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The Super Meteor 650 is Royal Enfield's flagship model. (Josh Shipps/Klings/Royal Enfield/)Royal Enfield’s Super Meteor 650 may be the most significant motorcycle to ever come out of India. Its classic styling, impressive performance, and excellent build quality exhibit where Royal Enfield has been, where it is, and where it’s going. The Super Meteor’s classic styling pays homage to the brand’s original cruisers such as the 1952 Meteor and 1956 Super Meteor. Its 648cc parallel twin maintains the thumpy character that we have come to love in the INT650 and Continental GT 650. And the impressive fit and finish of the Super Meteor 650 represents a new standard for Royal Enfield. The Royal Enfield Super Meteor 650 model lineup. (Josh Shipps/Klings/Royal Enfield/)2023 Royal Enfield Super Meteor 650 Overview The Super Meteor 650 is a retro-styled middleweight cruiser designed to be as accessible as it is functional, while delivering a relaxed stance. Starting MSRP is a class-best $6,999, but that’s the only thing “cheap” about this cruiser. Everything else is top-notch. Designed around Royal Enfield’s sweet parallel twin, the Super Meteor 650 slots nicely into the middleweight cruiser class, competing against models such as the Kawasaki Vulcan S and the Honda Shadow line. And even if it’s smaller in displacement and stature than the discontinued Harley-Davidson 883 Sportster, it is definitely a candidate for filling the void left by that American V-twin. The Royal Enfield Super Meteor in Astral Black ($6,999). (Josh Shipps/Klings/Royal Enfield/)The SOHC fuel-injected engine has a 78.0 x 67.8mm bore and stroke and four valves per cylinder working with a 9.5:1 compression ratio. The engine produces a claimed 46.4 hp and 38.6 lb.-ft. of torque. For reference, we had the 2022 Royal Enfield INT650 on the Cycle World in-house Dynojet 250I dyno last year and recorded 40.9 hp at 6,800 rpm and 37.4 lb.-ft. of torque at 5,100 rpm at the wheel. The Super Meteor 650 has a different intake and exhaust system that results in slightly different power delivery, says R-E, but we expect similar results on our dyno. Royal Enfield's 648cc parallel twin is full of character, thanks in part to its 270-degree crankshaft that gives the engine a 90-degree V-twin sound. Impressive low-end grunt is followed by strong midrange pull and solid high-rpm performance. (Josh Shipps/Klings/Royal Enfield/)The Super Meteor has an all-new chassis designed by famed British chassis specialists Harris Performance, owned by Royal Enfield since 2015. The tubular-steel frame helps achieve both a low center of gravity and a low seat height of 29.1 inches. Rake is 27.6 degrees, trail 4.7 inches, definite steps to the relaxed side from the Continental GT and INT 650′s 24.0/4.1 figures. The Super Meteor’s wheelbase is 59.1 inches, 4 inches longer than that of the Conti/INT. This all helps set the tone for the stance of the bike, increases stability, while the wheelbase in particular makes more room for a passenger. (Read Technical Editor Kevin Cameron’s story about wheelbase and chassis geometry here if you’d like to learn more.) Tires are 100/70-19 front, 150/80-16 rear, mounted to tubeless alloy rims. A nonadjustable 43mm Showa Big Piston inverted fork (the first used by R-E) provides 4.7 inches of travel and twin shocks with five-step adjustable preload offer 4.0 inches of travel. A set of tubeless alloy rims in conjunction with a centerstand are a testament to the Super Meteor’s sincerity as a long-distance cruiser. And with the addition of a windscreen, deluxe touring seat, and pillion backrest for the Celestial variant ($7,499), the Super Meteor 650 is tailor-made for cruiser touring despite its middleweight displacement. Whether your journey takes you across town or across the county, the Super Meteor 650 is comfortable for miles on end. (Josh Shipps/Klings/Royal Enfield/)Available safety equipment includes non-switchable ABS. No other electronic intervention or ride modes are present, maintaining a classic experience that is felt throughout the entire motorcycle. A retro-themed instrument panel utilizes an analog speedometer with a digital information screen displaying a fuel gauge, gear position indicator, tripmeters, and a clock. The Super Meteor 650 also features Royal Enfield’s Tripper turn-by-turn navigation pod. Riders can link to the navigation pod via Bluetooth through their smartphone. Further adding to the visceral feel of this Royal Enfield is a mechanical throttle cable that provides a solid, analog connection between rider and machine. The Super Meteor 650 is the first Royal Enfield motorcycle to receive an LED headlight. (Josh Shipps/Klings/Royal Enfield/) The Super Meteor 650 Tourer comes with a windscreen, deluxe touring seat, and a pillion backrest. (Josh Shipps/Klings/Royal Enfield/)The Royal Enfield Super Meteor 650 is available in three variants: Astral ($6,999), Interstellar ($7,299), and Celestial ($7,499). The Astral model comes in three color options (green, black, and blue). The Interstellar features a two-tone paint scheme in two colors (green or gray), and the Super Meteor 650 Tourer is available in Celestial Red or Celestial Blue and features a windscreen, deluxe touring seat, and pillion backrest. Adding to the bike’s iconic cruiser styling is the 4.2-gallon teardrop fuel tank with a metal gas cap. LED lighting, a first for Royal Enfield, is standard on all. Royal Enfield has a gamut of Genuine Motorcycle Accessories for the Super Meteor 650 which include the windscreen, the deluxe touring seat, the pillion backrest, and a range of other accessories including engine guards, footpegs, mirrors, and LED turn indicators. 2023 Royal Enfield Super Meteor Riding Impression The fit and finish of the Super Meteor 650 is like nothing we've seen before on a Royal Enfield. The craftsmanship is comparable to a Triumph motorcycle. (Josh Shipps/Klings/Royal Enfield/)Swinging a leg over the middleweight cruiser for the first time, the quality of the Super Meteor 650 becomes abundantly clear. From the cockpit, the fit and finish of this Royal Enfield is reminiscent of Triumph’s lauded detailing. The sparkle paint is deep, rich, and without blemishes. At the controls, the switch cubes are surrounded by plated aluminum and the levers are adjustable. Fire up the 648cc parallel twin and the rider is greeted with a soft rumble. The cable-actuated clutch has a great feel and a broad, easy-to-manage engagement range. Its pull is not overly strenuous but strong enough to deliver positive feedback. Royal Enfield’s Super Meteor 650 utilizes the same 648cc parallel twin as the INT650 and Continental GT 650. (Josh Shipps/Klings/Royal Enfield/)The 650 twin generates plenty of usable torque down low—essential for a cruiser. And, because it’s so readily available, riding a gear high is easy and you don’t sacrifice much get-up-and-go. Rev the engine out for passing, and the Super Meteor continues to perform. Running the engine high into the rpm range does not generate any uncomfortable buzzing and the power continues to pull. At one point on the ride, the Super Meteor 650 was traveling north of 90 mph and it easily could have gone more. As we made our way out of Dallas before entering the highway, the Super Meteor’s ability to cruise through town in any gear is impressive. Pulling away from a stoplight, I could short-shift up to fourth gear and cruise effortlessly at speeds as low as 20 mph. Clicking through the gearbox, the shifts are quick and decisive whether the clutch is used or not. On the Super Meteor 650 Tourer, the windscreen (available on Astral and Interstellar models through Genuine Motorcycle Accessories) provided plenty of wind protection for my body, but generated a lot of buffeting around my helmet. (Josh Shipps/Klings/Royal Enfield/)Traversing through the urban sprawl of Dallas, the suspension provides a stable, precise ride. The nonadjustable suspension settings (preload adjustment on the twin shocks) are taut which allows the bike to maintain a neutral ride despite external forces being applied to the chassis. Grabbing a handful of gas or brake does not make the Super Meteor 650 wallow or seesaw. The 43mm Showa Big Piston Fork offers plenty of holdup when contacting uneven surfaces and provides ample bottoming resistance. At the rear, the twin shocks are oversprung for a middleweight cruiser. Their stiff spring rate makes the shock ride up in the stroke despite being set on the lowest preload setting. Hitting unexpected bumps in the road can be jarring at the rear, popping my 125-pound frame out of the seat. Some may find this discomforting but I much prefer a bike to be too stiff than too soft. Cruising lakeside on the Super Meteor 650 in Astral Green. The British racing green paint color is fitting for a brand with so much lineage to the UK. (Josh Shipps/Klings/Royal Enfield/)Handling is relaxed and neutral, but if needing to make a quick maneuver, an aggressive input into the wide handlebar will quickly change the trajectory of the motorcycle. We did not find any twisty roads near Dallas, despite trying, but on freeway on-ramps, the Super Meteor 650 easily rolls onto the side of the tire and maintains its lean angle quite comfortably. Coming into corners, initiate the lean angle and maintain it with the throttle before mashing the gas and standing the bike up upon exit. If the roads stayed twisty, the Super Meteor would dance all day. Leaning through one of the few curves available on a backroad near Dallas. (Josh Shipps/Klings/Royal Enfield/)Traveling on straight roads, the Super Meteor 650′s open rider triangle is comfortable cruising for miles on end. Forward controls, a low seat, and a wide handlebar put the rider in a classic cruiser stance. Sit back, put your feet up, and let the time tick by; the only thing this cruiser needs for easier cross-country travel is cruise control. The ByBre brake system utilizes a single 320mm front disc with a twin-piston floating caliper. A 300mm disc with a twin-piston floating caliper slows the rear wheel. Both brakes feature a dual channel ABS system. Throughout our ride, we did not encounter any hard braking zones. But when testing stopping performance in a straight line, the brakes will quickly shed speed and with a hard enough pull the ABS system will activate. 2023 Royal Enfield Super Meteor 650 Conclusion The classic styling of the Super Meteor 650 gives the motorcycle a timeless appearance. (Josh Shipps/Klings/Royal Enfield/)The Super Meteor 650 is a benchmark for Royal Enfield moving forward. In this new middleweight cruiser, Royal Enfield has delivered a level of quality we have not seen from it before. It’s not just “good for a Royal Enfield.” Starting at $6,999, this classic cruiser offers quality craftsmanship, a versatile engine, comfortable ergonomics, and a three-year unlimited-mile warranty with roadside assistance. Any rider entering the middleweight cruiser market must consider the Super Meteor 650. The Royal Enfield Super Meteor 650 in Interstellar Grey ($7,299) features a two-tone paint scheme whereas the Astral models are solid colors. (Josh Shipps/Klings/Royal Enfield/) The Super Meteor 650 is by far the most stylish cruiser in its class. (Josh Shipps/Klings/Royal Enfield/)2023 Royal Enfield Super Meteor 650 Specs MSRP: $6,999–$7,499 Engine: SOHC, air/oil-cooled, 4-stroke parallel twin Displacement: 648cc Bore x Stroke: 78.0 x 67.8mm Compression Ratio: 9.5:1 Transmission/Final Drive: 6-speed constant mesh/chain Claimed Horsepower: 46.39 hp @ 7,250 rpm Claimed Torque: 38.57 lb.-ft. @ 5,650 rpm Fuel System: Electronic fuel injection Clutch: Wet, multiplate Frame: Steel tubular spine Front Suspension: 43mm inverted Showa Big Piston; 4.7 in. travel Rear Suspension: Twin shocks, preload adjustable, 4.0 in. travel Front Brake: 2-piston floating caliper, 320mm disc w/ ABS Rear Brake: 2-piston floating caliper, 300mm disc w/ ABS Wheels, Front/Rear: 19 in./16 in. Tires, Front/Rear: 100/90-19 / 150/80-16 Wheelbase: 59.0 in. Ground Clearance: 5.3 in. Seat Height: 29.1 in. Fuel Capacity: 4.2 gal. Claimed Weight: 531 lb. w/ 90% fuel & oil Contact: royalenfield.com Gearbox Helmet: Arai Regent-X Jacket: Spidi Garage Gloves: Spidi Garage Pants: Spidi J-Tracker Denim Pants Boots: Rev’It Grand Shoes Source

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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