Hugh Janus

The Meteor 350 is a charming small-displacement cruiser from the India-based brand. (Royal Enfield/)Ups Friendly mannersAll-day comfort from a well-padded seatTripper Navigation comes standardComforting three-year, unlimited-mileage warrantyDowns Poor engine and braking performanceSoft suspension settings soak up bumps well enough, but the bike is not capable of being pushed as hard as its competitionUntidy fit and finishVerdict The Meteor 350 is a simple, humble cruiser that helps build confidence in new riders with its approachable single-cylinder engine. Its performance figures may not be the most inspiring, and overall build quality could use refining, but the little Meteor isn’t meant to be a power cruiser. This bike is designed to take you where you need to go comfortably and simply with its built-in navigation system leading the way. Overview The Meteor 350, introduced to the American market in 2021, is the most recent addition to the small-displacement cruiser market. A mild-mannered 349cc air/oil-cooled single-cylinder engine sits below a large, bulbous tank that’s a throwback to bikes of yesteryear, but the bike does have modern touches, with its Tripper Navigation system and front/rear ABS. Comfortable ergonomics and relaxed handling make this bike appealing to riders who want a comfortable machine for putting around town. The Meteor may not have the performance or refinement offered by other bikes in the segment, but it invites riders to relax and enjoy the ride. Comfort is king. Relaxed ergonomics and a flat seat make the Meteor 350 a great choice for all-day cruising. (Royal Enfield/)Updates for 2022 There are no updates for the 2022 model. Pricing and Variants The 2022 model MSRP ranges from $4,649 to $4,799, depending on which of the seven colors is chosen. Stellar and Supernova colors come with a passenger backrest. Competition The Honda Rebel 300 and Yamaha V Star 250 are also small-displacement cruisers featuring user-friendly performance at low cost. Riders will find that the Rebel 300 and V Star 250 will offer more performance than the Meteor 350. Outright horsepower may be lacking, but a flat torque curve and quick run to peak torque make up for it. (Royal Enfield/)Powertrain: Engine, Transmission, and Performance The mellow air-/oil-cooled single in the Meteor is exceptionally easy to come to grips with. Its 17.9 peak power and 18.2 lb.-ft. of torque are not staggering by any means, but peak torque is delivered at 2,800 rpm, and 90 percent of the engine’s torque is delivered at just 1,800 rpm. That immediate torque and flat torque curve make the Meteor 350 an easy bike to ride from stoplight to stoplight, with plenty of grunt to get off the line and have a little fun. During freeway rides we noted a max speed of 70 to 75 mph, so the bike may struggle to keep up with faster traffic. Although it has a modest top speed, at least it doesn’t feel like it’s struggling; the balance shaft does a fantastic job eliminating most engine vibrations. The meaty clutch lever is relatively easy to pull. However, finding the engagement point is not as simple. A heel-toe shifter gives the rider different shifting options for clicking through the five-speed gearbox. Handling The Meteor’s handling and relaxed rider triangle are what make it an easygoing cruiser. A rigid chassis offers stability and a confidence-inspiring ride at city and moderate highway speeds. A 41mm fork keeps the bike on the intended line while twin tube emulsion shocks with soft settings soaking up imperfections. Although there is some wallowing at the rear end, and that softness limits how hard the bike can be pushed in turns, overall ride comfort is there. The Rebel’s power-to-weight ratio of 25 hp to 372 pounds make it capable of being pushed harder than the Meteor’s 17.9 hp to 421 pounds. Tip-in feel on the 350 is great, but you rarely find yourself wanting to go fast enough to need any real lean angle. The Meteor is available in seven different colors including Stellar Blue, shown here. (Royal Enfield/)Brakes A ByBre two-piston caliper and 300mm disc serve as the front end’s braking system while a ByBre one-piston caliper and 270mm disc are used out back. Mushy feel at the lever and a noncommunicative rear brake pedal don’t help the Meteor’s poor brake performance. When the Meteor went through our performance testing, 60–0 test results gave us a 158.8-foot stopping distance, a whole 17.5 feet longer than the Rebel. Fuel Economy and Real-World MPG The Meteor 350 has an impressive CW-measured fuel economy of 60.1 mpg. A large-for-its-class 4.0-gallon tank means many miles before a fill-up is needed. The bulbous tank is big, but does not intrude on the rider’s personal space. (Royal Enfield/)Ergonomics: Comfort and Utility One area where the Meteor 350 stands out is comfort; the Royal Enfield feels more plush than Honda’s Rebel 300. The seat is wide and cushy and the riding triangle is more neutral. Reach to the bars is relaxed and the foot-forward peg position is casual. Seat height is also short-rider-friendly at 29.7 inches. Electronics Tech on the modest Meteor includes ABS, electronic fuel injection, halogen headlight with LED light guide, and an LED taillight. To have a navigation system standard in an under-$5K motorcycle is impressive. This little screen connects to the Royal Enfield app to provide directions from point A to point B. The screen is clear and easy to read. An analog speedometer has an LCD screen within, for added info. The Meteor’s under-$5K MSRP and mild manners are characteristics that beginners can love. (Royal Enfield/)Warranty and Maintenance Coverage The Meteor comes with an impressive three-year unlimited-mileage warranty. Quality The Meteor does not have the most tidy fit and finish. Sloppy wiring is evident, and overall quality control is clearly lacking, with hardware loosening up during rides. This Royal Enfield does nail a classic retro look, but that shouldn’t have to come with obvious sacrifice. 2022 Royal Enfield Meteor 350 Claimed Specifications MSRP: $4,649–$4,799 Engine: 349cc, SOHC, air-/oil-cooled single Bore x Stroke: 72.0 x 85.8mm Transmission/Final Drive: 5-speed/chain Cycle World Measured Horsepower: 17.86 hp @ 6,070 rpm Cycle World Measured Torque: 18.21 hp @ 2,800 rpm Fuel Delivery: Electronic fuel injection Clutch: Wet, multiplate Engine Management/Ignition: N/A Frame: Twin downtube spine Front Suspension: 41mm telescopic fork; 5.1 in. travel Rear Suspension: Twin tube emulsion shocks, preload adjustable; 3.5 in. travel Front Brake: 2-piston floating caliper, 300mm discs w/ ABS Rear Brake: 1-piston floating caliper, 270mm disc w/ ABS Wheels, Front/Rear: Alloy; 19 in. / 17 in. Tires, Front/Rear: 100/90-19 / 140/70-17 Rake/Trail: 26.7º/4.3 in. Wheelbase: 55.1 in. Ground Clearance: 6.7 in. Cycle World Measured Seat Height: 30.1 in. Fuel Capacity: 4.0 gal. Cycle World Measured Wet Weight: 421 lb. Contact: royalenfield.com Source

There is no question that Moto Guzzi’s V100 Mandello turns a new page for the 100-year-old company. The bike is fully modern from the wheels up. (Milagro/)Moto Guzzi, one of the oldest and most historic Italian motorcycle manufacturers and one of the longest surviving worldwide, turned 100 years old in 2021 and is determined to continue its legacy in style. CEO Roberto Colaninno told his engineers that he wanted to celebrate that centenary milestone by building a completely new and extremely memorable motorcycle, one that would take the company into its next century. That meant that this new bike would have to be powered by an all-new engine, as emissions regulations continue to tighten, especially in Europe. So back in 2019, Moto Guzzi began work on the V100 Mandello and its compact-block, longitudinally mounted twin, continuing with some of the ideas Dr. Federico Martini prototyped a decade earlier when he first worked on a modern design for the future. This design would incorporate liquid-cooling, a feature that has been a long time coming at Guzzi, and was also an opportunity for the company to embrace advanced electronics and engine management. Being a part of the Piaggio group, which bought Guzzi in 2004, has massive benefits; Moto Guzzi shares R&D space with Aprilia and its MotoGP race-winning team and engineers. There is no shortage of technological know-how inside the campus at Noale, Italy. The roads around Lago di Santa Croce just north of Noale, Italy, were the ideal place to get a feel for the new V100. (Milagro/)The passion around the Piaggio group is infectious, and Moto Guzzi’s team was fully up to the task of creating something very special. Although the engine at the heart of the V100 is arguably the bike’s greatest attribute, that wasn’t enough for the team; the bike needed something else to make it stand out against the sea of motorcycles currently on the market. The team decided to pursue semi-active aerodynamics, not for the motorcycle but for the rider and passenger; this is something that has never been brought to market before. Additionally, it was well understood that Guzzi’s traditional customers still expect the brand to deliver its unique character. Even at a glance, there is no doubt that the V100 Mandello is a Moto Guzzi, but it's an all-new animal from the ground up. (Milagro/)The team decided that this new engine would power a sport-tourer, although the designers like to think of this bike as a roadster with fairings. The goal was for a light, nimble bike that could easily serve as a tourer, but was more focused on being an enjoyable sport machine for the type of real-world riding that most people actually do. The pursuit of maximum horsepower and performance could be left to stablemate Aprilia and its racetrack-focused sportbikes; the engine’s usability, flexibility, and power delivery would be the focus for the V100. This aligns perfectly with the character that Guzzi powerplants have delivered over the years; rich with torque, the pulses of big twin pistons thumping in front of the rider’s knees. Since that’s what customers expect, the goal was to make sure that the Guzzi feel and personality remained intact while making the bike contemporary. Aerodynamics It shouldn’t necessarily come as a surprise that perhaps the single most unique feature on the V100 is its rider aerodynamics. One only need walk a few yards inside the R&D building to stumble across the fighter-wing-endowed RS-GP MotoGP weapons of Aleix Espargaró and Maverick Viñales sitting in the race shop and see the route that Aprilia has gone with its downforce-generating racers. In the case of the V100, the purpose is completely different; instead of manipulating the air in an effort to keep near-300 hp racebikes from lofting the front wheel, the V100′s goal is added comfort for the rider and passenger. Unfortunately for Guzzi fans, these new aero features are no longer developed in the company’s Mandello del Lario wind tunnel at Lake Como. That facility still exists, but the ancient wind tunnel is no longer up to the task of helping to develop modern motorcycles. The V100’s winglets deploy from the top front sides of the tank/airbox cover. (Milagro/)As far as we know, and according to Moto Guzzi, the speed-regulated winglets that deploy from the top front sides of the fuel-tank/airbox cover are an industry first on a production motorcycle (note that the motorcycle we tested was still in prototype form, though said to be very close to production ready). As rider comfort is the goal, the winglets pivot outward to roughly a 30-degree angle to bend airflow around the lower torsos of the rider and passenger, leaving upper torso protection up to the rider-controlled electronically adjustable windscreen. The winglets are active in two of the four of the bike’s ride modes, namely Tour and Rain. The speed at which they are deployed is adjustable, with a minimum speed set at 70 kph (around 45 mph). In the two other modes, Sport and Road, the wings remain snugged up against the tank. Engine If the aero winglets walk a razor’s edge between marketing gimmicks and functionality, that definitely can’t be said of the engine. With a host of engineers who have spent years trying to extend the life of the air-cooled engines in the product line, backed by all the modern tech at the R&D campus, creating a fully modern interpretation of the longitudinal-mounted twin wasn’t as tall an order as one might think. Even at a glance, you can see how much more compact the V100’s brand-new liquid-cooled engine is front to back. (Milagro/)As mentioned, liquid-cooling was mandatory to help meet the efficiency and therefore emissions requirements of Euro 5 and beyond. An interesting note, for those who will decry the departure from the tried-and-true air-cooled lump: Piero Soatti, head of motorcycle engineering, told Cycle World that getting one of the company’s air-cooled engines to meet emission standards now requires four (!) expensive, heavy catalytic converters. The water-cooled V100 requires only a single under-engine unit. As the bike and engine have yet to be homologated, details aren’t quite finalized; therefore, getting firm answers on some of the specifications was not possible. The engine’s appearance is undeniably familiar, its silhouette instantly recognizable, but internally it’s entirely new. The short block engine is significantly more compact front to back than the air-cooled engines (4.05 inches shorter, to be exact) and also features wet-sump lubrication, a wet clutch with assist and slipper functions, and a more compact six-speed transmission. Bore and stroke measure 96mm by 72mm for a displacement of 1,042cc. The valve gear has chain-driven double-overhead cams with finger followers actuating four valves per cylinder. Induction is handled by a pair of 52mm throttle bodies with single injectors residing under the throttle plates. Power output is a claimed 115 hp and 77.5 lb.-ft. of peak torque at 9,500 rpm. That’s about all we’ve been able to extract from Moto Guzzi on the technical specifications. Chassis In the case of the V100, the engine has largely dictated how the bike’s chassis was destined to perform. Not only is the engine a stressed member that combines with the steel trellis frame, but the fact that the new mill is a full 4 inches shorter has allowed for a much more compact 58.1-inch wheelbase. This in turn also allowed the ultralong shaft-drive/single-sided swingarm and its pivot to be optimized to the ideal angle that engineers wanted, delivering the best suspension performance from the cantilever shock. Interestingly, the bevel drive off the engine to the driveshaft falls just short of 90 degrees at an 87-degree angle, in an effort to accommodate the fat (and beautiful) rear wheel and 190 section rear Pirelli. The Öhlins Smart EC 2.0 shock is mounted to a long shaft drive/single-sided swingarm. (Milagro/)The prototype we had at our disposal for the day was the upscale S model, which will feature Öhlins Smart EC 2.0 semi-active suspension front and rear. This system will have rebound and compression damping managed by the system and manually adjustable rear spring preload, with no provisions for preload adjustability up front. Like many other bikes using this system, the selected ride mode determines the damping, from the plush Tour and Rain to the more taut Road and Sport. The base model will feature Kayaba manually adjustable units front and rear, which should help reduce the price of that version by roughly $3,000; note that no official pricing has been set for the V100 yet. Both the base and S models will have the same radial-mounted Brembo monoblocks with twin 320mm discs up front and a 280mm disc out back. Those sexy cast aluminum wheels are mounted with Pirelli Angel GT II tires in 120/70-17 up front and 190/55-17 on the rear. Electronics Part of the modernization of the V100 is the bike’s fully up-to-date, six-axis-IMU powered electronics. This gives the bike all the features such systems allow, the IMUs helping manage lean-sensitive ABS and traction control via ride-by-wire throttle management. Multiple ride modes and cruise control round out the features, but we wonder where the radar-assisted active cruise is on this flagship model. The rider interface is handled by an Aprilia sourced full-color 5-inch TFT display, and control pods on the left and right handgrips allow the rider to scroll through the menus and modes. The display allows riders to set custom parameters for traction control, engine-braking, and ABS, while also setting the speed at which the aero wings deploy. It also allows access to the controls for the electronically adjustable windscreen on the fly, and for the standard heated-seat settings (on the S model) or the optional heated grips. Riders can scroll through all of the bike’s vitals on the clean, well-thought-out display. The S model will also have an up-and-down quickshifter and smartphone connectivity (but no Apple CarPlay or Android Auto integration) as standard. The all-LED lighting includes front running lights that mimic the Guzzi eagle’s silhouette. The 5-inch TFT display is borrowed from Aprilia and has a well-designed, intuitive set of menus for configuring ride modes, controlling accessories, and linking to a smartphone, all while providing all the necessary bike info. (Blake Conner/)Riding Impression When Cycle World was invited for this exclusive first test of the V100 Mandello, we really didn’t know what to expect. We met with the engineering and marketing teams in a conference room on the Noale campus, and just outside the door sat an early prototype of the V100 Mandello that was shown at EICMA during Guzzi’s 100th anniversary last year. That bike had all the polish and finish that a show bike needs, but was undoubtedly far from production ready. Who better than to spend the day riding with than Moto Guzzi’s head of motorcycle engineering, Piero Soatti. (Milagro/)Our guide for the day would be Piero Soatti. The head of Aprilia engineering rolled out a rough and worn working prototype adorned with all sorts of sensors, external wiring, and data ports; he’d be riding that for the day. Then out of the same garage door rolled the V100 testbike. The first impression was that the bike looked like anything other than a prototype; the immaculate paint and overall fit and finish seemed to indicate that the V100 Mandello is extremely close to being ready for production. Although not all of the finishes and details on the bike you see here in the photos are finalized, it is very close, and we can confirm that this is one of the colors that will be available. Prototype motorcycles in Italy roll with a special license plate similar to the Prova plates that can be seen on Ferrari test cars around Bologna. (Milagro/)Our ride would incorporate a bit of everything, with urban and autostrada on the way to the hills around Lago di Santa Croce at the base of the craggy Dolomites, and would total about 170 miles. Climbing on and thumbing the starter brought the familiar throb of a Moto Guzzi twin; Guzzi design goal No. 1 had been met. It took only a few blocks to determine that our ride was going to be spirited in a way that only Italians seem to know how to deliver. No time for familiarization, just slam it into the first roundabout and hope that the bike was sorted and ready for a good thrashing. Working our way through the industrial jungle of Noale toward the autostrada was a useful way to gather our first basic impressions. The vibration typical of an idling Guzzi quickly disappeared into smooth heaps of always-available torque. There was a revvy, fun sweep of the digital tach as revs leapt toward the 9,500 rpm mark. The engineering team had obviously gone to great lengths to quell vibes via rubber-mounted footpeg brackets and dampers on the engine mounts. Our prototype was still awaiting some software updates for the shifter, so the auto-blip downshift function was disabled, but that didn’t ruin the fun of ripping off quick upshifts as we blasted out of roundabout after roundabout and on to the autostrada. For comparison sake, the V100’s 58.1-inch wheelbase is a full 2 inches shorter than the BMW R 1250 RS, its natural competitor, giving the Guzzi crisp yet stable turn-in and handling. Also, note the Guzzi eagle-shaped running light. (Milagro/)After grabbing our tickets at the toll booth, we blasted onto the autostrada as if it was the warmup lap at a Grand Prix. Straight into the left lane with authority at 110 mph, only to have to occasionally duck back into the middle lane as even more spirited drivers jammed up our tailpipes in Audi and BMW wagons, hell-bent on getting the kids to school at 100-plus mph. I love Italy. The autostrada offered the perfect opportunity to evaluate the effectiveness of the aero wings. At midmorning, the temperatures hadn’t risen too high yet, but after cycling through the deployment and retraction of the winglets a few times, we determined that their effect could definitely be felt, if in a very subtle way; there wasn’t much in the way of buffeting in the first place, but there was an impression of smoother airflow at waist level when the wings were out. More noticeable than any big change in airflow was a change in temperature around the lower torso. It would have been extremely interesting to ride the bike in the rain, to evaluate the wings’ ability to protect the rider and keep water from soaking the rider’s lap. Combined with the small adjustable windscreen, wind protection was quite good. It will be interesting to see if Guzzi offers a slightly taller optional screen for those wanting a bit more protection. The pocket behind the screen was nice, but for long days in the saddle we’d want the option to block just a touch more wind. Not only does the high ADV-style handlebar give the rider lots of leverage, but places hands and arms at a comfortable height for all-day riding. (Milagro/)After exiting the autostrada, we headed onto some smooth and flowing roads that led toward the base of the Dolomites. This is really the V100′s happy place; in third- and fourth-gear sweepers the bike is remarkably composed and stable. Smooth pavement, rough patches, what have you; road surface didn’t seem to make a difference at all. The Öhlins suspension just flowed over it all with total confidence in any mode. Here, we really liked the compromise of Road or Tour modes, which have a bit more forgiving suspension damping. We also really like the logic Moto Guzzi chose with the mode settings. All four provide the same power output, but the delivery becomes less aggressive as the rider works their way down from Sport to Rain, while also altering TC, ABS, and compression-braking strategies to suit. We love fast sweepers as much as anyone, but we really came to appreciate the V100′s handling when we finally got into some extremely tight and twisty sections. We shot some photos on a road that was ideally suited for a supermoto bike, and we really put the bike’s front end through the grinder. Hairpin turns that doubled back on themselves not only tested the bike’s turn-in, but heading back down into the tight decreasing-radius hairpins put a huge load on the front tire when trail-braking in and praying to not tuck the front. The bike flicks in with amazing ease, thanks partially to a ton of leverage provided by the upright ADV-style handlebar, but the lean-sensitive ABS and excellent Brembos also gave total confidence. On a road like this, getting back on the throttle can be very telling: Will the bike get upset when riders try to pick the bike up smoothly on the throttle? Despite being in prototype form, the fueling and response were very satisfying; combined with the seemingly unflappable chassis, that made this stupid-tight road a total blast on a bike that doesn’t look like it stands a chance to impress in that environment. The bike is reminiscent of Honda’s VFR800 or Ducati’s ST2 or ST4, lightweight and sporty bikes with more upright ergonomics. If you can’t have fun running roads like this on the V100, hang up your boots. The V100’s seat was very comfortable on the daylong ride; the mechanism for attaching the optional saddlebags by unlocking the pillion seat, sliding the bag’s posts into their slots, and then clicking the seat back down to lock the bag is super slick. (Milagro/)Eventually, reluctantly, we headed back down the hills toward the autostrada. We were already beginning to appreciate the bike’s comfortable seat, upright riding position, and a footpeg location which puts your knees at a nice sporting bend without becoming torturous after long hours. We didn’t have the opportunity to ride with the optional saddlebags attached, but we appreciated their slick method of attachment. The rider simply unlocks the rear seat and then slots the bag into the sides. When the seat is clicked back down, the bags are locked in place in a clean, secure manner. With those attached, it would make a really fun bike to take for a week of conquering Alpine passes. Why not try to do them all? The saddlebags integrate well with the V100’s styling. (Milagro/)Conclusion After spending two days with this Moto Guzzi alongside the people who made it a reality, it’s clear that they’re aware the V100 is the motorcycle that will define the company’s future. In that regard, the V100 Mandello’s platform debuting as a sport-tourer is an interesting choice; it’s a relatively small segment compared to adventure bikes, for example, so why not launch where the sales are? A sport-tourer is perhaps more aligned with the company’s traditional road-going history. Guzzi in fact said it was aiming to build a roadster in keeping with the Griso and other not-faired machines but it morphed into the bike you see here as they sought greater utility and flexibility, including the opportunity to debut active, comfort-enhancing aerodynamics for rider and passenger. Italians are passionate about domestically manufactured products. Everywhere we stopped, locals wandered over to check out the V100 and ask questions. (Milagro/)As trends change in motorcycling, manufacturers are more and more apt to build platforms that allow them to produce many styles of motorcycles. Which leads us to a question: What else will this brand-new engine power? The most obvious is an adventure bike. When the question was put to the Guzzi staff, they of course smiled and declined to comment. But Guzzi clearly understands the modern market. In our opinion, it would be insane not to release an ADV bike powered by this excellent engine. We’d even go out on a limb and say we can expect such an announcement from Guzzi later this year at EICMA. Related: 100-Year Celebration: Moto Guzzi Museum Reopens As for the V100 Mandello, there are only a few minor details to iron out, primarily on the software side, before it’s ready for prime time. Pricing has yet to be set, but it will most likely come in well below $20,000 for the S model; knock perhaps another $3,000 off of that for the base model. If Guzzi pulls it off, this represents a good value for the performance and features offered. With any luck, this new platform is not only a sign of things to come for one of the oldest brands in the world, but the beginning of another successful century for Moto Guzzi. Gearbox: Helmet: AGV Corsa R Jacket: Alpinestars Altamira Gore-Tex Pant: Alpinestars Alu Denim Gloves: Alpinestars Celer V2 Boots: Alpinestars J-6 Waterproof Source

Honda is adapting its ADAS (advanced driver-assistance system) to motorcycles. (Honda/)Back in April of last year, Honda announced a seemingly impossible target: by 2050 the company wants zero traffic-collision fatalities involving Honda motorcycles and/or automobiles globally. Its 2022 Sustainability Report fleshes out that plan—explaining how a combination of technology, communication, and education is being pursued to achieve the goal. We’ve recently seen that Honda is plowing R&D cash into rider-assist technology, developing ways for motorcycles to adopt the sort of collision avoidance that’s becoming increasingly common on four wheels, but that’s only one aspect of the strategy to cut the tie between motorcycling and risk. Honda’s initial plan is to halve traffic fatalities involving its vehicles by 2030 (compared to 2020′s figures). Understandably, the low-hanging fruit will be picked first, so cars are the initial focus, gaining ever higher levels of collision-avoidance technology based on the existing Honda Sensing system. That tech is already being developed toward “Level 3″ autonomy (where cars will be able to operate autonomously in certain circumstances with a driver at the wheel but not required to constantly supervise the car’s actions). Although it’s car tech, there’s a knock-on effect for motorcyclists since the future developments of this idea will aim to eliminate human error on the part of drivers. For riders, that vitally means the days of cars pulling into our paths are numbered. Honda’s plan includes the introduction of a motorcycle-specific detection function in its future ADAS (advanced driver-assistance system) for cars. It’s sensible to put the initial focus on automobiles rather than motorcycles. It’s easier to add computer controls to the steering, acceleration, and braking of cars, which also make up a much larger proportion of traffic in most markets. What’s more, their drivers are less likely to be attentive and enthusiastic than motorcyclists. If you’re reading this, the chances are you’re interested not only in getting from A to B but doing it in a way that involves skill and concentration—and that’s half the battle won already. Honda recognizes that, too, and wants to put new focus on training, particularly in emerging countries, and says that in 2021 it provided traffic education to 1.24 million people in Asia. The firm has also created car, motorcycle, and even bicycle simulators to help with that training. But to make the leap to zero fatalities there needs to be a focus on technology, and for that the key will be a combination of AI-powered “Intelligent Driver-Assistive Technology”—a future development of the sort of lane-keeping, auto-braking, auto-steering, and driver-alert systems already used in cars and being adapted for motorcycles at the moment—and the company’s planned “Safe and Sound Network Technology.” Computing power and networking are the keys to predicting potential causes for accidents before they happen, then warning the rider, and only intervening when necessary. (Honda/)The artificial-intelligence system is intended to monitor drivers (and eventually riders when the tech is applied to motorcycles) using on-board cameras and sensors to learn their behaviors and predict errors before they happen while providing warnings. That means that while the technology will exist to intervene in an emergency, the first step is to alert road users to risks and give them a chance to react themselves. The hope is that these systems will be introduced into cars in the second half of this decade, and since human error is the cause of 90 percent of traffic collisions, bringing it to an end will be a huge step toward Honda’s goal. The Safe and Sound Network Technology is a further development of the idea of predicting accidents before they happen. It will involve adding a communication system that allows vehicles to talk to one another, so when AI predicts that one driver or rider is likely to make a risky move, traffic around him can be alerted as well. Honda sees the system using on-board and roadside cameras and relying on smartphones to channel data to a server that can then predict traffic movement in real time, simulating events that could happen and providing early warning of risks it identifies. The smartphone aspect means that even pedestrians could be included in the analysis and be warned of dangers. Honda sees this system being implemented after 2030. Testing is now underway with the aim of creating a global set of standards for the technology in the latter part of this decade. It’s positive to see that while Honda is relying heavily on technology, the firm isn’t set on removing control from drivers or riders. The focus is on providing early warnings rather than interventions, enhancing safety without restricting freedom, and we can get behind that. Source

Georg Martin and Hans Muth shown with their latest creation, the R nineT RS. (Darren Jackin/)Hans Muth isn’t one to sit still. Almost 50 years after he brought us the original R 100 RS, the master has joined forces with Georg “Schorsch” Martin, a BMW dealer and custom builder in Bavaria, for a collab they call the “TwinM Projekt” (Martin + Muth). The two previously worked on an R 90 S-inspired version of the R nineT; their latest effort is the R nineT RS. The TwinM Projekt is way more than just tacking an old fairing onto a new bike—it’s about marrying the spirit of the original with modern running gear. (Darren Jackin/)Muth calls himself the “spiritual director,” and Wolfgang Spieß is cast as the “all-around tinkerer.” The effort is part of a larger concept: Exploring the spirit of BMW’s iconic two-valve airheads of the 1970s and 1980s, such as the R 90 S and R 100 RS, and bringing them up to date with a modern BMW engine/chassis package. Muth’s concept drawing of the R nineT RS. (Darren Jackin/)The R nineT RS combines a fairing and other design elements from the original R 100 RS with a modern BMW R nineT engine and chassis. Muth notes that the “Mono plus seat and tailsection required a new execution, guided by the original but revised for the R nineT’s proportions. Informed eyes will note blue-anodized front-brake calipers, just like those on the original bike. Muth calls it an RS in mind and soul: Handwerk trifft Kreativität wie auch Ikone trifft zeitgemäßes Engineering, craftsmanship meets creativity; an icon meets modern engineering. He also notes that, as with the original, the bike is a collaborative social product of enthusiasts working together, designed without CAD and built without robots. Can you ride one? Muth says there’s always a potential for a limited edition. We suspect the line would be long for a R nineT RS TwinM Projekt limited edition. (Darren Jackin/) Source

Harley-Davidson recently launched its brand-new Enthusiast Collection, which for the inaugural year features two G.I.-themed models: a Pan America 1250 and Tri Glide Ultra. (Harley-Davidson/)If there has ever been a brand that understands and appreciates its customers, it’s Harley-Davidson. Dyed-in-the-wool doesn’t even begin to describe the dedication that Harley’s customer base feels about The Motor Company. However, that relationship is a two-way street, and this week Harley-Davidson announced its Enthusiast Collection, a new series of special-edition motorcycles that will be released annually to celebrate and commemorate the riders who have helped make the company what it is today. The inaugural series is called the G.I. Enthusiast Collection and consists of a Pan America 1250 Special and a Tri Glide Ultra each with exclusive paint with a military theme. “The Enthusiast Collection motorcycles are inspired by Harley-Davidson riders and their unique stories,” explained Jochen Zeitz, chairman, president and CEO Harley-Davidson. “Harley-Davidson is proud to launch this program with the G.I. Enthusiast Collection, which honors the legacy of Harley-Davidson riders who have served or actively serve in the U.S. Armed Forces.” Two US veterans, and longtime Harley-Davidson customers, were singled out to be honored during the launch. Medal of Honor recipient from the Vietnam War and veteran issues activist Gary Wetzel and US Army and Iraq veteran Brian Critton, who also serves veteran’s organizations like the Wounded Warrior Project, will each be awarded G.I. Enthusiast Collection models. Each of the 2022 G.I. Enthusiast Collection models are painted in a brand-new color exclusive to these two models. “The new Mineral Green Denim Deluxe paint pays homage to the Olive Drab paint used on Harley-Davidson WLA models,” said Brad Richards, Harley-Davidson vice president of design. “This color features a metallic effect resulting in a subtle gold highlight, allowing the color travel to be more dramatic and show off the shape of the surfacing. “The tank graphic celebrates the iconic white five-point star, which was used during WWII on military vehicles,” Richards added. “The tank graphic also features a stenciled ‘H-D’ and a location of Milwaukee, Wisconsin abbreviated, inspired from the spec tags found on government-issued military equipment. The stenciled approach is a treatment often found on military vehicles as lettering was frequently done in the field. Here we’re calling out the birthplace of the Harley-Davidson Motor Company and the original WLA model.” The bestselling adventure-touring model in North America, the Pan America 1250 Special G.I. gets a special livery and Mineral Green Denim Deluxe paint. (Harley-Davidson/)Pan America 1250 Special G.I. (Enthusiast Collection) First up is the Pan America 1250 that was first released in 2021. This adventure-touring model hit the ground running and has received accolades from the media, while also becoming the number-one-selling model in the category in North America in its first year of existence. Powered by the Revolution Max 1250 V-twin and packed with features and technology, the G.I edition features the aforementioned Mineral Green Denim Deluxe paint, Enthusiast Collection logo on front of fairing, and white star with H-D graphic on both sides of the fuel tank and will retail for $20,799. The Tri Glide Ultra also receives the G.I. Enthusiast Collection treatment. (Harley-Davidson/)Tri Glide Ultra G.I. (Enthusiast Collection) Next up, is the Tri Glide Ultra, a touring trike that comes with Tomahawk custom wheels, Boom! Box GTS infotainment system, and is powered by the Twin-Cooled Milwaukee-Eight 114 engine. Other standard features include a trunk and King Tour-Pak luggage carrier as well as Daymaker LED headlight. Special G.I. features include Mineral Green Denim Deluxe paint with special graphics, Enthusiast Collection and Harley-Davidson on rear of Tour-Pak luggage carrier, white star with H-D graphic on tank sides, and white star on trunk door. This special-edition model will carry a $38,099 MSRP. Source

The 300SS is CFMoto’s top-selling motorcycle so far. (CFMoto/)As you no doubt read in the 700CL-X first ride review story, CFMoto is out to change the stigma that Chinese motorcycles are garbage. This mission complicates marketing efforts, as the Hangzhou-based firm already competes with the Japanese Big Four and European brands among the middleweight and beginner bike segments. We found few faults with the 700CL-X and 700CL-X Sport, which directly compete with bikes like the Yamaha MT-07, Kawasaki Z650, and the Ducati Scrambler 800 lineups, to name a few. These bikes vary widely: Papio, a <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-honda-grom-first-ride/">Grom</a> and <a href="https://www.cycleworld.com/story/buyers-guide/2020-kawasaki-z125-pro/">Z125</a> competitor that focuses on the fun factor of two wheels.300NK, a lightweight naked targeting newbies.300SS, same as above but with fairings.650NK, another midweight naked with modern styling, unlike the retro 700CL-X.650 Adventura, an attempt at a midweight <a href="https://www.cycleworld.com/dual-sport-adventure-motorcycles/">adventure bike</a>.<br/> Although new to America, these bikes, which focus on offering more value with an entry-level price point below the competition, have all launched in other international markets over the past few months. While testing the 700CL-X, we also got seat time aboard these five bikes on CFMoto’s private 1.2-mile test track in St. Cloud, Minnesota, a track also used by police operations and overlooked by the Minnesota Correctional Facility, a maximum security prison that opened in 1889. CFMoto is known for its CForce ATVs and ZForce side-by-sides and one that has close ties to KTM (though despite rumors, KTM doesn’t build any of the engines for these motorcycles). 2022 CFMoto 650NK and 650 Adventura First Ride Review The 650NK feels nearly as good as the 700CL-X, though its 60 hp parallel twin is down 12 horses. (CFMoto/)The 700CL-X lineup was fairly impressive for CFMoto’s first entry in the standard and retro midweight segments. The same can be said for the 650NK, the non-retro-styled standard in the lineup, which is also offered in an Adventura style discussed later. The price point here is the same as the 700CL-X base, $6,499. What you lose in displacement you gain in other areas, such as the 5-inch TFT gauge display and additional fuel capacity. Powering the 650NK is a 649cc liquid-cooled DOHC parallel twin producing 60 hp at 8,750 rpm and 41.3 lb.-ft. of torque at 7,000 rpm. That’s 14 hp less than the 700CL-X, though it weighs 454 pounds wet, 3 pounds up on the 700CL-X Sport. This greater weight in a smaller bike is largely due to the extra 1.1 gallons of gas in its 4.5-gallon tank. The 650NK has upright bars that put riders in an optimal position for both comfort and control over the midweight. (CFMoto/)This engine is also lively, but missing the more aggressive mid-rpm grunt of the 700. In 20 laps on a 650NK the only place the 700 had the edge was on the straights, where that extra power truly showed. But in the areas where this bike will typically be used, in-town riding with some occasional backroad fun, the engine delivers as a parallel twin is expected. The 650NK’s cockpit features a full-color 5-inch TFT dash. (CFMoto/)The 650NK also arrives with Eco and Sport modes, switchable while riding and easily observed on the 5-inch TFT color dash. The fueling from the Bosch EFI was spot on, and felt more refined than the 700 lineup. The six-speed transmission with its slipper clutch didn’t botch while running up or down through the gears. Clutch pull was also light and easy, something new riders will appreciate immediately. The 650NK arrives with J.Juan dual 300mm disc brakes, which performed flawlessly for this model. (CFMoto/)The 650NK arrives with KYB suspension, with a side-aligned rear monoshock featuring preload adjustability. Although the bike felt stable and solid, it was softer and didn’t provide as much feel at the controls as its CL-X family members. That said, the bike felt planted for an 180-pound rider, though heavier riders might want more damping from the suspension. As expected, it turns in quicker thanks to its shorter 55.7-inch wheelbase versus the 700′s 56.5 inches. A backside look at the 650NK showing the swingarm and underslung exhaust. (CFMoto/)What did impress was the J.Juan brake setup, with its dual 300mm discs up front squeezed by two-piston calipers and a single 240mm disc and single-piston caliper out back. This doesn’t sound as aggressive as the Brembo Stylemas, but on this platform, the J.Juan’s functioned flawlessly even after some serious flogging. The ABS also performed without issue on dry and wet surfaces alike; luckily a typical 15-minute Midwest downpour arrived and allowed us to test the braking system in honest weather. The bike arrives with a 4.5-gallon fuel tank, which is up 1.1 gallons on the retro-styled 700CL-X models. (CFMoto/)The 650 is also offered in an adventure model, aptly named the Adventura. The NK was good fun, but the Adventura model didn’t speak to us as strongly. We liked the 650NK, but this variation of it in ADV style threw off lots of heat and just didn't feel as good. (CFMoto/)CFMoto basically equipped the 650NK with adventure-style bodywork and a longer touring seat, adjustable windscreen, hard-sided panniers, and a 4.8-gallon fuel tank. All of this adds 15 pounds to the overall wet weight; the Adventura tips in at a claimed 469 pounds. This weight difference isn’t noticed, but the longer wheelbase of 56 inches, versus 55.7 inches, and a taller seat height of 33 inches, versus 30.7, provide a slower overall feel. Unlike typical adventure-style motorcycles with 19-inch front wheels, the 650 Adventura arrives with a 17-inch front wheel. (CFMoto/)This bike needs more refinement to compete with other adventure-style uprights in this space, such as the Suzuki V-Strom 650. The biggest gripe with the Adventura was the heat; bodywork seemed to funnel the engine heat directly on the top of the gas tank, which kept riders toasty on both the track and the highway, a persistent annoyance. A look at the 650 Adventura’s cockpit, which blocks much wind for riders. (CFMoto/)But with an MSRP of $6,799, more than $2,000 less than the V-Strom 650, many entry-level riders may be able to live with the engine heat. It may even be a positive for those in colder climates. A good styling overview of this 469-pound adventure bike. (CFMoto/) The seat heat of the 650 Adventura is similar to other middleweight adventure bikes with a 33-inch height. (CFMoto/) Pricing is $6,799 for CFMoto's first adventure bike, a price point of about $2,000 cheaper than the main competitor, Suzuki’s V-Strom 650. (CFMoto/)2022 CFMoto 300SS and 300NK First Ride Review The quality of the 300SS impressed, though the riding position didn’t. (CFMoto/)The CFMoto 300SS and 300NK were designed to be less expensive than other entry-level sport motorcycles, undercutting the Suzuki GSX250R, Honda CB300R and CBR300R, Yamaha YZF-R3, and the Kawasaki Ninja 300 and 400. These Japanese machines basically slot in around $5,000 MSRP, but the CFMoto 300s with their trellis frames and parallel twins are offered for around $4,000. A look at the 300SS cockpit. It takes some stretching to reach those mirrors. (CFMoto/)Like the 700CL-X and 650 lineups, the 300 series are available in two flavors, the 300NK and the 300SS. They’re basically the same, except the SS is wrapped in full bodywork, has a slightly lower fuel capacity at 3.1 gallons versus 3.3 on the 300NK, and has a lower seat height of 30.7 inches versus 31.2 inches. The bodywork also raises the 300SS’ weight to 364 pounds (claimed), 31 pounds more than the NK. The 29 hp 300NK is a super-capable entry-level sportbike and provides much more comfort than the 300SS. (CFMoto/)Suspension duties for both bikes are handled by an upside-down fork, a center-aligned monoshock, and 17-inch wheels (110/70; 140/60). Stopping is handled by a single 300mm disc and a four-piston caliper up front and a 245mm disc and single-piston caliper out back. Continental ABS is standard on both bikes. The 300SS and 300NK are powered by CFMoto’s 292cc single-cylinder liquid-cooled DOHC engine producing a CFMoto-claimed 29 hp at 8,750 rpm and 18.7 lb.-ft. of torque at 7,250 rpm. For entry-level machines, the power is similar to the other single competitors, such as the GSX250R at 24 hp and the Honda CB300R at 31 hp. A look at the upright position of the 300NK's cockpit and its 5-inch TFT display. (CFMoto/)This CFMoto engine features Bosch EFI, and is mated to a six-speed transmission with a slipper clutch. The single ran smoothly during time on track, and the bike is geared properly for a wide range of riding, from in-town to the highway. A wide-open top speed of 87 mph was achieved with the 300SS on the track’s short straight; the midrange seems revvy enough to keep riders moving smoothly through downtown traffic. Braking on both worked as expected; it doesn’t take much to slow such lightweight machines down. Suspension responded with an overall character similar to the Ninja 300. The 300SS bodywork was clean, though the lines may be questionable. (CFMoto/)The 300s get the same 5-inch TFT color display as the 650s; layout is simple and intuitive and offers all standard data in full color. Again, the NK seems like the better machine here. Its upright ergonomics felt more comfortable than the SS, which has a long reach and mirrors that take some effort to reach and adjust. The NK’s upright controls also allowed for quicker and smoother steering inputs and a feel of more control overall. The 300SS may be more appealing to some, but this bike does a better job of handling and comfort. (CFMoto/)The price difference is also there; the 300NK’s MSRP is $3,999, and the 300SS’ is $4,299. If appearance is your thing, the 300SS may be worth the extra 300 bucks. And from CFMoto’s sales claims, appeal is a factor; to date, the 300SS is the brand’s No. 1 seller worldwide, says CFMoto. But if you’re looking for more control and everyday drivability, the NK is a more than capable entry-level naked sportbike. We really want to ride this machine back to back with the GSX250R and Honda CBR300. A side look at CFMoto's top-selling motorcycle to date. (CFMoto/) The styling blends well with other Japanese entry-level sportbikes. (CFMoto/) The seat height is just 30.7 inches versus the 31.2-inch height of the 300SS. (CFMoto/) The 300NK's swingarm blends well with the trellis frame chassis. (CFMoto/) A single 300mm front disc squeezed by a four-piston caliper is more than enough to slow this bike down from its top speed of around 85 mph. (CFMoto/)2022 CFMoto Papio First Ride Review CFMoto doesn’t just want to go head-to-head with entry-level sportbikes and midweight nakeds; it also wants to take on the mini streetbike category with its Papio, a direct competitor to the Kawasaki Z125 Pro and the hugely popular Honda Grom. A look at Honda numbers explains why; shortly after being introduced in 2014, the Grom became the firm’s top-selling streetbike in the USA. And last year, when Honda launched its third-generation Grom, the Japanese OEM reported that it had sold over 750,000 Groms worldwide. CFMoto’s Papio competes directly with the Honda Grom and Kawasaki Z125 Pro, its unique selling point being a six-speed transmission helping spread out all 9 hp. (CFMoto/)What makes the Papio different are its price and its gears. The current five-speed Grom sells for $3,499, and the four-speed Z125 Pro for $3,399, but the Papio is sold for $2,999 and features a six-speed transmission. The six-speed is mated to the only air-cooled engine in CFMoto’s lineup, a 126cc single-cylinder producing 9 claimed horsepower at a screaming-lawn mower 8,500 rpm and 6.1 lb.-ft. of torque at 6,500 rpm. This equates to slow-speed fun on a 251-pound machine with 12-inch wheels. After you’re bored doing wheelies and stoppies, get into full tuck downhill in sixth gear, and you’ll see 64 mph. CFMoto Ride App CFMoto’s Ride app, touted as “the ultimate digital garage,” is worth mentioning. When hooked to the bikes with the 5-inch TFT display (not yet available on the 700CL-X models), CFMoto says it should offer loads of information, including total mileage, top speed, acceleration, cornering stats, and braking data, along with navigation and a vehicle theft notification. Unfortunately, the app wouldn’t sync with the 650s at the track. The 292cc’s 29 hp is similar to the output of the 300SS’ competitors, the GSX250R (24 hp) and Honda CB300R (31 hp). (CFMoto/)Concluding Thoughts Much work remains to be done if CFMoto is to compete with the Japanese and European moto manufacturers. Still, though quirks were discovered just as they would be with any motorcycle, CFMoto surprised us with the refined nature of its first-iteration bikes. The build quality of the bikes and their solid feel were on par with the competition. Again, refinements are needed, but CFMoto has come out of the gate with products worthy of consideration. Nearly 200 out of 550-plus CFMoto dealerships are currently selling the motorcycle lineup. Company representatives say that as demand goes up, so will the availability across other stateside dealerships. The battle to change the Chinese motorcycle junk syndrome has just begun. But CFMoto has proven itself in the side-by-side and ATV realms amid competition like Polaris. The numbers tell the story; CFMoto earned more than $400 million in stateside sales in 2021 across its 550-plus dealerships. If CFMoto can break this stigma while consistently refining its product, like European and Japanese OEMs do, those stateside sales numbers should grow. 2022 CFMoto 650NK and 650 Adventura Specifications MSRP: $6,499 / $6,799 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl. Displacement: 649cc Bore x Stroke: 83.0 x 60.0mm Compression Ratio: 11.3:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 60 hp @ 8,750 rpm Claimed Torque: 41.3 lb.-ft. @ 7,000 rpm Fuel System: Bosch EFI Clutch: Wet, multiplate slipper Frame: Tubular steel w/ aluminum alloy swingarm Front Suspension: KYB telescopic fork, rebound damping adjustable; 4.7 in. travel / Inverted fork, rebound damping adjustable Rear Suspension: KYB monoshock, side aligned / Cantilever, rebound damping and preload adjustable Front Brake: Radial-mounted 2-piston J.Juan caliper, 300mm disc w/ ABS / Radial-mounted 4-piston J.Juan calipers, dual 300mm discs w/ ABS Rear Brake: 1-piston floating J.Juan caliper, 240mm disc w/ ABS / Radial-mounted 2-piston J.Juan caliper, 260mm disc w/ ABS Wheels, Front/Rear: Aluminum alloy; 17 x 3.5 in., 17 x 4.5 in. Tires, Front/Rear: 120/70R-17, 160/60R-17 Rake/Trail: N/A Wheelbase: 55.7 in. / 56.0 in. Ground Clearance: 5.9 in. / N/A Seat Height: 30.7 in. / 33.0 in. Fuel Capacity: 4.5 gal. / 4.8 gal. Claimed Wet Weight: 454 lb. / 469 lb. Contact: cfmoto 2022 CFMoto 300NK and 300SS Specifications MSRP: $3,999 / $4,299 Engine: DOHC, liquid-cooled single; 4 valves/cyl. Displacement: 292cc Bore x Stroke: 78.0 x 61.2mm Compression Ratio: 11.3:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 29 hp @ 8,750 rpm Claimed Torque: 18.7 lb.-ft. @ 7,250 rpm Fuel System: Bosch EFI Clutch: Wet, multiplate slipper Frame: Tubular steel w/ aluminum alloy swingarm Front Suspension: Retractable / Inverted fork, hydraulic damping Rear Suspension: Cantilever / Monoshock Front Brake: Radial-mounted 4-piston caliper, 300mm disc w/ ABS Rear Brake: 1-piston floating caliper, 245mm disc w/ ABS Wheels, Front/Rear: Aluminum alloy; 17 x 3 in., 17 x 4 in. / 17 x 3 in., 17 x 3.5 in. Tires, Front/Rear: 110/70R-17, 140/60R-17 Rake/Trail: N/A Wheelbase: 53.5 in. Ground Clearance: 5.9 in. Seat Height: 31.2 in. / 30.7 in. Fuel Capacity: 3.3 gal. / 3.2 gal. Claimed Wet Weight: 333 lb. / 364 lb. Contact: cfmoto 2022 CFMoto Papio Specifications MSRP: $2,999 Engine: Air-cooled single Displacement: 126cc Bore x Stroke: 57.0 x 49.4mm Compression Ratio: N/A Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 9 hp @ 8,500 rpm Claimed Torque: 6.1 lb.-ft. @ 6,500 rpm Fuel System: EFI Clutch: Wet Frame: Tubular steel w/ aluminum alloy swingarm Front Suspension: Telescopic Rear Suspension: Monoshock Front Brake: Hydraulic Rear Brake: Hydraulic Wheels, Front/Rear: Alloy; 12 x 2.75 in.; 12 x 3.5 in. Tires, Front/Rear: 120/70-12; 130/70-12 Rake/Trail: N/A Wheelbase: 48.0 in. Ground Clearance: N/A Seat Height: 30.5 in. Fuel Capacity: 1.9 gal. Claimed Wet Weight: 251 lb. Contact: cfmoto Source

It’s a simple parallel twin with just 41 ponies, but it’s a joy to ride. It even left a former superbike racer wanting more. (Jeff Allen/)As a teenager working at a motorcycle dealership, I grew up riding mostly inline four-cylinder motorcycles. The slower parallel twin-cylinder four-stroke motorcycles seemed comparatively boring, being just a bit before my time. Friends have offered me their vintage single- and twin-cylinder motorcycles to throw a leg over, and I’m always thankful to receive these offers, with their implicit level of trust. But I’ve always politely declined. Today’s bikes pack more than 150 rear-wheel horsepower into brilliant computer-designed chassis and control it all with electronic rider aids. In light of all this performance, why would anyone want to ride some slow, heavy ‘60s-style motorcycle? Let alone build one? I suppose the need to answer that question made Cycle World exchange my last testbike, the 155 rear-wheel-horsepower, 442-pound 2022 BMW S 1000 R M-series, for the 482-pound 2022 Royal Enfield INT650, a bike that lays down a smooth 40.9 rear-wheel horsepower and 37.35 lb.-ft. of torque on the CW Dynojet 250i dyno. Of course, I happily took it, thinking I could certainly find the good in it if I just dug deep enough. Then I proceeded to smack my right knee against the clutch actuating arm at the top of the Enfield’s right engine cover while clambering aboard for the first time. Our Royal Enfield INT650 test unit has an MSRP of $6,199. (Jeff Allen/)So perhaps not a great first impression. But of course a few rough edges are to be expected on a vintage-styled bike. What wasn’t expected was that I was wrong to assume I’d have to dig deep to find the good in this bike. I hadn’t gone far—my knee might still have been throbbing—before I’d discovered that the INT650 is an extremely fun motorcycle. It’s definitely no-frills, simple, and plain; it still uses tube-type 18-inch tires on its spoked black rims. It even has a centerstand, which to be fair is a nice feature. In fact the Enfield is basically made out of antiquated yet classy features, like very loud dual horns that are tucked nicely away, or its separated old-school sweep-style digital speedometer and tachometer. A bit of visible technology, inset within that speedometer, is the limited multifunction LCD display for the fuel gauge, odometer, and trip A/B. But there’s not even a clock, and you never know what you really miss until it’s gone. Analog speedometer and tachometer pods are simple and straightforward, the former houses a small LCD screen for the fuel level, odometer, and tripmeters. (Jeff Allen/)The rider cockpit is complemented by basic handlebar switches mounted to tall, well-placed handlebars, all simple and old-school that does exactly what it’s supposed to do. Nothing to learn or program; just climb aboard, ride, and feel the wind across your body. Elemental stuff, and a nice reminder that everything we love about riding is just an extension of this sensation. A comfortable, upright seating position is perfect for the intended usage of the INT650. (Jeff Allen/)The Royal Enfield lopes along well at 75 mph, turning 5,000 rpm in top gear, just below where the torque and power curves cross at around 5,252 rpm. Of course first you have to get there, which takes a bit more time and planning with its slow-revving 270-degree 648cc twin. Yet this is no chore; this engine runs smooth, thanks to its counterbalancer, perfect fuel-injection mapping, and silky, nicely spaced six-speed transmission. A 648cc parallel twin propels the INT650 down the road comfortably with a 60 mpg average fuel economy. (Jeff Allen/)Usable torque starts building just off idle, making 90 percent of peak torque just below 2,500 rpm. Revs build smoothly up to an indicated 7,500 rpm redline, but there’s absolutely no reason to zing it that high. The joy comes from just simply riding, plain and simple. Twist the cable-operated throttle, ease out the clutch lever while the fully chromed dual exhaust rumbles gently, start shifting through the gears while the twin-cylinder engine gradually builds speed, and enjoy the ride. It’s a very involved process for the rider; accelerating from a stoplight usually gets you in third gear by the other side of an intersection. Impressively, at the upper end of polite freeway speeds, the motorcycle is so smooth that the rider has a perfect, unblurred view behind them in the mirrors. The only real comfort note is a fair amount of heat from the air/oil-cooled engine on the lower legs; the Enfield is fitted with an oil cooler, but still gets a bit toasty as ambient temperatures exceed 85 degrees Fahrenheit. Blasting around town and enjoying shorter jaunts is where the INT650 excels. (Jeff Allen/)In the same way the INT doesn’t have huge amounts of raw power, it also doesn’t have a turn-on-a-dime chassis. Of course, it doesn’t need one. The steel-tube Harris-designed frame fully cradles the engine and works well with the pretty basic suspension. The Enfield neutrally tracks where you point it and doesn’t do anything you’re not expecting, and for a bike like this, that’s enough. Naturally, it’d be nice if it were more than enough, but as it is, the suspension is just a bit out of balance between the front and rear. The nonadjustable 41mm front fork gives 4.5 inches of wheel travel, but would benefit from being firmer, as it’s a bit clunky over low-speed bumps. When going faster, the fork is nowhere near as cushy as the rear shocks, twin rear Gabriels with a six-position, stepped preload adjuster, piggyback reservoirs, 3.5 inches of wheel travel, and good bump absorption. Suspension is nonadjustable on the INT650, save a stepped preload collar on the piggyback shocks. (Jeff Allen/)Rear ride quality is augmented by the INT650′s long, cushy, one-piece seat that provides good passenger comfort and even has a passenger grab rail wrapped around it. The diamond pattern seat cover is also a nice touch. Seat height is a CW-measured 32.7 inches; getting both of my feet flat on the ground at a stop is a piece of cake with my 32-inch inseam. The seat never wore out the rider when clocking a few one-hour-plus freeway trips, offering plenty of room to move around on, but informal butt tolerance was reached at 70 miles or so. Should a person want to ride a longer stint, the range on the INT’s 3.6-gallon fuel tank is rather good; the reserve indicator should begin flashing around 150 miles while achieving an impressive 60 mpg. There’s plenty of room to move around the diamond-stitched seat. (Jeff Allen/)A rare example of undesirable old-school character is the INT650′s habit of the front tire tracking freeway rain grooves. It’s not terrible or frightening, just annoying, the wrong kind of throwback. Having an easy, casual ride on winding roads is also interesting because while these roads may invite speed, this isn’t what the Royal Enfield is about. Although you can have a spirited ride without scaring yourself, the INT is about sitting back, relaxing, and enjoying the ride. Cruising along briskly but pleasantly is what the Enfield does best. When riding at the Royal Enfield’s preferred pace, the brakes provide perfectly adequate stopping force. These are ByBre calipers, matched up with a 320mm single front and 240mm rear disc, and running through steel-braided lines. Feel is high quality, and the function is better than would be expected; feedback is good, and the Bosch ABS never activated accidentally during testing. ByBre brakes provide better than expected feel, power, and feedback. (Jeff Allen/)And function aside, the form is definitely eye-catching. The INT scored high on the informal scale of how many people stopped us to check out the bike while we were gassing up or running errands. Design is very subjective, but based on numerous random interactions and our own eyes, the INT650 is a home-run interpretation of a classic design. Numerous conversations while out and about prove the INT650 catches the eye and piques interest. (Jeff Allen/)Some of that British-designed, India-manufactured interpretation could be a bit more refined. The handlebars and top triple clamp on our testbike were a smidgen crooked; the speedometer and tachometer were visibly uneven. The bolted-on chrome handlebar crossbar was also very visibly crooked against the rise of the handlebar. The stamped metal rear master cylinder cover plate could be wrapped a tad more tightly, so the rider’s boot or polishing cloth doesn’t catch on its too-sharp edge. A non-assembly issue we had was the engine stop switch; its internal contacts sometimes wouldn’t turn back to the run position, meaning the starter button would not work unless the run/stop switch was toggled multiple times. This also caused some idling issues when stopped; sometimes the engine would not run correctly unless I fiddled with the switch. The engine would fully recover and reset by turning the key off for a few seconds and then back on. That experience was especially disappointing, because the Enfield is otherwise such a joy to ride and feels like a solid package even after living with it for 1,000 miles. Aside from the engine stop switch, these are all minor details that can be easily addressed during assembly. Enfield itself places a lot of confidence in the INT650 and provides a three-year, unlimited-mileage warranty that even includes roadside assistance. You can leave the superbike out of the motorcycle, but you can’t remove the racer from the test rider. The INT650 will respond to a bit of hooliganism if need be. (Jeff Allen/)The Royal Enfield INT650 is old school in all the best ways. It has just the right amount of technology to make it easy to live with and a pleasure to ride for new or experienced riders, solo or with a passenger. It does not have huge amounts of power or bleeding-edge running gear, but it’s beautifully simple and pleasant to ride. And, hey, it comes with dual horns, a centerstand, and a proper tool kit, along other helpful bits. All of which is reflected in its $6,199 price as tested. Depending on the color combination, the price ranges from $5,999 to $6,699. It’s hard to say the INT650 isn’t worth it. And it’s worth repeating that one should never underestimate a plain, simple, classic-style motorcycle and the joy it can bring. 2022 Royal Enfield INT650 Specifications MSRP: $6,299 Engine: SOHC, air/oil-cooled parallel twin, 4 valves/cyl. Displacement: 648cc Bore x Stroke: 78.0 x 67.8mm Compression Ratio: 9.5:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 40.9 hp @ 6,780 rpm Cycle World Measured Torque: 37.4 lb.-ft. @ 5,100 rpm Fuel System: Electronic fuel injection Clutch: Wet, multiplate slipper Engine Management/Ignition: Frame: Tubular mild steel, double cradle Front Suspension: 41mm conventional damping rod fork; 4.3 in. travel Rear Suspension: Twin coilover shocks, preload adjustable; 3.5 in. travel Front Brake: 2-piston floating caliper, 320mm disc w/ ABS Rear Brake: 1-piston floating caliper, 240mm disc w/ ABS Wheels, Front/Rear: Aluminum, spoked Tires, Front/Rear: Ceat Zoomcruz; 100/90-18 / 130/70-18 Rake/Trail: 24.0°/4.2 in. Wheelbase: 55.1 in. Ground Clearance: 6.9 in. Seat Height: 32.7 in. Fuel Capacity: 3.6 gal Average MPG: 60.0 mpg Cycle World Measured Wet Weight: 482 lb. Contact: royalenfield.com Source

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)The rear suspension of modern motorcycles and scooters is provided by what riders call a swingarm and auto designers term a “trailing link.” The basic idea is that the rear axle attaches to a link or frame pivoting on a horizontal axis. On a motorcycle, this pivot is just behind the engine. The concept is very old; Indian offered a swingarm rear suspension as early as 1912, but it failed to catch on, surely for two major reasons: US highways of the time were primitive, making rigid frames the longest lasting.Not enough was yet known about how much stiffness motorcycle chassis required, so for many years old-timers would intone the mantra, “Nothing steers like a rigid.” It was <a href="https://www.cycleworld.com/stanley-woods-isle-of-man-tt-champion-5-reasons-why/">Stanley Woods</a>’ 1935 Senior TT win in the <a href="https://www.cycleworld.com/tags/isle-man/">Isle of Man</a> that proved it was time to give up rigid frames.Swingarms and their necessary pivots caught on only slowly; after Woods’ victory on the factory Guzzi, Velocette was an early adopter. Half-measures such as sliding pillar as tried by Norton and many others, Triumph’s dreaded “jack-in-the-box” spring hub, and the short trailing links of the Coulson-B bike allowed rigid frames to continue with such afterthought suspensions tacked on. The swingarm wasn’t always a common component of a motorcycle, despite Indian offering swingarm rear suspension as early as 1912. (KTM/)The first swingarms were basically nothing but three pieces of pipe welded together, and desperately needed more stiffness. The swingarm-pivot bolt passed through the middle piece, and the rear axle joined the ends of the two beams. Single-Sided Swingarms Back in the early days of motorcycle chassis experimentation, the French fuel company Elf (and, later, Elf-Honda) created a single-sided swingarm to speed up wheel changes in endurance racing; with no axle to pull out, as a stub live axle on its own bearings projected from the single robust swingarm beam, wheel changes could be as fast as for race cars. For whatever reason, this so tickled the public fancy that both Honda and Ducati have offered production bikes with single-sided swingarms. Even the current Gold Wing, far removed from a racebike, offers the feature. There is little point in making the chassis stiffer in search of greater stability if the swingarm, which is subject to the same stresses as the main frame, is weak. That’s why, very quickly after Superbike racing developed in the US, the AMA (at the time the sanctioning body) declared that “swingarms may be modified or replaced.” Swingarms and Weave Why was this? Because stock swingarms remained basically just three pieces of pipe right into the 1990s, and when bikes with such swingarms were run at high speed on big grippy tires, they became unstable. We at Cycle World had our noses rubbed in this when the trick, reinforced swingarm on our mid-’90s Daytona 200 Superbike developed a crack and had to be replaced by a borrowed stock swingarm from a generous racegoer. Our entry then weaved for the whole 200 miles, oscillation of the rear caster at a frequency of two-to-three cycles per second. When, a few years ago, I asked former GP champion and ex-team manager Kel Carruthers about the weave of Honda’s RC161 racebike, a four-cylinder 250 from the early 1960s, he replied, “Look at how the swingarm attached to its backbone frame.” The backbone was a curved single piece of largish tubing, carrying the steering-head bearings at its forward end, projecting back, then bending down and heading vertically for Mother Earth just behind the engine. A side-to-side hole pierced the backbone at that point and a slender cross-tube was slid in, centered, and welded in place. That was the swingarm pivot! A twin-loop chassis replaced the weaving backbone type next season. As you can imagine, that slender crosspiece flexed when the rider twisted the throttle, causing chain pull to flex the swingarm to the left, steering the rear of the bike to the right. Or, in bumpy corners, that bendy cross-tube would flex constantly, setting off the weave oscillation. Listen to those 1960s’ Isle of Man sound recordings to hear how many times a minute the bike’s rear wheels left the ground. Many a classic design reinforced its too-flexible swingarm-pivot region with a pair of diagonal tubes running forward and upward from the pivots directly to the steering head. Two examples are the Seeley-Matchless starting in 1966 and the modified BMW twins built for racing by Udo Gietl of Butler & Smith. Norton, in its tremendous racing history from the 1930s to the early ‘60s, long relied upon a basically single-plane chassis called “the garden gate” because, like an actual garden gate, although it was built to be rigid, it could swing to and fro. After 1935 it was given a sliding-pillar rear suspension, but it still retained its qualities of: Self-steering the rear of the bike through flexureSuddenly “snapping like a carrot” because many of its tubes were loaded in simple bendingNorton, Cobas, Tamburini: Breakthrough Frame Therefore when in 1950 the Irish McCandless brothers, Rex and Cromie, both experienced racer/builders, designed an entirely new twin-loop chassis for Norton’s racing use, they placed the frame loops far enough apart at the rear to allow the swingarm to fit between them, giving the swingarm pivot the maximum resistance to flex steer. This would be one of the three most-copied motorcycle chassis ever, with the others being Antonio Cobas’ twin-aluminum-beam chassis of the 1980s and Massimo Tamburini’s “trellis” chassis made as a triangulated steel-tube truss structure. Quite another system of locating the swingarm pivot was tried in the decade after World War II. Vincent pivoted its triangulated swingarm on the back of its engine’s crankcase, and so did Guzzi for its fabled 500cc V-8 GP bike. Honda would revive the idea at the turn of the century as its “pivotless frame.” Swingarm Bushings and Bearings At first, swingarms pivoted on simple bushings. Some of those bushings were brass or bronze; Norton used bonded rubber “Metalastic” bushes; and Yamaha production racers arrived with pinkish phenolic plastic swingarm bushes that looked as if made from compressed peach pits. In the 1970s, when various forms of single-shock rear suspension replaced twin-shock designs, the former’s very high leverage ratios, with or without linkage, exerted pivot forces that caused simple bushings to stick-slip, interfering with smooth suspension action. High-capacity rolling bearings replaced the bushings. Those leveraged high forces could also deform structures. In one case, the anchorage of a single shock to a robust-looking frame cross member above the swingarm pivot flexed it enough to pull the frame’s uprights inward, pinching the swingarm between them enough to cause jerky motion. (The uprights are the parts of a dual-beam chassis that turn downward behind the engine and are pierced to carry the swingarm pivot shaft.) Because the motorcycle’s basic design has changed slowly over years, it’s tempting when adding something new, such as single-shock rear suspension, to assume that the basic structure will remain adequate. No! New loads and new structures require a fresh stress analysis. Squat and Swingarm Angle During the many years when a 40 hp motorcycle was considered powerful, the details of rear suspension made little difference. Bikes worked OK with swingarms that drooped a bit to the rear, or were horizontal, or that even exhibited negative droop. But when the first 100 hp racebikes arrived in the early 1970s there was trouble. As anyone can see in daily traffic, when cars accelerate they transfer weight from front to rear, causing the front to rise and the rear to squat. A motorcycle’s short wheelbase intensifies this, and is complicated by other forces generated by chain drive to the rear wheel. Because the top run of the drive chain is at an angle to the central plane of the swingarm, chain tension generates a downward tangent force, tending to oppose squat. Until someone went through the arithmetic to resolve these forces, strange things happened when riders throttled up to exit corners. Worst was squat, pulling weight off the front until it began to push. Alternatively, with a higher swingarm-pivot position, chain force could cause the opposite—extension of the rear suspension until it topped. We now know that many clever people got to work on this problem, among them dirt-tracker Mert Lawwill, and for pavement applications the late Warren Willing. For others, rear-suspension weirdness was just a mystery, and their “solution” was to immobilize the rear suspension with a very stiff rear spring. That sacrificed mechanical grip (the stiffer the suspension, the less well it stays in contact with pavement irregularities), but with enough stiffness the bike no longer headed for the outside when the rider twisted the throttle. Öhlins internally circulated its analysis of this problem, and Australian Greg McDonald offered a commercial solution via his aviation-inspired Computrack teletheodolite chassis-measuring scheme. American Honda, during its time of AMA Superbike dominance, had its own in-house Computrack setup. More than one Japanese sportbike maker began to offer its wares with adjustable swingarm-pivot height. It took time for manufacturers and race paddocks to digest the new analysis, but the benefit to riders has been rear suspensions that continue to function in midcorner, suffering neither squat-and-push nor topping. Source

Ural is resuming production in Kazakhstan following economic sanctions imposed on Russia. (Ural/)As a result of sanctions imposed on Russia due to the ongoing Russo-Ukrainian war, IMZ-Ural is setting up a new production facility in Kazakhstan, effectively abandoning its former home of Irbit in Russia. “There were no options left,” says Madina Merzhoeva, VP of marketing and international sales, from her home in Washington state. “It was a very cold November in 1941 when the factory had to move from Moscow to Irbit, and it was a chill February in 2022 when the factory had to move again.” Sanctions have hit Ural particularly hard. The brand builds roughly 1,200 sidecar-equipped motorcycles each year, exporting 95 percent of them. Compounding production issues is the fact that 80 percent of the motorcycles’ components are imported from outside Russia. The company’s existence is utterly dependent on its participation in the global market. Ilya Khait, CEO of IMZ-Ural, says, “We spent 20 years inserting ourselves into the global economy. It was a very lengthy, difficult, and costly process of moving away from the Soviet-style factory in Irbit, which did everything in-house and didn’t do it very well, to becoming more modern and purchasing the best components for [our products].” Ural’s new assembly facility in Petropavlovsk, Kazakhstan, close to the Russian border. (Ural/)Production is moving to Petropavlovsk in northern Kazakhstan, some 600 kilometers (about 370 miles) southeast of the former factory in Irbit. Petropavlovsk was selected for a variety of reasons, including the presence of a large Russian-speaking population. Much of the existing management from Irbit will carry over while Ural is hiring and training approximately two dozen new employees locally. The 20,000-square-foot space is currently being set up for full operation. Signs of life. Racks of parts, assembly stations, and crates for fully assembled motorcycles. (Ural/)Khait says that the company had been considering a move to a new facility, citing the logistical challenges of importing parts and exporting the final product from the middle of Russia, but geopolitical events forced its hand. Khait is uncertain whether or not the new facility in Kazakhstan will become Ural’s permanent home. After two decades of investment, Ural has cultivated a small but devoted customer base. According to Merzhoeva, almost none of the customers who placed deposits on new motorcycles before the beginning of sanctions have asked for refunds. “People understand that what’s happening doesn’t represent the brand,” she says. “Everything we’ve done over the last 20 years as a brand is aligned with the exact opposite values that are being used [to justify] this conflict. Ural has always been about integration into the world. It’s always been about community, doing things together and connecting. Probably unlike any other motorcycle brand, in a sense, because by nature there are two or more people riding in a Ural.” Scenes from Ural’s MotoDiscovery tour through Argentina and Chile. News of the war broke out during the last days of the trip. (Ural/)Ural’s story is intertwined with Russian history, geography, and culture. Few motorcycles convey brand identity so fluently. The company is unsure whether moving its production facility to Kazakhstan will change or weaken brand identity. “We struggled internally with this question,” Merzhoeva says. “It’s true that part of Ural’s identity has to do with what we consider Russian toughness and resilience. We had to re-understand ourselves. You don’t choose your parents or the country you are born in. It’s part of your identity. It’s not going to go away. Ural was born in Russia and that part of the identity is there. Is that everything? Is that what Ural is? It’s about much more than that. It’s about what we do every day as a brand, the people who use the product every day, and what we give to the world.” On the road. (Ural/)Apologizing for becoming philosophical, Merzhoeva begins to unpack what makes Ural unique in the market—worth saving, in other words. “Humanity—all of us—are facing the same problems and challenges,” she says. “There’s a lot of uncertainty. As a motorcycle brand that’s not technologically advanced, we are delivering a product that allows people to do something outside the digital realm. They can experience and process all these emotions: not in their heads, not online, but in real life. And with a Ural you can do it with your family, your friend, even with your pet. It gives the comfort of doing things in real life, meeting challenges and discovering that they are overcomeable. It’s a kind of therapy to deal with reality—and to do it together with people we love.” “Ural is not about nationality,” Khait added. “Ural is about character.” The CEO also remarked that, while Ural is not the most technologically advanced motorcycle on the market, he believes his company is the most courageous in the industry. Ural expects to ship new motorcycles beginning in September. For customers who have already placed deposits on a new Ural, the end of the wait is near. (Ural/)Source

Master and masterpiece. Hans Muth with a BMW 100 RS, a machine as shaped by the wind as it was by his pen. (Hans Muth Archive/)When it comes to words describing colors, “black” and “white” are universally among the first a language develops, invariably followed by “red.” After that, things get muddled. Don’t have a word for blue? You might describe it as the color of the sky. Purple? For centuries, people called it dark blue. Pink was just light red. So what’s the difference between a color that has no name yet and one that does? Motorcyclists, like all devoted specialists, are their own linguists, inventing words and categories to describe the machines they ride. In 1976, BMW gifted motorcyclists with a machine that formally named a new class, and may have even invented it. The machine was the R 100 RS, and the word was Reisesport; translated literally, that’s “travel sport.” One of Muth’s original drawings for the first RS. Wind-tunnel testing refined the fairing’s shape, but only slightly. (Hans Muth Archive/)Motorcyclists like their categories clearly defined: chopper, tourer, motocrosser. A hyphenated term like sport-tourer seems forced somehow, as if it can’t make up its mind (though Honda’s neo-sports café is a more egregious example). Name-wise, sport-touring is a dark-blue solution at best. This likely has to do with the way we ride in the United States. American-style touring grew out of bikes like Harley-Davidson’s Duo-Glide or Electra Glide, big agricultural engines loping along, riders sitting upright behind the Duo’s large windscreen or the Electra Glide’s batwing fairing, watching mile after mile of featureless Midwest road unspool. The RS was designed for something else altogether. It’s easiest to define the first R 100 RS by its spectacular fairing, but of course that’s only one piece of its puzzle. Plenty of earlier bikes had fairings. Starting in 1971, Craig Vetter sold an absolutely astounding 689,000 Windjammers. Contemporary magazines were full of ads for models by Camber, Taylor, Wixom, Pacifico, and even the dreadful Bates Clipper. To say the RS was a success is an understatement. It was revolutionary, and defined sport-touring as a class. (Hans Muth Archive/)But the RS fairing was different, and it definitely set this bike apart. First, this was full-coverage bodywork, a seven-piece construction, fully five years before Honda would fit a factory fairing to its Gold Wing. It wasn’t engineered to batter the wind head on, but to slice elegantly through the air and provide downforce to enhance handling. It offered something that everyone could see: an integrated, deliberate, visually arresting design. Cycle World called it a “highly stylized full-body enclosure.” Finally, and perhaps most importantly, it wasn’t a one-size-fits-all aftermarket add-on but a fully integrated part of the overall design. This was the responsibility of BMW’s Hans Muth. In a recent conversation, he said, “I proposed to focus on the rider as a part of the motorcycle, of man and motorcycle as inseparable, like a modern centaur.” Muth is still vibrant, engaged, passionate, and quite active today. (Hans Muth Archive/)The fairing, tank and tailsection looked as though they had grown on the bike organically, intended from the start to work together. This was a real motorcycle cockpit, including a dash with built-in instrumentation and integrated ignition switch. The fourth bodywork element, the side covers, were blacked out, disappearing visually, preserving the pure line. The RS has Muth’s thumbprint all over it. That signature Muth “fly line” would again appear with the Suzuki Katana. Inventing a Class It’s hard to describe the impact of the RS when it first appeared. Cycle called it “the most radical-looking motorcycle the world has ever seen.” Previous BMWs had been reliable, smooth, relatively boring bikes, black as a Steinway piano, and with about as much deliberate style as a pair of pliers. Muth’s earlier effort, the R 90 S, began to change that, but the R 100 RS put BMW into another league altogether. Then there was the price: $4,595 with wire wheels, an additional $400 for the cast proto-snowflake units, close to twice the price of a Gold Wing. Cycle World said it was “astronomical”; Cycle “wallet-flattening.” The RS was sport-touring’s Helen of Troy, the face that launched a thousand ships. Those ships were bikes like Yamaha’s FJ1100 and FJ1200, Kawasaki’s Concours 1000, Honda’s ST1100 and ST1300, all the way up to our current sport-touring two-wheelers, including BMW’s own R 1250 RS. While introduced 45 years ago, the original RS doesn’t look out of place today, a testament to how far ahead it was. (Hans Muth Archive/)With the rise of the Reisesport, the R 100 RS gave us a machine combining the performance pedigree of an open-class sportbike and substantial elemental protection. Here was a fast, powerful motorcycle, easily capable of cruising at 115–120 mph, not La-Z-Boy relaxed, but something more athletic, definitely appropriate for covering long distances. It offered a 6.3-gallon fuel capacity; a speedo, tach, clock, and ammeter; and a droolworthy tool kit. What it didn’t offer was detachable luggage, a staple of today’s sport-touring bikes. That would come in a couple of years with Krauser saddlebags resembling Samsonite suitcases. Cycle called the first R 100 RS “BMW’s Corvette,” adding that it possessed “an assurance, contentment, and arrogance all its own.” Time has proven they were right on the mark. Notably, neither Cycle nor Cycle World even once used the term “Sport Touring.” The RS was ahead of our vocabulary. For me, that first RS was a conundrum. Like my colleagues, I didn’t have a word to express it or a category by which to judge it. It was definitely European, when that still meant exotic. And it was most definitely German in its precise, deliberate, uncompromising execution. When I finally got to Europe and was able to ride there, I understood it better. Big and fast, it was both attractive and a little intimidating, like a Helmut Newton nude. Pricewise it was unattainable, which made many want it all the more. But it legitimized and enabled the way many of us wanted to ride: solo, quickly, over a considerable distance, with just a tank bag for luggage and whatever we could fit in our jacket pockets. Muth’s latest project is a reimagination of the RS using the running gear from BMW’s current R nineT. (Hans Muth Archive/)I don’t think it’s any exaggeration to say that the original R 90 S, R 100 RS, and R 80 G/S made BMW’s motorcycle division the company it is in 2022. That the R 100 RS gave us the sport-touring bike as we know it is even more certain. Source

A radar-invisible plastic nose panel can be seen below the headlight in this spy shot, though only if you know it’s there. The bike looks nearly identical to the standard Tracer. (S. Baldauf/SB-Medien/)Radar-assisted adaptive cruise control and collision mitigation systems may still be novelties on motorcycles, but the adoption of just such equipment on an updated Yamaha Tracer 9 GT shows that mainstream machines are embracing the new technology at a breakneck pace. The very first production bike to be launched with the option of radar-guided cruise control was the Multistrada V4 S, which hit the market just over a year ago. Since then, we’ve seen BMW add the tech to the R 1250 RT and R 18 Transcontinental, KTM give it to the 1290 Super Adventure S, and Kawasaki become the first Japanese company on the bandwagon with the latest Ninja H2 SX. But all those bikes sit toward the more expensive end of the market. The appearance of a prototype Yamaha Tracer 9 GT fitted with a very production-ready radar setup suggests it will be the most affordable route yet into experiencing adaptive cruise control on two wheels. The implementation of radar evidently means the standard Tracer’s double-TFT dash will be supplanted by a large single screen. (S. Baldauf/SB-Medien/)Current bikes with forward-facing radar use it to enable adaptive cruise control, which keeps a constant distance from the vehicle ahead by automatically modulating the throttle and even braking gently when needed. Thus far, they’ve all done it using Bosch equipment. Yamaha appears to be following suit; while the radar sensor itself is hidden on this prototype, it was spotted on test in Germany, where much of Bosch’s development takes place. The fact that the radar is hidden is interesting in itself. The earliest adopters of front radars, those aforementioned models from Ducati, BMW, and KTM have the radar unit clearly on display. That means bodywork can’t interfere with the signals, but also condemns them to having the very visible wart of radar transmitter and receiver in the middle of their noses. Kawasaki’s Ninja H2 SX, which came several months after the radar trailblazers, solved that problem by hiding the sensor behind a thin, smooth, radar-invisible plastic panel below the headlight. Yamaha has done the same, and thanks to the shape of the existing Tracer 9 GT, it means there’s almost no visible difference between the current model and the upcoming radar-equipped version. The only real clue is a slight reshaping to the black-painted fairing panels below the lower headlights. These jut slightly farther forward than on the existing version, and between them, bracketed by the lights, a telltale smooth plastic surface filling the arch-shaped section that’s open on the current bike. Two wiring harnesses are just visible below that cover, leading to the radar sensor hiding behind it. Since the system is almost certain to be the same Bosch setup already used by BMW, Ducati, Kawasaki, and KTM, we can be pretty certain it will have the same features, including collision warning via on-dash lights if you’re approaching an object too fast, and adaptive cruise control with a variety of settings for the distance kept between the bike and the vehicle ahead. To accommodate those functions, the distinctive instruments of the current Tracer 9 GT, which has two separate color LCD screens mounted side by side, have gone. In their place there’s a single iPad-sized TFT dash. On the spied prototype, that dash is flanked by one of the few indicators that it’s anything other than a production-ready machine: a small electronic control box, wrapped in black insulating tape and attached to a makeshift bracket just above the right-hand turn signal. This is likely to be part of a datalogging set; a spiral-wrapped bundle of cables runs from it, and from pictures of the rear of the bike, a similar-looking set of wires runs into a nonstandard top box bolted to the rear carrier, which almost certainly contains computer equipment. While some other radar-equipped bikes, notably the Ducati Multistrada V4 and Kawasaki Ninja H2 SX, also have rear-facing sensors to provide blind-spot monitoring, there’s no sign of those on the Yamaha. Rear radars are easier to hide, and in fact the one on the H2 SX is completely out of sight, but it’s likely Yamaha is keeping costs down by opting for front radar only. It’s not yet clear if the front-facing radar will be standard equipment on future Tracer 9 GTs or part of a package of optional extras, but it does look like it will be ready for showrooms in time for the 2023 model. Source

Husqvarna’s Norden 901 is really great, except for one thing… (Adam Campbell/)For Achilles, it was his heel. For Samson, his hair. The fatal flaw for Husqvarna’s new Norden 901 adventure bike, the fatal flaw might be— But let’s look at the good news first. Until recently, the Austrian motorcycle company with the Swedish heritage had not presented an entirely new street motorcycle since the 2018 debuts of the Svartpilen and Vitpilen naked bikes, so the arrival of a wholly new adventure bike was eagerly anticipated by Husky fans. I put myself in that class. I’ve loved every off-road and dual sport model the company has produced during its modern blue-and-yellow period. And the 1960s red-white-chrome machines, under the guidance of world-beaters Torsten Hallman, Bengt Aberg, and Malcolm Smith, were deeply imprinted on my preteen mind. So I am very favorably disposed to everything the brand does. Husqvarna’s styling of the Norden 901 lets it stand out in the herd of pointy and sharp-looking adventure bikes. (Adam Campbell/)On paper the Norden looked perfect. It wears wire-spoked wheels, a 21-incher up front and an 18 in the rear, suspended with WPS Apex fork and shocks and stopped by Brembo-controlled ABS brakes, attached to a lightweight steel trellis that uses the engine as a stressed member. With geometry designed for both long-distance travel and slow-speed rock crawling and river crossing, on the same frame and powered by the same 889cc parallel-twin engine as the 890 Adventure made by Husky’s brother brand KTM, the Norden seemed like a candidate for the most ideal Swiss army bike, better all around for all kinds of adventure riding than anything else on the market. With a starting price of $13,999, it would sell for just a tick more than the $13,399 KTM gets for its 890 Adventure. The Norden shares its 889cc engine with KTM’s 890 Adventure models. (Adam Campbell/)In person it looks even better. A dark gray field with black lettering carries the Husqvarna name, with yellow and white accents connecting the scheme to standard Husky colors. The upswept exhaust carries the traditional Husky logo, as does the front fender. A handsome headlight below the nonadjustable rally-style windscreen is bracketed by smaller fog lights. Hard plastic bark guards supported by stout metal braces, protect the hands. Buff silver aluminum panels protect the engine and fuel tank. The wheels wear tubeless Pirelli Scorpion Rally STR tires. A low-slung saddle carries the rider a few inches below the small pillion seat. Grab bars, part of a small rear rack, help maneuver the 449-pound (dry) machine off the kickstand and into position. The ride experience is assisted by Street, Rain, and Off-Road ride modes, the latter of which disengages traction control and anti-wheelie control; an optional Explorer mode allows the rider to fine-tune the electronic aids. The Off-Road setting also turns the ABS off on the back wheel and diminishes it in the front for best braking practices in the dirt. The Husky Easy Shift function allows clutchless gear selection, which can also be very handy in the rough stuff. Changing riding modes and other parameters is done through the Norden’s TFT screen and left-hand switch gear. (Adam Campbell/)Curiously, though, switching from Road to Off-Road does not switch the ABS from Road to Off-Road. That requires an additional step, making it easy to forget. Switch ride modes from Off-Road to Road and forget to switch the ABS mode too? You’ll find out pretty quickly, perhaps not in the most pleasant way. I really liked the Norden’s feel right out of the driveway on surface streets and on the freeway. Conditions were chilly, so I wished my model had Husqvarna’s optional heated grips and the taller windscreen; Husky offers them, but none are adjustable. The bike felt tall for my 5-foot-11 frame, so I didn’t mind that I hadn’t been able to get the adjustable two-position seat into the higher position. The adjustable levers gave me angles I liked and that minimized the pull on the non-hydraulic clutch. Ergonomics are adjustable in regard to seat height, bar position, and lever reach. (Adam Campbell /)Cruise control is standard, while grip heaters are optional. A 12-volt cigarette lighter outlet sits adjacent to the dash. Turn signals are not self-canceling, but the units themselves are rubber-mounted and flexible and likely to survive a fall, unlike the flimsy-feeling brush guards and vulnerable-looking rearview mirrors. Although I didn’t need to do any maintenance work, I was pleased to see that battery and air filter access are quickly and easily available, requiring little more than seat removal. The 5-inch non-touchscreen TFT dash panel felt a bit overcrowded, but the critical parts were easy to read, particularly because selections for traction control and such are done pictographically; you can see a cartoon outline of what you are changing, with colors that show green for on and red for off. After a pre-ride review of the operating system I wasn’t too confused by the several screens needed to reset the ride modes or tripmeters. The dash panel also has a place to mount a GPS, and Husky offers an optional Connectivity package that brings turn-by-turn navigation via smartphone to the TFT screen. On a set of twisties just off the freeway, I was impressed by the Norden’s sportbike capability. It carved the corners just fine, and I really liked the exhaust growl, which may be the roughest thing about this smooth operator. On twisting roads the Norden is a capable handler, moving though the bends with confidence beyond what would be expected from an adventure bike. (Adam Campbell/)The fine feel from the J.Juan braking hardware continued as I left the tarmac for a crumbling old paved road leading to a dusty two-track. I selected Off-Road mode, for both riding and for ABS, and commenced to enjoy some fine back-end brodies around the loose dirt turns. But then I stood up, and the Norden’s fatal flaw presented itself. It’s wide. It’s too wide. In standing position I found the inside of my knees banging against the bodywork and the sides of the seat, then found myself trying to ride bow-legged in order to minimize the damage I was doing. Was it just the seat? Was it the bodywork too? It was; the whole center section of the bike, which makes for a fine, flat, planted seating position even though the seat is narrower at the front, feels too wide for comfortable standing. I’ve been told accessory rally pegs help, but why not equip them as standard? The Norden’s width presents itself when standing in off-road situations. (Adam Campbell/)Trailside I was able to correct this somewhat by rotating the handlebars forward. Aftermarket footpegs, and perhaps bar risers, would further help the situation. Also note that Husky offers a wide variety of bar riser options from the stock 32mm up as high as 52mm. When I spoke with friends who’d ridden the Norden, several made the same observation. None had complained about the chain guard, but I did. As on some other ADV bikes that I won’t name, this was a cheap plastic thing seemingly designed to make an unpleasant chatter as the bike traversed the terrain. Why? Manufacturers spend so much time, energy, and money making a perfect machine, and then rider experience is diminished by this irritating noise. I was also disappointed to see, after a couple of potholes sent shock waves through me, that there is no adjustment for compression damping on the rear shock and that the centerstand is an option, not standard. A wide and flat seat is very comfortable for long stints on the highway. (Adam Campbell/)After a couple of hours standing, I was happy for the wide flat seat once we regained the road. But then I discovered another interesting development: The perch that I’d liked in the chilly morning was now a hot seat, transferring a good deal of engine heat from bike to rider. This might have been welcome on a long cold ride day, but in the warm Southern California afternoon it was a drag. Upon refueling, I found the Norden a not-too-thirsty companion, getting about 46 miles to the gallon for the combined on- and off-road ride day. My only ambition then was to get back on the Norden 901 to run a few more gallons through it. Perhaps its flaw is not exactly fatal after all; despite my quibbles, with a few alterations this bike could easily earn a spot in the garage. It might not be perfect, but with some tweaks perhaps it could be pretty close. (Adam Campbell/)2022 Husqvarna Norden 901 Specifications MSRP: $13,999 Engine: DOHC, liquid-cooled parallel twin Displacement: 889cc Bore x Stroke: 90.7 x 68.8mm Compression Ratio: 13.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 105 hp @ 8,000 rpm Claimed Torque: 73 lb.-ft. @ 6,500 rpm Fuel System: EFI w/ 46mm DKK Dell’Orto throttle body Clutch: Wet, multiplate, PASC slipper clutch; cable actuation Engine Management/Ignition: Bosch EMS w/ ride-by-wire Frame: Chromium-molybdenum steel Front Suspension: 43mm WP Apex USD fork, fully adjustable; 8.7 in. (220mm) travel Rear Suspension: WP Apex monoshock, rebound and preload adjustable; 8.5 in. (215mm) travel Front Brake: 4-piston radially mounted caliper, dual 320mm discs w/ cornering ABS, Offroad mode disengageable Rear Brake: 2-piston floating caliper, 260mm disc w/ cornering ABS, Offroad mode disengageable Wheels, Front/Rear: Tubeless aluminum spoked wheels; 21 x 2.50 in. / 18 x 4.50 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 90/90-R21 / 150/70R-18 Rake/Trail: 25.8°/4.2 in. Wheelbase: 59.5 in. Ground Clearance: 9.9 in. Seat Height: 33.6 in. (adjustable to 34.4 in.) Fuel Capacity: 5.0 gal. Average MPG: 46 mpg Claimed Dry Weight: 449 lb. Availability: Now Contact: husqvarna-motorcycles.com Source

Thanks to a 55.7-inch wheelbase, the Versys 650 LT is extremely agile and willing to change direction without hesitation. (Kevin Wing/)The 2022 Kawasaki Versys 650 LT is no one-trick pony. It’s most certainly a jack of all trades. By incorporating all the elements necessary for a fun, versatile motorcycle, Kawasaki has made a serious attempt to provide consumers with a one-size-fits-all bike. Those elements: comfortable ergonomics, for a neutral and upright riding position; a 649cc parallel twin, tuned for low- to midrange power; a large adjustable windscreen, for long-distance comfort in all weather; two 28-liter side panniers, for, you know, stuff; and selectable Kawasaki Traction Control (KTRC) modes. All with a sub-$10,000 sticker price. It would seem to be a no-brainer. So is it? The 2022 Versys range gets quite a few updates. The Versys 650 LT receives new styling, including a revised headlight cowl resembling the Versys 1000 model’s complete with LED headlight, a redesigned tailsection, and a large windscreen offering roughly 80mm of adjustment. Kawasaki's Versys 650 LT receives styling updates and traction control for 2022. (Kevin Wing/)To complement its new appearance, the 650 LT gets a new 4.3-inch TFT color display along with Bluetooth technology to communicate with Kawasaki’s Rideology app. There’s switchable traction control with three rider options; Mode 1 is the least intrusive, while Mode 2 is more conservative and restricts the greatest amount of wheelspin. However, if you find yourself on a gravel road, or the stock Dunlop Sportmax D222 tires are really hooking up, or you have the constant urge to lift the front wheel to show off for your buddies, the traction control can be disabled with a quick push of a button. New for 2022 is a 4.3-inch TFT color display with automatic background color adjustment. (Kevin Wing/)The design of the rider aids and the implementation of technology on the Versys 650 is spot on; the system is neither overcomplicated or overwhelming. On a motorcycle like this, it’s not necessary to have an abundance of switchable settings, modes, and data feedback; save that for the superbikes. The few options that are available are simple to navigate and noticeably different. It’s like ordering a burger: There are only a few truly important choices to make, and everyone already knows what they like. However, if crunching data is your bag, the Rideology app allows riders to go into the app after a ride and study their route, average speed, total time in motion, and even set up or check maintenance interval schedules. To top it all off, the data is all shareable across the Rideology platform with other Rideology users. It’s like Strava for Kawasakis. Two unique features that the LT model receives above the base-model Versys 650 are wraparound hand guards for additional wind protection as well as 28-liter side panniers. (Kevin Wing/)This first ride on the 2022 Versys 650 LT was spent on a variety of riding conditions and surfaces, which is pretty much what Kawasaki thinks its intended buyers will do with this machine. On a mix of freeways, city streets, and canyon twisties, the Versys 650 LT was a wonderful riding experience in any condition it was subjected to. On the freeway, there was more than adequate wind protection with the windscreen in its highest position, and the ride was smooth and quiet. No vibration comes through the seat, handlebar, or footpegs. The middle-width handlebar has a slightly swept-back bend and allows a comfortable position in every riding situation. Combine those characteristics with a neutral, upright seating position, and the bike is most certainly a favorable choice for knocking out the commuting miles or hauling a rider to their favorite canyon road. A relatively wide seat that tapers toward the 5.5-gallon gas tank provides plenty of wiggle room to shift body position. (Kevin Wing/)When the road gets curvaceous, this bike certainly comes out to play. With its 55.7-inch wheelbase, the 650 LT is agile and quick to turn in without sacrificing midcorner stability. Initiating a lean angle was effortless; the motorcycle confidently tips into turns and keeps its attitude through the entire corner. The relatively flat, wide seat is narrower at the front, allowing riders to shift body position as desired depending on the corner. Initiating midcorner adjustments is effortless and immediate. The chassis gives good feedback, allowing the rider to either tighten or open up the turn radius confidently and quickly. Due to the Versys 650 LT’s friendly engine, a majority of the time was spent with the traction control disabled. (Kevin Wing/)The Versys 650′s engine has great low- to midrange pull that propels the bike through and out of corners in predictable but exciting fashion, with the motorcycle performing most happily in the 4,000 to 8,000 rpm range. On Cycle World’s in-house Dynojet 250i dynamometer the 649cc DOHC parallel twin produced 59.3 hp at 8,300 rpm and 41.5 lb.-ft. of torque at 7,100 rpm. The roads where we rode it were a series of tight and flowy corners, and the bike could simply be left in third gear, the quick-revving 649cc parallel twin’s linear powerband delivering a nice push and allowing the rider to get back up to speed in no time. Fourth and second were only necessary on a few straights, sweepers, or truly tight corners, but when shifting was necessary it was direct and precise. The 2022 Kawasaki Versys 650 LT puts the “V” in versatility. It might not be the best at anything but it is quite good at most things. (Kevin Wing/)The 650′s throttle response is also impressive; the bike uses a ride-by-wire system, and power delivery and throttle actuation felt intuitive and responsive. This pays rider dividends when rolling on or off the gas midcorner or when adjusting power mid-wheelie. The exhaust on the Versys 650 LT exits below the swingarm allowing both side panniers to be equal in volume and shape. (Kevin Wing/)Overall, suspension delivered a very sporty ride for our 130-pound tester, holding up well under aggressive braking and when flicking the bike through quick transitions. Providing 5.9 inches of travel, the 41mm telescopic fork offers adjustable rebound and preload while the shock provides 5.7 inches of travel and remote preload adjustment. In the twisties the fork provided a good balance between stiff and sporty as well as plush and comfortable. When laying into corners, the fork would compress into the stroke in a progrssive manner without sacrificing too much travel. Easing into the upper part of the stroke allowed the front wheel to feel very planted and underneath the bike, increasing corner confidence. The single offset laydown shock provided a similar sensation. As the load increased on the rear of the bike in corners or under acceleration, the shock would compress just enough to make the bike squat, increasing rear tire feel. The 2022 Versys 650 LT suspension is plush and predictable, never busy or abrupt. It’s just right for day-to-day use on varied road surfaces. There is no shortage of stopping power from the bite of two 300mm rotors and twin-piston Nissin calipers at your fingertips. Additionally, all Versys 650 models now come standard with ABS. (Kevin Wing/)Similarly, the rear brake has a good feel, providing a nice balance between a connected initial bite that’s not too grabby and confident stopping power. ABS intrusion was minimal and only kicked in when it was appropriate to do so. When slowing for decreasing-radius corners, the 250mm rear rotor gives just enough help to slow and settle the bike, increasing rider confidence and making the rear end feel more planted. The back of the bike features a single offset lay-down shock offering 5.7 inches of travel with remote adjustable spring preload. (Kevin Wing/)The 2022 Kawasaki Versys 650 LT is intended to be a crowd pleaser; the name, after all, is taken from the concept of a “versatile system.” Kawasaki has improved on the bike’s already exceptional versatility by adding a judicious splash of technology and rider adjustments and giving it a face-lift as a bonus. It’s clear this motorcycle was carefully thought out and thoroughly tested; Kawasaki realizes the little things matter, and nailed the small quality-of-life details like using the ignition key to open the side panniers. For $9,999, the only thing the 2022 Kawasaki Versys 650 LT might possibly need is a splash of color to offset the metallic black paint. Other than that, it’s hard to think of anything to add to this true jack of all trades. An extremely agile chassis provides quick handling characteristics when the road gets twisty. (Kevin Wing/)2022 Kawasaki Versys 650 LT Specification MSRP: $9,999 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 Cycle World Measured Horsepower: 59.3 hp @ 8,300 rpm Cycle World Measured Torque: 41.5 lb.-ft. @ 7,100 rpm Fuel System: DFI w/ Keihin 38mm throttle bodies (2) Clutch: Wet, multiplate Engine Management/Ignition: TCBI w/ electronic advance Frame: Double-pipe perimeter frame Front Suspension: 41mm hydraulic telescopic fork, rebound and preload adjustable; 5.9 in. travel Rear Suspension: Single shock, preload adjustable; 5.7 in. travel Front Brake: Nissin 2-piston calipers, dual 300mm petal discs w/ ABS Rear Brake: Nissin 1-piston caliper, 250mm petal disc w/ ABS Wheels, Front/Rear: 17 in. Tires, Front/Rear: Dunlop Sportmax D222; 120/70-17, 160/60-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 55.7 in. Ground Clearance: 6.7 in. Seat Height: 33.3 in. Fuel Capacity: 5.5 gal. Cycle World Measured Wet Weight: 502 lb. Contact: kawasaki.com Source

BMW’s hyper-naked S 1000 R is a potent canyon carver. (Jeff Allen/)In the golden years of the ‘70s, almost all streetbikes were standards, as many segments we have today were not yet defined or established. There were certainly many great motorcycles with sporting potential, such as Honda’s CB series, Suzuki’s GSs, Kawasaki KZs, and BMW Rs. But they all came from the factory with long, thick, wide seats for two-up riding, forward-mounted footpegs that dragged on the ground during even moderately hard cornering, and high, wide handlebars. You could look at them as the precursors of today’s “naked” bikes, but back then, they were pretty much what there was to work with. Contemporary naked motorcycles have been around for a while, getting more and more refined. Thanks to monumental performance increases, they eventually evolved into hyper-nakeds, with slightly detuned yet very potent superbike-level engines. These bikes have huge electronically controlled power contained in remarkably competent chassis. And BMW’s revised 2022 S 1000 R falls squarely into today’s hyper-naked genre, with power, road manners, and much more. BMW’s S 1000 R comes in various trims and packages; our test unit was fitted with the M package that includes forged wheels. (Jeff Allen/)We’ve been eager to ride the M-series since Motorcyclist, our sister publication, did a First Ride in the UK a year ago. We’ve finally got one stateside, looking handsome in its M colors, sounding authoritative with its carbon-tipped Akrapovič titanium muffler, and dripping with lots of other cool bits. Climbing aboard the 2022 BMW S 1000 R M-series reveals a rider triangle that motorcyclists of a certain age will recognize as right out of the ‘70s. Riders of the era personalized their standards for a sporty fit with a low, flat handlebar and just the right amount of bend to provide a comfortable reach, along with a bit tighter seat-to-footpeg area. Between the bike’s 32.9-inch seat height, narrow shape, and suspension compression, my 32-inch inseam allowed my feet to touch the ground fairly easily. Should your inseam be a bit longer or shorter, BMW offers optional seats that are 20mm (0.8 inch) higher or lower. Even on longer rides the S 1000 R’s seat is comfortable. (Jeff Allen/)Thumbing the BMW to life is a bit different, because the conventional ignition key has been replaced with a wireless fob. To start, the owner must only have the fob in their pocket, push the large button at the front of the dash to “wake up” the motorcycle, and press the starter button as usual. Simple and elegant—but do not ride away without the fob. If this happens, the 6.5-inch color TFT dash will quickly let you know. Definitely don’t shut the engine off until the fob is within range or the engine will not restart. A 6.5-inch TFT dash has multiple screens and is easy to read. (Jeff Allen/)About that dash: BMW has done top-notch work on the dash display, which is clear, bright, and easy to read in any light. A standout feature is the Dynamic Redline, which starts out low when the engine is cold and gradually rises as engine temperature increases. The M-series also adds another dash screen for a total of four for configurations and information. Another difference with the M is the sheer number of settings for engine and chassis electronics, rider aids, and available information within the dash. There’s so much information and so many available options that familiarization before riding is essential; before turning a wheel, the rider should get everything set up to personal preference, riding style, and riding conditions. For those who want to go deep into this, a notable M upgrade is Dynamic Pro mode, which allows even more detailed adjustments and goes far beyond the preprogrammed settings. The M electronics package is so comprehensive that it even has an option to display tire pressures, very much appreciated as tire pressure is an underrated aspect of a good ride. Steering is light on the 2022 BMW S 1000 R and is a breeze to ride around town and on backroads. (Jeff Allen/)Once set up and underway, something as simple as running errands around town on the M is a breeze and actually pretty fun. The bike is very refined, turning tight and steering light. The rider can quickly change the Marzocchi semi-active suspension damping while riding by thumbing the suspension button on the left handlebar. Riding around town on the Road setting, the softest damping setting, provides a comfortable ride that easily soaks up just about anything. Note that prior to riding, front and rear spring preload should be manually set to rider preference as the electronically controlled suspension only applies to the damping. This is a very simple task requiring only a 13mm socket or wrench. Although suspension damping is semi-active, preload on the fork and shock must be done manually. (Jeff Allen/)The M’s impeccable fuel mapping enhances its drivability, allowing the bike to build revs smoothly and easily from very low rpm. The only problem, for some, may be that due to the crisp and precise throttle response and power delivery, riders may see frequent front wheel lift. Wheelie control is most helpful here. While enduring the freeways or on road trips, cruise control engaged, the M doesn’t disappoint. The seat was comfortable even after a couple of straight-up 90-mile stints. At freeway speeds engine vibration through the footpegs, seat, and handlebar is minimal, but the mirrors develop an annoying vibration that makes it impossible to precisely identify the cars behind the bike. Still, the M would be a good candidate for an extended road trip, and BMW offers a small windscreen, soft luggage, and even has heated grips with three different warmth levels. On the <i>CW</i> dyno, the 2022 BMW S 1000 R produced 155.7 hp from its 999cc inline-four. (Jeff Allen/)One nitpick regarding the suspension: during 80-mph-plus sessions on washboard freeway, and similar weather-checked mountain roads, the front suspension seems unable to keep up and the ride becomes a bit harsh. The few available damping settings were all tried; setting the front springs at full soft was finally settled on. Otherwise, the available preprogrammed damping settings should be satisfactory for most street riders. With a steady cruising speed of 70–75 mph, the M returned an impressive 45 mpg from its 4.4-gallon fuel tank. Admittedly, achieving that mileage is a bit tough; the M’s acceleration and the way it builds revs is so tempting that the throttle tends to get rolled on a lot in third and fourth gear, easily lofting the front wheel. As comfortable as the M is in mundane riding, it truly shines when the road starts getting curvy. All the rider has to do is long-push the suspension button, select the double-helmet (two-up) option on the screen for even more damping force, select the firmer Dynamic settings front and rear, and go ride. Quick, simple, and easy. And the M-series loves a winding road. Thanks to throttle-by-wire, spot-on fuel mapping at any rpm and smooth off-corner power delivery, the engine doesn’t stumble or miss and couldn’t be better during closed-to-open throttle transitions at any rpm. This fuel mapping system makes it incredibly easy to ride fast going through the gears, up or down; speaking of which, the M has the option of changing shift patterns to a race-shift pattern of one-up and five-down. Smooth off-corner power delivery and well-sorted fueling makes fine throttle adjustments consistent and predictable. (Jeff Allen/)Surprisingly, the shift lever requires a lot of effort on downshifts and the transmission is missing the buttery-smooth snickety-snick quality that might be expected, given the bike’s refined feel and $20,765 price tag. It’s not a glaring flaw, but it does divert attention and focus from the joy of simply riding and connecting all the corners together. Measurement on the CW Dynojet dyno shows that power below 6,500 is linear, if a little on the soft side driving out of corners; this is also what makes it fun and easy to ride. Keep in mind that when saying the power is “a bit soft” on corner exit, the measured 155.43 hp at 11,250 rpm (79.85 pound-feet at 9,310 rpm), 999cc four-valve inline four-cylinder engine still very easily lays down long strips of rubber from its wide, sticky 200/55-17 Pirelli Diablo Rosso Corsa II rear tire in any gear when provoked, if you’re willing to take the bike down into the 27 mpg range. The dyno also shows that this engine makes very significant linear power and torque increases after 6,500 rpm. Oddly, while riding, the engine seems to start building its full head of steam closer to 8,000 rpm (tachometer error, perhaps?) and pulls extremely hard to its 11,500 redline, leaving even longer tire stripes and, of course, often lifting the front wheel. At the risk of becoming repetitive: The M is a blast to ride. BMW has matched the S 1000 R’s potent engine with a chassis that delivers excellent handling. (Jeff Allen/)All this smooth, controlled, abundant power would be nothing without an equally matched chassis. The M delivers quite well; complementing and containing the engine is an aluminum bridge-type frame and under-braced swingarm that offer great feedback of what’s going on. The chassis has great balance, easily managing its CW-measured 442 pounds (with a full tank of gas). There’s exactly the right amount of rigidity and the ideal geometry to beg the rider to push harder, make midcorner changes while hard on the (radial-mounted Monoblock Brembo-calipered 320mm dual-disc) brakes, and generally do things that other motorcycles may struggle with, and to do them predictably and easily. Brembo Monoblock calipers squeeze 320mm front discs. (Jeff Allen/)One major contributor, not to say aider and abettor, of these gymnastic shenanigans are the bike’s lighter M wheels. The forged examples on our test bike are 2.2 pounds lighter than those on the standard S 1000 R, and the optional carbon wheels are a whopping 6.2 pounds lighter than the non-M version. Prospective riders are urged to go for the carbon wheels; they’ll reward you every time you ride. Overall, the 2022 S 1000 R M-series is an extremely fun motorcycle that’s at home just about anywhere. Usually, when we ride, the first step is to turn off all rider aids in order to experience the raw motorcycle; still, with some machines and software, there’s something going on in the background. That didn’t feel the case here. The M-series feels predictable and precise no matter what’s asked of it; if rider-aid systems are still running, they’re 100 percent transparent and doing an amazing job. Predictable and precise: The 2022 S 1000 R M-series is extremely fun even with the electronic rider aids on. (Jeff Allen/)The standard unfaired motorcycle has come a long way since the 1970s. Today, the naked segment is strictly defined, no longer compromised, and the only changes needed to the motorcycles can be done by setting up the electronics and dialing in the suspension. The 2022 BMW S 1000 R M-series is a magnificent example. 2022 BMW S 1000 R Specifications MSRP: $20,915 as tested Engine: Liquid-cooled inline-4; 4 valves/cyl. Displacement: 999cc Bore x Stroke: 80.0 x 49.7mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 155.4 hp @ 11,250 rpm Cycle World Measured Torque: 79.9 lb.-ft. @ 9,300 rpm Fuel System: Fuel injection; ride-by-wire Clutch: Wet, multiplate, slipper/assist; cable actuation Frame: Aluminum bridge type Front Suspension: 45mm USD semi-active fork; fully adjustable; 4.7 in. travel Rear Suspension: Monoshock; semi-active; fully adjustable; 4.6 in. travel Front Brake: Radial 4-piston caliper, 320mm discs w/ cornering ABS Rear Brake: 1-piston floating caliper, 220mm disc w/ cornering ABS Wheels, Front/Rear: Cast alloy; 17 x 3.5 in. / 17 x 6.0 in. Tires, Front/Rear: Pirelli Diablo Rosso Corsa II; 120/70-17, 200/55-17 Rake/Trail: 24.2°/3.8 in. Wheelbase: 57.0 in. Seat Height: 32.9 in. Fuel Capacity: 4.4 gal. Average MPG: 45 mpg Cycle World Measured Wet Weight: 442 lb. Contact: bmwmotorcycles.com CW Measured Performance Quarter-Mile: 10.54 sec. @ 142.13 mph 0–30 mph: 1.71 sec. 0–60 mph: 3.18 sec. 0–100 mph: 5.64 sec. Top-Gear Roll-On, 40–60 mph: 2.49 sec. Top-Gear Roll-On, 60–80 mph: 2.49 sec. Braking, 30–0 mph: 32.72 ft. Braking, 60–0 mph: 136.46 ft. Source

What a gem: the Street Twin’s Cobalt Blue brings the price up to $9,995. (Triumph/)Ups Lovely and approachable 270-degree crank parallel-twin enginePredictable handling via a well-developed, stable chassisThick, comfortable seatNice attention to detail with aluminum accentsDowns Annoying gas cap and delay in fuel level display after fill-upFor the price you’d think the Street Twin would have full LED lightingEngine heat and vibrationVerdict If a motorcycle with a sensible and friendly engine, predictable handling, comfortable seating, and classic looks checks all the right boxes for you, and you don’t mind paying a somewhat premium price, then the Triumph Street Twin is a great option. Overview The Street Twin is one of the top-selling modern classics in Triumph’s lineup. Introduced in 2016, the bike pairs classic styling with an engine that is agreeable to a wide variety of riders. Significant updates were made in 2019, while more changes were made this year to improve its engine and further refine comfort and quality. These changes go a step further in helping the bike attract a widespread following. Currently, Triumph uses “Street” in its model names to indicate that a lower-displacement engine is used than in the higher-powered “Speed” models (though we may see a change in Triumph’s naming conventions in 2023). The Street Twin is powered by Triumph’s 900cc parallel-twin engine. A 270-degree firing order and ample low- to midrange torque give this engine an engaging character. Pair that with the bike’s classic design and excellent fit and finish for a sensible, if somewhat pricey, Street Twin. The Street Twin EC1 Special Edition gives a nod to the moto culture of London’s East End. (Triumph/)Updates for 2022 The Street Twin’s engine is now Euro 5 compliant. Other updates include a thicker foam seat, new cast wheels with machine detailing, new bodywork, and brushed aluminum detailing. Pricing and Variants The 2022 Street Twin’s price ranges from $9,695 to $9,995, depending on color; choices are Jet Black, Cobalt Blue, or Matte Ironstone. Anglophiles will be stoked; the Twin also comes in the EC1 special edition ($10,445). The name comes from the custom moto culture in London, specifically within the historic district of London, the postal code for which is EC1. Competition There are many manufacturers riding the retro-style wave. Shoppers have a mix of modern and retro-styled bikes to look at, including the Honda CB650R, Royal Enfield INT650, Suzuki SV650, Moto Guzzi V7, Yamaha XSR700, Kawasaki W800, or the new-for-2022 Z650RS. The negative space between the parallel twin and tubular steel frame is quite attractive. (Triumph/)Powertrain: Engine, Transmission, and Performance A 900cc parallel twin (now Euro 5 compliant) is as easily controlled as it is fantastically engaging. There’s a ride-by-wire throttle for precise response and a five-speed gearbox with a wet, multiplate, and torque-assist clutch for smooth gear changes. The 270-degree crank delivers loads of character and the engine’s power is concentrated in the low to mid-rpm range. In fact, over 50 pound-feet of torque is delivered between 2,750 and 6,000 rpm as indicated on its dyno chart. Overall, the engine produces 60.1 hp at 6,880 rpm and 55.6 pound-feet of torque at 3,700 rpm. This is plenty to carry the bike well through twists and turns and is very user-friendly from stoplight to stoplight. Nothing is perfect, though, and there are a couple of complaints with this engine. First, engine heat begins to toast the rider’s right shin after about 40 minutes of riding. Second, vibrations tend to creep into the pegs at around 5,500 rpm. Fortunately, the vibration doesn’t make its way into the handlebar. A single 310mm disc and four-piston caliper at the front slow the Twin down. (Triumph/)Handling Bring on miles of winding roads. The Street Twin tackles any type of curved road, switchbacks or sweepers alike, with confidence. The rider can pick a line and stay there thanks to the bike’s predictable handling and stable double-cradle steel-tube frame. KYB suspension at both ends plays a supporting role in the bike’s good backroad manners. The 41mm fork and dual shocks keep the bike settled in the turns, and both ends are planted. That said, the shocks’ compression setting is slightly stiff and rebound is quick, causing a slight bucking on sharp bumps. Both ends have a moderate 4.7 inches of travel. Brakes No brand loyalty when it comes to brake calipers. The Twin has Brembo and Nissin calipers front and rear, respectively, and the Brembo caliper grabs the 310mm disc with a determined bite. Although the Nissin/255mm rear disc combo gets the job done, more pressure must be applied to the rear brake pedal than anticipated to get the same level of performance. Fuel Economy and Real-World MPG The Street Twin gets an average of 50.7 mpg. A one-piece bench seat is thick and comfortable for extended periods of time. (Triumph/)Ergonomics: Comfort and Utility The Triumph’s well-padded single-piece seat is nice on the glutes, comfortable for many hours of riding with ample room to adjust and shift as needed. Because there is so much real estate here, two-up riding is very manageable. The handlebar places the rider in an upright riding position; the pegs, which made for a slightly cramped ride for our 6-foot-tall rider, offer a relaxed bend at the knee for most folks. Seat height is an accessible 30.1 inches. Electronics The Street Twin is retro in style but blends in some modern tech, coming standard with switchable traction control, ABS, two ride modes (Road and Rain), an underseat USB charging socket, and an immobilizer-equipped key. An analog speedometer with an integrated LCD screen provides all relevant information. Lighting is a combination of halogen (front) and LED (rear), though considering the price of this bike, it would be nice to have the best lighting at both ends. A halogen headlight certainly does keep it old school. LED lighting is found on the back, though, so it would be nice to have LED at the front as well. (Triumph/)Warranty and Maintenance Coverage Triumph motorcycles come with a two-year unlimited-mileage warranty. Quality Triumphs gush with quality nowadays. Engines are more reliable, and there’s great attention to detail with brushed aluminum accents throughout. Now, if only some of the electronics could be updated… 2022 Triumph Street Twin Claimed Specifications MSRP: $9,695–$9,995 / $10,445 (EC1 Special Edition) Engine: 900cc, SOHC, liquid-cooled parallel twin; 8 valves Bore x Stroke: 84.6 x 80.0mm Transmission/Final Drive: 5-speed/chain Cycle World Measured Horsepower: 60.1 hp @ 6,880 rpm Cycle World Measured Torque: 55.6 lb.-ft. @ 3,700 rpm Fuel Delivery: Electronic fuel injection, ride-by-wire Clutch: Wet, multiplate torque assist clutch Engine Management/Ignition: N/A Frame: Tubular steel w/ twin cradles Front Suspension: 41mm KYB fork, nonadjustable w/ cartridge damping; 4.7 in. travel Rear Suspension: KYB dual shocks, preload adjustable; 4.7 in. travel Front Brake: 4-piston caliper, full-floating 310mm discs w/ ABS Rear Brake: 2-piston caliper, 255mm disc w/ ABS Wheels, Front/Rear: Spoked cast aluminum; 18 x 2.75 in. / 17 x 4.25 in. Tires, Front/Rear: 100/90-18 / 150/70-17 Rake/Trail: 25.1º/4.0 in. Wheelbase: 57.1 in. Ground Clearance: N/A Seat Height: 30.1 in. Fuel Capacity: 3.2 gal. Cycle World Measured Wet Weight: 477 lb. Contact: triumphmotorcycles.com Source

Gales nearing Pioneertown, riding a 2021 BMW R 1250 GS on the 2N02 trail from Big Bear. (Chris Thoms/)It started with an invite to lunch. A good friend from Mexico wanted to put two of his LA buddies together, so he introduced me to Davide Berruto, a self-described facilitator of good times and bad decisions. At the cafe next to the Aether Store on La Brea, we became fast friends. Berruto is immediately charming. He wore a wide-brimmed hat in white, white pants, and a light blue mohair sweater. A bright smile shined through his salt-and-pepper beard. “You should come to the Aether Rally,” Berruto said in his Italian accent. “You will love it.” The Aether Rally is an annual event put on by Aether Apparel, though thanks to Covid it’s been a few years since the last one. It’s a celebration of all things adventure, both two-wheeled and four. There are multiple ticket levels, but we chose camping, the cheapest of the bunch; $125 gets you a spot to camp for two nights, two dinners, breakfast, and drinks throughout the event. Considering most campsites in the area are around $30 a night, and the cost of drinks and meals, it’s actually a deal. The morning of the event, I decided to skip the official ride and cut ahead to meet the group in Big Bear, where the off-road section of the journey began. Call me jaded, but experience has left me hesitant to ride in large groups with people I don’t know. My old pal Fox Mausner would accompany me, riding his former police-issue Harley-Davidson Road King which was appropriately fitted with classic knobby tires. I would be riding on the opposite side of the functionality spectrum, atop a 2021 BMW R 1250 GS. The entire grounds of the Pioneertown Motel were rented out for the Aether Rally. (Monti Smith/)Pulling into Big Bear, we parked next to the only other motorcycles on the street, two older BMW GS models. This quiet mountain town is known for its ski slopes and affordable cabin rentals, but surrounding mountain roads and dirt trails make it a destination for motorcyclists of all kinds. We sat near our bikes and ate sandwiches as we waited for the other riders, but as often happens, the group was delayed. We decided once again to forego the group ride and take off on our own. Davide Berruto soaks up the evening sun as riders arrive at the fifth annual Aether Rally. (Chris Thoms/)The 19-mile 2N02 trail would bring us nearly the entire way into Pioneertown. I was comfortable and confident on my overqualified GS. Fox was brazen as ever on his Road King, more barreling through obstacles than choosing a path around or over them. We were in no rush and stopped often to drink water or sit in the shade. We rode through late afternoon, when golden beams of light cut through the trees to illuminate our dust, moving swiftly up rocky climbs and flowing up the banked dirt switchbacks. Exploring California’s backcountry with an old friend. and a couple of new ones met along the way, was as close to a perfect moment as I can remember. We ascended the rocky dirt path through tall pines before reaching the peak and stopping for a cigarette. We rode switchbacks down into the desert as the damp earth beneath us gave way to dry sand, eventually returning to the pavement that would lead us into Pioneertown, cold drinks, and a warm welcome. Pioneertown was built in the mid-40s by a group of Hollywood celebrities as a fully functional western movie set and a hub for their shenanigans. Mane Street (yes, that’s how it’s spelled) cuts through the center of town, a wide, dusty thoroughfare open only to foot and hoof traffic, home to an old timey blacksmith, leathershop, post office and more; quite a scene. On weekends, flea markets and gunfight reenactments draw tourists, but our visit coincided with a large country music festival. There were entirely too many brand new cowboy hats on the premises. This Big Agnes Bikepacking 3 tent has been with me for many journeys. It sets up easily, packs up small, and best of all, straps right to the bike with no added equipment. (Monti Smith/)We grabbed some libations from the cooler as we checked in at the Pioneertown Motel, then went back and set up our tents. Four-wheeled buddies had shown up in the meantime: vanlife Drew, Photo Mounce, and Big Dave in the chase truck. Attendees could rent a room at the motel, rent a camper van or a tent setup, or pitch a tent like we were. We sat around and chatted about the next day’s plans for a bit, but anticipation of coming activities took us each to our tents before long even if that same anticipation kept us from sleeping. When morning came I peeked out of my tent to see the sun bathing nearby Joshua trees in amber as a passing adventure bike kicked up some dust. I sat in my little doorway basking in the peaceful moment, knowing it would soon be interrupted by the sound of tent zippers as other riders awoke. Coffee was being served and there was a simple breakfast of muffins and fruit put out on the tables, so we rode over to the Red Dog saloon in the middle of town to grab some breakfast tacos. Nothing gets the taste of last night’s beer and desert dust out of your mouth like bacon, eggs, and hot sauce, all wrapped up in a fresh tortilla, with the possible exception of toothpaste. Once through the deep sand, our group stops to assess who’s still with us and what’s to come. (Chris Thoms/)Saturday was the main event with three primary activities: an overland ride/drive that would cover several hundred miles of mostly pavement, a guided tour through Joshua Tree park, and the offroad route back up to Big Bear. That was the same path we had done the day before, but in the opposite direction. Drew, Mounce, Fox, and I joined five or six other riders and Dave in the chase truck to hit the offroad trail again. The BMW R 1250 GS is perfectly at home on trails like 2N02, easily ascending the rocky climbs and crossing any patches of sand or gravel we encountered. (Chris Thoms/)As trails often do, 2N02 seemed only vaguely familiar from the other direction. The sand path that spit us out onto pavement had somehow deepened into a pit of despair in the 14 hours since our last visit. Two riders took this as a sign of more difficult trails to come and turned around to join the on-road group. The sandy section only lasted a couple of miles, and though my GS is big and heavy, it tromped through the soft stuff with ease. Enduro Pro mode on the 1250 GS is a revelation. Rider aids are reduced to give the illusion of full control while staying subtly active, so I am able to brake hard going into a turn and throttle-steer my way through the exit, stepping the rear tire out a bit before traction control finishes the job better than I can. Weight is carried low on the bike, so the bike was still nimble and easy to control as I stood comfortably on the footpegs. The 1250 was a bigger bike than I had ever taken on trails like that, but the bike was more than capable and I was confident. Together we tackled 2N02 with speed and style, taking a few short breaks to hydrate. Fox Mausner showing everyone that it’s not always the bike so much as the rider. (Chris Thoms/) Fox and Drew take a rest under one of the trees along the trailside. (Monti Smith/)Our group was a mixed bag of creatives, an industrial designer, a prosthetics engineer, a clothing designer, a writer, a couple of photographers. It seemed as if every new conversation revealed another impressive detail about the people around me. Best of all, everyone could ride. There was no hesitation to wait for the last of the group, but the last of us was never far behind the first. Group rides always run the risk of someone mistaking ambition for skill and trying to ride above their capabilities, but we finished with no injuries and only one bike in the back of Dave’s truck. At trail’s end, four of us decided to book it back to Pioneertown on paved roads. As we pulled back into the Motel, the Aether Rally was in full swing, nearly twice as crowded as when we had left. Madre Mezcal had a tent set up with its new Desert Water cans. Huge racks of ribs covered two large smoking barbecues and were replaced with sausages as they were finished. There was even one kind gentleman, Llewelyn by name, who had set up a booth to teach people how to roll dried plant material into little paper cylinders. It was a day of adventure surrounded by good people, good food, and good drinks, and another near-perfect moment. Barbecues smoke as our chefs prepared dinner on Saturday night of the Aether Rally. (Monti Smith/)We relaxed and talked to everyone around us, this guy from Portugal, this woman from Colorado, the buddies from Mexico. Vehicles and a love of adventure had brought a truly great group of people together. Someone with a steel guitar hopped up and started playing songs. We sat around the campfire and talked. The next morning was Sunday, and when I woke up much of the camp had already begun to clear out. There were no planned activities or meals, so most people just slugged some coffee and hit the road. Fox and I packed our camps and loaded up the bikes. I said goodbye to Davide and thanked him for the invite. His prediction had been correct; I did in fact love the Aether Rally. Camping in comfort and style in this vintage Range Rover. (Monti Smith/)I rode home along highway US-10, a flat, straight, wide road that’s often dense with cars. It’s not a fun trip, but I smiled in my helmet most of the way back. I spend most of my time riding alone. It’s easy to forget how much fun it is to go exploring with friends. I have attended many chopperish and V-twin-centeric campouts, but never an adventure bike or overland focused event like this. If the others are anything like what Aether has put together here, I’ll be there. Big adventure bikes, scramblers, and of course Fox on his Road King. (Chris Thoms/)Source

Design concepts of the new Hornet show a sharp and aggressive streetfighter, worthy of the name. (Honda/)The significance of a new model to a bike manufacturer can often be judged by how drawn out its launch process is—and since Honda is likely going to have more than a year between first confirming its plans for a new Hornet and the bike actually reaching dealers, it’s clearly a bike that the company has high hopes for. Honda confirmed its new Hornet last November, showing a stylized computer model of the machine in a video released at the EICMA show in Milan, accompanied by brief clip of the engine note, but has remained steadfastly tight-lipped since then about the bike’s actual specifications or release date. Now Honda, while still keeping the bike’s details secret, has released more design sketches and details of the bike’s development process. Giovanni Dovis is the designer responsible for the Hornet at Honda’s Italian R&D center in Rome. (Honda/)The design comes from the company’s R&D center in Rome, previously responsible for the penning of the latest Africa Twin, the “Neo-Sports Café” look of the CB1000R and CB650R, and the left-field success of the X-ADV adventure-scooter-crossover. The Hornet project’s styling was handed over to 28-year-old Giovanni Dovis, whose last work was the ADV350 scooter. In a video released by Honda Europe to accompany the new sketches, Dovis says: “The Honda design philosophy is to create something pure, functional, in an uncomplicated way. At Honda the rider is at the center of everything we do. We talk and listen to the voice of the European customers then, with Japan, we apply the learnings. “You can see the result in one of our icons, the Hornet concept. This project was built around the principle of agility, dynamism, and light weight—both actual and visual. After five generations, the Hornet concept stings harder than ever. We are talking about the bike that started the streetfighter category. As a naked bike, the mechanical components are part of its beauty. Elements of the design were inspired by the shape of the angriest insect, the hornet. The Hornet concept emphasizes fuel-tank shape and surface, creating a new, compact proportion. Sporty character expressed by tension. Aggressiveness and a pointed tail to visualize dynamism. The swarm are eager to hear its buzzing once more. It’s time to step up and make the Hornet legend greater. It’s time to shake up the hive.” Design sketches of the Hornet’s tank cover and cockpit. (Honda/)While the released sketches show several developments of the Hornet idea, the silver bike featured largest is the version that represents the production model we expect to see later this year. It shows a tubular frame—presumably steel—that’s largely hidden by bodywork, as well as a simple box-section swingarm that’s likely to be extruded aluminum on the final production model. Most notably, it also gives a clear view of the side of the all-new parallel-twin engine that powers it. According to reliable sources, the engine is around 750cc (we’ve heard 755cc). The way the cam cover is taller toward the rear of the engine hints at a Unicam setup like the Africa Twin and the CRF450R, where a single camshaft operates four valves—acting directly on the intake side and operating the exhaust valves via rockers. However, the bulge toward the inlet side of the engine could also be a hint of something more radical, like a variable valve timing system on the intake camshaft. Honda has already confirmed that the engine will be “high-revving”—meaning it’s tuned for power—and under current and future emissions laws in Europe, there’s a growing movement favoring VVT, particularly on the intake cams of revvy engines. The new engine will make its first appearance in the Hornet, which is due to be officially unveiled later this year, but eventually it’s sure to power a whole array of bikes. The Hornet is expected to spawn an adventure-bike derivative, essentially a downsized Africa Twin and likely to revive the Transalp name, and with the CBR600RR now gone from Honda’s range in most countries, a full-faired sport model is also likely at some stage. After all, the old four-cylinder Hornet 600 was derived from the CBR600F. A variety of sketches were recently shown, but we believe the silver bike is likely the direction Honda is headed. (Honda/)Although not as definitive as the silver bike, some of the other sketches released by Honda show treatments that might also be used on the production model, notably the twin exhaust header pipes diving off to the right-hand side of the bike, rather like the four-pipe header of the current CB650R, and into a single muffler. No doubt, Honda will let more information trickle out as the Hornet’s official unveiling gets closer. The signs so far are good, so hopefully it will live up to both its illustrious heritage and the effort Honda is taking to hype the project. Source

Lofted wheelies showcase the strong midrange torque and excellent chassis balance of the BMW M 1000 RR. (Jeff Allen/)The curbs lining Chuckwalla Valley Raceway’s intricate 2.68-mile layout are the bogeys to the 2021 BMW M 1000 RR’s fighter-jet precision. The Bavarian-built literbike’s locked-on attitude showcases years of the company’s racing endeavors and technical expertise, and the bike serves as a platform for developing future improvements. Of course, the M 1000 RR is also a homologation special. Every bit of the bike’s design and performance is focused on gaining advantage within the scope of World Superbike technical regulations. The street-spec equipment is there merely to meet DOT requirements and ensure it qualifies as a for-sale streetbike in accordance with the rules of production-based racing. Yes, the $37,490 M is there for well-heeled trackday connoisseurs or even club racers, but its number one role is to give BMW Motorrad and its supported racing efforts a machine on which to work their magic in search of the ideal lap time. What you get is a motorcycle that Motorrad touts as the first two-wheel model to join BMW’s iconic M-series. It’s a competition-minded offspring of the S 1000 RR, a bike which has been a contender in the open-class production literbike category since its introduction in 2009. The difference is that the M 1000 RR is sharper and more exotic, allowing the elite to race to glory. The M 1000 RR has an aggressive stance and tight dimensions that complement its lightweight handling. (Jeff Allen/)As with the ripping S 1000 RR, the M RR uses the same basic 998cc inline-four with BMW’s ShiftCam Technology. It’s a spectacular engine in S form, but a number of internal components are altered with racing in mind. A set of lightweight titanium Pankl connecting rods, 2mm longer than before, move new lower-friction two-ring forged Mahle pistons. These lighter components kick redline to 15,100 rpm, 500 rpm higher than the S model. Compression ratio is bumped to 13.5:1 via a new combustion chamber profile, while valve-actuating finger followers have been redesigned for reduced weight. Even the titanium Akrapovič exhaust shaves 8 pounds in comparison to the exhaust system on the S 1000 RR. Horsepower and torque figures of the BMW M 1000 RR gathered on the Cycle World dyno. An important note: Our test unit was flashed with the dealer-installed “torque map.” (Robert Martin Jr./)The result of these revisions is a powerplant that, BMW Motorrad claims, undramatically produces 205 hp at 13,000 rpm in US trim, the same numbers as the S 1000 RR in stock configuration. The lighter parts and higher redline are simply waiting for racer mods so the bike can make competitive power at the track. Our test unit was flashed with the dealer-installed “torque map,” which we tested on the in-house Cycle World Dynojet 250i dynamometer. The M RR produced a peak 161.30 hp at 11,230 rpm and 77.07 pound-feet of torque at 9,250. Analyzing the curves indicates the optional flash eliminates the S model’s frustrating dip between 6,000 and 8,000 rpm, but power quickly signs off just after 11,000 rpm, leaving 4,100 rpm of overrev waiting to be uncorked with race-spec tuning changes. The M 1000 RR shreds corners with an any-apex, any-time manner. (Jeff Allen/)That bumped midrange torque makes the M 1000 RR a missile on corner exits. The ripping initial acceleration was aided during our trackday test session by the superb grip of the Dunlop KR448 and KR451 racing slicks we mounted to our testbike; these gave us extra confidence when ripping gears after the apex, aided as we were by the seamless action of the standard bidirectional quickshifter. Even with the extra midrange, superb grip, and quickshifter, BMW’s over-complex electronic rider-aid package and a numb throttle connection damp the harmony of man and machine. Ride-by-wire throttle inputs don’t precisely match expected results most of the time. And the four basic levels of traction control in Ride Pro modes (Rain, Road, Dynamic, Race) each feature 15 further settings of adjustability, with +7 being the greatest level of intrusion and -7 the least, for a total of 60 selectable options. With many, many hours of seat time and tuning experience this might make sense, but it’s a lot to absorb. The sorcery is within the M 1000 RR inline-four engine. Trick components like the Pankl titanium connecting rods, two-ring Mahle forged pistons, and allow for quick revving to its 15,100 rpm redline. (Jeff Allen/)After working with all these options in the time allowed by our one-day track test, I found that dialing the TC to a less intrusive setting (my preference was -4 with wheelie control reduced to level 1) provided the most visceral riding experience. This helped the M RR make the most of its linear power delivery and low-end grunt; it exhibited ripping corner-exit acceleration while perfectly maintaining low-trajectory MotoGP-style power wheelies as seen in slow-motion replays. Awesome. The TFT display of the M 1000 RR is top-notch, but toggling through its screens is time-consuming. (Jeff Allen/)It’s fair to say that the M RR’s racing-influenced chassis accepts hammering corner exits with little drama and superb drive grip. But the real star of the handling show here is the spectacular smooth action and great damping control of the Marzocchi fork, no doubt aided by its two downforce-producing winglets. Changes resulting in this performance include a slightly steeper steering head angle of 23.6 degrees (versus 24.2 on the S) with the trail measurement increased by 5.9mm to 99.8mm. Fork offset is also reduced by 3mm. The result is a confidence-bolstering front-end feel unrivaled by any previous BMW superbike we’ve tested. A set of blue anodized M-branded calipers add to the BMW’s bling and performance. (Jeff Allen/)The front end is so good that its M-branded brake calipers, co-developed with Nissin, are a mild letdown after aggressive initial bite, as lever feel isn’t great as you trail-brake to the apex. Outright power is superb, but there’s an opportunity for more communication and sensitivity when pushing the limit. Three-level selectable electronic engine-braking function can be tuned to suit your style. But among the M 1000 RR’s many outstanding qualities, none is greater than its wicked agility, its uncanny ease when snapping through side-to-side transitions. Certainly chassis geometry and lightweight materials help here, but the key is its carbon fiber wheelset. While composite rims aren’t legal in world-level competition, there’s no denying—or not welcoming—the nimbleness they provide. Nothing makes a bike feel lighter and steer more quickly than a reduction in wheel weight; in fact, the bike ran over inside curbing in early testing laps. Simply stated, the BMW M 1000 RR is one of the most nimble motorcycles we have ever ridden; the only comparable machine in handling terms is the no-holds-barred Ducati Superleggera V4. The M 1000 RR is a killer of Chuckwalla Valley Raceway’s side-to-side transitions and elevation changes. (Jeff Allen/)Even with all the benefits brought to the M 1000 RR through lightweight materials, engine changes, and chassis tuning, the real potential is still locked away. Of course, that’s the way with most homologation specials. Think back to Honda’s exotic 1994 RC45 and its US-market sub-100-hp output on the CW dyno. The BMW has a lot more bark than that Honda, but the essence remains the same: buyers are getting something that will make racing modifications possible, but will also require those modifications to fully realize its potential. So, yes, the M 1000 RR is stronger on a racetrack in stock form. It’s finished in a bunch of carbon composite, and equipped with trick features like launch control, a pit-lane speed limiter, and an adjustable swingarm pivot, but still possesses the same basic soul and personality as the S 1000 RR, including its flaws; numb throttle, overwrought electronics suite. Think of the M RR as a motorcycle along the lines of Kawasaki’s ZX-10RR. It’s got trick componentry and neat bells and whistles, but its showroom-spec performance isn’t far removed from the base model’s. The Marzocchi fork features full adjustability to dial in to rider preference. (Jeff Allen/)Whether the price premium of the M 1000 RR over the S model is worth it is, as always, up to you. If you’re a club racer or serious trackday enthusiast with a fat budget, the M brings trick components and those spectacularly light C-F wheels plus all the potential BMW is seeking to tap on the World Superbike stage. But the base S 1000 RR is $16,995, and it’s easy to get past $20,000 with a few choice options. The $37,490 sticker on our testbike comes from a combination of exotic materials and a list of trick components, some of which are visible: carbon fiber bodywork, CNC-machined levers, and titanium Akrapovič exhaust system. BMW’s carbon fiber wheelset is included as part of a $4,500 add-on package on the S model, but standard on the M 1000 RR. Also consider the unpublished but presumably extensive cost of engine development, including the titanium connecting rods and other trick internal pieces. The M 1000 RR is top tier in quality and performance, which is reflected in its $37,490 price tag. (Jeff Allen/)So the M 1000 RR is a huge jump in price for some admittedly great parts. But for the street rider and typical trackday warrior, the S 1000 RR will provide just about as much entertainment while saving many dollars for extra sticky tires and entry fees. The M RR’s details, adjustability, and OE-fitted parts raise the ceiling of its outright capability and make it a real temptation for the racer. If you have the resources, both financial and technical, the M’s magic is worth it, particularly for the chassis changes and carbon wheels. For most of us mortals, a lower-spec S will do the trick. Still… don’t we all want a little more magic in our lives? The M 1000 RR is built to turn and burn. (Jeff Allen/)2021 BMW M 1000 RR Specifications MSRP: $37,490 (as tested) Engine: DOHC, liquid-cooled inline-four; 16 valves Displacement: 999cc Bore x Stroke: 80.0 x 49.7mm Compression Ratio: 13.5:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 161.30 hp @ 11,230 rpm Cycle World Measured Torque: 77.07 lb.-ft. @ 9,250 rpm Fuel System: Electronic fuel injection w/ 48mm throttle bodies Clutch: Wet, multi-disc slipper; cable operation Engine Management/Ignition: Ride-by-wire/TCI Frame: Twin-spar aluminum chassis Front Suspension: 45mm Marzocchi inverted fork, fully adjustable (semi-active damping w/ optional DDC); 4.7 in. travel Rear Suspension: Marzocchi shock, fully adjustable (semi-active damping w/ optional DDC); 4.6 in. travel Front Brake: 4-piston Monoblock calipers, dual 320mm discs w/ ABS Rear Brake: 2-piston slide-pin caliper, 220mm disc w/ ABS Wheels, Front/Rear: M Carbon; 17 x 3.50 in. / 17 x 6.00 in. Tires, Front/Rear: 120/70ZR-17 / 200/55ZR-17 Rake/Trail: 23.6°/3.9 in. Wheelbase: 57.4 in. Ground Clearance: 4.7 in. Seat Height: 32.8 in. Fuel Capacity: 4.4 gal. Cycle World Measured Wet Weight: 423 lb. Contact: bmwmotorcycles.com CW Measured Performance Quarter-Mile: 10.43 sec @ 147.12 mph 0–30 mph: 1.76 sec. 0–60 mph: 3.28 sec. 0–100 mph: 5.49 sec. 40–60 Top-Gear Roll-On: 2.41 sec. 60–80 Top-Gear Roll-On: 2.19 sec. Braking, 60–0 : 132.95 ft. Braking, 30–0 : 31.33 ft. Source

The SV650 has been Suzuki’s standard bike flagship since 1999. (Suzuki/)Ups Unique-for-its-class V-twin engineAttractive price tagNarrow seatGreat soundTried-and-true designDowns Tried-and-true design means no significant updates in recent yearsBelow-average front brake performanceHeavier than a majority of its competitorsVerdict For those looking for a great first, second, or even one-and-only bike, the SV650 is a great bet. Today’s crop of competitors puts serious pressure on this proven platform, but the current SV remains true to its roots as a straightforward, simple, charismatic, and capable all-arounder. Overview The Suzuki SV650 is an iconic V-twin-powered middleweight. When it entered the fray in 1999, it set a high bar for standard motorcycles everywhere, because it did everything well and seemed to love it. The SV happily served everyone from first-timers to old-timers, many of whom kept them on as long-timers. It’s the rare motorcycle that can be both a first and a forever bike. While it was wonderfully successful in its first few years, the SV650 unfortunately lost loyal fans when it was restyled and redesigned as the Gladius and SFV650 in 2009 and 2013, respectively. These bikes were heavier and decked out in bodywork that might charitably be called “funky.” Fortunately, it made a comeback in 2017, and got a tasteful follow-up in 2019 with the addition of the cafe-styled SV650X. The revised standard had returned to its roots, and was approachable, straightforward, and most of all, fun. Since its return to the tried-and-true design, the SV has introduced a new generation of enthusiasts to its combination of peppy, character-rich V-twin power and agile but predictable road manners. That combo makes it both a highly capable and entertaining commuter and a fun canyon carver. The SV comes in two iterations, one with ABS (shown here) and the other without. (Suzuki/)Updates for 2022 Why mess with success again? Suzuki learned its lesson the first time. Maybe a little too well, as the SV650 hasn’t seen a major update in years. Pricing and Variants The SV650 is available with or without ABS ($7,749/$7,299). Competition Middleweight standards from around the world are coming at the Suzuki in droves. This includes three options from Japan and two from Europe: Yamaha’s MT-07, Kawasaki’s Z650, Honda’s CB650R, Triumph’s Trident 660, and Aprilia’s Tuono 660. One thing to consider here is that the majority of the competition is powered by parallel-twin engines, with only the Honda CB650R using a four. Suzuki’s V-twin gives it a notably different character, not to mention a much better sound. The 645cc V-twin engine in the SV is unique, configuration-wise, in the standard bike category. (Suzuki/)Powertrain: Engine, Transmission, and Performance The SV650′s proven 645cc V-twin engine has plenty of low- to midrange power for passing traffic, pulling smoothly to its 10,000 rpm redline. In other words, there’s plenty of room to stretch the engine’s legs at higher speeds. The intake and 2-into-1 exhaust also give fantastic tones. In our past review, the engine “displayed the epitome of perfect fueling, sweet gearbox action, and easily managed throttle response.” A useful feature for new riders is the bike’s low-rpm assist, which adjusts engine speed to help prevent stalling during takeoff. Startup is also an easy task; with a single press of a button, the Easy Start System runs the motor until the bike fires up. No need to pull in the clutch if the bike’s in neutral; make use of the free hand to adjust the mirrors, close your visor, or whatever, as the bike springs to life. Producing a measured 69.3 hp at 8,530 rpm meant it produced more peak horsepower than its 2017 rivals, but today, peak horsepower figures for middleweights is up in the 70–80 range (we’re looking at you Trident 660, CB650R, and Tuono 660). A narrow seat and wide handlebar give the SV650 its relaxed ergonomics. (Suzuki/)Handling At a claimed 437 pounds, today’s ABS-equipped model is about 8 pounds lighter than the previous-generation SFV650, but 20 or more pounds heavier than current competitors, with the exception of the CB650R. Although this impacts agility somewhat, it aids in overall stability. In an earlier comparison with the Kawasaki Z650 and Yamaha FZ-07, Cycle World commented, “The SV650′s mellowed yet relatable charm is more apparent on the road. It’s not the lightest-handling bike in the group, but it’s the most stable, predictable, and planted on a twisting canyon road and feels totally refined.” Suspension is handled by a telescopic fork and link-type rear shock for a firm and sporty ride. These components are nonadjustable, with the exception of preload at the rear. Sometimes it’s OK to not overengineer a motorcycle. Suzuki’s straightforward approach to motorcycle design makes the SV650 a capable and practical motorcycle for everyday riding. (Suzuki/)Brakes Braking is handled by two four-piston Tokico calipers and a pair of 290mm floating stainless steel discs up front and a single one-piston caliper and 240mm disc out back. These contribute to good stopping power; however, we found the two front units lacking in bite and power, with numb feedback overall. Testing the brakes against its 2017 competition showed that the SV needed more room to come to a stop. From 60–0, the SV stopped in 139 feet, which isn’t bad, but the FZ-07 and Z650 did it in 136 and 132 feet. Fuel Economy and Real-World MPG We averaged 48 mpg during our testing. This was right in between the FZ-07 (51 mpg) and Z650 (47 mpg). Ergonomics: Comfort and Utility The SV650′s ergonomics are relaxed and comfortable. The point where the seat and tank meet is narrow and the handlebar is wide. It is relatively heavy, but the seat height is an admirably low 30.9 inches which makes keeping the bike upright at stops doable. Although extended periods of time on the seat may cause discomfort, the overall riding position is neutral enough to make it an all-around comfortable commuter and weekend ride. Electronics Starting up the SV is a simple affair. The Easy Start System only requires a short press of the starter button while the bike is in neutral in order for the bike to come to life. Pulling in the clutch is not necessary. A basic LCD display, halogen headlight, and LED taillight are standard; ABS is a $450 option. Despite the suspension’s minimal adjustability, the spring and damping rates are well chosen, keeping the chassis nicely under control at a rapid pace in the twisty pavement sections without being too stiff at lower speeds on imperfect urban tarmac. (Suzuki/)Warranty and Maintenance Coverage Suzuki offers a one-year limited warranty for the SV650 with the option to extend with Suzuki’s Extended Protection plan. Quality Although, or perhaps because, this Suzuki hasn’t had a recent update and the components are no longer cutting-edge, this bike is ridiculously reliable. 2022 Suzuki SV650/ABS Claimed Specifications MSRP: $7,299 (non-ABS)/$7,749 (ABS) Engine: 645cc, DOHC, liquid-cooled V-twin Bore x Stroke: 81.0 x 62.6mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 69.3 hp @ 8,530 rpm Cycle World Measured Torque: 44.2 lb.-ft. @ 8,000 rpm Fuel Delivery: Electronic fuel injection Clutch: Wet, multiplate Engine Management/Ignition: Engine control module/electronic transistorized Frame: Steel trellis Front Suspension: 41mm telescopic fork; 4.9 in. travel Rear Suspension: Link-type shock, preload adjustable; 2.5 in. travel Front Brake: Dual 4-piston Tokico calipers, full-floating 290mm discs w/ ABS (optional) Rear Brake: 1-piston caliper, 240mm disc w/ ABS (optional) Wheels, Front/Rear: Cast aluminum; 17 in. / 17 in. Tires, Front/Rear: 120/70-17 / 160/60-17 Rake/Trail: 25.0°/4.1 in. Wheelbase: 56.9 in. Ground Clearance: 5.3 in. Seat Height: 30.9 in. Fuel Capacity: 3.8 gal. Claimed Wet Weight: 432 lb. (non-ABS) / 437 lb. (ABS) Contact: suzukicycles.com Source

The scooter that started it all, the original Lambretta 125. Together with Vespa, these machines put Italy back in motion in the aftermath of World War II. (Lambretta/)One year after Piaggio introduced its world-famous Vespa, Innocenti iron and machinery works in Milan, a manufacturer of steel tubing, entered the growing Italian scooter market. In 1947 Dr. Ferdinando Innocenti realized that an updated scooter concept might offer great opportunities to his firm, and ordered his technical staff to design a two-wheeled vehicle that, like the Vespa, could be mass produced at low cost. The Innocenti staff found inspiration in the foldable motor scooters that American and British airborne units had used to get from landing zones to the line of combat during the war. Innocenti opted for a structure as simple as those military scooters, with a single downtube constituting the frame. The tube ran down from the steering head to support the floorboard, with attachments to locate and support the unitized engine/transmission power egg. A steel-tube subframe turned upward to support the seat, the fuel tank, and a small utility case. The scooter was called the Lambretta, named after a mythical water sprite associated with the Lambro river, which ran close to the Milan suburb where Innocenti was located. Lambretta vs. Vespa Contrary to Vespa’s design, the Lambretta’s engine was not directly connected to the rear wheel, instead driving it motorcycle-style via a three-speed gearbox and a sealed oil-bath chain. Also like a motorcycle, the Lambretta’s engine/transmission unit was set along the scooter’s main longitudinal axis. This became a major factor in Lambretta’s fast-growing success: Lambretta owners mocked Vespa riders about their bikes’ off-center construction making them look like sailboats under a strong side wind. In turn, Vespa owners mocked their Lambretta counterparts about the poor reliability of their bikes’ gearbox. The joking and rivalry lasted for decades. Like the first ATVs, the original Lambretta 125 M model had no suspension at either end, just a pair of doughnut-size tires fat enough to deal with the cobby Italian roads of the day. A major evolution occurred in 1950 when the Lambretta C introduced a trailing-link front suspension and torsion-bar suspension for the rear wheel. Now the single-downtube frame located the pivot point of the rear suspension and then turned upward to support the seat and the fuel tank, eliminating the previous twin-tube subframe. Lambretta Evolves While Vespa made a dogma of its iconic design and never strayed from it, Dr. Innocenti was more concerned about fashion. When time came to evolve the basic Lambretta concept he involved Italian designers in the project. In 1951 the new Lambretta LD hit the market and was an instant success. Featuring flowing lines, full coverage for the rider’s legs, and fully functional suspension at both ends, it came with both 125 and 150cc engines and offered an evolved four-speed transmission. Produced until the end of 1956, the LD defined a new, stronger image for Lambretta. The Lambretta 125 F incorporated floorboards and legit suspension. Decked out with a passenger seat, spare wheel, and matching wheel cover, this example shows how important styling was, right from the start. (Lambretta/)From there the Lambretta design kept developing, but maintained a strong connection with the LD model. In 1958 came the Lambretta LI with even more esthetic refinement as well as updated engines, notably the 150cc version, which was the bestseller of the series. The Lambretta LI Series 3 debuted in 1961 and represented Lambretta’s main styling evolution until the brand closed down in 1973. In many respects, Lambretta always kept a technical lead over Vespa. In 1962, the Lambretta 175 TV Series 3 was the first scooter to adopt a front disc brake, a major evolutionary step. Remember, this is seven years before Honda’s CB750K0! The peak came in 1969 with the 200 SX/200 DL Electronic, which featured electronic ignition, disc brakes, and an 11 hp 200cc two-stroke single, the most powerful engine in a scooter at the time. Innocenti Lambretta experienced a final crisis when small economy cars, like the Fiat 500, appeared on the market. Somehow Vespa survived this critical juncture, probably thanks to stronger styling, a more aggressive marketing policy, and an image that never changed. Lambretta tried to make its models appear more sophisticated, and famous Italian designers like Bertone were hired to constantly refine its line. In the end, though, that only added extra cost to the production, and low price was a major factor in the market of the 1960s and ‘70s. Nothing says Italian like a red bike. The new G350 pays homage to Lambretta’s historic emphasis on fashion and design. Thoroughly modern, it also evokes the timeless scooter ethos. (Lambretta/)Innocenti sold the production lines to the Indian government, which in turn created Scooters India Limited, or SIL, keeping the Lambretta name alive until 1998. The SIL model, called Lamby and GP150 for export, was a derivative of the Lambretta LI 150. Innocenti itself was sold to BMC (British Leyland) and shortly thereafter began production of the Mini (the original, designed by the legendary Sir Alec Issigonis) in Italy. The Italian market responded positively, and BMC planned huge investments to increase manufacturing capabilities. But BMC didn’t fully understand that at the time Italy was, more than ever, Fiat turf. The Italian government accordingly blocked all projects. BMC Innocenti went bankrupt, and the assets were conveniently sold off to Alessandro de Tomaso, who just happened to have the right contacts within the government. Like all other de Tomaso-ruled firms, this new Innocenti was a joke and soon shut down for good. In the years following, the Innocenti and Lambretta brands bounced around from court to court in a swirl of legal fights. Finally, Walter Scheffrahn, a Dutch investor and longtime Lambretta enthusiast, was recognized as the legal owner of both, and he established the operative headquarters of Innocenti SA in Lugano, Switzerland. In 2017, Innocenti SA tiptoed into the scooter market with its new V-series models, the Lambretta V50cc, V125cc, and V200cc. These gained good success especially on the Far East markets. Lambretta Today This led to a partnership with Thailand’s Gaoking company. Which leads us to the present: Lambretta’s Lugano headquarters is home to the company’s R&D department under Scheffrahn’s personal control and leadership, with the Thai partners in charge of manufacturing. Underneath their skins, both new Lambretta models feature modern design elements like electronic ignitions, antilock brakes, and as seen here on the G350 Special, secure, integrated storage. (Lambretta/)Production started in 2017 with the V Model series, which ranges from 50cc to 200cc. The V200 can easily be identified as a Lambretta; the styling is clearly derived from the Lambretta LI, a genuine plus especially in the central- and south-Asian markets. The V200 is powered by an electric-start 12 hp four-stroke single equipped with a CVT transmission. The V200 comes with disc brakes front and rear, ABS, an LED headlight, and 12-inch wheels. The initial positive market response, China included, spurred Innocenti SA to aim for the premium scooter segment. This has resulted in two new models which represent a major evolution of the whole Lambretta project. The Lambretta X300 and G350 Special were officially unveiled in Milan, in the Brera Art Gallery court, during Design Week there. Surprisingly, the two are styled differently, with the X300 departing from Lambretta’s traditionally fluid lines. On the contrary, the X300′s styling is squarish, characterized by straight profiles from the front fender to the leg shield to the main body. Excellent fit and finish, disc brakes, an ABS sensor, tubeless tires, and a smart trailing-link front suspension that’s perfect for challenged pavement. The Lambrettas (the X300 shown here) take a grand old name and update it for an emerging market. (Lambretta/)The new scooter appears well finished in every detail, from the hexagonal LED front light to the handlebar to the seat. The front suspension is a trailing-link unit with distinctive twin shock absorbers wrapped with chromed springs. The 12-inch cast-alloy wheels get tubeless tires, 120/70-12 front and 130/70-12 rear. Disc brakes with 220mm rotors are fitted at both ends, managed by Bosch ABS. The Lambretta X300 rolls on a 54-inch wheelbase and weighs a rather substantial 364 pounds dry. On the other hand, the Lambretta G350 Special represents styling continuity with the original LI models. The main body section describes a gentle arch with a very moderate rib running just above the centerline. The front shield is a total homage to the Lambrettas of yore, as is the front fender. The fender’s mounting is a little controversial, because it leaves a large section of the suspension units exposed. The finish is excellent. In terms of details, the G350 Special comes fully equipped with LED headlight, 240mm disc brakes front and rear, likewise managed by a twin-channel Bosch ABS system. The Lambretta G350 Special weighs 382 pounds with a 55-inch wheelbase. The chassis structure of both models feature a large-diameter main tubular element with integrated steel panels forming the front shield and the floorboard, creating a very solid structure, necessary to cope with the extra loads generated by riding on typical Asian roads. A grand Italian brand fuses with modern Asian manufacturing. (Lambretta/)The engine is a liquid-cooled four-valve single developed in two displacements by Chinese manufacturer GPX. The X300 uses the base unit, its 275cc actual displacement derived from a 75mm bore and 62.3mm stroke. Innocenti SA claims 24.8 peak horsepower at 8,250 rpm with 18 pound-feet of torque at 6,250 rpm. The G350 Special’s engine displaces an actual 330cc from a bore increase to 82mm, while stroke is unaltered at 62.3mm. For the G350 Special, Innocenti SA advertises 25.8 hp at 7,500 rpm and 18.8 pound-feet of torque at 6,250 rpm. Innocenta SA has requested that Bosch develop an ECU that would make the two units Euro 5 homologated. While the V-class Lambretta models were conceived for the Asian markets, the new X300 and G350 Special will try to reestablish the brand in the European. Innocenti will then turn its attention to the United States. Although production in Thailand will start around the end of 2022, tentative prices have already been announced: 5,900 euros for X300, and 7,200 euros for G350 Special. Old world meets Brave New World. The new Lambretta X300 parked in downtown Milan, home of the original Lambretta 75 years ago. (Lambretta/)Source

Will Honda’s CL250 be the inspiration for the new CL300 that the company has filed patents and naming rights for? (Honda/)Back in May, we revealed Honda’s plan to launch a new CL500 scrambler based on the engine and chassis structure of the Rebel 500, and now new evidence has emerged to prove both its existence and that a smaller CL300 will be offered alongside it. The CL500 has been rumored in Japan for some time, but it was only earlier this year that Honda essentially confirmed it by filing for new rights over the “CL500″ trademark. That filing matched up with patents filed back in 2019, that showed how the Rebel 500′s frame and engine could be adapted for an scrambler-style machine, specifically requiring some innovative engineering around the repositioned footpeg brackets and the rear brake master cylinder to suit the scrambler look. The same Japanese rumors of the CL500 also suggest that a smaller CL250 is on the way, essentially performing the same trick on the single-cylinder Rebel 250—an Asian-market model that’s sold with a larger engine as the Rebel 300 in the US. At the time of our last story, there was no hard evidence to support these rumors. Now the evidence has emerged, and it’s good news for Western markets, as Honda’s plans are to build a CL300 based on the Rebel 300, likely meaning it’s intended for the West rather than just Asia (where a 250cc version will no doubt be offered to suit local motorcycle licence rules). Recent patent drawings for the CL500 are likely to be very similar to the layout for the CL300. (Honda/)The smoking-gun proof of the CL300′s existence comes once again in the form of a trademark application, filed by Honda in Thailand for rights to the “CL300″ name. Why Thailand? Probably because that’s where the Rebel 300 and Rebel 500 are manufactured. At the same time as the Thai trademark application for the “CL300″ name, Honda also applied for “CL500″ naming rights in several countries including Thailand, Australia, and New Zealand, suggesting that both machines will be launched simultaneously later this year. We can be pretty confident that the CL300 will use the same 286cc liquid-cooled single that powers the Rebel 300, and it’s likely to share essentially the same chassis, albeit with a taller seat and subframe to suit its retro scrambler styling. Like the Rebel, it’s expected to have a twin-shock layout and simple, conventional right-way-up fork. In terms of styling, expect something pretty traditional—the inspiration is the 1960s CL250—but not an out-and-out retro throwback. For starters, the water-cooled single doesn’t look anything like the air-cooled SOHC twin of the old CL250, and Honda is likely to use the Rebel’s alloy wheels instead of wire-spoke wheels that would probably add to the bike’s price. Both the CL500 and CL300 look likely to get launched later this year as 2023 models, part of a thrust from Honda to revisit past successes, since the firm is also due to bring back the Hornet name on a new 750 twin-cylinder streetbike, and expected to follow that with a reborn Transalp before reviving the NX (Dominator) name on an upcoming CB500X-based NX500. Source

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)Let’s say we’ve built our own single-cylinder engine as a shop project. All is in readiness: We have spark, fuel, compression, and everything is correctly timed. The engine starts and runs—hooray! But it vibrates quite badly, and the vibration intensifies as it revs up. What to do? Addressing the situation methodically, we see that this vibration has two possible sources: linear and rotational. Linear, meaning “in a straight line,” describes the up-and-down reciprocating motion of the piston. Rotational means it’s coming from a rotating imbalance, such as the crankshaft itself. So far, so good. But to which of these two categories does the connecting rod belong? What we do is weigh the two ends of the rod in a horizontal position. We assign the weight of its big end (the end that attaches to the crankpin) to rotating mass, while we add the weight of the small (piston) end to the reciprocating parts such as piston, rings, wrist pin, and wrist-pin clips. Our first job is to achieve rotating balance. To do this we make up a balance weight to attach to the crankpin, equal in mass to the rotating imbalance we have just measured (the big end of the rod and its bearing). Ideally this would take the form of a ring or any geometry that does not have a heavy side. With this weight attached to the crankpin, we can test for static balance by placing our crank on horizontal knife edges to see if imbalance rotates it. If it does, very likely the heavy point is the crankpin and the weight we’ve attached to it. Our goal now is to either make the crankpin side of the crank lighter, or to add extra material to the crank at 180 degrees to the crankpin, until the crank is in static balance; that is, it doesn’t roll when placed on the knife edges. Another step, more important in longer cranks, is to achieve dynamic balance as well. To understand this, imagine a dumbbell consisting of two wheels joined by a shaft. If one of the wheels has a heavy side but we balance it by removing mass from the other wheel, we can achieve static balance. But if we spin the dumbbell, it will wobble. In order to achieve dynamic balance (no wobble), the original heavy spot and any metal we remove to balance it must act in the same plane, perpendicular to the axis of rotation. One of the two counterbalancers found in KTM’s LC4 single. The other is at the end of the camshaft to cancel fore and aft movement. (KTM/)Once we have both static and dynamic rotary balance of the crank, we can move on to address the linear (straight-line) imbalance caused by the piston’s motion. To do this we remove the crankpin weight we used to achieve dynamic balance and build up our engine again. It is normal in crank balancing to balance 100 percent of any rotating imbalance. When we start it, as we’d expect it still shakes terribly. This is because so far we have done nothing to balance the up-and-down shaking force of the reciprocating parts—the piston, rings, wrist pin, clips, and the small end of the con-rod. We know where to add mass to balance them: at 180 degrees to the crankpin. Sometimes, as in engines with full-circle flywheels, this added extra mass takes the form of cylindrical slugs of heavy metal, such as lead, tungsten, or even depleted uranium, pressed into holes bored parallel with the crank axis and out near the flywheel rim. Or the flywheels may be made with lightening “pork chop” cutaways near the crankpin. When we start adding mass at 180 degrees to the crankpin, what do we find? If, for example, we balance 25 percent of the reciprocating mass (a “25 percent balance factor”), we find that the up-and-down shaking has also decreased by 25 percent. Progress? Fore-and-Aft Shaking This results because when the piston is at TDC, the counterweight is at 180 degrees to it, and when the piston is down, the counterweight is up. The 25 percent counterweight cancels 25 percent of the vertical shaking. But what happens when the crank has rotated to either 90 degrees or 270 degrees after top dead center (ATDC)? At the 90-degree position, our counterweight is trying to pull the crank forward, but there is no piston force opposing it. Same at the 270 degree position: now the counterweight’s inertia is trying to drag the crank back, but there is little piston force because it is once again in mid-stroke. What we have achieved is a 25 percent reduction in up-and-down shaking, but we have also created a new fore-and-aft shaking force that is 25 percent as great as that of the piston in the up-and-down direction. Try as we may, putting counterweights in every imaginable place, what we learn is that no counterweight added to the rotating crankshaft can ever completely balance the up-and-down motion of the piston. If, for example, we add enough counterweight to cancel 100 percent of the up-and-down piston shaking force, we have created a fore-and-aft shaking that is of the same magnitude as the vertical force we are seeking to cancel. Rather than doing away with the piston’s shaking force, all we’ve achieved is a change in its direction. Subjective Balance This is why the old-timers gave up on seeking perfect balance and instead tried to achieve a kind of “subjective balance.” Motorcycle frames and other parts are flexible, and when you bolt a vibrating engine to them, there will be ranges of rpm at which the bar vibrates badly, or the seat subframe fatigue cracks, or the riders complain that their feet or butts go numb after an hour. The engineers took note of what counterweight—measured as a percentage of the engine’s reciprocating weight—felt least bad to riders, a trial-and-error process. What they found was that the best balance factors (percent of reciprocating weight) were high—typically in the range of 65 to 85 percent. This tells us that we and the motorcycle itself are more sensitive to up-and-down shaking than we are to fore-and-aft shaking. This also explains why in general riders have preferred the large 65–85 percent balance factors that cancel most of the vertical shaking but trades that for a large fore-and-aft shaking that annoys us less. The footpegs scrub fore-and-aft under our feet rather than giving us an up-and-down buzz. Same with the seat. Because the bar is flexible, the maker will sometimes install weights inside the bar ends to kill the high frequencies that quickly put our hands to sleep. That was considered enough through the 1960s, but modern riders, given a ride on an old single or 360-firing parallel twin (which vibrates like a single because its pistons move up and down together) usually ask in dismay, “Are they all this bad?” Modern riders expect a higher standard of engine smoothness. Learning to Love Vibration? Life would be simple if the rider were the only part of the package to be fatigued or annoyed by vibration. Many have been told “Real bikes vibrate—get used to it!” But we have no way to tell the seat frame, footpegs, or the foaming fuel in the carburetor float bowls to man up. There is no way to dress up malfunction or broken parts. Maybe a bit of vibration is acceptable to remind us of the romantic past, but the basic truth is we’re better off without most of it. A Better Vibration Solution Excellent balance can be achieved in single-cylinder engines, but only by adding extra parts. Example 1: If we do as the auto industry does, and add counterweight equal to 50 percent of the reciprocating weight, we have reduced peak main-bearing loads by half, which is good. Let’s look at what those loads are as the crank rotates. At TDC, with a 50 percent balance factor, as the piston stops and reverses direction its inertia yanks upward at 100 percent, but is opposed by the 50 percent balance weight 180 degrees away from the crankpin. The net upward force is 100 minus 50, or 50 percent of peak shaking force. As the crank rotates to 90 ATDC, there is almost no piston force because it is in mid-stroke, but the 50 percent balance weight, located at 180 degrees to the crankpin, is now trying to pull the engine backward at 50 percent of peak shaking force. Keep rotating, and when we get to BDC, the piston is at the bottom of its stroke and the inertia of its stopping and changing direction is trying to push the engine downward with 100 percent of peak shaking force. But the crank counterweight, pulling in the opposite direction (straight upward) at 50 percent, reduces this to a net 50 percent. The crank continues its rotation, and when it gets to the 270 degrees ATDC, the piston is once again in mid-stroke creating little inertia force, but the crank counterweight’s force now tries to yank the engine forward with a force of 50 percent of peak shaking. How can we sum this up? What we see first is that the net force in these four positions is constant at 50 percent of peak shaking force. And that constant force is rotating, but when we look closely, we see that it is rotating backward, opposite to the crank! We can roughly cancel this by adding a gear-driven crank-speed balancer, also rotating opposite to the crank, but arranged to cancel the crank’s net backward-rotating imbalance force. Example 2: During World War II, the aircraft-engine industry tested prototype engine cylinders on a standard Universal Test Engine. In order to provide balance that would prevent such test units from constantly breaking things (total recip weight was roughly 8 pounds) they were equipped with two crank-speed balance shafts geared together. Their eccentric weights were phased to arrive together at TDC and BDC, but to be 180 degrees to each other at the 90 and 270 degree positions. Thus, the forces generated by the two balancers added to zero at those 90 and 270 positions, meaning they generated no net horizontal force; but at TDC and BDC they could be sized to add up to values equal and opposite to the piston’s shaking force. The result was smooth operation. If a heavier or lighter piston was to be tested, it was a simple matter to change the masses on the balance shafts to cancel any desired piston weight. Example 3: Rather than provide extra parts just to achieve balance, why not add a second power cylinder and find a way to make the shaking forces of the two pistons cancel each other? Some options: Do it as <a href="https://www.cycleworld.com/story/blogs/ask-kevin/the-advantages-of-flat-motorcycle-engines/">BMW’s boxer engines</a> do, by building a flat twin whose pistons move in opposite directions, with crankpins 180 degrees apart, thus canceling each piston’s shaking forces, though there is always some “crank wobble” caused by the two pistons not sliding along the same axis.Build your engine as a 90-degree V-twin with a 100 percent balance factor crank counterweight, or as Massimo Bordi did with <a href="https://www.cycleworld.com/2007/09/17/cw-classics-ducati-supermono-first-look/">Ducati’s Supermono single</a>, replace one of the two pistons with a sliding weight, resulting in a smooth single-cylinder engine. When you sketch the positions of the pistons and balance weight on the crank at the four positions—TDC, 90, BDC, and 270—you find that everything cancels.Do it as Kawasaki did with its <a href="https://www.cycleworld.com/kawasaki-kr250-road-racer-history-classics-remembered/">Gen 2 KR250 tandem twin GP engine</a> of the late 1970s/early ‘80s. It had two cranks geared together, one ahead of the other, such that its pistons came to TDC and BDC simultaneously. They then provided 100 percent balance-factor counterweights on each crank to cancel TDC and BDC piston shaking forces, while the counterweights on the cranks canceled each other at the 90 and 270 crank positions. The late great <a href="https://www.cycleworld.com/tags/dan-gurney/">Dan Gurney</a> built his very smooth big four-stroke tandem twin using this same scheme.That’s enough for today. I’m going to get up and go see if there are any dinner plans. Source

The 2022 Distinguished Gentleman's Ride was record-breaking, raising nearly $6 million USD. (Triumph Motorcycles/)After two years of pandemic-related social distancing and solo riding, The Distinguished Gentleman’s Ride (DGR) returned to pre-COVID fashion on Sunday, June 5. The response was record-breaking; the global event, which takes place alongside Movember, raised close to $6 million USD to help fight prostate cancer, support mental health, and prevent suicide among men. The DGR released the data from its 2022 event this week. The numbers were staggering: 93,456 well-dressed riders participated in rides in 802 cities across 104 countries. Over one-third of the donations arrived from North American rides. Across the USA and Canada, 14,233 riders from 183 cities raised nearly $2.5 million. This dapper rider from the Philadelphia event is what this event is all about: raising money for good causes while looking sharp and riding something cool. (Triumph Motorcycles/)Triumph Motorcycles, the event’s main sponsor, has been supporting the DGR for the past nine years. In 2022, the motorcycle company combined forces with Gibson Guitars, and the two partnered in building a custom Bonneville T120 Gibson edition bike alongside a Triumph-customized 1959 Gibson Les Paul Standard Reissue guitar, which were auctioned off to the highest bidder. “It is such an honor to be supporting The Distinguished Gentleman’s Ride and contribute towards this year’s incredible result, supporting prostate cancer research and men’s mental health,” Triumph chief commercial officer Paul Stroud said. “Next year will mark Triumph’s 10th anniversary as DGR main sponsor, and we are working on something incredibly special to celebrate that milestone.” Here’s a shot from some participating DGR riders in New Zealand. (Triumph Motorcycles/)The 2022 Distinguished Gentleman’s Ride raised 4 percent more than the pre-COVID 2019 global event and 47 percent more than last year’s event, which was completed without focused organization from DGR. The ride, founded in 2012 by Mark Hawwa of Sydney, Australia, brings “dapper” personal style together with classic and vintage motorcycles. Fine menswear is on display during the DGR, the theme of which was inspired by an image of actor Jon Hamm as Don Draper of Mad Men wearing a suit while on a motorcycle. The DGR event in Italy was once again a success with scenes like this happening throughout the country. (Triumph Motorcycles/)Since launching in 2012, The Distinguished Gentleman’s Ride has gathered more than 400,000 riders of vintage and classic motorcycles, raising more than $37 million USD across 114 countries for men’s health. Speaking of the success of the 2022 DGR, Hawwa said, “What an incredible return to group riding! There really is nothing better than seeing tens of thousands of gentlefolk smiling and waving their way through city streets, in support of prostate cancer research and men’s mental health. It’s something we have missed dearly over the last two years. Our community returned with vigor this year with the top three global fundraisers raising more than any previous year, which we have been proud to reward with the support of our global partner, Triumph Motorcycles. The next year will be one to watch, as we celebrate 10 years together with Triumph Motorcycles in spectacularly sartorial style.” The event in New York City featured much dapperness in the home of Mad Men. (Triumph Motorcycles/)For additional information about next year’s event, visit The Distinguished Gentleman’s Ride. Source

One of the big updates on the 2022 Versys 650 is the addition of traction control. (Kawasaki/)Ups Supercomfortable ergonomicsPleasing and fast-revving engineNow has traction controlLighting and dash have been updatedDowns New four-way-adjustable windshield still cannot be adjusted on the flyTouchy throttle and clunky shiftingVerdict Kawasaki’s middleweight adventure-tourer will happily tackle any manner of pavement from winding country road to sprawling five-lane highway. The Versys 650 has an entertaining fast-revving engine, great suspension, and new updates that contribute to its versatility. Consider it a jack-of-many-trades, a well-built, comfortable, and enjoyable motorcycle for daily commuting or weekend adventures. Overview Introduced in 2009, the Versys 650 has delivered on its promise of being a balanced machine that’s just as enjoyable whether the rider is revving out its sporty and playful parallel-twin engine or taking it easy and making full use of the 650′s plush seat and wind protection. This mid-displacement Versys shares an engine with the Ninja 650 and Z650, while its adjustable windscreen and upright riding position set it up for the longer haul. Meanwhile, the LT model ups the touring ante with hand guards and large hard cases as standard. Cast aluminum 17-inch wheels, street-oriented tires, and a low 6.7-inch ground clearance mean this is more of a street-oriented tourer, yet the bike’s long-travel suspension and new traction control help will play a helping hand as road conditions worsen or riders get a little adventurous. Whether riding to work or nowhere in particular, the revised Versys 650 will get you there in comfort and offer an engaging riding experience along the way. The front end of the Versys 650 sees many changes in 2022, including a sharper front cowl, LED headlights, new dash, and a four-way-adjustable windscreen. (Kawasaki/)Updates for 2022 For 2022, Kawasaki has fitted the Versys 650 with traction control, a full-color TFT with smartphone connectivity, LED headlights, a sharper front cowl, and a four-way-adjustable windshield. Pricing and Variants The Versys 650 comes in two versions, the standard model ($8,899–$9,099) and the LT ($9,999). The LT version includes 28-liter saddlebags and hand guards as standard. Riders planning to do a little more long-distance touring with their Versys might consider opting for the LT, while most commuters will find the standard model offers all the comfort and features they need. Competition Riders interested in middleweight adventure-touring motorcycles would also be looking at the BMW F 750 GS, Honda NC750X, and Suzuki V-Strom 650 or pony up for larger-displacement machines like the Ducati Multistrada V2 or Yamaha Tracer 9 GT. The Versys’ compact 649cc parallel twin has a linear power curve leading up to its peak 60 hp. (Kawasaki/)Powertrain: Engine, Transmission, and Performance The Versys 650 is powered by a 649cc parallel-twin engine it shares with the Ninja 650 and Z650. This engine is compact, centralizing weight down low with its low-slung exhaust. Kawasaki explains that the engine’s compact design is due to a triangular crank and transmission shaft layout that makes it short from front to back, while the semi-dry sump oil system reduces overall engine height. The narrow pitch of the cylinders helps reduce width. On the Cycle World dyno, the Versys produces 59.6 peak horsepower at 8,070 rpm and 41.6 peak pound-feet of torque at 7,210 rpm. Its dyno chart shows a perfect slope indicative of its smooth power delivery, while a tabletop torque curve hints at the bike’s tractable, approachable character. The quick-revving engine lets out an entertaining growl in the low-to-mid rpm range. There are some shortcomings, including a slightly abrupt on/off throttle and a clunky gearbox, so riders should be diligent with their inputs. Handling The Versys 650 can feel a touch heavy when being lifted off the stand, but that weight does not affect the bike’s handling while in motion. Thanks to the bike’s well-balanced chassis and light steering, it glides down the freeway and is right at home on winding roads. Credit the wide one-piece handlebar, which offers a neutral riding position while creating the necessary leverage for tackling curvy stretches. The suspension is very well balanced right out of the box. The suspension’s great tuning and over 5 inches of travel at both ends help the bike float over ribbed roads and tackle larger, harsher bumps with ease. The telescopic fork is adjustable for rebound and preload while the shock is adjustable for preload only. A simple-to-use remote adjuster makes tailoring the shock easy to accommodate the added weight from a passenger or, in the case of the LT, fully loaded hard cases. Brakes Braking duties are handled by two-piston Nissin radial-mount calipers and dual 300mm discs. The pairing brings the bike to a well-controlled standstill and a progressive lever feel communicates that stopping power well to the rider. At the other end resides a one-piston caliper and 250mm disc. This, too, performs well, and is only slightly less communicative than the front. ABS comes standard on both the front and rear. A plush seat is comfortable for many miles of riding. (Kawasaki/)Fuel Economy and Real-World MPG The Versys drinks from a large 5.5-gallon fuel tank and has a fuel economy of 42.5 mpg. This is impressive considering the size of this machine, but competition, such as the smaller-displacement Honda CB500X, can sip fuel a little more efficiently (tested an average of 54.6 mpg). Ergonomics: Comfort and Utility One of the first things the Versts calls to mind is comfort. Riders will note the relaxed upright riding position, effective windscreen (now four-way adjustable), and plush seat. The 33.3-inch seat height required only a slight stretch and thick-soled boots for our 6-foot, 32-inch inseam test rider to completely flat-foot it at stops; other test riders around 5-foot-7 felt comfortable touching both feet down as well. The tank grooves are perfectly formed, especially for longer legs, and offer great grip when leaning in for turns. If more utility is desired, the LT version offers hand guards and side cases that can fit a full-face helmet. The dash is new and improved. It keeps the rider updated with mass amounts of information yet is easy to read. Bluetooth connectivity is another feature that brings the Versys 650 into the 21st century. (Kawasaki/)Electronics Kawasaki heard our requests for better electronics and made updates that really stepped up the Versys’ game. In addition to its standard ABS, the Versys 650 now has traction control. Three options allow the Versys’ TC to be less intrusive (Mode 1), have earlier intervention (Mode 2), or be turned off by using a switch on the handlebar. Kawasaki has also upgraded the latest-generation Versys with a 4.3-inch, full-color TFT that gives an abundance of information and is easy to read. To further enhance its modern dash, a Bluetooth chip allows for connection to compatible smartphones and the Rideology app. LED lighting is becoming the norm on modern motorcycles; the Versys 650 is now equipped with LED headlights. The LT version comes with hard cases and hand guards as standard. It also has a different warranty and MSRP. (Kawasaki/)Warranty and Maintenance Coverage The Versys 650 comes with a 12-month limited warranty and the LT with a 24-month limited warranty. The Kawasaki Protection Plus plan can extend the factory warranty and is available for purchase. Quality The Versys 650 and LT version were already high up on the quality scale, but Kawasaki’s improvements, especially to the electronics, have brought this great commuter into the 21st century. 2022 Kawasaki Versys 650/LT Claimed Specifications MSRP: $8,899-$9,099 (base) / $9,999 (LT) Engine: 649cc, DOHC, liquid-cooled parallel twin; 4 valves/cyl. Bore x Stroke: 83.0 x 60.0mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 59.60 hp @ 8,070 rpm Cycle World Measured Torque: 41.55 lb.ft. @ 7,210 rpm Fuel Delivery: DFI w/ Keihin 38mm throttle bodies (2) Clutch: Wet, multiplate Engine Management/Ignition: N/A Frame: Double-pipe perimeter frame Front Suspension: 41mm hydraulic telescopic fork, rebound and preload adjustable; 5.9 in. travel Rear Suspension: Single shock, preload adjustable; 5.7 in. travel Front Brake: Nissin 2-piston calipers, dual 300mm petal discs w/ ABS Rear Brake: Nissin 1-piston caliper, 250mm petal disc w/ ABS Wheels, Front/Rear: Cast aluminum, 17 in. / 17 in. Tires, Front/Rear: 120/70-17 / 160/60-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 55.7 in. Ground Clearance: 6.7 in. Seat Height: 33.3 in. Fuel Capacity: 5.5 gal. Cycle World Measured Wet Weight: 500 lb. (LT) Contact: kawasaki.com Source

Ducati’s 2022 Streetfighter V2 has found just the right balance between power and performance with a composed chassis and 955cc twin. (Ducati/)Ups Great power delivery, versatile and practical for the streetAll of the excellent electronics you want from a DucatiMore relaxed riding position than Panigale V2Downs An affordable Ducati is still an expensive motorcycleHandlebar position cramps wrists on long ridesLess aggressive brake pad compound than PanigaleVerdict Taking cues from the Panigale V2 and its 955cc Superquadro 90-degree V-twin engine, Ducati has taken the natural step of building a naked version of that fully faired sportbike. A more upright riding position with a one-piece handlebar, more relaxed footpeg position, and street-oriented nature make the Streetfighter V2 a great everyday ride. While the other bikes in the Streetfighter range have grown into 1,103cc asphalt rippers putting out 200-plus horsepower, the V2 has kept it real by keeping the door open for a wider variety of buyers. The Ducati Streetfighter V2 is essentially a stripped-down, bare-skinned version of the Panigale V2 sportbike intended as a more practical option to its Streetfighter V4 lineup. (Ducati/)Overview Naked sportbikes are all about raw performance in a simple stripped-down package, but they’re also meant to be more practical and enjoyable for everyday street riding. As Ducati’s larger-displacement Streetfighter range has gained cylinders with the introduction of the V-4 engine, price and power have pushed their limits ever higher. The Streetfighter V2 hopes to make Ducati’s naked sportbikes more accessible. Not only is the $16,995 price tag at least more accessible, at $3,000 less than the lowest-priced V4, but the V2 has a friendly yet still potent power output that, when combined with an excellent suite of electronic rider aids, makes the V2 an incredible streetbike. As this bike is a stripped-down lean-muscle version of the Panigale V2, Ducati pushed the footpeg position down and forward for a less aggressive stance, as well as thickening and widening the saddle for more comfort. (Ducati/)Naked sportbikes have been around for decades, but Ducati has always managed to keep its Streetfighter offerings true to the company’s image, with raw power, amazing styling, and excellent performance. They really are stripped down, not dumbed down, versions of sportbikes like the Panigale. Riding to work during the week and ripping curvy roads on the weekend is what the Streetfighter V2 is all about. Updates for 2022 This is a brand-new model for 2022, meant to fill the gap left when Ducati adopted the V-4 engine configuration on its most-potent sportbikes and superbikes. Ducati offers a number of performance-minded accessories via its parts catalog, including biplane winglets, which are priced at a pretty staggering $1,492. (Ducati/)Pricing and Variants The Streetfighter V2 is available in Ducati Red for $16,995 and Storm Green for $17,495. The Sport accessory package with its carbon fiber and billet aluminum accessories is an additional $1,270. Competition Nakeds or streetfighters have evolved from the OG Triumph Speed Triple, while over time a ton of others have jumped on the bandwagon like KTM’s 1290 Super Duke, Aprilia’s Tuono RSV4, MV Agusta’s Dragster RR SCS, and BMW’s S 1000 RR. The Japanese got in the game too, with bikes like the Honda CB1000R, Kawasaki’s Z900 and Z H2, and Yamaha’s MT-10, MT-09, and MT-07. The Streetfighter V2 is dripping with race-inspired electronics; a six-axis IMU manages all the electronic controls of the bike. Modes can be individually customized to rider preferences via the Streetfighter V2′s 4.3-inch TFT display. (Ducati/)Powertrain: Engine, Transmission, and Performance While the liquid-cooled 955cc Superquadro 90-degree V-twin engine is identical to the Panigale V2 in principle, Ducati made slight modifications for more practical street performance. Final drive gearing has been shortened via the addition of two teeth to the rear sprocket to aid engine response. Ducati claims the powerplant is good for 153 hp at 10,750 rpm and 74.8 pound-feet of torque at 9,000 rpm. The Streetfighter V2 has the subtle touch of a gentle giant at low rpm and a rough-and-tumble personality when ridden with aggression. Off-idle fueling and initial throttle response is direct with a solid connection to the rear wheel via Ducati’s finely calibrated ride-by-wire system. It’s easy to romp around between 5,000 and 8,000 rpm, taking advantage of the V2′s broad torque spread. The Streetfighter V2’s one-piece handlebar is pushed forward enough to create an uncomfortable wrist pressure while logging big miles or extended track sessions. (Ducati/)There’s a small window from 8,000 rpm to around 10,000 where the Streetfighter punches into a higher weight class with breathtaking acceleration and lofting wheelies, always an effective strategy for reducing front-tire wear. Its fighting spirit is short-lived, however, as it quickly signs off around its 11,500 rpm redline; a gear change via the clutchless Ducati Quick Shift (DQS) EVO 2 system managing the bike’s well-spaced six-speed gearbox is required. Handling The Streetfighter’s chassis is remarkably well-balanced. Although it’s fundamentally the same running gear as the Panigale V2′s, Ducati lengthened the single-sided swingarm by 16mm (0.6 inch) for additional stability and added two chain links to offset the gearing change. The final result is a wheelbase 26mm (1 inch) longer than the Panigale’s. But while the straight-line stability is excellent, the bike still smashes corner apexes. It carves, quickly, with a front-end feel that can be relied upon and planted midcorner composure, all of it complemented by a Showa BPF fork and Sachs shock that are resilient enough for racetrack conditions and balanced enough for on-road comfort. A Showa BPF fork and Sachs shock are resilient enough for racetrack conditions and balanced enough for on-road comfort. (Ducati/)Brakes The Streetfighter V2 gets less aggressive brake pads than the Panigale in identical Brembo M4.32 Monoblock brake calipers. Feel at the lever is compromised a bit, but they still work quite well, as does Ducati’s ABS Cornering EVO system. Fuel Economy and Real-World MPG Cycle World has yet to test the bike on our own roads, so we’ll have to wait for real-world numbers Ergonomics: Comfort and Utility As this bike is a stripped-down lean-muscle version of the Panigale V2, Ducati pushed the footpeg position down and forward to a less aggressive stance, thickened and widened the saddle shape for more comfort, and fitted the Streetfighter with a motocross-style handlebar. Overall comfort is quite good and viable for the daily ride, but aggressive enough to take advantage of the V2′s sporting prowess. The Streetfighter V2 has the subtle touch of a gentle giant at low rpm and a rough-and-tumble personality when ridden with aggression. (Ducati/)Electronics Yeah, the Streetfighter has a few bells and whistles: Ride modes include Sport, Road, and Wet. Ducati Traction Control (DTC) EVO 2 has eight levels plus off, Ducati Wheelie Control (DWC) EVO has four levels, while the Engine Brake Control (EBC) EVO has three levels. There are also multiple power modes, Bosch Cornering ABS EVO, auto-tire calibration, and Ducati Quick Shift (DQS); an optional Ducati Data Analyser with GPS, anti-theft system, and Ducati Multimedia System are available options. Warranty and Maintenance Coverage Ducati offers a 24-month unlimited-mileage warranty. Quality Ducati now recommends normal maintenance service intervals of 7,500 miles and the first valve-clearance check at 15,000 miles, so buyers can rest easy and just ride. Want to head to the racetrack after a long week of commuting to work? The Streetfighter V2 is up to the challenge. (Ducati/)2022 Ducati Streetfighter V2 Claimed Specifications MSRP: $16,995 (Ducati Red) / $17,495 (Storm Green) Engine: 955cc Superquadro liquid-cooled, 90-degree V-twin; 4 valves/cyl. Bore x Stroke: 100.0 x 60.8mm Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 153.0 hp @ 10,750 rpm Claimed Torque: 74.8 lb.-ft. @ 9,000 rpm Fuel Delivery: Electronic fuel injection w/ ride-by-wire Clutch: Wet, multiplate slipper; hydraulic actuation Engine Management/Ignition: Electronic Frame: Monocoque aluminum Front Suspension: 43mm Showa BPF fork, fully adjustable; 4.7 in. travel Rear Suspension: Sachs shock, fully adjustable; 5.1 in. travel Front Brake: Brembo M4.32 4-piston calipers, dual 320mm discs w/ Cornering ABS EVO Rear Brake: 2-piston caliper, 245mm disc w/ Cornering ABS EVO Wheels, Front/Rear: 5-spoke alloy; 17 x 3.50 in./17 x 5.50 in. Tires, Front/Rear: Pirelli Diablo Rosso IV; 120/70-17/ 180/60-17 Rake/Trail: 24.0°/3.7 in. Wheelbase: 57.7 in. Ground Clearance: N/A Seat Height: 33.3 in. Fuel Capacity: 4.5 gal. Wet Weight: 441 lb. Contact: ducati.com Source