providing a lifeline for the internal combustion engine (ICE) for decades to come. Like governments all over the globe, the EU has been wrestling with the problem of hitting targets to cut the emissions of greenhouse gases, most notably CO2. Road transportation has been something of an easy target, and the EU’s initial proposal was to ban the sale of non-zero emissions cars from 2035—essentially eliminating the internal combustion engine and focusing purely on battery-electric vehicles. While motorcycles weren’t specifically included in the plan, in the EU two-wheeled emissions limits have tended to mirror those for cars, so the writing was on the wall. Indeed, in the UK—recently departed from the European Union but still using the same emissions rules—has already proposed the end to sales of ICE-powered motorcycles in 2035, with a deadline for smaller-capacity (sub-125cc) bikes set even sooner, at 2030. Related: Motorcycles, Fuels, and Climate Neutrality While electric cars are proving to be increasingly competent in terms of performance and range, they remain expensive, and it’s proving even harder to make electric motorcycles that can match the yardsticks set by piston-engine machines. Germany—home of much of Europe’s car industry—has been pushing for a change in the EU’s plan, opposing the initial proposal. While sticking to the goal of being carbon-neutral, Germany’s government—a coalition of Greens, Social Democrats (SDP), and the libertarian, business-focused Free Democratic Party (FDP)—wanted exemptions for combustion-engine cars burning synthetic eFuels. Now the EU has relented, and agreed to allow eFuel-powered, combustion-engine cars to be sold after 2035, provided they run purely on eFuels that are made using carbon-neutral processes. EFuels are created using carbon captured from the atmosphere combined with hydrogen to create liquid hydrocarbons that can be brewed to act as “drop-in replacements” for gasoline or diesel. Provided the carbon is captured from atmospheric CO2 and the hydrogen is “green” (i.e., electrolyzed from water using renewable sources for the electricity used in the process) then the resulting eFuels are climate-neutral. The CO2 emitted from burning them is equivalent only to the CO2 that’s extracted to make them in the first place. The benefits include economic ones for vehicle makers—if eFuel becomes widespread, they won’t have to throw away a century of ICE-making experience and technology—but with true drop-in replacements for gasoline, there’s also the potential to make all ICE vehicles, old and new alike, carbon-neutral. Porsche and Siemens Energy have a pilot plant in Chile that’s producing eFuels. (Siemens Energy/)Related: Electric Racing It’s a technology that is already being productionized. Porsche, along with Siemens Energy, has been behind the development of a pilot plant in Chile (named Haru Oni) that’s already shipping eFuel, with a target of 130,000 liters per year at first, ramping up to 550 million liters (145 million gallons) per year by the end of the decade. It’s not the only example. There are several projects pursuing similar goals, and the rules set by the EU will inevitably influence the development of the technology and the investment made into eFuel. MotoGP is shifting to 40 percent eFuel next year and 100 percent eFuel in 2027, with F1 racing to adopt the same tech in 2026. But the biggest driving force behind eFuels is aviation. While convincing battery-electric cars already exist, the challenge of creating carbon-neutral airliners is much more difficult. Airplanes need energy-dense fuel, with as much power as possible packed into the smallest, lightest source, to be able to operate at all. Even the best batteries are many times less energy-dense than gasoline or jet fuel, and while hydrogen offers three times as much energy as gasoline when measured mass-for-mass, it’s much bulkier, even when compressed. Another graphic simplifying the process of converting CO2 into an eFuel. (Porsche/Siemens/)In many respects motorcycles are closer to aircraft than cars when it comes to the problem of adopting carbon-neutral fuel. Like planes, bikes need to be light, making battery power difficult. Also, neither has the extra space to carry big hydrogen tanks. And that’s why the EU’s decision to allow eFuel-powered cars beyond 2035 is important. It means that the projects to develop and productionize eFuels will be targeting road transport as well as aviation, and if there’s secure and affordable access to eFuel, motorcycle firms, which simply cannot make with current technology electric bikes that match gas-powered machines in terms of performance, range, and weight, will be able to use it as well. Related: Ducati MotoE Racer on Track KTM believes that electric bikes can only really replace motorcycles up to 250cc, anything beyond that will require eFuels in the future. (KTM/)There’s already plenty of interest in eFuels from motorcycle companies, and not just those without any electric experience. In fact, one of the biggest proponents of the idea is KTM, which has been making electric bikes for longer than most, having launched the Freeride-E 12 years ago. The Austrian company believes that electric bikes are only suited to replacing combustion-engine motorcycles up to around 250cc, and beyond that eFuel-powered combustion engines are the route to a green future. The EU’s agreement is expected to be finalized by the end of 2024, laying down a clear path for eFuel-powered road vehicles beyond 2035. Since much of the globe, including places like Japan and India, already have emissions laws that are drawn up to match those set in Europe, making it easier for manufacturers to make globally compliant models, there’s precedent to suggest that the direction the EU settles on will be one that the rest of the world follows. Source