Hugh Janus

The Indian Super Chief is the latest addition to the Chief series, which received a full redesign back in 2022. (Indian Motorcycle/)Overview For model year 2022, Indian completely redesigned its Chief platform, slimming down the formerly curvy flagship series into three models with purposeful, minimal profiles that still embraced a quintessentially cruiser attitude. The next-gen Indian Chief, Indian Chief Bobber, and Indian Super Chief are all built on the same platform and pack a simple new steel-tube frame with a cast-aluminum rear subframe in a more exposed, open arrangement, and the Super Chief is the light touring-biased expression of that effort. That means it gets a removable touring shield, two-up saddle, floorboards, 9.7 gallons worth of capacity from the leather side bags, and wide handlebars to steer the ship. On the base-model Super Chief, motivation comes courtesy of an air-cooled 49-degree Thunder Stroke 111 V-twin, good for a claimed 108 lb.-ft. of torque and hung on a steel tube frame, with two wire-spoke 16-inch tires on either end and a big LED headlight leading the way. The more premium Super Chief Limited trim swaps in a beefier Thunder Stroke 116 mill, said to produce 120 lb.-ft. of peak torque; both feature three ride modes. The Indian Super Chief adds saddlebags, floorboards, and a touring shield but keeps bodywork to a minimum for a classic cruiser profile. (Indian Motorcycle/) On the base model you get the air-cooled Thunder Stroke 111 V-twin, while the Super Chief Limited rolls with a bigger, more powerful Thunder Stroke 116 engine. (Accessorized model shown.) (Indian Motorcycle/) 2024 Indian Super Chief & Super Chief Limited Pricing and Variants You’ll plunk down $18,999 to claim the Super Chief, but the only color choice is Black Metallic and adding ABS bumps the price up by $950. An upgrade to the Super Chief Limited comes with a bigger and more powerful Thunder Stroke 116 mill, and includes ABS and a 4-inch touchscreen display with Ride Command (with GPS and Bluetooth) as standard equipment. The Limited trim will run you $21,999 and up, depending on your choice of Black Metallic, Ghost White Metallic, Spirit Blue Metallic, or Maroon Metallic Pearl. The higher-priced Limited also adds more chrome finishes, ABS, and a 4-inch touchscreen with Ride Command as standard equipment. There are also more color choices. (Indian Motorcycle/) Competition: <a href="https://www.cycleworld.com/harley-davidson/heritage-classic-114/">Harley-Davidson Heritage Classic 114</a>, $22,499<br/> <a href="https://www.cycleworld.com/harley-davidson/road-king-special/">Harley-Davidson Road King Special</a>, $24.999<br/> News and Reviews <a href="https://www.cycleworld.com/motorcycle-reviews/indian-super-chief-limited-review/">2024 Indian Super Chief Limited Review</a><a href="https://www.cycleworld.com/story/motorcycle-reviews/2021-harley-davidson-heritage-classic-114-vs-2022-indian-super-chief-limited/">2021 Harley-Davidson Heritage Classic 114 vs. 2022 Indian Super Chief Limited</a>2024 Indian Super Chief / Limited Claimed Specs MSRP: $18,999–$21,999 Engine: Air-cooled 49° V-twin Displacement: 111ci (1,811cc) / 116ci (1,890cc) Bore x Stroke: 101.0 x 113.0mm / 103.2 x 113.0mm Compression ratio: 9.5:1 / 11.0:1 Transmission/Final Drive: 6-speed/belt Fuel Delivery: Closed-loop fuel injection w/ 54mm throttle bodies, ride-by-wire Clutch: Wet, multiplate Frame: Steel tube w/ cast aluminum subframe Front Suspension: 46mm telescopic fork; 5.2 in. travel Rear Suspension: Dual shocks, preload adjustable; 3.0 in. travel Front Brake: 4-piston radial calipers, 300mm semi-floating disc ; w/ ABS (Limited) Rear Brake: 2-piston caliper, 300mm floating disc ; w/ ABS (Limited) Wheels, Front/Rear: Wire-spoked; 16 x 3.0 in. / 16 x 5 in. Tires, Front/Rear: Pirelli Night Dragon; 130/90B-16 / 180/65B-16 Rake/Trail: 29.0°/5.2 in. Wheelbase: 64.0 in. Ground Clearance: 4.9 in. Seat Height: 26.2 in. Fuel Capacity: 4.0 gal. Claimed Wet Weight: 739 lb. Contact: indianmotorcycle.com Source

2024 Harley-Davidson Road King Special Overview In 1994, Harley-Davidson introduced the first Road King—the FLHR Electra Glide Road King, more precisely. Although it was a 1950s-inspired tourer like the Electra Glide Sport, which it effectively replaced, it was also stripped-back: Nixing the fairing, stereo, tour trunk, backrest, and cruise control made it 73 pounds lighter than the Ultra Classic. The 2024 Harley-Davidson Road King Special. (Harley-Davidson/)Thirty years later, the Road King is still a stripped-back tourer, though thanks to modern technology and modern tastes, it’s both way more loaded (rider aids! cruise control!) and way more utilitarian (bon voyage, chrome trim!). If the original Road King looked like the kind of Harley your Sunday school teacher would ride, the 2024 Road King Special puts that image as far in the rearview mirror as air suspension and rubber-mounted Evos. The Road King uses a Milwaukee-Eight 114 engine, producing a claimed 95 hp at 5,020 rpm and 122 lb.-ft. of torque at 2,750 rpm. It comes standard with ABS and linked braking, but can be optioned with lean-angle sensitive ABS, traction control, and drag-torque slip control, as well as vehicle hold control, and tire pressure monitoring. Its hard saddlebags feature one-touch opening and have a claimed 2.5 cubic feet of capacity (nearly 71 liters). In the sea of faired tourers in H-D’s Grand American Touring lineup, the Road King Special continues to make a statement. It’s sort of the naked bike of baggers. Back in 2017 we even named it to the CW Ten Best list, saying, “We picked the Road King Special here for being the absolutely coolest bike with bags to ever roll down American highways.” Since then, it’s even been updated to keep up with the times. Way cooler than your Sunday school teacher’s King, right? The Road King Special’s elemental styling is a departure from the original Road King, which more closely resembles the Heritage Classic in the current H-D lineup. (Harley-Davidson/)2024 Harley-Davidson Road King Special Pricing and Variants The 2024 Road King Special starts at $24,999 for the Billiard Gray color scheme. Additional colors cost from between $500 and $700. The Road King’s low rear suspension, stretched-out silhouette, and mini-ape handlebars give it what H-D calls a hot-rod aesthetic. (Harley-Davidson/)2024 Harley-Davidson Road King Special Competition <a href="https://www.cycleworld.com/harley-davidson/heritage-classic-114/">Harley-Davidson Heritage Classic 114, starting at $22,499<br/> </a><a href="https://www.cycleworld.com/tags/springfield-dark-horse/">Indian Springfield Dark Horse, $24,999<br/> </a>2024 Harley-Davidson Road King Special News and Reviews <a href="https://www.cycleworld.com/harley-davidson-motorcycles-new-milwaukee-eight-big-twin-engine/">Harley-Davidson’s New Milwaukee-Eight Big Twin Engine<br/> </a>2024 Harley-Davidson Road King Special Claimed Specs MSRP: Starting at $24,999 Engine: 45-degree V-twin; 4 valves/cyl. Displacement: 114ci (1,868cc) Bore x Stroke: 102.0 x 114.3mm Compression Ratio: 10.5:1 Transmission/Final Drive: 6-speed/belt Fuel Delivery: Electronic Sequential Port Fuel Injection Clutch: Wet, multiplate Frame: Tubular steel Front Suspension: 49mm dual bending valve; 4.6 in. travel Rear Suspension: Low-height shock, preload adjustable; 2.1 in. travel Front Brake: 4-piston caliper, 300mm discs Rear Brake: 4-piston caliper, 300mm disc Wheels, Front/Rear: Cast; 19 in. / 18 in. Tires, Front/Rear: Dunlop Harley-Davidson Series; 130/60-19 / 180/55-18 Rake/Trail: 26.0°/6.9 in. Wheelbase: 64.0 in. Ground Clearance: 4.9 in. Seat Height: 27.4 in. Fuel Capacity: 6.0 gal. Wet Weight: 807 lb. Contact: harley-davidson.com The Red Rock color adds $650 to the base price. (Harley-Davidson/) Spartan passenger accommodations accentuate the Road King’s pared-back style. (Harley-Davidson/) Choosing Vivid Black adds $500 to the base price. (Harley-Davidson/) Source

The 2024 Harley-Davidson Road King Special. (Harley-Davidson/) The Road King Special’s elemental styling is a departure from the original Road King, which more closely resembles the Heritage Classic in the current H-D lineup. (Harley-Davidson/) The Road King’s low rear suspension, stretched-out silhouette, and mini-ape handlebars give it what H-D calls a hot-rod aesthetic. (Harley-Davidson/) The Red Rock color adds $650 to the base price. (Harley-Davidson/) Spartan passenger accommodations accentuate the Road King’s pared-back style. (Harley-Davidson/) Choosing Vivid Black adds $500 to the base price. (Harley-Davidson/)Source

The 2024 Kawasaki Eliminator in Pearl Robotic White. (Kawasaki/)Overview The Kawasaki Eliminator is a sporty lightweight cruiser based on the Ninja 500 and Z500 platform. An all-new version from Kawasaki for 2024, the Eliminator was the first model on this platform to feature the larger 451cc engine over the previous 399cc mill. While utilizing the same 451cc liquid-cooled parallel-twin engine as the 2024 Ninja 500 and Z500, the Eliminator’s chassis is revised to achieve a more relaxed riding experience. Changes include a larger rake (30 degrees) and trail (4.2 inches) versus the Ninja’s and Z’s 24.5-degree rake and 3.6-inch trail, a 5.7-inch longer wheelbase, and a lower seat height of 28.9 inches. Suspension and braking components are different as well. The Kawasaki Eliminator features a 41mm telescopic fork offering 4.7 inches of travel, twin shocks with preload adjustment offering 3.1 inches of travel, a 310mm disc with a dual-piston caliper up front, and a 220mm disc with a single-piston caliper at the rear. A capable engine and chassis paired with cruiser stance and styling make the 2024 Kawasaki Eliminator an entertaining lightweight package. Curb weight is heavier than its Ninja 500 (370–377 pounds, claimed) and Z500 (370–373 pounds, claimed) counterparts at 395 pounds (SE model) on the Cycle World automotive scales. On our Dynojet 250i dynamometer, the 2024 Kawasaki Eliminator produced 47.2 hp at 10,430 rpm and 29.0 lb.-ft. of torque at 7,510 rpm. Sporty handling and a quick-revving engine classify the Eliminator as a lightweight performance cruiser. We appreciate its ability to carve up a canyon road and connect corners with the engine’s roughly 10,500 rpm rev range. But limited cornering clearance reduces the bike’s ability to lean during spirited riding. Changes to the chassis give the Eliminator relaxed steering compared to the Ninja 500 and Z500 which it is largely based on. (Kawasaki/)Pricing and Variants The 2024 Kawasaki Eliminator is available in Pearl Robotic White and Pearl Strom Gray for $6,649 without ABS, or $6,949 with ABS. Kawasaki also offers the upscale Eliminator SE for $7,249, which includes an exclusive color and graphics pattern as well as a two-pattern seat, headlight cowl, fork boots, ABS, and a waterproof USB-C outlet. Kawasaki offers the Eliminator in an upscale SE model. Additional features include an exclusive color, a two-pattern seat, headlight cowl, fork boots, ABS, and a waterproof USB-C outlet. (Kawasaki/)Competition <a href="https://www.cycleworld.com/bikes/top-entry-level-cruisers-you-can-buy/">Honda Rebel 300, $4,849<br/> </a><a href="https://www.motorcyclistonline.com/news/best-fuel-efficient-motorcycles/">Royal Enfield Meteor 350, starting at $4,699<br/> </a>News and Reviews <a href="https://www.cycleworld.com/motorcycle-reviews/kawasaki-eliminator-first-ride-review/">2024 Kawasaki Eliminator First Ride<br/> </a><a href="https://www.cycleworld.com/bikes/kawasaki-eliminator-se-dyno-test-2024/">How Much Power Does the 2024 Kawasaki Eliminator SE Make?<br/> </a><a href="https://www.cycleworld.com/motorcycle-news/kawasaki-eliminator-first-look-preview-2024/">Kawasaki Announces the Return of the Eliminator for 2024<br/> </a>2024 Kawasaki Eliminator Claimed Specs MSRP: $6,649 / $6,949 (ABS) / $7,249 (SE) Engine: DOHC, liquid-cooled, 4-stroke parallel twin Displacement: 451cc Bore x Stroke: 70.0 x 58.6mm Compression Ratio: 11.3:1 Transmission/Final Drive: 6-speed/chain Fuel System: DFI w/ 32mm throttle bodies Clutch: Wet, multiplate; cable operation Frame: High-tensile steel trellis Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Twin shocks; 3.1 in. travel Front Brake: 2-piston caliper, 310mm disc (w/ ABS) Rear Brake: 1-piston caliper, 220mm disc (w/ ABS) Wheels, Front/Rear: 18 in./16 in. Tires, Front/Rear: 130/70-18 / 150/80-16 Rake/Trail: 30.0°/4.8 in. Wheelbase: 59.8 in. Ground Clearance: 5.9 in. Seat Height: 28.9 in. Fuel Capacity: 3.4 gal. Wet Weight: 386 lb. / 388 lb. (ABS) / Contact: kawasaki.com Source

Kawasaki’s hydrogen test mule recently ran some demonstration laps at the Suzuka circuit in Japan. (Kawasaki/)Any lingering doubts over the seriousness of Kawasaki’s progress on a hydrogen-powered motorcycle for the future were decisively answered when the machine made its public debut at the Suzuka circuit on July 20 ahead of the Suzuka 8 Hours race. The bike is part of a research project that Kawasaki says started in March 2023, although the early stages of development were clearly underway long before that as the company first showed a hydrogen-fueled version of its supercharged 998cc four-cylinder Ninja H2 engine as early as October 2021. Sketches of a future hydrogen-fueled bike were revealed in November 2022 and the real thing was unveiled in December 2023. Kawasaki has now confirmed that testing has been underway since the start of 2024, getting to the stage where the bike was ready to be demonstrated in public at Suzuka in July. But that doesn’t mean a production version is just around the corner—the company says it is “currently conducting research and development with the aim of realizing a functioning hydrogen ICE motorcycle as one carbon-neutral option for riders in the early 2030s.” A view of the converted supercharged H2 engine. (AutoBy/)The bike itself uses a converted version of the Ninja H2 engine, as supercharging is all but essential on a hydrogen-fueled combustion engine. Hydrogen needs a much higher ratio of air to fuel compared to gasoline, and compressing air with a supercharger before it enters the cylinder helps achieve that goal. The conversion to hydrogen also required the engine to adopt direct fuel injection, adding hydrogen into the combustion chambers after the inlet valves have closed, because otherwise the hydrogen expands and forces air out of the cylinder. The engine was developed as part of Kawasaki’s contribution to the HySE research association, where it works alongside Honda, Suzuki, Yamaha, and Toyota on the development of hydrogen-combustion engines for small vehicles. The hydrogen-fueled Kawasaki engine made its competition debut in this year’s Dakar rally, powering the HySE-X1 four-wheeler, but the Suzuka demonstration is the first time it’s been publicly seen in action on two wheels. The test mule at Suzuka. (Kawasaki/)Video of an earlier test run at the Autopolis circuit has also been released on Kawasaki’s own YouTube channel. It reveals that the bike has a hydrogen filling port on the back, feeding gas into the huge side-mounted tanks where it’s stored in an array of cylinders that can cope with vast pressure. Hydrogen fuel cell cars like the Honda Clarity store the gas at around 10,000 psi, and a clip of the fuel pump’s display shows it racing past 34 megapascals (340 bar, or around 4,900 psi) as the bike is filled, suggesting the Kawasaki’s tanks are similar to those in existing hydrogen vehicles. Even at such high pressure, hydrogen takes up much more space than gasoline carrying an equivalent amount of energy. On Kawasaki’s prototype there’s no provision for a passenger and those enormous rear panniers are used for fuel, not luggage. It might be bulky, but hydrogen is much more energy-dense than gasoline in terms of weight, so those big rear tanks should be much lighter than they appear. Kawasaki says the bike’s whole chassis is designed to accommodate the hydrogen canisters and the fuel system. Burning hydrogen in an internal combustion engine is much less efficient than using it in a hydrogen fuel cell powering an electric motor, but there are advantages to the hydrogen ICE idea. Perhaps most importantly, the hydrogen doesn’t need to be as pure—a fuel cell is easily damaged by any contamination in the gas, while a combustion engine is much more tolerant. But perhaps the biggest gains are from the perspective of manufacturing and marketing. Companies like Kawasaki Motors, Honda, Suzuki, and Yamaha all have well-established engine manufacturing facilities as well as all the infrastructure behind them, so hydrogen-combustion engines could be made relatively cheaply. What’s more, the engines offer a familiar noise and sensation that for many riders is an integral part of the motorcycling experience, something that electric bikes (whether powered by batteries or fuel cells) can’t match. The original design sketch shows a much less cumbersome motorcycle, while the reality shows how much space the hydrogen tanks take up. (Kawasaki/)Environmentally, the hydrogen-combustion engine’s emissions are nearly pure water vapor, although there can be traces of CO2 from burning engine oil. As in a gasoline-fueled engine, NOx can also be a byproduct of the combustion process, but the overall emissions are tiny compared to a conventional fossil-fuel engine. Whether that is clean enough to satisfy legislators around the globe who are increasingly pushing for zero tail pipe emissions remains to be seen. Perhaps the most significant deciding factor over the commercial future of the project will be that of hydrogen manufacturing and distribution. That’s something the wider Kawasaki Heavy Industries group is deeply involved with, right down to building huge oceangoing ships specifically designed to carry liquid hydrogen at cryogenic temperatures around the globe, but at the moment there are still very few hydrogen filling stations and it will take a big push over the next decade to get to the point where riders in the “early 2030s” will be able to easily refill their hydrogen-combustion engine bikes. Source

The 2024 Harley-Davidson Pan America 1250 Special. (Harley-Davidson/) Overview When Executive Editor Dawes studied the teaser video of the Harley-Davidson Pan America 1250 back in 2018, he wryly wrote, “I’ll send pizza and beer to the entire design and engineering team in Milwaukee if the Pan America comes in under 550 pounds full of gas.” Not only did Harley-Davidson’s design team read Dawes’ story, it took his words as something of a challenge, pinning them up on the office wall. A few years later, Dawes would eat his words—and 350 H-D employees in Milwaukee would get lunch compliments of Mr. Dawes and Cycle World. In its standard trim level, the Pan America 1250 weighed in at 534 pounds. The point is, the Pan America defied expectations from the very beginning. Debuting new technologies like Adaptive Ride Height, and featuring all the tech you’d expect from a top-line ADV-tourer, like IMU-managed rider aids and semi-active suspension, the Pan America was an immediate contender. Its Revolution Max 1250 engine produces a claimed 150 hp at 8,750 rpm and 95 lb.-ft. of torque at 6,750, which is in the same ballpark as the competition. Speaking of the competition, OEMs like KTM, BMW, Triumph, and Ducati have been producing big ADV-tourers for years (over four decades in the case of BMW), which makes Harley’s debut effort all the more impressive. It can stand toe-to-toe with any of them—in the dirt, on long days in the saddle, and in the twisties. It’s pictures like this that make people want an adventure bike. (Harley-Davidson /)Pricing and Variants The 2024 Pan America 1250 Special starts at $19,999 and increases depending on color. The CVO Pan America Special ($28,399) comes with a host of accessories and a flashy Legendary Orange paint job. Some testers have complained the exhaust dumps a lot of heat, especially on the right leg. (Harley-Davidson/)Competition <a href="https://www.cycleworld.com/motorcycle-news/bmw-r-1300-gs-design-analysis/">BMW R 1300 GS</a>, starting at $18,895, LINK<a href="https://www.cycleworld.com/tags/1290-super-adventure-s/">KTM 1290 Super Adventure S</a>, $20,999, Link<a href="https://www.cycleworld.com/motorcycle-reviews/triumph-tiger-1200-first-ride-review/">Triumph Tiger 1200</a> GT Explorer, $23,795, Link<a href="https://www.cycleworld.com/motorcycle-reviews/ducati-multistrada-v4-s-grand-tour-first-ride-review/">Ducati Multistrada V4 S</a>, $27,195, LinkNews and Reviews <a href="https://www.cycleworld.com/story/motorcycle-news/harley-davidson-pan-america-challenge-make-less-than-550-pounds/">That Time We Bought Pizza for 350 Harley Employees</a><a href="https://www.cycleworld.com/story/motorcycle-reviews/2021-harley-davidson-pan-america-1250-special-first-ride-review/">2021 Harley-Davidson Pan America 1250 Special First Ride Review</a><a href="https://www.cycleworld.com/story/motorcycle-reviews/open-class-adventure-bikes-comparison-test-2022/">2022 Open-Class Adventure Test</a>2024 Harley-Davidson Pan America 1250 Special Claimed Specs MSRP: $19,999 Engine: DOHC, liquid-cooled, 60-degree V-twin; 4 valves/cyl. Displacement: 76.4ci (1,252cc) Bore x Stroke: 105.0 x 72.3mm Compression Ratio: 13.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 150 hp @ 8,750 rpm Claimed Torque: 94 lb.-ft. @ 6,750 rpm Fuel System: Electronic Sequential Port Fuel Injection (ESPFI) Clutch: Wet, multiplate slipper/assist; cable actuation Frame: Stressed-member alloy steel trellis; forged aluminum mid-structure Front Suspension: 47mm inverted fork, semi-active damping adjustable, optional Adjustable Ride Height; 7.5 in. travel Rear Suspension: Piggyback monoshock, semi-active compression and rebound damping adjustable, automatic electronic preload, optional Adjustable Ride Height; 7.5 in. travel Front Brake: 4-piston Brembo Monoblock calipers, 320mm disc w/ ABS Rear Brake: 1-piston Brembo caliper, 280mm disc w/ ABS Wheels, Front/Rear: Cast aluminum, optional anodized aluminum laced tubeless; 19 x 3 in. / 17 x 4.5 in. Tires, Front/Rear: Michelin Scorcher Adventure Radial; 120/70R-19 / 170/60R-17 Rake/Trail: 25.0°/4.3 in. Wheelbase: 62.4 in. Ground Clearance: 6.9 in. Seat Height: 31.1 in./32.1 im. Fuel Capacity: 5.6 gal. Wet Weight: 569 lb. Contact: harley-davidson.com Alpine Green color adds $550 to the base price. (Harley-Davidson/) The Red Rock/Alpine White color adds $650 to the base price. (Harley-Davidson/) The Pan America’s lack of a quickshifter may not be a deal breaker for most riders, but it’s certainly an omission on a motorcycle in the open-class ADV-tourer category. (Harley-Davidson/) Source

The 2025 Honda Metropolitan in Red. (Honda/) Overview Those seeking affordable urban transportation in a nonintimidating, twist-and-go package should seriously consider Honda’s Metropolitan scooter. It’s lightweight, at just 179 pounds with a full tank of fuel, has an automatic transmission, electric start, and combined braking that links the front and rear brakes for effective stopping all the time. Power comes from a 49cc four-stroke engine that utilizes Programmed Fuel Injection for efficient fuel delivery and good mileage. Convenience features include 22 liters of underseat storage, a hook in front of the rider’s legs to hang a tote bag or groceries, while an accessory rack can be added to the rear for additional storage. Pricing and Variants The 2025 Honda Metropolitan is available in either red or Denim Blue Metallic for $2,649. The 2025 Honda Metropolitan in Denim Blue Metallic. (Honda/)Competition <a href="https://www.cycleworld.com/2013/08/22/2014-piaggio-liberty-first-look-review-photos/">Piaggio Liberty 50, $2,599</a> <a href="https://www.cycleworld.com/story/bikes/first-details-of-the-piaggio-one-scooter/">Piaggio 1 Active, $4,799</a> <a href="https://www.cycleworld.com/bikes/vespa-primavera-and-sprint-s-first-look/">Vespa Primavera, $4,299 to $4,699</a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-yamaha-zuma-125/">Yamaha Zuma 125, $3,799</a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-honda-ruckus/">Honda Ruckus, $2,899</a> News and Reviews <a href="https://www.cycleworld.com/2012/06/14/2013-honda-metropolitan-first-ride/">Honda Metropolitan First Ride</a>2025 Honda Metropolitan Claimed Specs MSRP: $2,649 Engine: OHC, liquid-cooled single; 2 valves Displacement: 49cc Bore x Stroke: 39.5 x 40.3mm Compression Ratio: 12.0:1 Transmission/Final Drive: Automatic V-matic/belt Fuel System: Fuel injection w/ 19mm throttle body Clutch: Automatic centrifugal Frame: Steel Front Suspension: 26mm telescopic fork; 2.8 in. travel Rear Suspension: Single shock; 2.4 in. travel Front Brake: 95mm mechanical drum Rear Brake: 110mm mechanical drum Wheels, Front/Rear: Cast aluminum; 10 in./10 in. Tires, Front/Rear: 80/100-10 / 80/100-10 Rake/Trail: 26.5º/3.0 in. Wheelbase: 46.5 in. Ground Clearance: 4.1 in. Seat Height: 28.3 in. Fuel Capacity: 1.2 gal. Wet Weight: 179 lb. Contact: powersports.honda.com Source

Ducati’s Panigale V4 will be updated for 2025. How will it change from this 2024 model? (Ducati/)Ducati will take the wraps off a brand-new generation of Panigale V4 in the next few weeks, and the key specifications for the bike have already leaked thanks to European type-approval documents. Hot on the heels of the revelation that the Panigale V2 is to disappear from the range, ending decades of V-twin race replicas from Ducati, comes word of the new Panigale V4. But it’s not a smaller-capacity version to replace the 955cc V2. Instead, Ducati is adding even more power and reducing the weight of the Panigale V4 and Panigale V4 S for the 2025 model year. The bikes are expected to be revealed to fans at World Ducati Week at the end of July, but in the past Ducati has used “closed room” unveilings at its annual Misano celebration, with phones and cameras strictly banned, so the presence of the bike at the event doesn’t mean the world will get to see it. The Ducati Desmosedici Stradale V4.So what do the type-approval documents show? Starting with the engine, they confirm that it’s a development of the existing Desmosedici Stradale V4, retaining the same category-defying 1,103cc capacity as before—an indication that a new Panigale V4 R homologation special with a sub-liter engine will be following. Peak power is up a fraction, rising from 212.5 hp to 213 hp. Even the most finely tuned butt dyno will struggle to pick out such a small increase, but there are other changes that will be more noticeable. For a start, the peak power now arrives at 13,500 rpm rather than 13,000 rpm, which is a substantial change and could be an indication that the engine is adopting elements of the screaming, 998cc Panigale V4 R, which redlines at an insane 16,500 rpm and doesn’t hit its peak power until 15,500 rpm. The current Ducati Panigale V4 R uses a 998cc version of the Stradale V-4 that revs to an insane 16,500 rpm. (Ducati/)The result could be that, like the V4 R, the next-gen Panigale V4 and V4 S engines will respond particularly well to the addition of race exhausts and remaps. On the V4 R, such small changes take the output from the road-legal version’s 218 hp to 237 hp. Another indication that the 2025 Panigale V4 and V4 S models have a more highly strung tune comes from the torque figure, which is lower than the 2024 version and doesn’t peak until substantially higher up the rev range. The new bikes’ maximum is 89.2 lb.-ft., which it doesn’t reach until 11,250 rpm. For comparison, the 2024 version has a peak of 91.2 lb.-ft. and only needs 9,500 rpm to reach it. So a racier engine seems guaranteed, but what about the rest of the bike? The approval documents give clues there as well. The exhaust, for example, needs to be approved for road use in Europe, with a “CE” mark, and the approval document shows that the 2025 Panigale has two approved mufflers, each with type numbers that differ from their predecessors. That change will, in part, be down to the reworked engine, but it might also be a big clue to another rumored change—the adoption of a double-sided swingarm. That has yet to be confirmed, but at least one prototype Ducati superbike has been spotted on test near the factory with such a swingarm fitted. Since the current Panigale V4′s belly-mounted exhaust system and muffler is specifically designed to fit around the bike’s single-sided swingarm, the switch to a dual-sided design would definitely mean a new exhaust needs to be developed. The Panigale V4 SP2 30th Anniversario 916 pays homage to the Ducati 916 and is produced in a numbered and limited series of 500 units. (Ducati/)Further indication that the chassis is changing comes from the dimensions revealed in the European type-approval document. It shows that the wheelbase of the 2025 bike is growing from 57.8 inches to 59 inches. That’s a substantial stretch, and it’s mirrored in the bike’s overall length, which rises from 82.5 inches to 83.7 inches. The new bike is wider, too, albeit by only 0.2 inch, and taller, with a listed height range of 46 inches to 48.8 inches—suggesting there will be a choice of screens on offer. The tallest version of the current Panigale V4 is listed at 47.2 inches, the lowest at 45.7 inches. The bike’s weight, measured for Euro approval purposes with a 90 percent full tank of fuel and a notional 165-pound rider aboard, comes in at 604 pounds. In the same state, the current model is listed at 606.2 pounds. In metric terms, that means the new bike is 1 kilogram (2.2 pounds) lighter than its predecessor, but since the approval figure includes fuel and we don’t know whether the tank’s capacity is changing, it’s impossible to be certain how it will compare to the claimed 423-pound, empty-tank weight that Ducati quotes for the 2024 model, other than to say it will be close enough for the difference not to be noticeable. The rest of the approval information shows what doesn’t change as much as what does, for instance listing the tire sizes as the same 120/70-17 front, 200/60-17 rear as the current Panigale V4 and showing that the bike’s overall carrying capacity will be unaltered. It also gives no clue about the styling changes that might be expected. We believe that the bodywork will be all-new, but that the revisions to the appearance will be evolutionary rather than revolutionary, retaining a familiar style that builds upon the design direction of several generations of Panigale ranging back to the original 1199 V-twin model that introduced the name. Source

Royal Enfield officially released its new 2025 Guerrilla 450 at a global launch this week in Spain. (Royal Enfield/)Royal Enfield has cranked out a cartload of surprising new models over the last couple of years, but a 450 roadster? Sure, we’d heard rumors of Himalayan offshoots and submodels, but we just assumed it was the usual internet noise. But the Indian brand has just unveiled its all-new Guerrilla 450 streetbike, a model that, sure enough, shares its new liquid-cooled Sherpa engine with the latest-gen Royal Enfield Himalayan. At the bike’s global launch in Spain this week, all the vague aspects of RE’s new middleweight finally came into focus, and while it’s tempting to call the Guerrilla 450 a reworked Himalayan—the new bike was indeed developed in parallel with its off-road-y sibling and also uses that model’s tube-steel frame, with the engine as a stressed member—-there are also plenty of differences to distinguish the two. It’s also worth noting that the displacement, overall dimensions, and streetwise intent places the new Guerrilla firmly in its own category in the Enfield portfolio, but it also looks like Triumph’s Speed 400 has just gained a competitor. Related: 2024 Royal Enfield Himalayan First Ride Review UPDATED w/Pricing The new naked roadster strips off much of its Himalayan references, but keeps the 452cc liquid-cooled Sherpa engine and part of the frame. Here’s the Analogue variant in Playa Black. (Royal Enfield/)Given the massive development effort Enfield expended on the redesigned, latest-gen Himalayan, it’s not surprising some of those ideas percolated over to the Guerrilla 450. In fact, the two models were developed in parallel. We know that, as on the Himalayan, the Guerrilla’s mill is a liquid-cooled DOHC 452cc single with four valves per cylinder, and rated at similar power and output figures, with 39.5 bhp at 8,000 rpm and 29.5 lb.-ft. of torque peaking at 5,500 rpm. It’s paired with a now-familiar six-speed gearbox that offers slip and assist functionality (though the rear sprocket is changed), but after that, the Guerrilla leans into its more streetwise intentions. Key points include a revised head angle and shorter subframe, with the fork now a right-side-up unit, and road-focused 17-inch cast wheels on either end with appropriate rubber are a switch from the Himmy’s 21/17 spoked combo. Likewise, the Guerrilla gets a fresh (and much smaller) fuel tank, lower seat, and of course, unique bodywork with a different saddle and revised tail unit. Not surprisingly, the dimensional revisions result in less suspension travel, a tighter rake, and a shorter wheelbase on the Guerrilla than the Himalayan, with a lighter curb weight as well. The Guerrilla gets a revised head angle, subframe, and different wheels, resulting in a lower seat and shorter wheelbase. (Royal Enfield/)Upon closer inspection, however, more shared bits are revealed, with mid-mount controls (though the peg mounting position is slightly moved rearward) and an upright riding position making the grade on both bikes, as well as two ride modes (Performance and Eco) and even a similar ByBre braking arrangement, with a 310mm front (Himalayan is 320mm) and 270mm rear disc and dual-channel ABS included. The muffler may look like a straight carryover, but they are different according to RE reps. The bike’s Sherpa engine is virtually unchanged in this application, producing almost identical horsepower and torque as the Himalayan. Redesigned tank holds 2.9 gallons. (Royal Enfield/)The instruments and electrics all look to be shared as well, with an LED headlamp and a digital-analog combo instrument cluster (with LCD inset) on the other side of the handlebar for the base trim. The top and mid variants of the Guerrilla, however, come with the new Tripper Dash, a 4-inch infotainment cluster that offers phone connectivity with a simple user interface and is supported by the RE app. Linkage-type rear Showa monoshock is adjustable for preload and offers 5.9 inches of travel. (Royal Enfield/)When asked about the bike, Siddhartha Lal, managing director of Eicher Motors Ltd., said, “The Guerrilla 450 is our take on modern roadsters, and we are super happy with how it has turned out. The motorcycle is mechanically characterful, supersophisticated, and combines performance, versatility, and confidence-inspiring handling. It is built on the same platform as the Himalayan, but tuned to roadster performance that makes it feel excitingly different when you ride it. The Guerrilla really brings out what roadsters were always meant to do.” The Guerrilla’s middle (Dash) and top trim levels (Flash) come with the TFT Tripper Dash, a 4-inch infotainment cluster that allows for phone connectivity, navigation, bike info displays, and more. (Royal Enfield/)The Guerrilla 450 lineup will come in three variants, Analogue, Dash, and Flash, with Analogue representing the base trim. As mentioned, Analogue won’t have the TFT cluster, just the digital-analog instrumentation, while the Dash offers the TFT display as well as additional color options. The Flash variant level gets the TFT display along with top specs and more color options. As expected, Royal Enfield is rolling out a host of styling and functional accessories to support the new model. The stepped bench saddle, new subframe, and mid-mount pegs enable an upright riding position. The Guerrilla wears 17-inch tubeless hoops on both ends. Shown is the Analogue variant in Smoke Silver, which should be available in North America. (Royal Enfield/)Enfield says the Guerrilla 450 will begin shipping to India, the UK, and European countries by this August, but the US (and the rest of North America) will have to wait until next year to get their hands on one. The company hasn’t announced pricing for the US as yet, but it did offer up European pricing starting at 5,290 euros, which, for reference, translates roughly to $5,750 USD—currently a cool $750 more than the Triumph Speed 400. That said, we’ll have to wait for the official word on MSRP from Royal Enfield. As for our review of the bike, hang tight: There’s an embargo in force right now, but we’ll have it for you July 27. The Guerrilla isn’t set to hit US dealers until early 2025, but we’ll have a full ride review for you by July 27. (Royal Enfield/)2025 Royal Enfield Guerrilla 450 Technical Specifications and Price MSRP: TBA Engine: 452cc, liquid-cooled DOHC single, 4 valves/cyl Bore x Stroke: 84.0 x 81.5mm Compression Ratio: 11.5:1 Fuel Delivery: EFI, 42mm throttle body Engine management/Ignition: Ride-by-wire/Electronic Clutch: Wet, multiplate, slip and assist Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 39.47 hp @ 8,000 rpm Claimed torque: 29.5 lb.-ft @ 5,500rpm Frame: Tubular steel Front Suspension: 43mm telescopic fork; 5.5 in. travel Rear Suspension: Linkage-type monoshock; 5.9 in. travel Front Brake: 2- piston caliper, 310mm disc (w/ABS) Rear Brake: 1-piston caliper, 270mm disc (w/ABS) Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: 120/70-18 / 160/60-17 (Tubeless) Rake/Trail: 21.8 / 3.6 in. Wheelbase: 56.7 in. Ground clearance: 6.7 in. Seat Height: 30.7 in. Fuel Capacity: 2.9 gal. Claimed Wet Weight: 408 lb. Availability: 2025 Contact: royalenfieldna.com Source

Suzuki is working on a rear-facing camera system to complement the mirrors on a motorcycle to improve vision in the rider’s blind spot. (Suzuki/)The idea of replacing mirrors with a rear-facing camera has been a staple of concept bikes for at least the last couple of decades, but the technology remains rare even today when such hardware is cheaper and more widely available than ever. Suzuki might be about to change that after teaming up with electronics specialist Tokai Rika to develop a motorcycle-specific rear-camera system. This time it’s not intended, at least initially, as a direct replacement for conventional mirrors but as a supplementary safety system to give at-a-glance clarity about what’s in your blind spot. The focus is on making the relevant part of the image immediately clear even though it’s displayed on a relatively small screen, whether that’s directly behind you or over your shoulder. With TFT displays and cameras getting cheaper and cheaper, it's only a matter of time before bikes start adopting rearview cameras on a larger scale. (Suzuki/)While there might be aerodynamic and styling advantages to be had from ditching mirrors altogether—something that’s increasingly happening with electric cars in the quest for ever-lower drag—there are still legislative hurdles to clear in much of the world, and even the best cameras have shortcomings compared to a simple mirror and the human eye. Not least because you can extend or change your field of view with a mirror by moving your head, while a camera shows a fixed display of the area it’s focused on. That’s something the Suzuki system aims to address. To get a broad view of what’s happening behind the bike, it uses a single, wide-angle camera mounted on the tail, but as a result there’s just too much information to be of use on the standard TFT instrument display ahead of the rider. We’re all told “Objects in mirror are closer than they appear,” and with a wide-angle camera that problem gets amplified, as other vehicles look very small even when they’re quite near, making the view hard for our minds to decode and making it difficult to pick out cars that might be quite close but still only occupy a small section of the screen. How to solve that problem? The answer, according to the Suzuki patent, is for the image on the screen to crop in on only the relevant section of the image that the camera generates, and that section will change depending on what you’re doing. The patent suggests that the cropping could be done manually, using bar-mounted buttons to switch between zoomed-in and wide-angle views, or automatically. In the latter situation, the screen might show a zoomed-in view of the road directly behind you when you’re traveling in a straight line, so you can get a clear indication of how close a following vehicle is, but when you hit the turn signal, it would switch to showing the blind spot over the appropriate shoulder to make lane changes easier. The patent explains how the image could be zoomed either manually or automatically. (Suzuki/)The patent suggests the view on the screen could be zoomed in in steps or smoothly—the latter potentially giving the rider a clearer understanding of exactly which part of the road behind he’s seeing—and that it could return to a straight-ahead or wide-angle view automatically after a preset time. It would also allow the rider to set the level of zoom and the area of each blind spot to suit personal preferences. So the display makes sense, the image from the camera is inverted to give a view that complements what you’re seeing in the mirrors. The view could be tailored to what the bike is currently doing and where it is on the road. (Suzuki/)Since digital cameras and color TFT displays are so cheap and widely available, their use as a supplementary rearview system alongside legally required mirrors makes a lot of sense. Some cars already adopt a system like the idea proposed in Suzuki’s patent. Some Kia models, for example, will automatically pop up a live image of the relevant blind spot on their main dash display when you activate a turn signal to change lanes. It’s logical for the same idea to make its way to motorcycles. Bikes with rearview cameras do exist. The Norton V4SV, for example, has a rear-facing camera that displays its image on the TFT dash, with the rev counter and speed superimposed in front of it. Both front and rear cameras are also increasingly popular in the Chinese market, where several bikes come with them fitted as standard, though these are usually intended to operate more like dashcams, recording events in case they need to be analyzed later, rather than live views. Source

The 2024 Harley-Davidson Nightster Special. (Harley-Davidson/)Overview Back in 2021, in a particularly gutsy move, Harley-Davidson capitalized on the shock value of its innovative next-gen sport-cruiser by giving it the vaunted Sportster name. The Nightster and Nightster Special, introduced in 2022 and 2023, respectively, shift the focus back to the Sporty of old. Some would say the Nightster is the updated Sportster people would have expected from H-D in the first place. If the Nightster name on the “tank” (actually an airbox cover) weren’t enough to suggest a lineage to previous generations of Sportsters, then its more classic cruiser styling—a return to the “heritage” looks from which the Sportster S so dramatically broke—is all you need to understand that the Nightster is the modern Sportster for Sportster people. If at first glance you assume the Nightster is simply a restyled Sportster S, as the 2007–2012 model of the same name was to the Sportster of its day, then think again. Harley has gone to great lengths to differentiate the Sportster S from the Nightster and Nightster Special, its up-spec variant. Instead of using the Revolution Max 1250T engine, it uses the smaller-displacement Revolution Max 975, which produces a claimed 91 hp at 7,500 rpm and 72 lb.-ft. of torque at 5,750 rpm. While testers say the engine’s character and powerband are more reminiscent of a sportbike than a cruiser, it uses three counterbalancers to transmit power pulses and engine vibration to the rider to give it a more typical H-D cruiser feel. While modern elements like rider aids and a TFT dash (on the Special) are fully embraced, fitting a fully modern, liquid-cooled motorcycle into the old Sportster silhouette is a somewhat fraught affair. None of that changes the on-road manners, which our testers praised, however. Oh, and at $11,999, the Nightster is also H-D’s most inexpensive motorcycle. That’s lots of bike for the money, making it a great way to build loyalty to the Revolution Max side of H-D. To our eyes, the steel trellis frame has a decidedly Honda Rebel 1100 look to it. Harley pretty much <i>had</i> to build a more conservatively styled Sportster, but one could argue classic H-D pillars of design have a difficult job of holding up the modern architecture. (Harley-Davidson/)Pricing and Variants The 2024 Nightster is available in Billiard Gray for $11,999 and $12,2999 for Vivid Black. The Nightster Special, starting at $13,499 for Billiard Gray and increasing to $13,949 for other colors, gets a small fairing, a TFT dash, a pillion seat, and more upright ergos. In addition to its decreased capacity, the Revolution Max 975 has new cylinders, pistons, and camshafts. It also has only one spark plug per cylinder where the Sportster S’s 1250T has two. Its four-valve heads have variable valve timing on only the intake side. (Harley-Davidson/)Competition <a href="https://www.motorcyclistonline.com/reviews/top-5-features-honda-rebel-1100t-bagger/">Honda Rebel 1100, $9,549</a>Indian Scout Bobber, $12,499 to $14,649News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/harley-davidson-nightster-first-ride-review-2022/"><b>2022 Harley-Davidson Nightster First Ride Review</b></a><a href="https://www.cycleworld.com/story/motorcycle-reviews/harley-davidson-nightster-vs-honda-rebel-1100-dct-vs-indian-scout-rogue-comparison-test/"><b>2022 Harley-Davidson Nightster vs. Honda Rebel 1100 DCT vs. Indian Scout Rogue</b></a>2024 Harley-Davidson Nightster and Nightster Special Claimed Specs MSRP: Starting at $11,999 / starting at $13,499 ( Special) Engine: DOHC, liquid-cooled 60-degree V-twin; 4 valves/cyl. Displacement: 59.5ci (975cc) Bore x Stroke: 97.0 x 66.0mm Compression Ratio: 12.0:1 Transmission/Final Drive: 6-speed/belt Fuel Delivery: Electronic Sequential Port Fuel Injection Clutch: Wet, multiplate slipper/assist Frame: Stressed-member steel trellis Front Suspension: 41mm Showa Dual Bending Valve fork; 4.5 in. travel Rear Suspension: Dual emulsion shocks, preload adjustable; 3.0 in. travel Front Brake: Axially mounted 4-piston caliper, 320mm disc w/ ABS Rear Brake: 1-piston floating caliper, 260mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 in./16 in. Tires, Front/Rear: Dunlop H-D Series Bias Blackwall; 100/90-19 / 150/80B-16 Rake/Trail: 30.0°/5.4 in. Wheelbase: 61.3 in. Ground Clearance: 4.5 in. Seat Height: 27.8 in. Fuel Capacity: 3.1 gal. Wet Weight: 481 lb. / 483 lb. ( Special) Contact: harley-davidson.com The Nightster Special in Baja Orange. Both models have three ride modes and ABS. (Harley-Davidson/) The Nightster’s “gas tank” is actually an airbox cover. The real fuel cell extends from beneath the seat to below the swingarm. (Harley-Davidson/) The Nightster in Vivid Black. (Harley-Davidson/)Source

CFMoto Aspar riders Izan Guevara and David Alonso ride in the 675SR-R’s teaser video. (CFMoto/)We’re approaching the first anniversary of CFMoto’s initial announcement that it was developing a three-cylinder 675cc sportbike with the public display of a disguised prototype last September. However, a new teaser video has been released that suggests the wait for the production version is nearly over. Simply titled “Coming Soon” with the hashtag #RacingTriple, the 18-second teaser comprises the usual cliches of such videos. Darkened room? Check. Flickering lights illuminating close-up glimpses of the bike? Check. Dramatic music? Check. But it then cuts to a racetrack—it looks like Valencia in Spain—with two clear, undisguised examples of the bike in action. The riders appear to be Izan Guevara, competing for the CFMoto Aspar team in Moto2 this year, and current Moto3 championship leader David Alonso, also a CFMoto Aspar rider. CFMoto’s 675SR-R looks production ready. (CFMoto/)While the other intriguing CFMoto sportbike being launched this year, the four-cylinder 500SR Voom, is still officially only destined for the domestic Chinese market, the larger 675cc triple is intended to be a global model. CFMoto showed its engine at last year’s EICMA expo in Milan, and throughout the project it’s been clear that the company is courting an international audience. What new details can we glean from the teaser video? The first is the name. The bike wears “675SR-R” badges, matching the name given to a race-spec, one-off variant that was gifted to the Aspar team earlier this year. For previous sportbikes, CFMoto has tended to make a standard “SR” version and a higher-spec “SR-R” model follows, but it appears the new triple will be launched in full SR-R spec. For the US market, the SR title on smaller CFMoto sportbikes is replaced with the letters “SS” so over here the bike might be called the 675SS or 675SS-R. The 675SR-R has unique check mark–shaped headlights. (CFMoto/)We already got a good preview of the street-legal version of the 675 triple last month when the bike was type-approved for sale in China, with documents including a good photograph of the production-spec model, so the styling comes as no surprise. The front end is dominated by check mark–shaped LED running lights, with the main headlights underneath, flanking a central air intake. While the race-spec SR-R gifted to Aspar earlier this year had oversized winglets, the street version has a more subtle look. There are still aero components on the fairing sides, but they’re more like the panels of the 2022 to ‘23 Honda CBR1000RR-R Fireblade SP, with their main elements running parallel to the fairing sides, so it looks like they’re intended to control the airflow rather than to create large levels of downforce. Although clearly a sportbike, the 675SR-R isn’t at the extreme end of that market. The bars appear to be high and wide enough to be comfortable, and while there’s a pillion seat cowl to give a race-style look, it can be replaced with a seat, as seen in the type-approval image last month. Passenger footpegs are visible on the bike used for the indoor shots of CFMoto’s video, too, along with mirrors—missing from the bikes in action on the track—that incorporate the front turn signals. The video shows the 675SR-R on the racetrack, at what we believe is Valencia in Spain, though the track markings have been colorized. (CFMoto/)We know from last month’s type approval that the 675SR-R has a 55.1-inch wheelbase and weighs in at 429 pounds including fuel, but there’s still a question mark over the peak power for the international version. At the engine’s unveiling at EICMA last year, CFMoto claimed “over” 100 hp, while the type approval put it at a more modest 94 hp (suggesting it might be a restricted version). The engine is understood to share the same 72mm bore and 55.2mm stroke as the company’s 450cc parallel twin, used in the 450SS, which is a logical move, as it means combustion chamber design can also be borrowed from the smaller bike, and perhaps even components like the pistons and valves to keep costs down. However, the triple—which features a counterrotating balance shaft—will be a much higher-revving engine than the twin. CFMoto says it will spin to 12,300 rpm. In comparison, the 450SS hits its 50 hp peak at only 9,500 rpm. The type-approval document seen recently shows what we think the production streetbike will look like. (CFMoto/)CFMoto’s “Coming Soon” message doesn’t put a timescale on the bike’s official unveiling, but the new teaser video means it’s likely to be imminent. Source

The 2024 Harley-Davidson Low Rider ST in Vivid Black. (Harley-Davidson/)Overview Its frame-mounted fairing may be inspired by the long-gone FXRT Sport Glide, but the 2024 Harley-Davidson Low Rider ST is very much of the moment. Based on the Low Rider S, and using the same brawny Milwaukee-Eight 117 engine, pumping out a claimed 103 hp at 4,750 rpm and 125 lb.-ft. of torque at 3,500 rpm, the ST is distinguished by the aforementioned fairing, removable saddlebags, a stiffer spring rate up front, and different instrumentation. Amazing how much the fairing and bags change its attitude though: The thing just looks outlaw. Its mid-mount controls and deep solo seat put the rider in a position that integrates him or her into the bike’s design, balancing the forward visual heft of the fairing. While the ST is roughly 50 pounds heavier than the S, our testers noted that the stiffer fork and added weight gave the bike a super-planted feel. Weighing a claimed 721 pounds, it’s some 117 pounds lighter than the 2024 Road Glide. The fairing includes Rockford Fosgate speakers, but there are no bar-mounted media controls, which sort of alludes to the stripped-back nature of the ST: it’s no fully loaded bagger, and it’s not meant to be. Even still,1.9 cubic feet (almost 54 liters) of luggage capacity and wind protection earn the “touring” part of the ST moniker as much as the M-8 117 engine earns the “sport” part. The FXRT-inspired fairing was designed using computational fluid dynamics. The fairing vents, designed to reduce low pressure zones in the cockpit, don’t have closing mechanisms as found on touring models. The fairing has Rockford Fosgate speakers, but doesn’t have any compartments for storage. (Harley-Davidson/)Pricing and Variants The 2024 Low Rider ST is available in Billiard Gray for $23,399. Additional color choices add between $550 and $1,900 (for the Tobacco Fade option). Saddlebags, which have nearly two cubic feet of capacity, can be removed quickly and easily. (Harley-Davidson/)Competition <a href="https://www.cycleworld.com/harley-davidson/low-rider-s/"><b>Harley-Davidson Low Rider S, $19,999</b></a><a href="https://www.cycleworld.com/motorcycle-reviews/indian-sport-chief-first-ride-review-2023/"><b>Indian Sport Chief, $19,999</b></a>News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/harley-davidson-low-rider-st-first-ride-review-2022/"><b>2022 Harley-Davidson Low Rider ST First Ride Review</b></a><a href="https://www.cycleworld.com/story/bikes/harley-davidson-low-rider-st-dyno-test/"><b>How Much Power Does the 2022 Harley-Davidson Low Rider ST Make?</b></a>2024 Harley-Davidson Low Rider ST Claimed Specs MSRP: Starting at $23,399 Engine: 45-degree V-twin; 4 valves/cyl. Displacement: 117ci (1,923cc) Bore x Stroke: 103.5 x 114.3mm Compression Ratio: 10.2:1 Transmission/Final Drive: 6-speed/belt Fuel Delivery: Electronic Sequential Port Fuel Injection Clutch: Wet, multiplate Frame: Tubular steel w/ rectangular-section backbone Front Suspension: 43mm inverted cartridge fork; 5.0 in. travel Rear Suspension: Coilover monoshock, preload adjustable; 4.4 in. travel Front Brake: 4-piston fixed caliper, 300mm discs Rear Brake: 2-piston floating caliper, 292mm disc Wheels, Front/Rear: Cast aluminum; 19 in./16 in. Tires, Front/Rear: Michelin Scorcher 31; 110/90-19 / 180/70-16 Rake/Trail: 28.0°/5.7 in. Wheelbase: 63.6 in. Ground Clearance: 5.9 in. Seat Height: 28.3 in. Fuel Capacity: 5.0 gal. Wet Weight: 721 lb. Contact: harley-davidson.com The ST’s instrumentation uses an LCD gauge built into the top clamp of the bar risers and a small array of dash lights. (Harley-Davidson/) While the ST is heavier than the S model, our testers found the handling pleasingly planted. (Harley-Davidson/) H-D designers did a great job of modernizing the FXRT-inspired fairing. (Harley-Davidson/)Source

The 2024 Harley-Davidson Low Rider S. (Harley-Davidson/)Overview When the original Harley-Davidson FXS Low Rider came out in 1977, Cycle World said, “Willie G. Davidson and the rest of the Harley-Davidson stylists showed a flash of true industrial inspiration. Rather than make a product to satisfy an existing need, Willie G. and his cohorts have come up with a product that creates its own need. And so far, the need has exceeded the supply, one of the happiest conditions that can exist in capitalism—if you happen to be the supplier.” In other words the Low Rider has been a hit since day one. The latest-generation Low Rider S, introduced in 2020 and revised in 2022, “creates its own need” as much as ever. The Low Rider was long an icon of the Dyna line, but after the death of the Dyna in 2018, it rose from the twin-shocked ashes, reborn as a Softail. The latest Low Rider’s performance justifies Harley’s decision to ax the storied Dyna name, and capitalizes on the popularity of West Coast–style customs with its hardtail-style rear fender and slammed stance. The Low Rider S’s Milwaukee-Eight 117 pumps out a claimed 103 hp at 4,750 rpm and 125 lb.-ft. of torque at 3,500 rpm. Still, as Morgan Gales says in his ride review of the 2022 model, “You’re here because you want a Harley first and a fast bike second, which is exactly what this is.” The Low Rider S is equipped with ABS, traction control, and dual front discs. (Harley-Davidson/)Pricing and Variants The 2024 Low Rider S starts at $19,999 for Billiard Gray. Optional colors increase price from $350–$650. The Low Rider ST, starting at $23,399, adds a fairing and saddlebags. The Low Rider is one of the most performance-oriented models in H-D’s cruiser lineup, but handling is ultimately compromised by geometry that’s dictated by style. Enjoy it for what it is and it’s a blast. (Harley-Davidson/)Competition <a href="https://www.cycleworld.com/story/motorcycle-reviews/harley-davidson-low-rider-st-first-ride-review-2022/"><b>Harley-Davidson Low Rider ST, $23,399</b></a><a href="https://www.cycleworld.com/motorcycle-reviews/indian-sport-chief-first-ride-review-2023/"><b>Indian Sport Chief, $19,999</b></a>News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/harley-davidson-low-rider-s-first-ride-2022/"><b>2022 Harley-Davidson Low Rider S First Ride Review</b></a>2024 Harley-Davidson Low Rider S Claimed Specs MSRP: Starting at $19,999 Engine: 45-degree V-twin; 4 valves/cyl. Displacement: 117ci (1,923cc) Bore x Stroke: 103.5 x 114.3mm Compression Ratio: 10.2:1 Transmission/Final Drive: 6-speed/belt Fuel System: Electronic Sequential Port Fuel Injection Clutch: Wet, multiplate Frame: Tubular steel w/ rectangular-section backbone Front Suspension: 43mm inverted cartridge fork; 5.0 in. travel Rear Suspension: Coilover monoshock, preload adjustable; 4.4 in. travel Front Brake: 4-piston fixed caliper, 300mm discs Rear Brake: 2-piston floating caliper, 292mm disc Wheels, Front/Rear: Cast aluminum; 19 in./16 in. Tires, Front/Rear: Michelin Scorcher 31; 110/90-19 / 180/70-16 Rake/Trail: 28.0°/5.7 in. Wheelbase: 63.6 in. Ground Clearance: 5.7 in. Seat Height: 28.0 in. Fuel Capacity: 5.0 gal. Wet Weight: 679 lb. Contact: harley-davidson.com The base-priced model has the Billiard Gray color. (Harley-Davidson/) The Sharkskin Blue color adds $650 to the base price. (Harley-Davidson/) The Red Rock color adds $525 to the base price. (Harley-Davidson/)Source

Harley-Davidson Announces BUILD Moto Sponsorship (Harley-Davidson/)Harley-Davidson Press Release: Harley-Davidson, Inc. today announced their new sponsorship of BUILD Moto (“BUILD”) starting with the 2025 season. Harley-Davidson has signed on as the new sponsor of BUILD Moto for the next three years. The sponsorship includes donated items like motorcycles, parts and accessories, as well as access to motorcycle manufacturing experts and additional support for program operations. BUILD provides high school students an opportunity to learn technical skills including design, welding, fabrication, repair, machining, media, and more, through motorcycle construction. In addition to acquiring technical skills, teams also participate in marketing and fundraising efforts and host local events showcasing their work. BUILD program elements also emphasize the development of strong teamwork and interpersonal skills. Teams of students from local high schools are organized to design and rebuild a motorcycle to American Motorcycle Association (AMA) flat track racing standards. Each team is matched with at least one faculty advisor from their school and up to three mentors who act as coaches and team leaders. Teams are required to document their progress with photos and videos posted to social media. Teams are judged on design, execution, and completion of milestones throughout the build timeline, culminating in a bike reveal and awards event at the end of the program. The bike builders from the 2024 season also received a special invitation to show off their motorcycles at the Harley-Davidson Homecoming Festival opening ceremony at Davidson Park in Milwaukee on July 25, 2024 at 11:00 a.m. “Our involvement with BUILD Moto represents our commitment to STEAM learning and helping to teach the next generation of designers, engineers, and trades experts. Working with high schoolers who are empowered to create a bike that is race-ready is really rewarding. It’s a thrill to see their confidence grow during the build and showcase what they’ve learned as the pit crew on race day,” commented Shanna Beanan, STEAM Program Manager, Harley-Davidson. BUILD is a 501(c)3 organization that operates through contributions from volunteer board members, mentors, faculty advisers, local businesses, volunteers, students, and parents. There are several ways to get involved. Become a mentor. By mentoring a team, you’ll be working directly with the students to build a motorcycle.Work a booth. Supplies are provided to host a BUILD booth at any event that reaches students and motorcycle enthusiasts to promote awareness of the program.Lend your expertise. As a subject matter expert, provide one-time assistance to teams on a specific skill, in-person or virtually.Volunteer at an event. Help with parking, selling merchandise, set up, and/or tear down.Source

Harley-Davidson Factory Racer Kyle Wyman Claims King of the Baggers Points Lead (Harley-Davidson/)Harley-Davidson Press Release: Harley-Davidson® Factory Racing rider Kyle Wyman took over the MotoAmerica® Mission King of the Baggers points lead with a dominating win on Saturday and a second-place finish on Sunday in a double-header weekend at WeatherTech Raceway Laguna Seca in Salinas, Calif. Aboard a race-prepared 2024 Road Glide® motorcycle, Wyman also broke his own track record in qualifying and won the Mission King of the Baggers Challenge. RevZilla/Motul/Vance & Hines Harley-Davidson rider Hayden Gillim won on Sunday as Harley-Davidson riders locked out the King of the Baggers race podiums all weekend. “For the Harley Factory Team, the great weekend really started on Friday,” said Wyman. “It put us a step ahead and I was really feeling the flow on the track right away. This Harley Road Glide is a beast and we won going away on Saturday. On Sunday, it took me a few laps to get pace but I’ll take nothing away from Hayden. He really wanted the win and I’m concerned with points for the championship so didn’t want to take a chance on the last lap.” In the Mission Super Hooligan race series, Saddlemen/Harley-Davidson rider Cory West rode a race-prepared Harley-Davidson® Pan America® 1250 Special motorcycle to his second win of the season on Sunday after finishing second on Saturday. KWR/Harley-Davidson rider Hayden Schultz finished third on Saturday. Saddlemen/Harley-Davidson rider Jake Lewis finished second on Sunday. West was also the top qualifier and moved into second place in the series. Wyman led all King of the Baggers qualifiers with a time of 1:28.182, breaking the lap record he set in 2023. Wyman also won the three-lap Mission King of the Baggers Challenge on Saturday. Starting from pole position on Saturday, Wyman led every lap of the nine-lap Mission King of the Baggers feature race. In the opening laps, Wyman led a group that included Harley-Davidson Factory Racing rider James Rispoli, RevZilla/Motul/Vance & Hines Harley-Davidson riders Hayden Gillim and Rocco Landers, Factory Indian rider Troy Herfoss and SDI/Roland Sands Racing Indian rider Bobby Fong. Wyman gradually opened a gap of about 1 second on Gillim, with Landers and Herfoss trailing. Herfoss ran off the track on lap 8, and later that same lap Landers got by Gillim to take second place. Wyman crossed the finish line 2.666 seconds clear of Landers with Gillim in third place followed by Fong and Rispoli. Herfoss finished 11th. On Sunday, Wyman again led the King of the Baggers off the start with Gillim and Fong in pursuit. Gillim executed a daring pass for the lead at the top of the infamous Corkscrew turn on lap 3, but Wyman took the lead back with a pass in turn 2 on lap 6. On lap 8, Gillim got past Wyman again in the Corkscrew, and Fong dropped out with a mechanical problem. Gillim crossed the finish line 0.188 seconds ahead of Wyman. Landers made a last-lap pass of Herfoss to grab third place. Rispoli finished fifth. “I knew I had to take whatever shot I could at Kyle. He’s riding really good,” said Gillim. “I’m really happy. My team gave me a good machine. We have the number one plate on there and the team deserves to see this bike up front.” “It was a trying weekend that ended with a confidence boost and being able to get back into the fight and really put together a solid race,” said Rispoli following the Sunday race. “It’s not where we want to be, but we’ll take it. And I couldn’t be more proud of the team for leading the championship with Kyle.” After 12 of 18 rounds in the 2024 MotoAmerica Mission King of the Baggers series, Wyman takes over the championship standings with 237 points, bumping Herfoss to second place with 223 points. Gillim moves up to third place with 176 points, followed by O’Hara with 161 points, Rispoli with 130 points, and Landers with 106 points. After 6 of 10 rounds in the 2024 Mission Super Hooligan series, S&S/Indian rider Tyler O’Hara leads with 110 points. West moves up to second with 102 points, followed by KWR/Harley-Davidson rider Cody Wyman with 86 points, Lewis with 78 points, and Herfoss with 71 points. The Mission King of the Baggers and the Mission Super Hooligan series return to action August 16-18 at Mid-Ohio Sports Car Course in Lexington, Ohio. The Mission King of the Baggers series features race-prepared American V-Twin touring motorcycles. Harley-Davidson® Factory Racing Road Glide® motorcycles are powered by modified Screamin’ Eagle® Milwaukee-Eight® 131 Performance Crate Engines. The team bikes also feature upgraded suspension components, including Screamin’ Eagle/Öhlins Remote Reservoir Rear Shocks, plus competition exhaust, race tires and lightweight bodywork. Harley-Davidson® Factory Racing is sponsored by Mission® Foods, Rockford Fosgate®, Brembo®, Öhlins®, Protolabs®, SYN3® lubricants, and Screamin’ Eagle® Performance Parts and Accessories. MotoAmerica King of the Baggers Race Results – Laguna Seca Race 1 Kyle Wyman (H-D) Harley-Davidson Factory RacingRocco Landers (H-D) RevZilla/Vance &amp; Hines Harley-DavidsonHayden Gillim (H-D) RevZilla/Vance &amp; Hines Harley-DavidsonBobby Fong (Ind) SDI/Roland Sands Racing/Indian MotorcycleJames Rispoli (H-D) Harley-Davidson Factory RacingMax Flinders (Ind) Mad Monkey MotorsportsTyler O’Hara (Ind) S&amp;S/Indian MotorcycleJake Lewis (H-D) Saddlemen/Harley-DavidsonTravis Wyman (H-D) Saddlemen/Harley-DavidsonRuben Xaus (H-D) Feuling PartsTroy Herfoss (Ind) S&amp;S/Indian MotorcycleDanny Spina (H-D) Ruthless Road RacingMotoAmerica King of the Baggers Race Results – Laguna Seca Race 2 Hayden Gillim (H-D) RevZilla/Vance &amp; Hines Harley-DavidsonKyle Wyman (H-D) Harley-Davidson Factory RacingRocco Landers (H-D) RevZilla/Vance &amp; Hines Harley-DavidsonTroy Herfoss (Ind) S&amp;S/Indian MotorcycleJames Rispoli (H-D) Harley-Davidson Factory RacingTyler O’Hara (Ind) S&amp;S/Indian MotorcycleTravis Wyman (H-D) Saddlemen/Harley-DavidsonJake Lewis (H-D) Saddlemen/Harley-DavidsonDanny Spina (H-D) Ruthless Road RacingMission Super Hooligan Race Results – Laguna Seca Race 1 Tyler O’Hara (Ind) S&amp;S/Indian MotorcycleCory West (H-D) Saddlemen/Harley-DavidsonHayden Schultz (H-D) KWR/Harley-DavidsonJake Lewis (H-D) Saddlemen/Harley-DavidsonTroy Herfoss (Ind) S&amp;S/Indian MotorcycleTravis Wyman (H-D) Saddlemen/Harley-DavidsonCody Wyman (H-D) KWR/Harley-DavidsonStefano Mesa (ENE) Tytlers Cycle RacingHawk Mazzotta (IND) Roland Sands RacingKole King (TRI) King PerformanceAJ Peaslee (KTM) AJ Peaslee RacingJordan Eubanks (KTM) Ready To RideRich Foster (H-D) Moto Moto RacingAndrew Berkley (KTM) Underground Racing TeamAdan Mendoza (KTM) Organon GroupDylan Wall (H-D) That Slow SportyMitchel Stein (YAM) Team MIMKevin Greimel (DUC) Kevin Greimel RacingPaul Canale (BMW) Team OrthopedicsMike Boyce (KTM) 3D MotorsportsMission Super Hooligan Race Results – Laguna Seca Race 2 Cory West (H-D) Saddlemen/Harley-DavidsonJake Lewis (H-D) Saddlemen/Harley-DavidsonTyler O’Hara (Ind) S&amp;S/Indian MotorcycleCody Wyman (H-D) KWR/Harley-DavidsonTroy Herfoss (Ind) S&amp;S/Indian MotorcycleHayden Schultz (H-D) KWR/Harley-DavidsonTravis Wyman (H-D) Saddlemen/Harley-DavidsonHawk Mazzotta (IND) Roland Sands RacingKole King (TRI) King PerformanceAJ Peaslee (KTM) AJ Peaslee RacingAndrew Berkley (KTM) Underground Racing TeamRich Foster (H-D) Moto Moto RacingAdan Mendoza (KTM) Organon GroupJeff Lane (KTM) Lane Racing Gray Area KTMDylan Wall (H-D) That Slow SportyMitchel Stein (YAM) Team MIMJordan Eubanks (KTM) Ready To RideKevin Greimel (DUC) Kevin Greimel RacingLeroy Eshelman (Ind) OTW RacingMike Boyce (KTM) 3D MotorsportsPaul Canale (BMW) Team OrthopedicsSource

The 2025 Ducati Panigale V2 Superquadro Final Edition will be produced in 555 limited-edition numbered units. (Ducati/)All good things must come to an end, even in the world of successful production motorcycle models. As was the case with Ducati’s 2018 1299 Panigale R Final Edition—which was the last open-class V-twin superbike the company produced—the Panigale V2 Superquadro will be the last of the current “middleweight” Panigale V2 model’s bloodline. This limited-edition series will include 555 numbered units celebrating the history of the final Superquadro twin. In a weird twist of fate, the Panigale V2 is currently achieving racetrack success like never before. Just this past weekend, Adrián Huertas completely dominated the proceedings in the World Supersport Championship at Silverstone in England, with his fifth-straight win. He now is leading the championship by a healthy margin. Closer to home in the US, Rahal Ducati Moto’s PJ Jacobsen took his fourth and fifth wins of the season at WeatherTech Raceway Laguna Seca’s MotoAmerica Supersport round and is a close second in the championship. The 2025 Ducati Panigale V2 Superquadro Final Edition will come with a long list of exclusive features. (Ducati/)Ducati’s Superquadro engine was first used in the 2011 1199 Panigale. Over the years the formula (which was designed with a high ratio between the bore and stroke) trickled down to Ducati’s smaller-displacement models like the Ducati 899 Panigale, Panigale 959, and the current Panigale V2. Each Final Edition will come with a numbered billet-aluminum triple clamp. (Ducati/)This new limited-edition Final Edition model pays tribute to Nicolò Bulega’s World Supersport title in 2023. The livery was created by Drudi Performance with Ducati’s traditional white, red, black, and gray paint. There are a whole host of features that distinguish the Panigale V2 Superquadro Final Edition from the standard model including: Dedicated Superquadro Tribute liveryBillet-aluminum triple clamp with progressive numberDedicated rider seatDedicated dashboard animation at key-onDedicated contact keyCarbon fiber silencer end, front and rear mudguard, swingarm protection, chain guard, clutch cover, and shock absorber protectionSport gripsAdjustable Rizoma footrests machined from solid billet aluminumGPS moduleLicense plate holder removal kitMirror removal kit in billet aluminumTank cap machined from solid aluminumDedicated motorcycle coverCertificate of authenticity The tribute livery was penned by Drudi Performance. (Ducati/)Ducati Superquadro Engine and Electronics At the Panigale V2 Superquadro Final Edition’s core is the 955cc engine. Vacural-cast crankcases have pressed-in aluminum cylinders that have been coated with Nikasil. The head, clutch, and oil pan covers are all made of magnesium. Bore and stroke measure 100 x 60.8mm with a 12.5:1 compression ratio. The desmodromic valve train utilizes titanium intake valves and “super-finished” rocker arms that have a DLC coating to reduce friction. Ducati’s Superquadro engine displaces 955cc in the V2. (Ducati/)The engine is fed by a pair of throttle bodies with elliptical bores that are the equivalent of 62mm in diameter. There are a pair of injectors, one above the throttle butterfly and one below. Ride-by-wire controls the throttle bodies and can operate each independently. The exhaust system is a 2-into-1-into-2-into-1 design with a pair of catalytic converters. Claimed output is 155 hp at 10,750 rpm with 76.7 lb.-ft. of peak torque arriving at 9,000 rpm. Like all current Ducatis, the Panigale V2 comes with a full suite of electronic rider aids. The bike comes with a six-axis IMU which refines many of the bike’s systems. Standard on the Final Edition are: ABS Cornering EVO, Ducati Traction Control (DTC) EVO 2, Ducati Wheelie Control (DWC) EVO, Ducati Quick Shift up/down (DQS) EVO 2, and Engine Brake Control (EBC) EVO. Access to all of the V2′s features is via the 4.3-inch full-color TFT display, while the bike uses all LED lighting. Ducati Superquadro Chassis An aluminum monocoque frame utilizes the engine as a stressed member. Wheelbase measures 56.6 inches while front-end geometry measures 24 degrees of rake with 3.9 inches of trail. The rear swingarm is a single-sided unit. At the front, is a 43mm inverted Öhlins NIX 30 fork that is fully adjustable and has 4.7 inches of travel. At the rear is a fully adjustable Öhlins TTX 36 shock with 5.1 inches of rear-wheel travel. An Öhlins steering damper is included as standard. A high-performance braking system includes a pair of Brembo M4.32 radial-mount, four-piston calipers that are actuated by a Brembo radial master cylinder at the front, while a twin-piston Brembo caliper and a 245mm disc are used out back. Five-spoke cast aluminum wheels measure 3.5 by 17 inches front and 5.5 by 17 inches at the rear. The V2 rides on Pirelli Diablo Rosso IV Corsa tires in 120/70-17 front and 180/60-17 rear. Conclusion The Panigale V2 Superquadro Final Edition will be available in US dealerships this coming December for $28,000. As mentioned in the exclusive features, the bike comes with a certificate of authenticity, a motorcycle cover, and has a machined triple clamp denoting the bike’s production number. 2025 Ducati Panigale V2 Superquadro Final Edition. (Ducati/) 2025 Ducati Panigale V2 Superquadro Final Edition’s seat. (Ducati/) 2025 Ducati Panigale V2 Superquadro Final Edition. (Ducati/) 2025 Ducati Panigale V2 Superquadro Final Edition. (Ducati/)2025 Ducati Panigale V2 Superquadro Final Edition Specs MSRP: $28,000 Engine: Superquadro liquid-cooled, 90-degree V-twin; 4 valves/cyl. Displacement: 955cc Bore x Stroke: 100.0 x 60.8mm Compression Ratio: 12.5:1 Transmission/Final Drive: 6-speed/chain Fuel System: Electronic fuel injection w/ ride-by-wire Clutch: Wet, multiplate, slipper and assist function; hydraulic master Engine Management/Ignition: Electronic Frame: Aluminum monocoque Front Suspension: 43mm Öhlins inverted NIX 30, fully adjustable; 4.7 in travel Rear Suspension: Öhlins TTX 36 monoshock, fully adjustable; 5.1 in. travel Front Brake: Dual Brembo M4.32 4-piston calipers, 320mm discs w/ Cornering ABS EVO Rear Brake: 2-piston caliper, 245mm disc w/ Cornering ABS EVO Wheels, Front/Rear: Aluminum alloy; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: Pirelli Diablo Rosso Corsa II; 120/70-17 / 180/60-17 Rake/Trail: 24.0°/3.9 in. Wheelbase: 56.6 in. Ground Clearance: 4.9 in. Seat Height: 32.9 in. Fuel Capacity: 4.5 gal. Claimed Dry Weight: 419 lb. Contact: ducati.com Source

The MV Agusta Turismo Veloce (“fast tourer”) was introduced to MV’s sportbike-centric lineup in 2015 as a way to reach customers outside of the sportbike and naked bike world. (Jeff Allen/)If you’ve ever broken your dominant hand and been forced to take up tasks like writing or brushing your teeth with the other, you’ll understand what MV Agusta was up against when it launched the Turismo Veloce in 2015. Since transitioning from building airplanes in the early 1900s to motorcycles in 1945, the company has built a legacy on performance-first motorcycles designed mostly for the racetrack. It is a company that knows sportbikes, and even if there’s a “sport” in the Turismo Veloce’s sport-touring description, this is not a sportbike. This is a bike that must be capable of many aspects of motorcycling—not just going fast. The first-generation Turismo Veloce showed the awkwardness that comes with trying something new, but subtle evolutions for the 2021 model year helped MV pump added comfort and versatility into the package—all without losing what made the bike an MV. With the continued evolution of the sport-touring category through bikes like the Yamaha Tracer 9 GT+ and Suzuki GSX-S1000GX+, we figured it was time to revisit the package and see if it still felt like MV was writing with its left hand. And is there enough here to make the Turismo Veloce a worthwhile consideration when shopping against newer competition? Related: 2021 MV Agusta Turismo Veloce First Look There are sporty bones behind that tall windscreen and 34-liter saddlebags. Notice the thick, but low-mounted seat, a big improvement that came as part of the 2021 model year update. Centerstand is a nice touch for a touring bike too. (Jeff Allen/)A Closer Look at the Bike As with any good sport-touring machine, the Turismo Veloce is like an Olympic athlete who’s shown up to a game of pickup ball in baggy clothes. There’s chiseled and purposeful muscle behind the fairings, but the relaxed stance and comfort-first features remind you that today is not the day for being too serious. Emphasis on “too,” because this remains an MV Agusta and it would be sacrilegious for engineers to venture far from the world of performance, style, and raw aggression. The 2021 model year updates were short and simple. Seat height was dropped from 33.5 inches to 32.7 inches, a taller windscreen was added, and the seat foam was made thicker for long-range enjoyment. Electronics were fully modernized while the engine, updated for Euro 5 emission standards, was reworked for reduced frictional losses. Other engine-related changes included a new exhaust and higher-pressure injection system that modestly impacted power and torque curves. Despite the long suspension and big side bags, the Turismo Veloce looks lean and mean. Just visible are the pockets of space underneath the passenger seat and below the subframe. Space creates an appearance of lightness, and it works here. (Jeff Allen/)When strapped to Cycle World’s in-house Dynojet 250i dynamometer, this Turismo Veloce produced 98.3 hp at 11,010 rpm and 55.3 lb.-ft. of torque at 8,530 rpm. We should clarify that this “Fast Tourer” is actually a Turismo Veloce Lusso SCS ($25,598), which is offered alongside the more exotic-looking RC SCS ($27,998). Both come with MV’s Smart Clutch System, a centrifugal automatic clutch elegantly displayed behind the Turismo Veloce’s clear clutch cover like a winner’s trophy propped up in a trophy case. This is MV saying, “Yeah, we’re proud of that.” Automatic and semi-automatic transmissions have increased in popularity over the years (read about Honda’s E-clutch here, Yamaha’s Y-AMT system here, and BMW’s ASA transmission here), but MV has been working on its Smart Clutch System with US-based Rekluse for years. This technology enables the Turismo Veloce to be ridden in a fully manual mode with the clutch lever or as an automatic that only requires you to work the electronically assisted, bidirectional quickshifter, but not touch the clutch lever when you leave or come to a stop. Related: How Much Power Does the 2023 MV Agusta Turismo Veloce Lusso SCS Make? While you can’t see the meat of the MV’s Smart Clutch System (the expander disc), the company has done a great job of bringing attention to the clutch with a glass cover that’s easy on the eyes. (Jeff Allen/)Clutch action is managed via MV Agusta’s engine control management system, which uses algorithms to control the system’s expander disc. Those algorithms reference lookup tables that have been developed gear by gear, rpm by rpm, and by varying throttle position, not to mention how fast the throttle is opened or closed. In short, the system is quite advanced, at least from an electronics standpoint. Mechanically, SCS is not as complex as it sounds. The only truly unique piece is Rekluse’s EXP disc—a thick, centrifugally activated friction disc that houses weighted wedges and engagement springs. As throttle is applied and revs pick up, those wedges are flung along ramps, overcoming the engagement springs and engaging the clutch’s main plates. Somewhat importantly, Rekluse has since moved to a system with rolling contacts (versus wedges) for better durability, smoother power delivery, and a more natural clutch feel. There’s just something about a single-sided swingarm. How about those slash-cut mufflers too? The only thing in this picture we’re not fans of are the Bridgestone Battlax Sport Touring T32 tires, which don’t match the sporty performance of the bike. (Jeff Allen/)The rest of the Lusso SCS is a mix of high-end hardware and proven components borrowed from other MV models. This contributes to the bike’s sporty personality while also hinting at the company’s smaller size and need for intense resourcefulness. It’s easy to look and feel like a sportbike when the bulk of your hardware comes from…a sportbike. Think MV’s potent Brutale naked bike. Generously sized 34-liter side bags and the aforementioned windscreen bring the sport/touring balance back to a comfortable middle ground, plus you have semi-active Sachs suspension front and rear, with a generous 6.3 inches of travel up front and 6.5 inches out back. Additional electronics include lean-angle-sensitive traction control (eight levels plus off), cornering ABS, heated grips (three levels plus off), and four ride modes, including a Custom mode with adjustments for Gas Sensitivity (Low, Normal, High), Max Torque Engine (Full Power, Low Power), Engine Brake (Normal, Low), and Engine Response (Fast Response, Slow Response). Suspension is adjustable between Medium, Soft, and Hard, with base settings for a single rider (1), rider with luggage (2), two riders (3), and two riders with luggage (4). Other niceties include cruise control, a small storage cubby near the handlebar, and dual USB ports just below the 5.5-inch TFT display, which has Bluetooth connectivity for smartphone connections. Related: 2024 Yamaha Tracer 9 GT+ First Ride Sachs electronic suspension has three levels of adjustment and can also be tuned to accommodate a combination of rider, rider with luggage, or rider with passenger and luggage. (Jeff Allen/)Ergonomics and Comfort We’d talk more about the cutesy storage compartment and other little features, but honestly, the compartment is too small to be practical and is covered by a flimsy plastic door that doesn’t match the bike’s price tag. This along with clunky saddlebag latches and a loose saddlebag key cylinder were unfortunate finds over the course of our time with the bike. The rest of Turismo Veloce Lusso SCS is as premium as the “luxury” name suggests. The exposed steel trellis frame, slash-cut mufflers, and single-sided swingarm are visible reminders that this is an exotic Italian machine. They also help the Turismo Veloce stand out from less exotic competition. MV is well versed in designing bikes that grab your attention, and that’s very much the case here. The 34-liter side bags fit a full-face helmet and are quite impressive in terms of their storage ability. Fit and finish is a touch less impressive. (Jeff Allen/)In addition to having a more aggressive look than bikes like the angular, but still very Japanese GSX-S1000GX+, the Turismo Veloce has a relatively sporty rider triangle highlighted by moderately high and rearward footpegs. That, in conjunction with a tall handlebar make it a dedicated but comfortable mount for longer days in the saddle. The one-hand adjustable screen does an excellent job of managing turbulent air, even if it almost makes you claustrophobic with how far it extends toward the rider. This is better described as an oddity than a nuisance, and overall wind protection is great given the bikes’ compact dimensions, with limited helmet buffet at highway speeds. The next bit will probably matter much less, but we found it hilarious that the aggressively shaped tailsection flows air directly toward your butt, so much so that you can feel the cold air on your backside. Personal air conditioning, anyone? Related: 2024 Suzuki GSX-S1000GX+ First Ride Review The many lines of a Turismo Veloce. (Jeff Allen/)Engine Performance The benefits of a mid- to large-displacement inline-triple have been covered ad nauseam in the motorcycling space, but it’s worth saying once again; there’s almost no better engine platform for a bike that’ll be tasked with everything from commuting to highway miles to backroad carving. Not only does this triple, with its raspy intake noise, sound absolutely brilliant as you whack the throttle, but it offers that near-perfect balance of low-end grunt and top-end performance, with a beautifully flat torque curve. Yes, the powerplant is technically detuned when compared to the similarly spec’d, 798cc triples elsewhere in MV’s lineup, but we never needed more power. That might only change if you do more two-up riding with bags loaded to the gills. Put simply, you will not be disappointed in this engine. The riding position is all-day comfortable, though clearly has some overlap with MV’s sportbike lineup thanks to the use of common hardware. (Jeff Allen/)You will probably have questions (concerns?) about that Smart Clutch System, as many motorcyclists do when it comes to semi-automatic transmissions. Our experience was extremely positive, however. If you’re really trying, you can get the system to lurch ever so slightly at parking lot speeds, but the benefits when riding from stoplight to stoplight are impossible to ignore. Unfortunately, while MV Agusta talks about being able to use the clutch lever if you want, the sensation at the lever is firm and unnatural. This is partly why we referenced Rekluse’s newer EXP 4.0 system, which is intended to address all of the little things we noticed, including engagement and throttle response. The other note is that there are wear points on the previous-gen, wedge-equipped expansion disc, something that’s worth understanding if you intend to own the bike. We weren’t able to long-haul test it here. MV’s 798cc triple is a gem and lots of fun. Wheelies don’t come natural with the bike’s Smart Clutch System, but the front still picks up with ease when rider aids are turned off. (Jeff Allen/)Handling Handling is another area where the Turismo Veloce shows signs of briefly interrupted greatness. The bike is agile and wears the bones of its sportbike siblings proudly, that rock-solid chassis offering great midcorner composure. The suspension, however, was only really up to the task when set to the Hard setting and with the base electronics set for two-up riding with bags. And while that offered the support we were looking for in almost all conditions, it made us wonder how far out of the ballpark things would be if we were doing a proper tour with our significant other and had the bike weighed down. One thing that’s not up for debate is the lackluster performance of the Bridgestone Battlax Sport Touring T32 tires, which don’t come close to matching the bike’s sporty potential when up in the canyons. We pride ourselves on getting the most out of a testbike without riding too fast on public roads, but even at this reasonable pace the tires would skitter across the asphalt while giving very little understanding of what was happening at the contact patch. Confidence inspiring? Not exactly. And especially frustrating when the Turismo Veloce has a chassis that’s as communicative as you’d ever want it to be. There’s a lot of potential behind those few small quirks. Agility and chassis feedback are great as the pace picks up. The only limitation we experienced was with the Turismo Veloce’s sport-touring rubber. Notice the tall fairing, which offers solid wind protection. (Jeff Allen/)Electronics, Controls, and Creature Comforts The story is the same as you delve into the electronics; there’s depth to this package, but it’s not perfect. For example, the majority of the TFT display is well laid out and easy to navigate, but the fuel indicator is quite small and the low fuel warning is a dim yellow text that doesn’t shout, “Hey, you should look at me!” The interweaving of good and bad continues. Standard, multilevel heated grips are excellent, but cruise control adjustments require an extra confirmation compared to the very easy-to-adjust systems that have a simple +/- that helps you adjust speed almost immediately. Speaking of, the speedometer on our testbike was 10 mph high—enough that we had to download a GPS app to compare speeds. Regardless of how insignificant it might seem to do a little math while riding, these small irregularities point to a more quirky overall package. ABS intervention isn’t as refined as you might expect for a modern machine, and while MV might make arguments for having a pit speed limiter button on the bar (switch gear is borrowed from MV’s sportier machines), the reality is that it highlights how this bike is just as much a conglomeration of available parts as it is a dedicated sport-touring machine that MV has poured blood, sweat, and tears into perfecting. Buttons for cruise control and speed limiter. We used the former much more frequently than the latter. (Jeff Allen/)Final Thoughts The rather lengthy list of quirks is not to suggest that we didn’t enjoy our time with the Turismo Veloce Lusso SCS. In fact, it quickly became one of our favorite bikes for commuting and weekend rides. The engine is a beautiful combination of character and performance, the bike is agile and lively (read: fun around town), and even in the less racy Lusso SCS trim, it’s an absolutely gorgeous piece of equipment. That’s without factoring in the Smart Clutch System which was an absolute treat to have while commuting. The other half of the Turismo Veloce’s switch gear. (Jeff Allen/)The Turismo Veloce’s quirks do set a tone though. Some might write that off as Italian charm, while others will be frustrated by the last bit of roughness that should have been buffed out when building a “luxury” sport-tourer. Perhaps the bigger story is that, in the Turismo Veloce, you are getting a sport-touring bike that puts more emphasis on sport than is the norm, and a bike that is a lot of fun to ride in a wide range of situations—proof that MV Agusta can write with its left when it needs to. A lot of neat details on the Turismo Veloce Lusso SCS, like these hand guards with integrated turn signals. We’re big fans of having hand guards on anything with touring in the description. (Jeff Allen/)2023 MV Agusta Turismo Veloce Lusso SCS Specs MSRP: $25,598 Engine: DOHC, liquid-cooled three-cylinder; 12 valves Displacement: 798cc Bore x Stroke: 79.0 x 54.3mm Compression Ratio: 12.3:1 Transmission/Final Drive: 6-speed/chain CW Measured Horsepower: 98.3 hp @ 11,010 rpm CW Measured Torque: 55.31 lb.-ft. @ 8,530 rpm Fuel System: PGM-FI w/ 47mm throttle body Clutch: Wet, SCS 3.0 Radius CX Engine Management/Ignition: Electronic Frame: Steel tube trellis w/ aluminum swingarm pivot plates Front Suspension: Semi-active Sachs 43mm inverted fork; 6.3 in. travel Rear Suspension: Semi-active Sachs single shock, spring preload adjustable; 6.5 in. travel Front Brake: 4-piston caliper, floating 320mm discs, w/ cornering ABS Rear Brake: 2-piston caliper, 220mm disc, w/ cornering ABS Wheels, Front/Rear: Aluminum; 17 x 3.5 in. / 17 x 6.0 in. Tires, Front/Rear: Bridgestone Battlax Sport Touring T32; 120/70-17 / 190/55-17 Rake/Trail: NA/4.3 in. Wheelbase: 56.9 in. Ground Clearance: 5.5 in. Seat Height: 32.7 in. Fuel Capacity: 5.7 gal. CW Measured Wet Weight: 528 lb. Availability: Now Contact: mvagusta.com Whether you’re headed up the mountain, down the highway, or around town, the Turismo Veloce is never out of place. It’s stylish, has a perfectly smooth torque curve, and is plenty accommodating thanks to the upright bar and tall windscreen. (Jeff Allen/)Gearbox Helmet: Shoei X-Fifteen Jacket: Alpinestars GP Plus R V3 Rideknit Pants: Alpinestars Copper V3 Gloves: Alpinestars GP Tech V2 Boots: Alpinestars SP-2 Source

Royal Enfield is working on a new electric motorcycle which could be called the Flying Flea, paying homage to the bike of the same name from World War II. (Royal Enfield/)Back in November 2022, a single cropped photograph emerged via Autocar India showing the front section of an electric concept bike carrying the Royal Enfield logo and the name “electriK01″ on the side, which set tongues wagging that it was on the verge of an official unveiling. That never happened and the electriK01 remains officially unreleased to this day, but now a new design registration filed in India shows what looks like a production version of the same machine. The key elements that could be seen on the leaked photo of the 2022 concept bike included an exoskeleton-style frame, appearing to be made from cast aluminum, sweeping around the shoulders of a “fuel tank” area, bolting to the steering stem at the front, and then curving back down under a black plastic section that appeared to be a battery case. At the front, a pair of girder-style forks, again aluminum castings, were supported via a pair of stubby wishbone-style linkages and two small spring struts, with a retro, circular headlight at the top. Several of those signatures are carried over into the new design registration, seen in one low-resolution illustration newly published via the Indian government’s patent and design journal, but there are just enough differences to suggest that where the electriK01 was a concept, the new design might be a planned production model. Starting at the front, the spindly alloy wheel is a slightly different design to the one seen in the leaked picture of the 2022 concept bike, with spokes slanted at an angle rather than spreading radially from the hub. The girder-style fork remains, along with the dual spring/damper units, and the distinctive, curved external chassis is also clear to see. However, the bolt holes where those frame rails attach to the steering stem are slightly repositioned and it now looks like the lower arms of the frame are separate parts, with seams between them and the upper sections, where the original design was one-piece. Below the traditionally shaped “tank” section there’s a large, finned box that surely houses the batteries and electronics. This is a departure from the leaked 2022 photo, which showed a smooth battery housing instead of one with cooling fins that are surely intended to evoke the look of a conventional combustion engine. The rear section of the bike wasn’t visible in the leaked picture from 2022, but on the new design it includes a solo saddle and a monoshock-rear suspension design that mimics the shape of a hardtail frame, plus a long rear fender tucked close to the rear tire, carrying the taillights and license plate bracket. The presence of mirrors, front and rear turn signals, and even what appears to be a “sari guard” to prevent long clothing from getting tangled with the rear wheel all point to a bike intended for production rather than simply a show model. Such guards are a legal requirement on Indian bikes but only if they’re capable of carrying pillion passengers—something that this design doesn’t appear to be able to do. Royal Enfield is already hard at work on an electric version of the Himalayan ADV bike. (Royal Enfield/)Royal Enfield’s electric bike plans crystallized last year with the reveal of the prototype Electric Himalayan that’s been undergoing extensive testing, but while that’s intended to be a relatively high-performance and long-range machine, this design looks more like a low-speed city-oriented motorcycle. There’s a distinct similarity in style and stance to the British Maeving RM1 and RM1S neo-retro electric bikes. Could the new bike be called the Flying Flea? That was the name of one of the company’s famous WWII motorcycles that could be air-dropped into combat zones. (Royal Enfield/)There’s even evidence in trademarks owned by Royal Enfield’s parent company, Eicher Motors, suggesting a bike like this is heading to showrooms. Since 2020, the company has filed more than 20 applications for trademarks around the globe on variations of the name “Flying Flea,” with paperwork around that title appearing this year alone in places as far flung as Cambodia, Mexico, New Zealand, and Switzerland. The name was registered in the USA in March 2021. Why Flying Flea? Because that was the nickname given to the 125cc two-stroke Royal Enfield WD/RE that was used throughout World War II as a lightweight, parachute-capable British military bike. One look at the original Flying Flea, with its hardtail frame, girder forks, long fenders, and single saddle, shows a clear influence on the new electric bike’s design. The Flying Flea in its air-drop crate. (Royal Enfield/) Historic Flying Flea ad. (Royal Enfield/) A 1947 RE 125 at the Factory. (Royal Enfield/)Source

The 2024 Harley-Davidson Sportster S. (Harley-Davidson/)Overview When Harley-Davidson introduced the Sportster S in 2021, it practically took six decades of Sportster heritage and threw it out the window. In place of the familiar 1200 Evo mill, the Sportster S uses the Revolution Max 1250T engine, featuring a 60-degree V angle, liquid-cooling, four valves per cylinder, variable valve timing, crankpins with a 30-degree offset, and maintenance-free hydraulic lash valve adjusters. Producing a claimed 121 hp at 7,500 rpm and 93 lb.-ft. of torque at 6,000 rpm, the Revolution Max 1250T is a modern performance-oriented engine by most any estimation. Fully adjustable suspension, IMU-managed rider aids, and Brembo brakes take the Sportster experience to whole new heights. Ultimately, is the Sportster S still a Sportster? Well, it’s still a cruiser. A modern cruiser, yes, but with a paltry 2 inches of rear travel and trad-cruiser geometry and ergos, sporting performance in the twisties hits a ceiling dictated by styling. So while the engine wants to rip, and you’ve got a safety net of zeros and ones in your right hand, you’ve gotta respect the bike’s inherent shortcomings. Nevertheless, the Sportster S shows that Harley-Davidson is willing to break the mold even at the expense of one of its most iconic names. With modern tech and performance, the Sportster S spearheads H-D’s performance-oriented vision. We can’t wait to see where it leads. The Revolution Max 1250T engine is super torquey and refined. Maintenance-free hydraulic lash valve adjusters are a huge benefit for owners, lowering maintenance costs over the long term. (Harley-Davidson/)Pricing and Variants The 2024 Sportster S starts at $16,999 and goes up based on color choice. The round TFT dash fits the style of the bike and makes it far easier to navigate menus than a more traditional LCD setup would. (Harley-Davidson/)Competition <a href="https://www.cycleworld.com/motorcycle-reviews/triumph-rocket-3-storm-r-and-gt-first-ride-review/"><b>Triumph Rocket 3 Storm R</b></a>, $24,995<a href="https://www.cycleworld.com/motorcycle-reviews/ducati-diavel-v4-first-ride-review-2023/"><b>Ducati Diavel V4</b></a>, $26,995News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/2021-harley-davidson-sportster-s-first-ride-review/"><b>The 2021 Harley-Davidson Sportster S Is a Symbol of Change</b></a><a href="https://www.cycleworld.com/motorcycle-reviews/harley-davidson-sportster-s-review/"><b>The 2023 Harley-Davidson Sportster S Review</b></a>2024 Harley-Davidson Sportster S Claimed Specs MSRP: $16,999 Engine: DOHC, liquid-cooled, 60-degree V-twin w/ variable valve timing; 4 valves/cyl. Engine: 76.4ci (1,252cc) Bore x Stroke: 105.0 x 72.3mm Compression Ratio: 12.0:1 Transmission/Final Drive: 6-speed/belt Fuel System: EFI w/ 50mm throttle bodies, ride-by-wire Clutch: Wet, multiplate assist and slip Frame: Steel trellis w/ stamped, cast, and forged junctions, and forged aluminum mid-structure Front Suspension: Fully adjustable Showa 43mm inverted fork; 3.6 in. travel Rear Suspension: Fully adjustable Showa monoshock; 2.0 in. travel Front Brake: Radially mounted Brembo Monoblock 4-piston caliper, 320mm disc w/ Cornering ABS Rear Brake: Brembo 1-piston floating caliper, 260mm disc w/ Cornering ABS Wheels, Front/Rear: Cast aluminum; 17 x 4.5 in. / 16 x 5.0 in. Tires, Front/Rear: Dunlop Harley-Davidson Series Radials; 160/70R-17 / 180/70R-16 Rake/Trail: 30.0°/5.8 in. Wheelbase: 59.8 in. Ground Clearance: 3.5 in. Seat Height: 30.1 in. Fuel Capacity: 3.1 gal. Wet Weight: 502 lb. Contact: harley-davidson.com The Billiard Gray color. (Harley-Davidson/) One could argue ergos are sacrificed on the altar of style. Feet-forward controls and a longish reach to the bars make it difficult to ride with the sporting focus that the engine encourages. (Harley-Davidson/) The Sportster S in Vivid Black, which adds $300 to the base price. (Harley-Davidson/)Source

Honda’s CBR1000RR is available in one color option and with or without ABS. (Honda/)Overview At the top of Honda’s sportbike food chain is CBR1000RR. With the CBR1000RR-R Fireblade SP not available in the US as a 2024 model, the standard RR is the only open-class sportbike in the lineup. The standard version was last updated in 2020. Compared to some of the competition, the CBR1000RR is pretty forgiving as a streetbike despite its racetrack capabilities. At its heart is a 999cc flat-plane crank inline-four engine with double-overhead cams and four valves per cylinder. The engine hangs in an aluminum perimeter frame and utilizes fully adjustable Showa suspension at each end. Up front are a pair of Tokico radial-mount four-piston brake calipers with 320mm discs. In terms of electronics, the CBR1000RR has Honda Selectable Torque Control (HSTC), which provides intervention for rear wheel slip. The rider can choose between five power curves, ten torque-control levels, three engine-braking levels, and three levels of wheelie control. Pricing and Variants For 2024, there are two variations of the CBR1000RR with a standard $16,699 model or the $16,999 ABS-equipped model. Competition <a href="https://www.cycleworld.com/aprilia/rsv4/"><b>Aprilia RSV4</b></a>, 18,999<a href="https://www.cycleworld.com/story/motorcycle-reviews/bmw-s-1000-rr-first-ride-2023/"><b>BMW S 1000 RR</b></a>, $18,295 to $25,980<a href="https://www.cycleworld.com/bikes/ducati-panigale-v4-sp2-30th-anniversario-916-first-look/"><b>Ducati Panigale V4</b></a>, $24,995 to $45,995<a href="https://www.cycleworld.com/kawasaki/ninja-zx-10r/"><b>Kawasaki ZX-10R</b></a>, $17,799 to $19,149<a href="https://www.cycleworld.com/motorcycle-news/suzuki-gsx-r1000-update-details/"><b>Suzuki GSX-R1000R</b></a>, $18,449<a href="https://www.cycleworld.com/story/buyers-guide/2021-yamaha-yzf-r1-m/"><b>Yamaha YZF-R1</b></a>, $18,399News and Reviews <a href="https://www.cycleworld.com/bikes/honda-cbr1000rr-r-sp-first-look/"><b>2024 Honda CBR1000RR-R Fireblade SP</b></a><a href="https://www.cycleworld.com/story/bikes/how-much-power-does-the-honda-cbr1000rr-r-fireblade-sp-make/"><b>How Much Power Does the Honda CBR1000RR-R Fireblade SP Make?</b></a><a href="https://www.cycleworld.com/2017-superbike-1000cc-sportbike-motorcycle-comparison-test-review/"><b>Aprilia RSV4 RR vs. Honda CBR1000RR vs. Suzuki GSX-R1000 vs. Yamaha YZF-R1 Comparison Review</b></a>2024 Honda CBR1000RR/CBR1000RR ABS Specs MSRP: $16,699/$16,999 (ABS) Engine: 999cc, DOHC, liquid-cooled inline-four; 4 valves/cyl. Bore x Stroke: 76.0 x 55.1mm Compression Ratio: 13.0:1 Transmission/Final Drive: 6-speed/chain Fuel System: Programmed Dual Stage Fuel Injection (PGM-DSFI) w/ 48mm throttle bodies, throttle-by-wire Clutch: Wet, multiplate slipper/assist Frame: Twin-spar aluminum Front Suspension: 43mm inverted Big Piston Fork, fully adjustable; 4.7 in. travel Rear Suspension: Unit Pro-Link monoshock, fully adjustable; 5.4 in. travel Front Brake: Tokico radial-mount 4-piston calipers, 320mm discs (w/ ABS) Rear Brake: 2-piston floating caliper, 220mm disc Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: 120/70-17 / 190/50-17 Rake/Trail: 23.0°/3.8 in. Wheelbase: 55.3 in. Ground Clearance: 5.0 in. Seat Height: 32.8 in. Fuel Capacity: 4.3 gal. Wet Weight: 432 lb. Contact: powersports.honda.com Source

Carbon fiber, a girder fork, no rear suspension, a Kawasaki engine, and drum brakes: It all comes together beautifully in the Praga ZS 800. (Too Fast/)In 2024, the term “retro motorcycle” can mean many things but few, if any, manufacturers take the concept of reviving and rethinking past models to such extremes as Praga. While most mainstream, mass-market retros run on thoroughly modern chassis designs, for instance, the Czech company’s handcrafted ZS 800 rolls out of the factory as an unabashed hardtail, complete with a girder fork and even drum brakes. Praga’s ZS 800 is a modern homage to the company’s 1928 BD 500. (Too Fast/)There, that got your attention. Whatever you may think of motorcycles that lean on past glories to justify their existence, this one is impossible to ignore. The ZS 800, a loose reincarnation of Praga’s 1928 BD 500, is an oxymoron of contrary and daring engineering; blends ancient design concepts with exotic state-of-the-art materials; and weighs little more than a moped. Seemingly devoid of compromises or restraint, it also comes with a starting price of $98,500 (91,000 euros). A cool $98,500 will put a Praga ZS 800 on your well-manicured lawn. (Too Fast/)Just in case you missed it, Praga (for Prague) is primarily the producer of madly expensive road-legal hypercars such as the 700 bhp Bohema, but back in the 1920s, before World War II and then the subsequent rise of communism curtailed the fun, built cutting-edge bikes such as BD 500. The BD featured a four-stroke DOHC engine designed by young engineer Jaroslav František Koch, who in 1928 proved the bike’s speed, reliability, and innovative design by riding it 1,480 kilometers (920 miles) from Rome to Prague in under 36 hours. The ZS 800 is an exquisitely detailed homage to both that machine and moment, and is the creation of Jan Zuzi, an engineer from the Bohema project. Jan and fellow engineer and bike enthusiast Radek Šebesta wanted to produce a replica of the 1928 bike, but using modern lightweight materials and technology. While the engine is an air-cooled parallel twin taken from the Kawasaki W800, the rest of the ZS is handmade and completely bespoke. A handmade and welded frame gets a clear coat to show off the craftsmanship. (Too Fast/)The chassis features a chrome molybdenum steel frame, forged carbon wheels with laced carbon spokes, as well as hydraulically operated drum brakes. While there’s the aforementioned Öhlins activated girder system up front, there’s only a (Öhlins) damped saddle on the hardtail rear. With carbon and titanium deployed throughout, the ZS’s weight is just 142 kilograms (313 pounds). Forged carbon wheels feature laced carbon spokes. Every detail on the Praga ZS 800 is an eyeful. (Too Fast/)Praga is limiting the ZS 800 production run to just 28, five of which will be $106,900 (98,800 euros) carbon specials. Our testbike was one of the five, and while a high-mile, in-depth road test was never on the table, Cycle World was nevertheless invited to give the ZS 800 a brisk spin in the English countryside. On the Road Zuzi and his design team could have chosen almost any mid-cube engine for their BD 500 tribute but opted for the air-cooled Kawasaki W800 power unit because of its simplicity, looks, and bevel gear-driven cam. The standard W800 makes just 47 hp at 6,000 rpm and 46.39 lb.-ft. of torque at 4,800 rpm. Praga claims the bike produces a fraction more than standard due to the ZS’s freer-flowing titanium exhaust and revised fueling, but 50 hp remains the quoted max. A Kawasaki W800 engine powers the Praga ZS 800. (Too Fast/)Jump on (carefully), ease into the beautifully formed single saddle, and the absence of bulk or mass is immediately apparent. The bars are wide like it’s 1928 again while the view of the ZS’s intricate carbon detailing and titanium componentry moves you into a future world of undiluted ideas and extravagance. One press of the carbon starter button and the usually muted long-stroke twin snarls into life. The twin exhausts—hand-made, obviously—don’t have a catalytic converter or any significant noise-canceling properties and are charismatically sharp as the throttle is blipped. There’s no rev counter, just a perfectly judged analog speedo (in km/h) set into the headlight shell. Ease first gear home, open the throttle, and that lightness (142 kilograms/313 pounds, dry) translates to acceleration that is notably livelier than the W800. I was initially a little thrown by the ZS 800′s sheer strangeness but the W800 motor churns out a familiar spread of torque and pulls through the revs effortlessly, encouraging relaxed short-shifts. There are no rider aids or traction control, not even ABS, but that tangible and delightful lightness adds an edge that makes overtaking that little bit easier than on a W800. The ZS is not fast but it’s certainly not slow either, and will surprise road users lucky enough to encounter one at the lights. A girder fork is fitted with an Öhlins shock. Rear “suspension” is also an Öhlins unit attached to the single seat. (Too Fast/)Of course, all the time, there are eyes on you as you sit upright, arms spread, this near weightless jewel and sculpture below. As noted, the design team was inspired by Praga output of the 1920s, which explains the drum brakes (twin up front, single at the rear), while the front end is essentially a very old-school girder system. The drums are hydraulically activated, thank goodness, and that girder front end has a modern, fully adjustable Öhlins shock, complete with titanium spring, to manage the load. But the rear is an unadulterated hardtail. Any damping is done via the air in the rear Dunlop alone. Beneath the seat sits a Öhilns damper to help minimize road shock to the rider. (Too Fast/)Alongside all this rethought and updated old technology are some thoroughly modern touches, including lightweight 18-inch carbon wheels, complete with intricate carbon spokes, which save on unsprung weight, and a lightweight chrome molybdenum frame, which weighs about the same as the frame on a typical 125. The springer front end has little to no dive, and in this respect is similar to the BMW system, but it’s mesmerizing to watch the beautifully formed arms moving up and down as it controls road imperfections. Titanium hardware abounds on the Praga ZS 800. (Too Fast/)Rider comfort is obviously heavily compromised by the absence of rear suspension but the Praga isn’t as punishing on poor surfaces as many hardtails I’ve ridden because under, and connected to, the seat is an adjustable Öhlins shock that smooths the jolts transmitted into the bike by bumps in the road. If you move forward on the sculpted seat, there is less cushioning, but if you sit farther back there’s more leverage through the shock, and the ride is softer. And you don’t get propelled out of the seat on the rebound as you do on hardtails with crude bed springs under the seat to supposedly soften the blow. Road imperfections are not fully canceled out by the rear seat suspension. (Too Fast/)This isn’t suspension, of course, as it has no effect on the rear tire’s ability to find grip and traction, and at times I could feel the rear tire skip when I got a little carried away, quickly followed by a nervous twitch in my bank account. Just 50 hp and drums brakes keep the antics fairly reserved on this nearly $100K machine. (Too Fast/)This is, however, a bike with a level of craftsmanship like no other on the market. The hand-woven carbon rims and delicate carbon spokes are works of art. The construction and welding on the frame must have taken days, if not weeks. Almost every screw, nut, and bolt is titanium, and the 3-gallon tank is an integral part of the frame. The “tank” you can see is simply a carbon cover that hides most of the electrics and modern parts never thought of in 1928. Walking around the ZS, feasting on its contrary blend of obsolete ideas and radical new thinking, its execution and finish is as good as going for a ride. Every inch of the ZS 800 showcases the craftsmanship and effort put forth by Praga. (Too Fast/)Verdict The ZS 800 is eye-wateringly expensive but not entirely alone in this sector. Californian bike builders Arch, fronted by Keanu Reeves, produce the hand-built KRGT-1 which, while not a retro, is priced at $91,000. And Brough produces hand-built retro exotica in France, with prices at $77,000 and above. That said, there are those who are simply going to look at the price of the Praga ZS 800 and write it off as a crazy indulgence. I understand but don’t agree. For the few who are going to be lucky enough to afford the ZS 800, this Czech masterpiece is not just a work of art but a motorcycle that works well for what it is. Skilled engineering and craftsmanship have been given the opportunity to shine. Archaic concepts such as drum brakes and hardtail chassis are rethought, updated, and given a welcome outing in 2024. Despite the drum brakes and hardtail, the Praga ZS 800 is a joy to ride. (Too Fast/)Above all, Praga’s enthusiastic and clever engineers have paid homage to the original BD 500 with an unparalleled level of individuality and pride. Merely spotting one on the highway will be a miracle and actually owning one a near impossibility. But we are very glad this superb Czech retro exists. Will you ever see a Praga ZS 800 in the wild? Probably not. But if you do, let us know! (Too Fast/)2024 Praga ZS800 Specs Starting MSRP: $98,500 Engine: SOHC, air-cooled parallel twin; 4 valves/cyl. Displacement: 733cc Bore x Stroke: 77.0 x 83.0mm Compression Ratio: 8.4:1 Transmission/Final Drive: 5-speed/chain Claimed Horsepower: 52.3 hp @ N/A rpm Claimed Torque: 47.9 lb.-ft. @ N/A rpm Fuel System: Electronic fuel injection Clutch: Wet, multiplate; cable actuation Frame: Chrome molybdenum steel Front Suspension: Girder front fork w/ Öhlins TTX 22, fully adjustable Rear Suspension: N/A Front Brake: Dual drums, 200mm Rear Brake: Single drum, 200mm Wheels, Front/Rear: Forged carbon wheel w/ carbon tensioned spokes; 18 x 2.15 in. / 18 x 3.5 in. Tires, Front/Rear: 100/90 x 18 / 130/90-18 Rake/Trail: 27.0°/3.9 in. Wheelbase: 56.5 in. Seat Height: 31.3 in. Fuel Capacity: 3.0 gal. Claimed Dry Weight: 313 lb. Contact: pragaglobal.com 2024 Praga ZS 800 on the road. (Too Fast/) From a distance you could be fooled into thinking the Praga is a vintage machine. But step closer…. (Too Fast/) Wide bars put you out in the wind on the Praga ZS 800. (Too Fast/) Every angle is stunning on the Praga ZS 800. (Too Fast/) The Praga ZS 800 is a joy to ride with a much better ride than would be expected from a hardtail. (Too Fast/) Even the switch gear is carbon fiber. (Too Fast/) The tank cover is carbon fiber as well. (Too Fast/) A single speedo is the only gauge on the Praga ZS 800. (Too Fast/) You could spend all day Saturday riding the Praga ZS 800 and all day Sunday staring at it. (Too Fast/)Source

The world’s first CNG-powered motorcycle is the Bajaj Freedom 125. (Bajaj/)Back in April we revealed patents giving details of the world’s first production motorcycle to be powered by compressed natural gas. Now it’s been launched as the Bajaj Freedom 125 and the company is promising a huge reduction in running costs and emissions compared to similarly sized gasoline-powered machines. Compressed natural gas, or CNG, is mainly composed of methane and can be sourced either as a fossil fuel from the ground or made as a biogas from waste, and even when burned in fossil-fuel form it generates far less CO2 than gasoline. The combustion process alone produces around a quarter less CO2, as well as huge reductions in unburned hydrocarbon and NOx emission. Bio-CNG is greener still, leading to an overall carbon footprint around 85 percent lower than conventional liquid fossil fuel. Bajaj’s Freedom 125. (Bajaj/)In India, CNG is already being widely adopted for trucks and Bajaj already offers CNG-powered versions of its range of three-wheeled auto rickshaws. As one of the world’s largest motorcycle manufacturers, adopting the same technology on two wheels was the next logical step. While CNG can be used by conventional gasoline combustion engines with a few modifications, Bajaj has developed the Freedom 125 from a clean sheet to be CNG-powered. The engine wasn’t the difficult part. While it’s purpose-made to run on CNG it also features an auxiliary gasoline tank to make sure riders aren’t stranded in areas where CNG isn’t widely available yet. Creating a bike with two separate fuel systems—one based around a high-pressure gas cylinder—meant rethinking the chassis and mechanical layout. Not only does the Freedom 125 have a 12-liter CNG tank, but it also has a half-gallon gasoline tank as a backup. (Bajaj/)The 12-liter CNG cylinder carries 4.4 pounds of CNG when it’s filled at a pressure of around 3,000 psi, enough for a range of around 125 miles before the gas runs out. Roughly the shape and size of a scuba tank, it sits lengthways in the frame and runs from just behind the steering head all the way under the rider’s seat. The small, half-gallon gasoline tank adds another 80 miles of range and wraps around the front right of the CNG cylinder, while the engine’s airbox is sculpted to fit around the front left of it, creating a shape like a conventional fuel tank. The engine, meanwhile, is angled with its single cylinder nearly horizontal to make space for the CNG tank above it. The result is a compact machine with a 52.7-inch wheelbase but a slightly taller-than-average 32.5-inch seat height. At 329 pounds it’s around 40 pounds heavier than a conventional, gasoline-only bike of a similar size and performance. Since riders might be understandably wary of wrapping their legs around a cylinder filled with flammable gas at 3,000 psi, Bajaj has put substantial effort into protecting the CNG tank. The bike’s frame is a steel trellis design, creating a strong cage around the cylinder, and the company went to the unusual lengths of subjecting the bike to a barrage of crash tests including frontal and side impacts, and drop tests, even going to the extent of running over a prototype with a 10-ton truck, to make sure the CNG tank wouldn’t rupture and its gas valve remained firmly attached. The Freedom 125’s dash. (Bajaj/)The risk of explosion is low, then. With around 9.5 hp and 7.2 lb.-ft. of torque, the bike isn’t a fireball in performance terms either and pretty much on a par with similarly sized, air-cooled singles powered by gasoline. For the Indian market where the bike is targeted, that’s enough to be competitive, and while the Freedom 125 costs a little more than a gasoline-powered bike up front, Bajaj says running costs can be up to 50 percent lower than a normal internal combustion motorcycle thanks to the lower price of CNG. The Freedom 125 starts at the equivalent of $1,137 for a drum-braked version and rises to the equivalent of $1,317 for a disc-brake model with LED lights. In comparison, Bajaj’s gasoline-powered CT 125X, starts at the equivalent of $924, but over a lifetime of use the Freedom should pay dividends in savings. While there’s no prospect of the Freedom 125 being brought to the US market, it illustrates that CNG is a viable fuel for motorcycles and another relatively eco-friendly alternative to ideas like hydrogen-powered or electric bikes, particularly if bio-CNG is used to power it. Source

The 2024 Harley-Davidson Street Bob 114. (Harley-Davidson/)Overview The Harley-Davidson Street Bob 114 is essentially a Softail Standard with a larger Milwaukee-Eight 114 engine, flashier paint, less chrome, a tiny pillion seat, and fork gaiters. Styling aside, what you’re really paying the extra $2,000 for (over the Softail Standard) is the Milwaukee-Eight 114 engine, which produces a claimed 94 hp at 4,750 rpm and 119 lb.-ft. of torque at 3,000 rpm—that’s 7 additional horsepower and 9 lb.-ft. of torque compared to the Standard’s M-8 107. Although, honestly, the “No. 1″ graphic on the tank may be worth the price of admission alone—if you’re a Mert Lawwill fan or nostalgic for the glory days of flat-track racing, that is. The Street Bob 114 accomplishes a couple of things in H-D’s cruiser lineup. First, it’s a bridge from the “entry-level” Softail Standard to the likes of the pricier Low Rider S and beyond. The Street Bob (and the Softail Standard, for that matter) also goes a long way to fill the minimalist cruiser gap vacated by the Sportster 883 and 1200 series. From the retro, the fat-tired, the slammed and power-mad, and the West Coast–styled, Milwaukee’s cruiser lineup is full of strong personalities. The Street Bob anchors the line with minimalist bobber styling that’s an enduring classic. Mid-mount controls don’t offer the most legroom for taller riders. (Harley-Davidson/)Pricing and Variants The 2024 Street Bob 114 starts at $16,999 and increases from between $350 and $650 depending on color. The Baja Orange color adds $525 to the base price. (Harley-Davidson/)Competition <a href="https://www.cycleworld.com/harley-davidson/softail-standard/"><b>Harley-Davidson Softail Standard</b></a>, $14,999Indian Chief Bobber, $16,499Triumph Bonneville Bobber, $13,995News and Reviews <a href="https://www.cycleworld.com/harley-davidson-motorcycles-new-milwaukee-eight-big-twin-engine/"><b>Harley-Davidson’s New Milwaukee-Eight Big Twin Engine</b><br/></a>2024 Harley-Davidson Street Bob 114 Claimed Specs MSRP: $16,999 Engine: 45-degree V-twin; 4 valves/cyl. Displacement: 114ci (1,868cc) Bore x Stroke: 102.0 x 114.3mm Compression Ratio: 10.5:1 Transmission/Final Drive: 6-speed/belt Fuel Delivery: Electronic Sequential Port Fuel Injection Clutch: Wet, multiplate Frame: Tubular steel w/ rectangular-section backbone Front Suspension: 49mm dual-bending valve telescopic fork; 5.1 in. travel Rear Suspension: Coilover monoshock, preload adjustable; 3.4 in. travel Front Brake: 4-piston caliper, 300mm disc Rear Brake: 2-piston caliper, 292mm disc Wheels, Front/Rear: Cast aluminum; 19 in./16 in. Tires, Front/Rear: Dunlop Harley-Davidson Series; 100/90-19 / 150/80-16 Rake/Trail: 30.0°/6.2 in. Wheelbase: 64.2 in. Ground Clearance: 4.9 in. Seat Height: 26.8 in. Fuel Capacity: 3.5 gal. Wet Weight: 655 lb. Contact: harley-davidson.com The blacked-out finishes lend a modern look to the classic bobber styling. (Harley-Davidson/) Vivid Black adds $350 to the base price and gives the whole bike an under-the-radar look. (Harley-Davidson/) The heart of the Street Bob 114 is its Milwaukee-Eight 114 engine. (Harley-Davidson/)Source

MV Agusta has returned to inline-four superbikes with its limited-edition Superveloce 1000 Serie Oro. (MV Agusta/)The new MV Agusta renews its proven marketing policy of creating “Serie Oro” limited editions of its top models. It worked in the old, uncertain-quality days, and there is no reason why it should not work now under KTM control. MV Agusta has stepped up in super-refined, top-quality manufacturing as the legendary name deserves. The first Serie Oro model of the new generation is none other than the Superveloce 1000: the sportiest interpretation of the MV Agusta 1,000cc inline-four from the days of the F4 models that closed their sequel in 2019 with the last F4 Claudio. From then on, MV Agusta offered its DOHC four only on Brutale models. At the moment there is only this Superveloce 1000 Serie Oro in production outside of those naked models; the regular production version should come at the next Milan EICMA Show. The new Superveloce 1000 Serie Oro is clearly inspired by the success of the Superveloce 800 of which it partly shares styling. But this Superveloce 1000 looks absolutely terrific, lean and muscular like a leopard, but also rational in every aspect of its aerodynamic solutions. The profile of the fairing is well rounded and offers both appreciable wind protection even at the extreme speeds the bike is capable of. The Superveloce 1000 will break the 300 kph mark (less impressive at 186 mph, but still pretty hot) with 208 hp generated by the MV Agusta 998cc DOHC inline-four. While the 1000 Serie Oro resembles smaller-displacement Superveloces, it is more aggressive with its air intakes and winglets. (MV Agusta/)Just outboard of the dynamic air intakes, a pair of winglets generate an adequate amount of downforce to keep the nose of the fairing attached to the road, even at extreme speeds, while not reducing the agility and the precise steering response. The relative, extensive aerodynamic research was carried out in a full-scale wind tunnel to achieve the optimal combination of coefficient of drag of lift along with creature comforts at speed. To underline the “Gold” inherent to the Serie Oro denomination, top-quality materials were utilized in all components, with carbon fiber that had the priority to obtain high structural rigidity and reliability in every component, and keep weight at a minimum. Carbon fiber is utilized both in laminated and in press formed solutions. The major component in carbon fiber is the fairing, but on the Superveloce 1000 Serie Oro are 41 components in total made of this material. Leather and Alcantara are combined to realize a top-quality trim on the seat. The long story of the MV Agusta 1,000cc DOHC inline-four engine starts from the day the late Claudio Castiglioni intended to rebuild the MV Agusta legend. Consequently, to hopefully achieve supreme performance levels, he contracted Piero Ferrari’s Ferrari Engineering to design the ultimate four. To make the MV Agusta top model as exclusive as the Ducati desmo twins, he requested that the cylinder head of the new four would feature the same radial valve induction that Ferrari cars had adopted for a short time. The final result was a 750cc inline-four that, as delivered from Ferrari Engineering, was barely making 74 hp with a racing exhaust system. That was the start of the troubled life of this rather expensive unit, but the problems were finally solved with the 2021 production. A trellis frame, carbon fiber, and electronic Öhlins suspension elevate this superbike to a Serie Oro model. (MV Agusta/)The present generation of the engine happens to be one of the hottest performance units in the class and this very special Superveloce 1000 Serie Oro translates its potential into the purest MV Agusta model conceivable: an ultimate superbike in both styling and performance, with the blessing of a super-refined execution. The Serie Oro is powered by the latest version of the 1000, refined in its Euro 5 execution. The highly oversquare (79mm bore, 50.9mm stroke) 998cc generates 208 hp at 13,000 rpm and 86 lb.-ft. peak torque at 11,000 rpm thanks to its unique semi hemi heads with four valves set to a moderate radial geometrical arrangement that requires conical cam profiles. All valves are in titanium. Compression ratio is a substantial 13.4:1 and the ignition-injection system is fully integrated and controlled by the latest Eldor Nemo 2.1 ECU. The injection system features eight Mikuni injectors, four at the top in shower mode and of larger capacity, and four next to the valve heads. Another feature of the MV Agusta 1000 is adoption of a counterrotating balancing shaft that cancels all the residual vibrations generated by the primary imbalance of the inline-four. Radically redesigned in both the oiling and cooling systems, the unit is equipped with forged titanium con-rods and features a number of sophisticated solutions to reduce friction like DLC treatment to the tappet-type cam followers, special Daido bearings at both rods and main ends, and the now classic Nikasil-like cylinder bore treatment. This highly refined execution gives this engine the ability to safely rev to 14,000 rpm. MV Agusta says the Superveloce 1000 Serie Oro makes 208 hp. (MV Agusta/)The electronic suite—once a little short of the competition—is now in line with the best, and on the Superveloce 1000 Serie Oro it features all the safety and riding assistance systems that a bike with this performance potential requires. The electronics have been meticulously calibrated specifically for the Superveloce 1000 Serie Oro. At the heart of the system is an inertial platform that receives data from all sensors on the bike and manages the intervention of the safety assistance systems, including eight levels of traction control, wheelie control, four selectable riding modes, cornering ABS, and an electronically assisted up-and-down quickshifter system. Also the suspension components are electronically managed, all units are by Öhlins: a 43mm Nix EC front fork, a TTX EC gas-charged rear shock absorber, and an electronically controlled steering damper. The frame is the classic MV Agusta steel tube trellis unit integrated by massive forged aluminum rear plates that clamp the rear side-arm swingarm and locate all rear suspension elements. The single-sided swingarm is cast in aluminum. Will MV Agusta release a standard Superveloce 1000 this fall at EICMA? (MV Agusta/)Braking is by Brembo and consists of twin 320mm rotors front disc teamed to Stylema Monoblock four-piston radial mount calipers. At the rear a single 220mm rotor is associated with a two-piston caliper. All is managed by Continental MK 100 cornering ABS with rear wheel lift mitigation. The Superveloce 1000 Serie Oro is a compact superbike with a 55.7-inch wheelbase and 97mm (3.8 inches) front end trail. Wheels are forged aluminum in 3.50-17 front and 6.00-17 inch sizes shod with a dedicated version of the Pirelli Diablo Supercorsa V4 SP with a characteristic red profile. MV Agusta’s Superveloce 1000 Serie Oro will be available in 500 numbered units and for now the price has been confirmed at 70,700 euros ($76,900 at time of writing). Source