Hugh Janus

HANX For Our Troops and Harley-Davidson Forge Partnership to Support Veterans (Harley-Davidson/)Harley-Davidson Press Release: Harley-Davidson Motor Company proudly announces a partnership with HANX For Our Troops, a mission-driven consumer products brand committed to uplifting and supporting veterans and their families. This partnership aims to raise money and awareness for veteran support, reflecting both brands’ dedication to honoring and assisting veterans. As part of this partnership, HANX Coffee will be available at select Harley-Davidson® events, 100% of the profits from HANX Coffee goes to supporting veteran charities. The first event where HANX Coffee will be available is the Harley-Davidson Homecoming™ Festival in Milwaukee on July 25-28. In addition, Harley-Davidson will launch a rider challenge in September, encouraging riders to log their miles using the Harley-Davidson® app. For every mile logged, Harley-Davidson will donate $1 to support veteran-related causes, reinforcing its longstanding commitment to those who have served. Limited edition tee-shirts will also be available for purchase, with 100% of net profits going to support HANX for our Troops charities. These exclusive shirts serve as a tangible symbol of support for veterans and their families and are available now on Harley-Davidson.com. “This is a grand opportunity to contribute to the Veteran Community with the great American institution of Harley-Davidson,” said Tom Hanks. “Fuel for a million road trips. Pour me a double.” “Partnering with HANX for our Troops is a unique and meaningful opportunity for Harley-Davidson,” said Jochen Zeitz, Chairman, President and CEO, Harley-Davidson. “This collaboration embodies the American spirit and allows us to honor and support the brave men and women who have served their country. Together, we are committed to giving back to veterans and making a positive impact on their lives.” The partnership between HANX for our Troops and Harley-Davidson signifies a powerful alliance between an organization dedicated to honoring veterans and an iconic American brand, united in their commitment to giving back to those who have served. Source

The 2024 Harley-Davidson Softail Standard. (Harley-Davidson/)Overview The 2024 Harley-Davidson Softail Standard is The Motor Company’s most “entry-level” Big Twin, though at $14,999 it’s not exactly a budget bike. Despite its comparatively lower price, the only thing abbreviated about the Softail Standard is its bobbed rear fender. Otherwise, it’s got the style, fit and finish, and performance you’d expect from the latest-generation Softails. It’s powered by a Milwaukee-Eight 107 engine, producing a claimed 87 hp at 5,020 rpm and 110 lb.-ft. of torque at 3,000 rpm. While other models in the cruiser lineup have adopted the 114ci and 117ci Milwaukee-Eight engines, the 107 provides plenty of romp for customers who want to get in on the Big Twin game and still have some leftover cash for customization. Harley says the Softail Standard is “a Harley-Davidson motorcycle presented in its most elemental form.” The minimalist solo seat, mini apehangers, dog dish air filter, round Daymaker headlight, and the just-right proportion of chrome to blacked-out finishes suggests as much. It’s pretty much the quintessential Harley bobber; easy to imagine a whole row of them, with chromed apehangers like crossed sabers, standing guard outside a seedy biker bar or dusty blues joint. So not only is it an H-D motorcycle in its most elemental form, it’s a Milwaukee archetype. Kind of brings a whole new meaning to “entry-level,” doesn’t it? The Oxford Dictionary’s definition of <i>standard</i>: “an idea or thing used as a measure, norm, or model in comparative evaluations.” In other words, the Softail Standard isn’t standard, as in basic; it’s <i>the</i> standard. (Harley-Davidson/)Pricing and Variants The 2024 Softail Standard is available in Billiard Gray for $14,999 and Vivid Black for $15,349. Harley claims the Softail Standard achieves 47 mpg. With its 3.5-gallon tank that’s a theoretical 164.5 miles out of a tank. (Harley-Davidson/)Competition Harley-Davidson Street Bob 114, $16,999Indian Chief Bobber, $16,499Triumph Bonneville Bobber, $13,995News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/2020-harley-softail-standard-long-term-test/"><b>2020 Harley-Davidson Softail Standard Review</b></a><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></a>2024 Harley-Davidson Softail Standard Claimed Specs MSRP: Starting at $14,999 Engine: 45-degree V-twin; 4 valves/cyl. Displacement: 107ci (1,745cc) Bore x Stroke: 100.0 x 111.1mm Compression Ratio: 10.0:1 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 Mini-apes put the rider right out in the wind. (Harley-Davidson/) Vivid Black costs an additional $350 over the base price. (Harley-Davidson/) Small-diameter headlight lends a classic bobber look. Bedroll not included. (Harley-Davidson/)Source

The CFMoto 450NK is the Chinese manufacturer’s 449cc lightweight naked bike. Derived from the 450SS sportbike, the 450NK utilizes the same 449cc parallel twin. This same powerplant has also been applied to CFMoto’s incoming lightweight adventure bike, the Ibex 450. Cross platform sharing a versatile parallel twin is a successful strategy Yamaha applies to its 689cc CP2 engine. Now, CFMoto offers consumers a similar spread of model choices, but with less displacement. CFMoto’s 450NK features a 449cc liquid-cooled parallel twin with a 270-degree crank, Bosch EFI, and a slipper/assist clutch. The chassis is comprised of a steel frame, cast-aluminum swingarm, a nonadjustable 37mm inverted fork, a multi-link shock, and 17-inch wheels. Braking components include a single 320mm rotor with a four-piston J.Juan caliper up front and a 220mm rotor with a single-piston caliper at the rear. Both systems feature dual-channel ABS. The 450NK’s electronics suite can be accessed through a 5-inch TFT display, offering switchable traction control and Bluetooth connectivity. Adding to the NK’s functionality are a pair of charging ports (type A, type C) and full LED lighting. 2024 CFMoto 450NK Dyno Chart (Robert Martin/)Before hitting our in-house Dynojet 250i dynamometer, the 450NK weighed 386 pounds on our automotive scales. On the Cycle World dyno, the 2024 CFMoto 450NK produced 47.4 hp at 9,500 rpm and 27.3 lb.-ft. of torque at 5,900 rpm. For reference, the 2022 Honda CB500F produced 43.1 hp at 8,300 rpm and 29.4 lb.-ft. of torque at 6,600 rpm on the Cycle World dyno. CFMoto’s 450NK provides a linear power delivery and flat torque curve, despite a few peaks and valleys on the dyno chart. A charismatic engine, throaty exhaust note, competitive power figures, and an MSRP of $5,399 make the 2024 CFMoto 450NK a legitimate option for new and experienced riders. Source

The base model comes in Billiard Gray with chrome finishes. (Harley-Davidson/)Overview In the mid-’80s, Harley-Davidson introduced the Heritage moniker on its new Softail line, reviving the iconic style of the 1950s Hydra-Glides and predating motorcycling’s retro craze that would come decades later. Generations of Heritage models later, the 2024 Heritage Classic 114 continues to gush Hydra-Glide vibes. From the standpoint of 2024, the Heritage Classic 114 just looks “classic Harley” more than intentionally retro—for that check out the 2024 Hydra-Glide Revival, this year’s Icons Collection exemplar and a1956 FLH doppelgänger. The Heritage Classic 114 has Harley’s Milwaukee-Eight 114 engine, lockable saddlebags, a detachable windscreen, cruise control, and ABS: a pretty touring-ready cruiser by any measure. Available with either chrome or blacked-out finishes, it’s up to you how retro you want to go; it’s amazing how blacked-out finishes alone make it look far more modern. Most of all, modernity is on full display when the thing is underway. A linear powerband, robust torque delivery, smooth shifter action, and confidence-inspiring handling affirm that despite an understandable love of the classic lines of a 1950s H-D Panhead, 2024 is better in pretty much every way. The marriage of the classic two-tone paint job and the blacked-out trim accentuates the retro-modern balance that the Heritage Classic excels at achieving. (Harley-Davidson/)Pricing and Variants The 2024 Harley-Davidson Heritage Classic 114 starts at $22,499 with chrome finishes and the Billiard Gray color. Additional color options add between $350–$850. Blacked-out finishes add a further $1,000. Back in black. (Harley-Davidson/)Competition <a href="https://www.cycleworld.com/harley-davidson/hydra-glide-revival/"><b>Harley-Davidson Hydra-Glide Revival</b></a>, $24,999Indian Super Chief, $18,999Indian Springfield, $22,999News and Reviews <a href="https://www.cycleworld.com/2018-harley-davidson-softail-heritage-classic-114-cruiser-motorcycle-review/"><b>2018 Harley-Davidson Softail Heritage Classic 114 First Ride</b></a><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></a>2024 Harley-Davidson Heritage Classic 114 Claimed Specs MSRP: $22,499 Engine: 45-degree V-twin; 4 valves/cyl. Displacement: 1,868cc Bore x Stroke: 102.0 x 114.3mm Compression Ratio: 10.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 94.0 hp @ 4,750 rpm Claimed Torque: 119 lb.-ft. @ 3,000 rpm Fuel System: Electronic Sequential Port Fuel Injection Clutch: Wet, multiplate assist Frame: Tubular steel Front Suspension: 49mm telescopic, dual-bending valve; 5.1 in. travel Rear Suspension: Coilover monoshock, spring preload adjustable; 4.4 in. travel Front Brake: 4-piston fixed calipers, floating 300mm discs w/ ABS Rear Brake: 2-piston floating caliper, 292mm disc w/ ABS Wheels, Front/Rear: Spoked steel; 16 x 3.0 in. / 16 x 3.0 in. Tires, Front/Rear: Dunlop Harley-Davidson Series, bias blackwall; 130/90-16 / 150/80-16 Rake/Trail: 30.0°/5.5 in. Wheelbase: 64.2 in. Ground Clearance: 4.7 in. Seat Height: 26.8 in. Fuel Capacity: 5.0 gal. Wet Weight: 728 lb. Contact: harley-davidson.com The various materials and finishings used on the Heritage Classic give it a high-end feel. (Harley-Davidson/) Hard-formed leather bags are easier to load than conventional soft leather bags and keep their shape when unloaded. They’re lockable and sealed for weather resistance. (Harley-Davidson/) The Alpine Green color adds $650 to the base price. (Harley-Davidson/)Source

Based on the Harley’s Heritage Classic 114, the Hydra-Glide Revival is an ode to the 1956 FLH. (Harley-Davidson/)Overview In 2021, Harley-Davidson debuted the Icons Collection, a yearly series of limited-edition motorcycles that pay homage to Harley’s history. The first model in the collection was the stunning Electra Glide Revival, a tribute to the 1969 Electra Glide. For 2024, the Icons Collection grows with the inclusion of the Hydra-Glide Revival, a modern interpretation of the 1956 FLH, complete with a slick red and white “slash” paint scheme. Brad Richards, H-D’s vice president of design and creative director of motorcycles, was inspired not by just any old FLH, but by the one ridden by Tom Hardy’s character in the film The Bikeriders, based on Danny Lyon’s 1968 book of photographs of biker subculture. With such a vast history and a huge back catalog of models and styles from which to draw inspiration, the Icons Collection is something of a masterstroke in building brand knowledge and devotion. Even if you know nothing about Harley-Davidson history, the models speak for themselves. The Hydra-Glide Revival’s mid-century inspiration is immediately apparent. The tank emblem, fringed tractor-seat saddle, two-tone windshield, and chrome dish air filter make it one of the most successfully interpreted retrobikes on the market. Retro style doesn’t come at the expense of modern performance. The Hydra-Glide Revival is based around the Heritage Classic 114; it uses a Milwaukee-Eight 114 engine, and comes equipped with ABS and cruise control. Production is limited to just 1,750 examples. The two-tone windshield hits the right retro notes and can be removed to change the look. (Harley-Davidson/)Pricing and Variants The 2024 Hydra-Glide Revival is available for $24,999. The original Hydra-Glide was so named because of its hydraulic telescopic front fork, which replaced the springer front end. The modern bike’s “beer can” fork covers simulate the look. (Harley-Davidson/)Competition Harley-Davidson Heritage Classic 114, $22,499Indian Super Chief, $18,999Indian Springfield, $22,999News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-news/harley-davidson-returns-focus-to-core-products-with-icons-collection/"><b>Harley-Davidson Returns Focus to Core Products With Icons Collection</b></a><a href="https://www.cycleworld.com/motorcycle-reviews/harley-davidson-hydra-glide-revival-first-ride/"><b>2024 Harley-Davidson Hydra-Glide Revival First Ride</b></a>2024 Harley-Davidson Hydra-Glide Revival Claimed Specs MSRP: $24,999 Engine: 45-degree V-twin; 4 valves/cyl. Displacement: 1,868cc Bore x Stroke: 102.0 x 114.3mm Compression Ratio: 10.5:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 94.0 hp @ 4,750 rpm Claimed Torque: 119 lb.-ft. @ 3,000 rpm Fuel System: Electronic Sequential Port Fuel Injection Clutch: Wet, multiplate assist Frame: Tubular steel Front Suspension: 49mm telescopic, dual-bending valve; 5.1 in. travel Rear Suspension: Coilover monoshock, spring preload adjustable; 3.4 in. travel Front Brake: 4-piston fixed calipers, floating 300mm discs w/ ABS Rear Brake: 2-piston floating caliper, 292mm disc w/ ABS Wheels, Front/Rear: Spoked steel; 16 x 3.0 in. / 16 x 3.0 in. Tires, Front/Rear: Dunlop Harley-Davidson Series, bias blackwall; 130/90-16 / 150/80-16 Rake/Trail: 30.0°/5.7 in. Wheelbase: 64.2 in. Ground Clearance: 4.7 in. Seat Height: 27.0 in. (unladen) Fuel Capacity: 5.0 gal. Claimed Wet Weight: 742 lb. Contact: harley-davidson.com The Hydra-Glide’s solo saddle is embellished with fringe, contrast stitching, piping, and “candy-colored rosettes.” (Harley-Davidson/) The tank’s Redline Red paint and tank badge are dead ringers for the ’56 FLH. (Harley-Davidson/) Ergonomically, the Hydra-Glide Revival is similar to the Heritage Classic 114 on which it’s based. (Harley-Davidson/)Source

Could a gas-powered Motocompo return as a range extender on a future electric car? (Honda/)We’ve recently seen that Honda has a renewed interest in the idea of the foldable, portable motorcycle with the launch of the Motocompacto electric scooter, but a new patent shows how the original Motocompo of the 1980s could be reimagined into a modern trunk-mounted motorcycle specifically intended to be used with Honda’s own cars. The original Motocompo of the ’80s was designed as the ultimate commuter combination. Use the car to get to the outskirts of town and then pull the two-wheeler out for the final run into the city. (Creative Commons/Attribution: ShareAlike 3.0 Unported License: Hideya/)The original Motocompo needs little introduction as it’s become an iconic bike in the years since its launch, but back in the early ‘80s it wasn’t a huge sales success. The idea was to have a folding motorcycle that could fit in the trunk of a car (Honda’s City subcompact was the target for the original version) and be used as “last mile” transport for commuters, letting them park on the outskirts of cities and ride the final leg of their journey. In reality, few people wanted to do that, and the Motocompo was too awkward to fold, slow and heavy to be as appealing as the initial idea makes it sound. The Motocompo snugly fit into the trunk of the Honda City compact car (Honda/)Honda has since shown several concept bikes that draw on the Motocompo’s thinking, usually electric-powered, and the recently launched Motocompacto is a production version of that idea, but a new patent shows Honda has ideas for a new gas-powered Motocompo much more like the original, but with one significant twist. A gas engine might not seem ideal for a last-mile machine, particularly as the world turns increasingly to EVs, but it’s key to the new idea, as Honda wants to make the future Motocompo double as a range extender for an electric car. Range extenders are already a known technology, using combustion engines and a small gas tank to act as generators, charging an EV as it travels to let it go further without needing a bigger battery pack. BMW’s i3 Range Extender model is a good example, and notably it uses a motorcycle engine, borrowed from BMW’s own C 650 GT scooter, as its range extender. Honda’s idea is to do the same, but to incorporate the engine and gas tank into a stand-alone, foldable motorcycle that slots into the back of an electric car. It creates a multipurpose set of vehicles that can be used as a motorcycle alone, an all-electric car, or as a range-extender hybrid by combining the two. New illustrations show that Honda is working on a 40-year-old idea again, but this time with a modern twist. (Honda/)The illustrations with Honda’s patent very clearly acknowledge the idea’s 40-year-old roots, showing the old Motocompo and the tailsection of a 1980s Honda City to explain how the bike can fold into the back of a car. If Honda pursues the idea, both the car and bike will be much more modern. Of course, the original Motocompo wasn’t intended to run when packed into the car’s trunk, so Honda’s patent adds two vital elements to allow that to happen; a cooling system to bring cold air to the bike, and an exhaust ventilation system to get the fumes out of the car. This illustration shows how the Motocompo would be cooled and then how the exhaust fumes would be extracted from the rear of the car. (Honda/)This isn’t one of those patents that shows a near-production machine shortly before it’s launched. If Honda takes this idea further, it’s likely to require several years’ worth of work. But it shows that the idea of integrating cars and bikes to maximize the potential of both is still alive at Honda. New illustrations of an old concept. (Honda/)Source

Rapid acceleration and nimble, intuitive handling make the Mulholland an excellent choice for around-town errands and navigating high-traffic areas. (Jeff Allen/)The LiveWire S2 Mulholland is an easy bike to doubt. It’s small, relatively expensive, and leaves many aspects of traditional motorcycle design behind as it leans into its lightweight, urban-electric personality. It is also fast, fun, and easy to ride with well-tuned, high-end components. This new electric machine takes unique consideration—there’s a right way and a wrong way to use this bike—but when used correctly, it’s an absolute force that presents a level of riding fun and convenience hard to find elsewhere. There is no lithium-Ion-powered motorcycle on the market that isn’t facing challenges of cost, weight, and charge times. Electric motorcycle manufacturers are pulling cards from similar decks, no one OEM has a secret game-changer. Major differences we see between electric bikes are in style, intended use, and how the manufacturer balances MSRP with the cost of fast-charging capability and battery quality. All EV’s face the same challenges in charging infrastructure, but motorcycles are unique in that riders don’t have a temperature-controlled cabin to hang out in while our vehicle charges—we’re left to find a nearby business or forced to wait in a random parking lot. For the Mulholland, LiveWire uses a 10.5kWh battery with Level 2 fast charging that takes a claimed 78 minutes to charge from 20–80 percent and a claimed 142 minutes to get from 0–100 percent. In testing, we found these claims to be accurate, but also avoided out-of-home charging as often as possible. LiveWire S2 Mulholland models are available now with a starting MSRP of $15,999. (Jeff Allen/)Electric Cruiser or Something Else? Mulholland is LiveWire’s second bike built on its S2 platform following the flat-track-inspired Del Mar. S2 models are primarily differentiated by the Mulholland’s lower subframe and dropped seat height. LiveWire calls this bike an Electric Sport Cruiser, but it’s safe to assume “cruiser” was added to this classification just because of the lower seat. We don’t need to argue what a cruiser is or isn’t, or if it’s even possible to make an electric cruiser with current technology. The Mulholland shares its slick LED headlight with H-D Softail Breakout models. (Jeff Allen/)At first glance, the Mulholland can seem a little disjointed—like someone put a cruiser tailsection on a street tracker—because that’s essentially what’s happened here. But throw a leg over the bike, as I have asked many friends to do, and the response has been unanimous: Ergonomics are comfortable and well tuned for riders of varied stature. Mid-control footpegs fit right where you want/expect them to. Tall forks and 6-inch risers pair with short-rise handlebars for a comfortable but sporty stance with direct steering feel while riding. Exposed cables and wiring replace the faux gas tank aesthetic we see on many electric motorcycles, like the S2 Del Mar from LiveWire. (Jeff Allen/)The Mulholland’s center of gravity is low and it carries its 432 pounds well, is easy to pick up off of the kickstand, or can be pushed around in the garage without straining. Very low-speed handling, under and around 5 mph, is a little unstable, but anything over 8 mph is rock steady, nimble, and pairs with a well-tuned throttle for excellent control. At 6-foot-4, Morgan is comfortable on the Mulholland with an easy reach to the handlebars and well-placed mid-controls. (Jeff Allen/)Flip the kill switch down to “Run,” and the Mulholland turns on, but it takes nine seconds for the screen to boot up before you can ride away. This first moment of interaction is the first barrier between man and machine. You can’t just get on and start it and go, you have to wait until the screen tells you the bike is on. More than a few times my buddies on gas-powered bikes were halfway down the block by the time I was able to pull out of my curbside parking spot. On the Road and Highway: There Is a Difference But once moving, the Mulholland is simple and natural. It really is as easy as twist and go. Rain, Road, Sport, and Range modes are available, tuning regenerative charging, power, throttle input, ABS, and traction control in the manner expected from each mode’s name—Sport is fast, Rain is slow, while Range limits power and increases regen. Two rider-programmable modes are available for customization. Preprogrammed modes make sense and serve their intended purpose well. I typically left the house in Road mode and, depending on remaining battery level when I aimed the bike toward home, would switch into Sport or Economy. Customizable ride modes offer adjustment on throttle, regen, power, ABS, and traction control. (Jeff Allen/)Electric motorcycles don’t like sustained highway speeds and the Mulholland is no different. LiveWire claims a range of 73 miles at a sustained speed of 55 mph, but Los Angeles highways flow around 75 mph, where riders can watch percentage points drop rapidly. The battery percentage points reflected on the 4-inch color TFT screen are also highly inconsistent and don’t work for trying to plan or estimate range—that really comes from experience and knowing how you’re using the bike. On one occasion I rode the bike 6 miles through city streets from my home in Altadena to a restaurant in downtown Pasadena and arrived with a 100 percent battery level. After completing the 6-mile ride home on the same route, in the same ride mode at a similar pace, given it was uphill to home, I was down to 92. Estimated range doesn’t do much more for you; you could be riding along with 100 miles of range and then hit a steep uphill and see that number drop dramatically—vice versa on the downhill. Accurately gauging range and battery life requires experience on this particular machine. LiveWire’s S2 app allows for over-the-air updates and lets you check on your bike’s battery percentage as it charges, even if you’re out of Bluetooth or Wi-Fi range. (Jeff Allen/)On a Sunday morning joyride, I was able to get the Mulholland under 20 percent battery in less than 30 miles. Los Angeles’s premier motorcycle road, Angeles Crest Highway, begins 4.8 miles from my door, and 4 miles of that is highway. So throw it into Sport mode, ride 4 miles on the highway, 10 miles up Angeles Crest, and it’s time to turn around because you’re now under 60 percent. Percentage seems to drop more quickly as the level goes lower. Is it that just a trick range anxiety plays on you? Maybe; it’s difficult to consistently test without a charge at the turnaround. You’d like to stay in Sport mode for the descent, so turning around while you still have some juice to spare is the play. The Mulholland is comfortable and capable on the highway, but sustained high-speed riding quickly drains the battery. (Jeff Allen/)Here in the hills, pushing the Mulholland to its limits and asking the most from it—it shines. Zero to 60 mph is achieved in a claimed 3.3 seconds with the electric motor’s claimed 194 lb.-ft. of torque. Brembo Monoblock four-piston calipers in the front provide excellent stopping power and incredible brake feel at the lever, allowing a high level of control. Ergonomics are comfortable and relaxed but upright enough to put some weight on the footpegs, move your body, and maximize lean angle. The 43mm inverted fork is fully adjustable and a progressively linked monoshock is preload and rebound adjustable, which gives the Mulholland a plush but stable feel on the highway, staying composed while pushed hard through the turns. A progressive linkage helps keep the ride plush and comfortable on the highway, while still eating larger bumps with ease on backroads. (Jeff Allen/)The Realities of Electric Motorcycles It’s ironic reading the copy “Riding is more than moving from Point A to Point B. It’s the thrill of exploration and discovery, moments only experienced on an electric motorcycle” on the Mulholland’s website, because this bike is best used moving only from point A to point B and avoiding exploration and discovery altogether. Exploration requires range and the freedom to roam. In my month with the Mulholland, I ran lots of fun, quick errands, I commuted a few times, but never did I go out to explore roads I didn’t know. It’s virtually impossible to move through LA without spending time on highways, so any ride over 60 miles would have me planning a charging spot beforehand, specifically trying to avoid a grocery store parking lot. And most of all, I still own gas bikes. This is an average charging spot in downtown Pasadena: a covered parking lot in a dense, urban neighborhood. (Jeff Allen/)To explore and discover, you need to be able to take that next turn, to keep going. To actually reach the lake at the top of the hill without staring nervously at battery percentage the whole time as it ticks down to a forced departure from the ride. Range anxiety makes it hard to find peace—it can be slight, but it’s a constant tax on your mind that keeps the rider from being able to fully relax, engage, and reach that flow state that we all strive for. Throw Away Your ICE Expectations If you only compare the LiveWire Mulholland to other electric motorcycles, it’s wonderful. It’s comfortable, compact, and easy to ride around town, while versatile enough for expert riders to have some fun and excitement in the hills. Level 2 charging is fine when you’re not waiting in an uncomfortable parking lot, and again, much of the unpleasantness of charging away from home is rooted in charging infrastructure, not the bike. For commuting or running errands, scenarios where charge times are inconsequential, the Mulholland makes a lot of sense. Areas like downtown Pasadena are ideal for EV usage with a wide range of amenities close by and chargers every few blocks. (Jeff Allen/)But compare the Mulholland to a gas-powered bike and you’ve got a motorcycle with a lot of limitations, which is the name of the game for electric motorcycles for the foreseeable future. There are plenty of riders that the Mulholland will work for, but not everybody. It’s time to separate ICE expectations from electric motorcycles and enjoy them as they are. When I did, I fully enjoyed the ride on the Mulholland. 2024 LiveWire S2 Mulholland Specs MSRP: $15,999 Motor: LiveWire S2 Arrow Charging: J1772 Type 1 plug w/ Level 1 and Level 2 charging Charge Time 80%: Level 1 9.5 hr. 54 min.; Level 2 1 hr. 18 min. Final Drive: Belt Claimed Horsepower: 84 hp Claimed Torque: 194 lb.-ft. Maximum Speed: 99 mph Frame: Integrated modular cast aluminum, two-piece cast subframe Front Suspension: Hitachi 43mm inverted fork, fully adjustable; 5.3 in. travel Rear Suspension: Hitachi free-piston monoshock w/ progressive linkage, rebound and preload adjustable; 3.9 in. travel Front Brake: Brembo M4.32 floating Monoblock 4-piston caliper, floating disc w/ ABS Rear Brake: 1-piston Brembo PF34 fixed caliper, fixed disc w/ ABS Wheels, Front/Rear: 20-spoke cast aluminum; 19 x 3.5 in./17 x 5.5 in. Tires, Front/Rear: Dunlop Roadsmart IV; 120/70ZR-19 / 180/55ZR-17 Steering Head Angle/Trail: 29.0°/5.5 in. Wheelbase: 57.8 in. Ground Clearance: 5.8 in. Claimed Seat Height (unladen): 31.8 in. Battery Capacity: 10.5kWh nominal Claimed Range: 121 mi. city; 91 mi. combined; 73 mi. highway Claimed Wet Weight: 432 lb. Contact: livewire.com Gearbox: Helmet: Arai XD-5 Jacket: Alpinestars Garage Pants: Alpinestars Barton Riding Gloves: Alpinestars Morph Street Shoes: Alpinestars CR-1 Source

Aprilia Racing - The RS 457 Trophy is Born to Promote Young Talents (Aprilia/)Aprilia Press Release: THE SINGLE-MANUFACTURER CHAMPIONSHIP, DEDICATED TO THE NEW APRILIA SPORTS BIKE, WILL BE PRESENTED AT CREMONA ON SEPTEMBER 8TH AND REPLICATED AT MISANO ON OCTOBER 6TH TWO RACES WILL INTRODUCE THE APRILIA RS 457 TROPHY 2025 The Aprilia RS 457 Trophy, dedicated to bikes equipped with the Racing Kit, will make its debut with two races in September and October. These first two races are just a preview of the Aprilia RS 457 Trophy 2025, which will have a much broader calendar. The Trophy, organized by Eventi 2 Ruote, aims to introduce young riders to the track with a high-performance motorcycle that embodies Aprilia’s tradition of rideability and fun, enhancing performance while minimizing costs. The two races in 2024 will take place on September 8th at Cremona, alongside the FMI Cup, and on October 6th at Misano, alongside the Italian Cup. The Aprilia RS 457 was unveiled at EICMA 2023, and simultaneously, the Racing Trophy Kit was also revealed, which will allow the RS 457 to be transformed into a racing bike. Thanks to an excellent technical base, the kit will be accessible to everyone, allowing young riders to approach the world of racing in the easiest way and at the lowest cost. The RS 457 Racing Trophy Kit enhances the excellent features of the standard bike with the addition of key components, including a racing electronic control unit, an exhaust system developed in collaboration with SC Project, Aprilia Racing’s MotoGP partner, a racing air filter by Sprint Filter, a Plastic Bike fairing kit with fiberglass tank cover and tail section, as well as racing switches and buttons by Jet Prime. For more information on how to purchase the RS 457 Racing Trophy Kit, how to register for the Trophy and the regulations, please visit https://www.aprilia.com/it_IT/aprilia-racing/rs457trofeo/ , or write to infotrofeo457@eventi2ruote.it Aprilia RS 457 The Aprilia RS 457 is the result of a brand-new project designed to accompany the riders in their growth, both on the road and on the track. Its main strengths include its the lightness, boasting the best power-to-weight ratio possible for a motorcycle suitable for an A2 license, as well as its easy handling and its technological features. The Aprilia RS 457 is powered by a modern and technologically advanced parallel-twin engine, liquid-cooled with a double overhead camshaft and four valves per cylinder, capable of delivering 35 kW of power, which is the maximum allowed for a motorcycle with an A2 license. In addition to its power, the bike’s weight is remarkable: 159 kg dry, for an unbeatable power-to-weight ratio. The aluminum frame, designed with engine bearing function, along with adjustable suspension, forms a benchmark chassis. Consistent with Aprilia’s tradition, the electronic equipment is comprehensive: Ride by Wire throttle, three riding modes, ABS, and adjustable and disengageable traction control. Additionally, it includes an electronic quick-shift gearbox among its accessories. Source

CFMoto is exploring the concept of utilizing seatbelts to keep riders in place in the event of certain accidents. (CFMoto/)Seatbelts and motorcycles aren’t generally compatible. In the event of a crash, you probably want to get as far away as possible from a few hundred pounds of tumbling metal and plastic rather than being tethered to it. Apart from BMW’s short-lived C1 scooter—which also had a roof and a safety cell around the rider—there haven’t been many attempts to strap riders to their motorcycles in the name of safety. The last time we saw a seatbelt on a two-wheeled vehicle was BMW’s C1 scooter. (BMW/)CFMoto has other ideas though, and thanks to technological improvements the idea of seatbelts on bikes is one that might be worth revisiting. The Chinese company has filed a patent application for a system that holds the rider onto a bike only in specific circumstances, allowing the bike to absorb the energy of frontal impacts against hard objects and stopping riders being thrown off by bumps or hard braking events, but releasing the rider in situations where the motorcycle is falling over or there’s a sideways force during the accident. This top view shows how the safety bars would pivot in front of the rider and wrap around them. (CFMoto/)The patent shows several variations on the same idea. The first uses a pair of rigid bars, one on each side of the rider, spanning the gap between the fuel tank and the back of the rider’s seat. The bars are hinged at the fuel tank and use a simple mechanism to latch in place with a spring acting on a ball bearing that falls into a slot when the side bars are in either their “open” or “closed” positions. Even a small sideways force will open them, but vertical forces experienced when there’s a sudden braking event or crash that tries to push the rider up out of the seat are resisted. It’s more like the safety bars on an amusement park ride than a conventional seatbelt, but the idea is the same: to keep you in place. Like a roller coaster, the safety bars aren’t just there in case of a crash but to stop you from being thrown off the bike over bumps or, vitally, in the event of sudden unexpected braking. The latter is an issue that motorcycle companies are wrestling with now because technology like front-facing radar sensors mean that automatic emergency braking systems are viable from a technical standpoint but not from a practical one because a bike that slams its own brakes on is just as likely to throw you off as whatever it’s trying to avoid. Another version would use a cloth belt that would attach behind the rider. (CFMoto/)The second version of the design also uses side bars, but this time they pivot behind the rider and come together in front rather than meeting at the tank. A second joint midway along the bars allows them to open wider to get on and off the bike. A third variation is a more traditional lap belt made of a clothlike material with a latch at the front. Instead of releasing the latch when there’s a sideways force, the back of the soft belt is mounted on a short post inserted into a slot between the rider and pillion seats, again using a spring mechanism to keep it in place during frontal crashes but allowing it to release when a sideways force is applied, so the rider—with the belt still attached around his or her waist—can come off the bike. Another view of the bar version of the concept, which resembles amusement park lap bars. (CFMoto/)CFMoto’s patent illustrates its system on the company’s big, V-twin-powered 1250TR-G tourer, which is currently sold only in China and uses a 140 hp version of KTM’s LC8 V-twin engine. It’s already CFMoto’s technology showcase, with an array of high-tech devices as standard, and would be the obvious choice for a radar-assisted auto-braking system. The seatbelt or bars, combined with a front radar, would allow a crash-mitigation braking system that could automatically use the full extent of the bike’s braking ability if it senses an impending impact with a solid object—most likely a car pulling into the bike’s path—and keep the rider on board throughout. Even if the system can’t entirely prevent the crash, the seatbelt would stop the rider being thrown forward into the solid object in front, allowing the bike’s own structure to absorb the crash forces. While this system might not be something we’ll see on production bikes in the immediate future, it illustrates the sort of peripheral complications that emerge from efforts to create safer motorcycles. In this case, automatic braking, which is a known technology that could be used right now but requires additional innovations to let it work as intended. Source

Vespa’s Primavera Batik is a limited-edition model. (Vespa/)Primavera has always been the most accessible model of the Vespa range, a machine that Piaggio developed from a tiny 50cc two-stroke chassis by shoehorning in a 125cc two-stroke engine. It was 1968 and the Primavera was intended as a junior version aimed at the teenage market, offering a smart combination of agility, good performance, and versatility at an attractive price. Through its 56 years of a very successful life, Vespa’s Primavera has progressively grown into a versatile all-around performer. The main steps to this were the slight dimensional growth that came with the renewed—and stronger—monocoque chassis and the adoption of a new generation of air-cooled SOHC three-valve four-stroke 125 and 150cc singles specifically conceived to grant the Primavera solid performance at a competitive price. It’s not much of a surprise that Vespa Primavera is a great success today as it was 50-plus years ago, having grown into a comfortable, safe, and versatile runabout that is king in downtown traffic—particularly the 150cc version that makes very good use of its 12.8 hp and 9.5 lb.-ft. peak torque, thanks to the collaboration of a solid CVT transmission. Larger 12-inch cast-aluminum wheels and a 200mm front disc brake have added more stability, precise steering response, and safety. Batik graphics adorn the limited-edition Primavera. (Vespa/)To refresh the look of Primavera, the Piaggio designers took inspiration from the Indonesian batik fabrics that were proclaimed World Heritage by UNESCO for their unique design and highly refined texture process in which traditional beeswax plays a fundamental role. The batik art began around the 12th century and was progressively developed in various codes, first starting as a precious ornament for the king and members of the royal family, acquiring strong symbolic value. The batik art of threading and designing assumes various specifications. Parang Rusak was its highest expression and was reserved to the members of the royal family and to the highest nobility. Then came Sawat, a symbol of power; the Semen, which is inspired by symbols of cosmic energy; and Udan Liris, symbol of fertility. A cappuccino brown seat with green stitching complements the batik graphics and pastel paint. (Vespa/)By decorating the special edition of Vespa Primavera with batik symbols, Piaggio’s designers intend to pay homage to the UNESCO-recognized Indonesian culture with a project that has multiple messages: of joy, prosperity, strength, longevity, respect for all cultures, and wisdom. The colorful textures enrich the front and the inside of the shield along with the floorboard and lower half of the sides, and are applied by water transfer technology. To complete the very attractive graphics, the seat comes in a light cappuccino brown with green stitching. Piaggio has not not confirmed the additional price for the Batik model, which will be available for a limited but undisclosed time. Source

The 2025 BMW R 1300 GS Adventure rolls in with many of the same upgrades introduced on last year’s standard 1300 GS, but adds adjustable suspension, more ergonomic adjustability, and new luggage design. (BMW/)In the wake of BMW’s launch of the all-new R 1300 GS last year, it was inevitable that a companion GS Adventure version would drop soon after—that’s just the way BMW Motorrad has been doing new platform launches for years, and if nothing else, the German brand likes consistency in its cycles. This is a bit later than expected, but here comes the new 2025 BMW R 1300 GS Adventure, bringing many of the same new features we saw in its base model brother, but also adding a raft of premium upgrades (besides the de rigueur taller seat, longer suspension, and bigger fuel tank). Like the standard R 1300 GS, the Adventure variant gets the new 1,300cc engine and a redesigned chassis along with Automated Shift Assistant as an option, but also revises the visuals, luggage systems, and the electronics package to differentiate it. That means the new 145 hp, 1,300cc boxer engine with ShiftCam tech appears here, but the 2025 Adventure also gets a new profile with an emphasis on the aluminum tank and its storage capability. Triple Black option shown. (BMW/)We covered the new 2024 R 1300 GS in depth when it was announced last year, and many of those revisions carry over to this new 2025 R 1300 GS Adventure, including that more compact but larger-capacity 1,300cc boxer engine, which claims the same output of 145 hp at 7,750 rpm and 110 lb.-ft. of torque at 6,500 as the standard model. The R 1300 GS Adventure also uses liquid-cooling with a radiator to manage higher thermal stresses, while the DOHC cylinder heads leverage chain-driven cams with BMW’s ShiftCam tech to vary intake-valve timing and lift. With increased power and torque, the new engine also has the same increased compression ratio of 13.3:1. Related: 2024 BMW R 1300 GS Adventure Bike Announced A new face for the Adventure includes a fresh LED headlamp along with two auxiliary LED headlamps to throw out extra illumination. Hand protectors house new integrated turn signals and grips are heated. (BMW/)Also carrying over from the standard model are the Adventure’s six-speed transmission and clutch, which are no longer behind the engine but underneath it. The new layout helps packaging and balance but also saves weight, with 8.6 pounds shaved off the total engine mass. As before, power gets to the transmission via a wet clutch with assist and slipper functions, as well as an anti-hopping mechanism (Shift Assistant Pro is optional). Out back you’ll see the same 2-into-1 stainless steel exhaust with a closed-loop catalyzer spitting out spent gases. A better view of the 7.9-gallon aluminum tank which sports a new profile that’s narrower on the sides near the rider and has new luggage mounting points up top. Design allows for easier refueling. (BMW/)The GS’s new steel sheet-metal frame and lattice-tube aluminum subframe also carry over to the taller Adventure, but on this point, BMW emphasizes that the use of load-bearing, extruded aluminum tubes in the design was based on the idea that the Adventure would be ridden primarily on longer trips. That meant a greater focus on seating comfort for the rider and passenger, as well as devising better integration of the large-volume luggage system. The Comfort rider’s seats are available in three seat heights (heating is optional), with height adjustment (+/- 0.8 inch) and tilt adjustment (4 degrees) located on the vehicle. As a side effect of those efforts, the Adventure’s ergos are more modular too; passenger footrest extensions can be removed for a sporty solo configuration, and three different grab handles can be fitted. The revamped frame also carries the same new EVO Telelever front system and EVO paralever rear end, but because this is an Adventure model, there’s 0.8 inch more travel at the front and rear, with 8.3 inches at the front (as opposed to 7.5 inches on the R 1300 GS) and 8.7 inches at the rear. That means the seat is taller as well; in standard trim, the saddle sits at 34.3 inches, but can also be adjusted to a 35-inch height. Cockpit view shows generous front width of the tank and mounting points as well as 6.5-inch full-color TFT and secondary Sport screen which displays additional info. The electronics package includes four riding modes, Dynamic Suspension adjustment, Dynamic Cruise control, traction control, and more. Windshield is height adjustable. (BMW/)If you add any of the two Adaptive Height Control options, the bike lowers by 1.2 inches at a stop—equating to a height of 33.1/33.8 inches when stopped and maintaining the 34.3/35-inch measurement when riding. The Adaptive Height Control Comfort option starts 0.8 inch lower than the standard height, and sits at 32.3/33.0 inches when stopped and 33.5/34.2 inches when on the move. That taller suspension also switches up the Adventure’s trail and wheelbase numbers, with trail at a longer 4.7 inches, and the wheelbase at an extended 60.4 inches (the R 1300 GS sits at 59.8 inches). Because all of the above affect ergonomics as well, BMW addressed various touch points on the bike, so riders of different heights can position the seat, handlebars, and footrests to their liking. With two different handlebar variants (standard and comfort handlebars) and optional two-stage handlebar risers (+0.6 inch and +1.2 inches, respectively) as well as a handlebar twist angle of 10 degrees, ergonomics can be customized extensively. In total there are five rider seat options, three passenger seat options, three rider footrest options, and three hand lever, foot lever, and foot brake lever options. Rider’s seat is available in three height options; there’s onboard adjustability for height and tilt as well. Riders can also choose different handlebar, footrest, and hand lever, foot lever, and foot brake lever options. (BMW/)The Adventure’s electronics package is likewise similar to the base GS, with four standard riding modes to manipulate engine response: Rain, Road, Eco, and Enduro. An optional Riding Modes Pro package adds three additional modes: Dynamic, Dynamic Pro, and Enduro Pro. Braking, too, is unchanged, with twin discs grabbed by four-piston radial-mount front calipers and a single disc with a two-piston rear caliper, both enhanced by BMW Motorrad Full Integral ABS Pro as well as Dynamic Brake Control. At the business end of those systems are two different wheel options for the Adventure, however, both sized 19 x 3.0-inch at the front and 17 x 4.5-inch at the rear. All model variants have the new cross-spoke wheels with aluminum rims as standard; the optional enduro forged wheels are intended for off-road use and shave approximately 4.0 pounds off the more robust spoke hoops. New aluminum side cases offer a total capacity over 73 liters and securely attach to aluminum case holders. Magnetic coupling in the left case holder acts as an interface for the USB charging socket in the left case. (BMW/)The Adventure does the standard GS electronics one better, however, with the addition of Dynamic Suspension Adjustment (DSA), which is only available as an option for the base GS model. The system improves on previous tech by combining the dynamic adjustment of the front and rear damping with a corresponding adjustment of the spring rate depending on the selected riding mode, riding condition, and maneuvers. Also included on the R 1300 GS Adventure is Dynamic Cruise Control (DCC) with braking function; other standard electronics include Engine Drag Torque Control (MSR), Dynamic Traction Control (DTC), and Hill Start Control (HSC) as well as a tire pressure monitor. The Riding Assistant system is still an extra cost option: that suite consists of Active Cruise Control (ACC), Front Collision Warning (FCW), and Lane Change Warning. In the cockpit, you’ll see that same 6.5-inch full-color TFT screen from the base 1300 GS, which works with the standard BMW Motorrad multi-controller to access vehicle and connectivity functions. An additional Sport screen displays more information, like lean angle, traction and braking behavior is displayed, as well as a rev counter with gear indicator. You also get two different power options: a 12-volt on-board socket as well as a USB-C socket with a 5-volt power supply in the hinged smartphone charging compartment on the top of the tank. BMW adds Intelligent Emergency Call as standard, which can be activated automatically or manually by pressing the SOS button on the right handlebar. The 2025 R 1300 GS Adventure will be available in several option packages and trim styles when it hits the market sometime later this year; pricing is not yet available. (BMW/)The Adventure’s designers also took care to visually differentiate the big bike from its standard stablemate, with a completely new fly line meant to emphasize the bike’s mass, yet highlight its versatility. A key component in that design is the massive 7.9-gallon aluminum fuel tank, which not only provides effective front weather protection, but offers improved ergonomics thanks to its narrow side surfaces. The large surface area also allows for additional luggage—like say, a 12-liter tank bag (optional)—via three fastening elements added to the upper tank paneling, which are designed for easy refueling and quick access to the smartphone charging compartment. Individual fastening eyelets on the tank also allow luggage to be lashed down. For added weather protection, there’s a standard large windshield (adjustable) as well as two large transparent wind deflectors; an electric windshield is optional. The grips are heated, and the standard hand protectors come with extensions, while rubberized tank trays to the left and right of the upper tank covers are also standard. Up front, the Adventure gets a new full LED headlamp with a distinctive light icon along with two auxiliary LED headlamps that blend into the bodywork, with newly designed LED turn indicators integrated in the hand protectors at the front, as well as out back. The R 1300 GS Adventure in basic trim. (BMW/)Standard equipment includes case holders for the new aluminum side cases, each with a load capacity of up to 22 pounds. Total capacity for those bags is over 73 liters (37 liters left, 36.5 liters right) and they mount simply and securely to the forged aluminum case holders. The magnetic coupling integrated into the left-hand case holder acts as the electrical interface for the USB charging socket in the left-hand case. Optional 10-liter volume extensions per case providing even more storage space. BMW also gives customers its Ultimate Care Break-In Service, or “600-mile service” included in the base price of the new 2025 BMW R 1300 GS Adventure. Pricing has not yet been announced, and BMW says the bike will be available in Q4 of this year. Of course, there’s optional equipment galore already on tap for the model, in various package add-ons. The Premium Package gives you: Riding Modes ProSport brakesRiding AssistantShift Assistant Pro or Automated Shift AssistantHeadlight ProGPS prepChrome-plated headersElectrically adjustable windshieldAluminum side case mountsAluminum top case mountEnduro Package Pro consists of: Handlebar risersShort enduro hand leversHeight-adjustable GS Vario rider footrestsHand protectorsFront turn signal relocation stalks The Triple Black option goes for a sleeker vibe, though it's a purely cosmetic difference. (BMW/)Variants 2025 BMW R 1300 GS Adventure Basic In its basic version, the R 1300 GS Adventure is finished in solid Racing Red, with a silver-colored tank and black and red seats for the rider and passenger. The color scheme is complemented by black handlebars, black rims, and red hand protector extensions. 2025 BMW R 1300 GS Adventure Style Triple Black The Style Triple Black version is a bit classier, with black accents and the aluminum fuel tank finished in Tinted Clear Coat. The standard engine protector is black with silver inserts; black handlebars, black wheel rims, and gray hand protector extensions are traditional Triple Black colors. Large aluminum radiator cowls have holders for the radiator cowl bags, and two black/gray comfort seats come with seat heating, a luggage holder, and a high windshield with large wind deflectors. The Trophy trim adds lighting and storage components along with a punchier color scheme. (BMW/)2025 BMW R 1300 GS Adventure Style GS Trophy The Style GS Trophy model is focused on off-road capability, and wears Racing Blue metallic paintwork complemented by solid Light White and solid Racing Red stripes. The high, red-and-black rider’s seat complements the sporty, two-tone passenger seat and matches the red protector extensions, and black grilles in front of the radiators and auxiliary headlamps provide protection. Smaller sport windshield and grab handles emphasize the Trophy’s sporty character, while large radiator cowls with mounts for the cowl bags and aluminum tank trays also add robust docking elements. 2024 BMW R 1300 GS Adventure Option 719 Karakorum The Option 719 Karakorum version is finished in an exclusive Aurelius Green metallic matt color, with gold-colored lines, rims, and bars, and the Shadow milled parts for an upscale look. In addition to the small aluminum radiator cowls and the protective grille on the auxiliary headlights, this variant also includes black, heated rider and passenger comfort seats, a luggage rack, and the small Sport windshield. Option 719 adds heated seats, gold rims, and a slick green metallic paint job. (BMW/)2025 BMW R 1300 GS Adventure Specs MSRP: N/A Engine: DOHC, air/liquid-cooled, four-stroke flat twin w/ BMW ShiftCam Displacement: 1,300cc Bore x Stroke: 106.5 x 73.0mm Compression Ratio: 13.3:1 Transmission/Final Drive: 6-speed/shaft Claimed Horsepower: 145 hp @ 7,750 rpm Claimed Torque: 110 lb.-ft. @ 6,500 rpm Fuel System: Electronic intake manifold injection Clutch: Wet, slipper function; hydraulic activation Frame: Steel sheet metal; aluminum subframe Front Suspension: BMW Motorrad EVO Telelever, central spring strut; 8.3 in. travel Rear Suspension: BMW Motorrad EVO paralever; 8.7 in. travel Front Brake: 4-piston radial calipers, dual 310mm discs w/ BMW Motorrad ABS Pro Rear Brake: 2-piston floating caliper, 285mm disc w/ BMW Motorrad ABS Pro Wheels, Front/Rear: Spoke; 19 x 3.00 in. / 17 x 4.50 in. Tires, Front/Rear: 120/70R-19 / 170/60R-17 Rake/Trail: 26.2/4.7 in. Wheelbase: 60.4 in. Seat Height: 34.3–35.0 in. Fuel Capacity: 7.9 gal. Claimed Wet Weight: 593 lb. Contact: bmwmotorcycles.com Source

The Cardo Packtalk Pro is available on July 7, 2024, for $459. (Cardo Systems/)Cardo Systems has produced Bluetooth headset communication devices for motorcycle riders for more than 20 years. Starting with the Scala Rider in 2004, Cardo has continuously developed its systems and software to give riders a simple and effective way to communicate, receive navigation instructions, take phone calls, and listen to music while riding a motorcycle. The Packtalk Pro is the latest, most advanced system offered by Cardo. It’s based on the same foundation as the Packtalk Edge, but offers improved functionality and premium features such as crash detection, auto on/off, second-generation DMC (Dynamic Mesh Communication), and 45mm JBL speakers Group rides are safer, seamless, and more entertaining with a Cardo Packtalk Pro. (Cardo Systems/)Crash Detection The Packtalk Pro features crash detection (in supported countries), which utilizes IMU sensors in the device that detect applied forces in the event of a crash. If an incident is detected, the Packtalk Pro, when connected to the Cardo Connect app, will send an alert to the Cardo cloud which dispatches a prescribed message to the rider’s emergency contact with their geolocation informing the contact that there has been an accident and to alert emergency medical services. While testing the Cardo Packtalk Pro, I crashed a minimoto in a field of grass. It was nothing more than a lowside, but after picking the bike up, I received a message asking if I would like to send a message to my emergency contact. I simply declined and continued my ride. However, if emergency medical services were needed, they were just a click or voice command away. The Cardo Packtalk Pro features a volume dial on the side of the unit so riders can adjust the volume to their preference. (Cardo Systems/)Powered by JBL Audio is powered by a pair of 45mm JBL speakers with an advanced sound processor. Sound quality and clarity from the 45mm JBL speakers are excellent. Sometimes, I had to turn the volume down because the audio output was so loud. Initially, when the speakers were installed, the audio wasn’t loud enough, but after adjusting their location closer to my ear, the sound became loud and clear. Cardo’s Packtalk Pro automatically connects to the user's smartphone faster than the rider can buckle their helmet. (Cardo Systems/)Auto On/Off Advancements of the Packtalk Pro are noticed the instant you pick up your helmet and the unit turns on. Cardo’s Packtalk Pro detects movement and signals the unit to turn on. Set your helmet down for a minute, and the system turns off. It’s that easy. Every time I gear up to ride, the Packtalk Pro automatically turns on and connects to my phone before I have even bucked my helmet. Then I simply open my music app, select play, and I’m rocking out before I pull my gloves on. If a rider falls out of range of the rest of the group, their Cardo will automatically rejoin the line of communication once they have caught back up. (Cardo Systems/)Second-Gen DMC Second-gen DMC allows the system to instantaneously connect with your smartphone, enabling riders to play music, receive directions, take phone calls, and be monitored by crash detection. In a group, Dynamic Mesh Communication allows riders to automatically connect or rejoin the communication group without having to repair the Bluetooth signal. If a rider drops off because they fell out of range, their communication system will automatically rejoin the group once the rider is back in range. When the road gets twisty, pause the music and enjoy the sound of motorcycling. (Cardo Systems/)Final Thoughts During testing of the Cardo Packtalk Pro, I listened to music while commuting or on long stretches of straight pavement. But once the road became twisty and exciting, I could easily pause the music and enjoy the pure sound of motorcycling: The wind rushing past my helmet, the sound of the engine and exhaust, a clunk from the shifter, and the squeal of the rear tire are the sounds that make motorcycling so emotional and engaging. But once a ride becomes monotonous, turn up the sound and blast your favorite songs or podcasts through the JBL speakers. The Cardo Packtalk Pro is a comprehensive tool that improves motorcycle rides. Simple things drivers can do in a car, such as listen to music, take phone calls, or receive directions, are just as easy on a motorcycle with a Cardo communication system. And when the constant connection to a smartphone becomes a barrier to freedom on the open road, the Cardo can easily be muted while still providing crash detection. For those interested in a Bluetooth communication device, look no further than the Cardo Packtalk Pro. The Cardo Packtalk Pro offers 13 hours of talk time. (Cardo Systems/)Source

Yamaha is working on a faux simulated clutch to give riders of its upcoming electric MXer additional control. (Yamaha/)We’ve already seen several patents relating to Yamaha’s development of an electric motocross bike, but the latest addition to the growing dossier of evidence around the machine is an intriguing one, revealing plans for an additional bar-mounted lever that replicates the effect of a clutch control. We’ve already seen patents that Yamaha is working on an electric motocross bike to go head-to-head with Honda. (Yamaha/)Yamaha is already very clearly aware that electric bikes, particularly in competition, can benefit from a clutch. The company’s TY-E electric trials bike has a flywheel and a mechanical clutch between the motor and the output side of its single-speed transmission. It lets riders spin the motor and flywheel without driving the wheel, giving a stabilizing gyroscopic effect, and to use the flywheel as a temporary energy store so raising the rpm and then dropping the clutch gives a momentary hit of power and torque that’s greater than the electric motor alone would allow. However, an early patent for the company’s electric motocross bike showed that the mechanical clutch and flywheel are eliminated in pursuit of a more compact, lighter overall package, replacing them with a torsion damper between the motor and transmission. This uses two coaxial discs connected by springs that can also act as a temporary energy store—opening the throttle slightly while holding the bike on the brakes compresses the springs, and on releasing the brakes they’ll release that energy to get extra punch off the line. Here you can see the location of the “clutch lever,” labeled 22. (Yamaha/)The latest patent adds a faux-clutch lever to the mix, providing additional manual control over the bike’s power delivery and the regenerative braking level to mimic the feeling and effect of a real clutch without really disconnecting the motor from the transmission. We’ve seen a spate of similar ideas already this year, with Zero filing patent applications for its own simulated clutch control for electric bikes, and Kymco applying for patents on a system that includes not only a simulated clutch but also a simulated multi-speed gearbox. While the simple twist-and-go controls of electric bikes are appealing at the commuter end of the market, there’s clearly another stratum of riders who want more involvement and control. In competition, where the Yamaha electric motocross bike is expected to go up against both electric rivals and combustion engine machines, that level of control is even more important, so adding the finesse that a clutch offers makes a lot of sense. The company’s patent application specifically focuses on how the “clutch” lever (the document calls it a “second operating member,” with the “first operating member” being the throttle) will be mounted and operated. Although it’s on the left bar, as you’d expect, it’s not the main lever on that side. Yamaha wants to eliminate foot controls from the bike altogether, so the larger lever on the left bar is for the rear brake. The faux clutch is controlled by a smaller lever above that one, to be operated by the rider’s forefinger alone. It sits where early four-stroke decompression levers used to reside. The larger lever is for the rear brake and replaces a traditional foot lever, while the faux clutch’s lever sits right above it. (Yamaha/)As well as the lever’s effect on the motor’s power and regenerative braking force—equivalent to engine-braking on an internal combustion engine (ICE) bike—the patent explains the feel of the control, showing how it will have dead zones at either end of its travel and progressive load that increases the further you pull it and then backs off as the lever is completely pulled in. That’s the same load pattern that you get from a normal clutch lever, making it feel familiar to riders used to conventional ICE bikes. Although Yamaha’s patent initially applies to the electric motocross machine it’s developing, the idea is clearly one that could very easily make the leap to future battery-powered streetbikes as companies wrestle with the problem of building EVs that can appeal to riders who enjoy the level of mechanical engagement they get from combustion engine motorcycles. Source

The formula of what a middleweight sportbike is has been rewritten. These bikes exemplify the new era. (Jeff Allen/)What exactly is a middleweight sportbike these days? For decades there was basically one formula that was driven by racing rules for Supersport competition. Initially those bikes were almost all Japanese 599cc inline-fours. But then Ducati came along and crashed the party with its 748cc V-twin, and later Triumph jumped in with its 675cc triple. Over time these machines became ever more focused on track performance and street manners suffered. The very competition that made the bikes so competent on the racetrack drove the development cycle, component quality, performance, and prices skyward. Consumers retaliated by buying fewer and fewer of these machines with sales falling from 20,000-plus for a single Japanese brand annually in 2006 to a fraction of that currently. There are other factors that have contributed to the slow demise of traditional supersports, like emissions regulations, the 2008 financial crash, rising insurance rates, and changing tastes. It’s safe to say that the class as we knew it is fading into the past. But good news has arrived: manufacturers are reinventing the middleweight-sportbike class. And as this test shows, the recipes for the final dishes are refreshingly diverse and palatable for sportbike buyers. Our class of 2024 Middleweight Sportbike Comparison includes the Suzuki GSX-8R, Triumph Daytona 660, and Yamaha YZF-R7. (Jeff Allen/)Two of the bikes in this test are new for 2024: Suzuki’s $9,439 GSX-8R and Triumph’s $9,195 Daytona 660. Meanwhile Yamaha’s $9,199 YZF-R7 returns unchanged for another year following its 2022 introduction. Although there are other competitors in this class, we landed on this trio that align nicely in terms of price and power-to-weight ratio. What we ultimately discovered is that the machines we selected are really ideal for three different buyers. So our goal is to break down what bike is for which rider. And yes, in the end there is a clear winner. Joining me on this comparison test were Cycle World In-Market Editor Bradley Adams and Associate Editor Evan Allen. After dyno testing on our in-house dyno and performance testing at our closed-course track, we hit the road. Over three days on the road we covered more than 600 miles of riding, ranging from freeway to urban jungle, but most of our testing was done on the fabulous twisty roads around Julian, California. Engines Unlike those traditional Supersport racing rules, there currently aren’t any set-in-stone boundaries for the manufacturers to adhere to with this new crop of middleweights, so the engine formulas are all over the map: parallel twins, triples, and even inline-fours. Two of our test machines use parallel twins, while the Triumph uses a triple. Interesting fact: All three of these motorcycles come from family platforms that utilize the same engines in a naked sportbike, adventure bike, and faired sportbike. This reduces costs for manufacturers which means less expensive motorcycles for you. The Suzuki GSX-8R shares its engine with the V-Strom 800DE and GSX-8S. (Jeff Allen/)Suzuki’s new 776cc 270-degree crank parallel twin has double-overhead cams and four valves per cylinder. Bore and stroke measure 84.0 x 70.0mm with a 12.8:1 compression ratio. The engine has ride-by-wire throttle control, which allows the bike to utilize ride modes. And while the Suzuki’s engine has the most capacity of our trio, it fell right in the middle in terms of outright horsepower while producing the most torque. On the Cycle World dyno, the 8R produced 72.7 hp at 8,125 rpm with 51.7 lb.-ft. of peak torque at 6,650 rpm. The Triumph is powered by the lone triple in our trio. (Jeff Allen/)The other brand-new model here, the Triumph Daytona 660, is powered by a 660cc inline-triple with a 240-degree firing order. Bore and stroke measure 74.0 x 51.1mm with a 12.1:1 compression ratio. It has double-overhead cams, four valves per cylinder, and is fed by a trio of 44mm throttle bodies (which differs from the naked Trident that uses a single 38mm unit). On our dyno, the 660 generated 85 hp at 11,350 rpm and 44.7 lb.-ft. of peak torque at 8,350 rpm. Yamaha’s CP2 engine makes the least horsepower but stays in the hunt with solid torque delivery. (Jeff Allen/)Yamaha’s YZF-R7 uses the same 689cc CP2 parallel twin that powers the Ténéré 700 and also utilizes a 270-degree firing order. It has double-overhead cams and four valves per cylinder and is fed by a pair of 38mm throttle bodies. Bore and stroke measure 80.0 x 68.6mm with a 11.5:1 compression ratio. On the dyno it made 64.8 hp at 8,500 rpm and 44.5 lb.-ft. of torque at 6,500 rpm. The R7 may make the least power, but equals the 660 in terms of torque. You can’t judge these bikes purely on their respective power output, as their weights tell much more of the story. The Suzuki carries 6.2 pounds per horsepower, the Daytona 5.2, and the Yamaha 6.4. It appears that the Triumph has a huge advantage, but things aren’t always as they seem. With many miles pounded out in just a few days we got a clear taste of what these engines are all about, what they excel at, and found a few deficiencies. Flat torque curves and linear power output is what these machines are all about. (Jeff Allen/)In urban settings the bikes are very evenly matched. Despite making the least amount of peak power, the Yamaha’s light overall weight, good bottom-end torque, and nice clutch engagement reduce the R7′s disadvantage. “The engine’s tractable low-end torque and playful spirit make it a very entertaining package,” Allen said. The Triumph is a bit more finicky. The Daytona’s clutch isn’t as user-friendly as the competitions’ and makes stoplight-to-stoplight riding more challenging. For a bike that was designed almost exclusively for street riding, you’d expect a more seamless engagement at the lever. If you want the ideal combination of power and torque for city riding, look no further than the Suzuki. “The parallel twin isn’t a high-horsepower weapon, but it’s exactly what you want and need from a street-first sportbike,” Adams added. “The abundance of torque right off idle makes this a great engine for around-town riding.” Sportbikes get that title for a reason, so they must prove their chops out on twisty roads. (Jeff Allen/)Although city performance is what makes these bikes so versatile, they are sportbikes, and that is where the twists and turns of mountain roads answer some serious questions. Over our three days testing we tackled everything from first-gear hairpins to fourth- and fifth-gear sweepers, and that really helped distinguish their performance from each other. It is here that the Yamaha yo-yos back and forth the most. On tighter roads, the R7′s competitive torque output keeps it in the hunt—along with its light overall weight. As the road opens up and the speeds increase, “its big disadvantage is that it requires more frequent shifting, making this a busier bike,” Adams said. On the quickest of roads, the Yamaha gets gapped a bit as the two other bikes tap into their power advantages. But the R7′s sweet chassis keeps it in the game. More on that later… The Yamaha’s engine delivers more than enough performance for fun. (Jeff Allen/)The Triumph has a pretty big horsepower advantage, but that doesn’t tell the entire story. Despite the 660′s top-end superiority, it really doesn’t have a leg up on the others in terms of low-down torque. On tighter roads, the Suzuki and Yamaha are on equal footing and don’t really have to work hard to keep up. It’s not until the roads open up that the Triumph gets to play its ace card: “The engine is incredibly smooth, with a beautiful blend of midrange torque and top-end performance,” Adams said. “The billiard table-smooth torque curve and unique sound help the Daytona 660 stand out from the competition.” Top-end power isn’t an issue on the Triumph Daytona 660. (Jeff Allen/)That leaves the Suzuki, which makes the most torque and has the second highest peak power. It’s pretty clear that the 8R has the most versatile engine. It has excellent low-down torque, “and the hearty midrange gives it some flexibility when riding at a more spirited pace in the canyons,” Adams said. The 8R is also the only bike here with a standard quickshifter, which is funny because you don’t have to row the shift lever as much on this bike. It sounds like a cliché, but the Suzuki compared to the other two seems like it has power just about everywhere. No matter at what rpm you’re at, crack the throttle open and it pulls. Suzuki’s GSX-8R makes good power across the rev range. (Jeff Allen/)The acceleration data from our dragstrip testing reveals few surprises. The zero-to-60-mph times are all within 0.2 of a second with the Triumph just besting the Suzuki by a 10th, but the latter just nipping the 660 to 30 mph. It’s the all-important quarter-mile measurement where the Triumph’s engine stamps its authority to take a clear win over the Suzuki, recording an 11.81-second/118.00-mph pass compared to the 8R’s 12.20-second/111.22-mph pass. The Yamaha takes advantage of its best-in-test power-to-weight ratio to tail the Suzuki by just 0.2 to a 12.41-second/110.40-mph quarter-mile run. Electronics With costs and price tags a big consideration in this class, there isn’t a long list of electronic rider aids. In fact, the only one the Yamaha has standard is ABS, while a $199 quickshifter is optional (not fitted to our unit). The 8R’s Intelligent Ride System includes the Suzuki Drive Mode Selector with three options, Suzuki Traction Control System, and a Bi-directional Quick Shift System. The Triumph offers three ride modes, switchable traction control, and two options for the throttle map. The Yamaha R7’s dash feels dated, while the bike lacks electronic rider aids. (Jeff Allen/)Info screen design on these machines run the gamut. The Yamaha’s LCD screen is reminiscent of a first-gen Game Boy from the late 1990s: as simplistic as they come. It’s also the most difficult to read at times, especially if you are wearing a dark visor, or if the sun is glaring off its surface. Nicest of the three is the Suzuki’s beautiful, full-color 5-inch TFT display, which is bright and easy to read, well organized in terms of layout and navigation of screens, and can either manually or automatically switch between day and night modes. Right in between is the hybrid LCD/TFT display on the Triumph, which isn’t nearly as well laid out or thought out as the 8R’s but a lot easier to read than the R7′s. Suzuki’s 5-inch TFT is by far the best of our group, with easy legibility, navigation of menus, and good layout. (Jeff Allen/)In dry conditions, none of these bikes are begging for rider aids like traction control, but for damp conditions or simply for riders who want peace of mind, the Triumph and Suzuki have your back. Same goes for the ride modes that can tailor power and response to the conditions on those machines. But none of them have specific functions for wheelie control, engine-brake control, or lean-sensitive features. On the Yamaha there is nothing to adjust at all, which in a way is kind of nice and a flashback to simpler times. Gas it and go. The Daytona 660’s dash sits between the others in terms of functionality and legibility. (Jeff Allen/)Chassis All three of these bikes utilize steel frames and swingarms to help keep their prices in check, but the Yamaha also has a pair of aluminum braces around the swingarm pivot for added rigidity. In terms of suspension, both the Suzuki and Triumph use a Showa SFF-BP fork without any provisions for adjustability and use preload-adjustable shocks by the same company. The Yamaha has a KYB fork that is adjustable for preload, rebound, and compression, while the shock has preload and rebound damping adjustment. These three machines all utilize more budget-friendly components than race-oriented Supersports. For the consumer that means more affordable motorcycles. (Jeff Allen/)Ride quality around town and on Southern California’s nasty grooved concrete freeways is quite nice on all of these bikes. Rough urban pavement with potholes and other obstacles are never an issue on any of them. You can really tell that the Triumph and Suzuki are clearly intended as everyday streetbikes as their first objective. The Yamaha, despite its more track-ready chassis, still offers a plush but controlled ride. Yamaha’s R7 is light and agile and feels more like a hardcore sportbike than the other bikes here. (Jeff Allen/)It was on the twists and turns of some of our favorite backroads that we started noticing bigger gaps in handling. The R7 offers a quick-handling chassis thanks to its short 54.9-inch wheelbase, aggressive front-end geometry, and light 418-pound ready-to-ride weight. “Of the three bikes, the Yamaha delivers the most proper Supersport-handling package,” Allen said. “It feels very much on its nose, and in the canyons generates a lot of confidence because the front end always feels planted.” And like the old R6, the R7′s light and agile steering snaps into the apex with little effort. “Adjustable suspension on the R7 is a nice touch over the competition,” Adams said. “The clicker adjustments allow you to find a nice operating window for your weight and riding style.” Triumph just missed the mark with its suspension settings, which all of us thought were overly soft and lacked damping. (Jeff Allen/)“Talk about missed opportunities, and what could have been,” Adams said of the Triumph. The bike’s look communicates a sporty image, but the chassis performance can’t deliver on that promise. From a handling perspective the 444-pound 660′s 56.1-inch wheelbase and steep geometry give the bike reasonably quick agility on twisty roads, but the fork is totally incapable of providing the damping necessary to keep the front end under control during aggressive riding. Dial up even a moderately quick sporting pace and the fork blows through its travel instantly and then lacks the rebound damping to manage it when it’s extending again. “The constant pitching robs you of confidence when riding in the canyons and, quite frankly, sucks all the fun out of riding the Daytona in a spirited way,” Adams added. Suzuki’s GSX-8R is so well rounded, offering good handling, great stability, and really good suspension settings. (Jeff Allen/)The GSX-8R walks the middle ground. It has the longest wheelbase at 57.7 inches, the least aggressive geometry, and heaviest weight at 453 pounds, so it can’t match the agility of the R7. But it offers a level of midcorner stability that instills a ton of confidence. In short, it’s planted. “The 8R’s mostly nonadjustable suspension is well calibrated, especially when compared to the Daytona 660′s bits,” Adams said. “The front and rear are balanced, with enough damping to not have the bike wallowing through corners as the pace picks up.” And although we didn’t get the opportunity to take these three bikes to the racetrack for this comparison, we did get to ride the 8R at Chuckwalla Valley Raceway earlier this year and had a blast. This is a bike that can serve duty as an everyday commuter during the week, but one that is fully capable of lapping at the occasional trackday. Like the suspension, the braking packages use more budget-friendly components, forgoing fancy racing-oriented calipers. The Suzuki has a pair of radial-mount four-piston Nissin calipers up front with 310mm discs, while a single-piston caliper and 240mm disc are used at the back. The Daytona 660 comes equipped with radial-mount J.Juan four-piston calipers with 310mm discs in the front and a single-piston caliper and 220mm disc at the rear. The Yamaha uses a pair of four-piston radial-mount calipers and 298mm discs at the front and also adds a Brembo master cylinder, while the rear has a 245mm disc and single-piston caliper. The braking packages on these three bikes all do their job well but in the interests of affordability aren’t the high-end systems found on track-focused supersports. (Jeff Allen/)On the road, the Suzuki’s brakes offer the best combination of power and performance, never feeling numb and always proving predictable. The Yamaha has the least work to do as the lightest bike here, and offers predictable braking that is neither amazing nor lacking, with less overall performance than the 8R as seen in our back-to-back braking test data. The Triumph’s brakes are a bit harder to get a read on as they are more than powerful enough to overwhelm the bike’s fork. During performance testing on a dragstrip, the Suzuki and Triumph brakes are extremely close in terms of stopping distances; but in the real world, the 660′s diving fork robs the rider of the confidence to use them aggressively. Ergonomics Here is another area where two of the three bikes have taken a different path from the Supersport formula, while the YZF-R7 is unashamed to embrace an aggressive sportbike stance. There is no question that the Yamaha has the most committed sportbike riding position. (Jeff Allen/)Not only do the Yamaha’s clip-on handlebars mount below the top triple clamp, but the footpegs are the highest and most rearset of the group. The R7 looks ultra sporty, and the riding position is unapologetically so. For 5-foot-7-inch Allen, the Yamaha fits like a glove, but even then he said: “The R7′s tight, aggressive rider triangle is welcomed during spirited riding, but the high footpeg position and low reach to the bar become fatiguing and uncomfortable on long stretches of highway.” The Daytona 660’s riding position is right in between the other two bikes with mid-height bars, rearset footpegs, and a comfortable seat. (Jeff Allen/)Right in between the other two bikes is the Triumph. The handlebars rise above the top clamp a little bit to split the difference between the other two. The footpeg placement is on the high and rearset side (which doesn’t match the bike’s suspension tuning), and 6-foot-3-inch Adams in particular was uncomfortable. The 660′s seat is plush, well shaped, and supportive, and is really comfortable for a long day in the saddle. The Suzuki offers the most comfortable seating position of the three bikes, with upright bars, relaxed footpeg placement, and a comfortable seat. (Jeff Allen/)At the relaxed end of the scale is the Suzuki. The handlebars are mounted on risers above the top clamp, which gives them more of a sport-touring or naked-bike posture. The 8R’s seat is comfortable and supportive, while the riding position is the most upright. The only complaint once again came from the tall guy, who wished there was a little bit more space between the tank and passenger seat to move around. The footpeg placement is the most neutral and relaxed, providing great all-day comfort. All three machines provide good protection from their windscreens, with decent coverage when sitting upright, and nice turbulence-free bubbles when tucked in tight at speed. Conclusion The biggest appeal of these sportbikes is that they offer a lot of bang for the buck. If you’re pinching pennies and want a sportbike that won’t break the piggy bank—but one that you can enjoy and grow with regardless of your riding skills—any one of these would be a great choice. As a matter of fact, when we were filling up at a fuel station, a guy at the island was curious about the bikes and asked how much they cost. When we told him that all three were less than $10,000, he replied: “Well, anyone with a job can afford that!” All three of these modern middleweight sportbikes have prices that are just past the $9,000 mark. (Jeff Allen/)Our job here, however, is to determine which one of them we think is the best overall motorcycle considering the categories we covered above. So let’s break it down. Starting with the engines; While the dyno shows that the Triumph makes the most horsepower, this very satisfying engine still doesn’t have the versatility of the Suzuki, which is really good just about everywhere. We already know that the Yamaha is a little bit outclassed here in terms of top-end performance, yet its torquey nature keeps it in the hunt. But our collective nod goes to the 8R’s flexible 776cc twin. It has impressed us in every machine Suzuki has bolted it into. Handling characteristics of these three are all over the map. At the one end you have the ultra-committed YZF-R7; if that’s what you’re looking for and plan on doing more than the occasional trackday, that’s the clear choice. For those who don’t plan on sport riding in an aggressive manner and just want a competent and stylish streetbike for commuting and casual rides, the Daytona 660 has lots to offer. But if you really want the best of both worlds, “Suzuki has done an incredible job at finding that happy middleground between comfort and performance,” Adams said. That’s another win for the Suzuki. They may have many things in common but ultimately these three bikes lean toward three different riders. But there is one that is versatile enough to appeal to the largest range of riders. (Jeff Allen/)As for the other categories, it’s hard for any of us to fault the Suzuki’s electronics package, while the Triumph is a close second and just lacks the bling of the 8R’s beautiful TFT display. As for the R7, the bike lacks rider aids and has a dated dash but costs about the same as the others. Most riders looking at these bikes are going to seriously consider what the ergonomics are like. Even Allen, who fits the Yamaha to perfection, has to admit that the Suzuki offers the most relaxed and comfortable seating position followed by the Triumph. After years and years of recycling older models and with virtually nothing new coming out of Hamamatsu, Suzuki’s new 776cc parallel-twin platform has reinvigorated the company. As Adams summed it up: “The GSX-8R has just enough of an edge and sharpness to it to keep you entertained, but isn’t as punishing as a traditional supersport. All that in a package with higher fit and finish and more features, for not that much more money, makes it the standout choice here.” Suzuki’s 2024 GSX-8R is clearly the machine with the best balance between power, poise, refinement, comfort, and technology. (Jeff Allen/)2024 Suzuki GSX-8R Specs MSRP: $9,439 Engine: DOHC, liquid-cooled, four-stroke parallel twin; 4 valves/cyl. Displacement: 776cc Bore x Stroke: 84.0 x 70.0mm Compression Ratio: 12.8:1 Transmission/Final Drive: 6-speed constant mesh/chain Cycle World Measured Horsepower: 72.7 hp @ 8,125 rpm Cycle World Measured Torque: 51.7 lb.-ft. @ 6,650 rpm Fuel System: Electronic fuel injection w/ 42mm throttle bodies, ride-by-wire Clutch: Wet, multiplate; cable actuation Engine Management/Ignition: Electronic Frame: Steel tube w/ bolt-on trellis subframe Front Suspension: 41mm Showa SFF-BP inverted fork; 5.1 in. travel Rear Suspension: Showa monoshock, preload adjustable; 5.1 in. travel Front Brake: Nissin radial-mount 4-piston calipers, 310mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum alloy; 17 x 3.5 in./17 x5.5 in. Tires, Front/Rear: Dunlop Roadsport 2; 120/70-17 / 180/55-17 Rake/Trail: 25.0°/4.1in. Wheelbase: 57.7 in. Ground Clearance: 5.7 in. Seat Height: 31.9 in. Fuel Capacity: 3.7 gal. Cycle World Measured Wet Weight: 453 lb. Contact: suzukicycles.com 2024 Suzuki GSX-8R Quarter-Mile 1 ft. Rollout: 11.90 sec. @ 111.36 mph Quarter-Mile From 0 mph: 12.20 sec. @ 111.22 mph 0-60 mph: 3.60 sec. 0-30 mph: 1.57 sec. 0-100 mph: 9.14 sec. Braking 30-0: 1.55 sec./33.78 ft. 60-0: 3.11 sec./133.89 ft. 2024 Triumph Daytona 660 Specs MSRP: $9,195 Engine: DOHC, liquid-cooled, four-stroke inline-three; 4 valves/cyl. Displacement: 660cc Bore x Stroke: 74.0 x 51.1mm Compression Ratio: 12.1:1 Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 85.0 hp @ 11,350 rpm Cycle World Measured Torque: 44.7 lb.-ft. @ 8,350 rpm Fuel System: Multipoint sequential electronic fuel injection w/ 44mm throttle bodies, ride-by-wire electronic throttle control Clutch: Wet, multiplate slip/assist; cable actuation Engine Management/Ignition: Electronic Frame: Tubular steel perimeter Front Suspension: Showa 41mm inverted separate function big piston (SFF-BP) fork; 4.3 in. travel Rear Suspension: Showa monoshock, preload adjustable; 5.1 in. travel Front Brake: 4-piston radial-mount calipers, floating 310mm discs w/ ABS Rear Brake: 1-piston caliper, 220mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.5 in. / 17 x 5.5 in. Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: 23.8°/3.2 in. Wheelbase: 56.1 in. Ground Clearance: N/A Seat Height: 31.9 in. Fuel Capacity: 3.7 gal. Cycle World Measured Wet Weight: 444 lb. Contact: triumphmotorcycles.com 2024 Triumph Daytona 660 Quarter-Mile 1 ft. Rollout: 11.53 sec. @ 118.06 mph Quarter-Mile From 0 mph: 11.81 sec. @ 118.00 mph 0-60 mph: 3.50 sec. 0-30 mph: 1.68 sec. 0-100 mph: 7.88 sec. Braking 30-0: 1.50 sec./32.78 ft. 60-0: 3.00 sec./127.76 ft. 2024 Yamaha YZF-R7 Specifications MSRP: $9,199 Engine: DOHC, liquid-cooled four-stroke parallel twin; 4 valves/cyl. Displacement: 689cc Bore x Stroke: 80.0 x 68.6mm Compression Ratio: 11.5:1 Transmission/Final Drive: 6-speed/ chain Cycle World Measured Horsepower: 64.8 hp @ 8,500 rpm Cycle World Measured Torque: 44.5 lb.-ft. @ 6,500 rpm Fuel System: Fuel injection w/ 38mm throttle bodies Clutch: Wet, multiplate assist/slipper Engine Management/Ignition: Electronic Frame: Tubular-steel double backbone Front Suspension: 41mm KYB inverted fork, fully adjustable; 5.1 in. travel Rear Suspension: KYB shock, spring preload and rebound adjustable; 5.1 in. travel Front Brake: 4-piston radial-mount Advics calipers, dual 298mm discs w/ ABS Rear Brake: 1-piston Nissin caliper, 245mm disc w/ ABS Tires, Front/Rear: Bridgestone Battlax Hypersport S22; 120/70-17 / 180/55-17 Rake/Trail: 23.7°/3.5 in. Wheelbase: 54.9 in. Ground Clearance: 5.3 in. Seat Height: 32.9 in. Fuel Capacity: 3.4 gal. Cycle World Measured Wet Weight: 418 lb. Contact: yamahamotorsports.com Yamaha YZF-R7 Quarter Mile 1 ft. Rollout: 12.12 sec. @ 110.42 mph Quarter Mile From 0 mph: 12.41 sec. @ 110.40 mph 0-60 mph: 3.81 sec. 0-30 mph: 1.62 sec. 0-100 mph: 9.57 sec. Braking 30-0: 1.70 sec./36.30 ft. 60-0: 3.29 sec./139.11 ft. GEARBOX: Bradley Adams Helmet: Shoes RF-1400 Jacket: Alpinestars Missile Ignition V2 Pants: Copper V3 Denim Gloves: Alpinestars GP Tech V2 S Boots: Alpinestars SP-2 Blake Conner Helmet: Arai Corsair-X Nakagami-3 Jacket: Rev’It Jacket Control Air H2O Pant: Alpinestars Alu Denim Gloves: Rev’It Control Boots: Rev’It G-Force 2 Air Evan Allen Helmet: Arai Contour-X Jacket: Alpinestars GP Plus R V3 Rideknit Pant: Alpinestars Copper v2 Denim Gloves: Alpinestars GP Pro Boots: Alpinestars SMX-1 R V2 Vented Source

Ducati’s new 2025 DesertX Discovery joins the brand’s middleweight adventure lineup with an MSRP of $19,995. (Ducati/)When Ducati debuted the highly anticipated DesertX back in 2022, it was clear the new Dakar-inspired middleweight adventure bike had some fans waiting in the wings, and after riding it, we had to give it some props as well, calling it a “real-deal off-road performer.” Last year’s DesertX Rally further beefed up the formula, adding longer-travel suspension and other revisions, and for 2025, we see yet another variant joining the DesertX series: the Discovery. The DesertX Discovery appears to be a more adventure-ready version of the standard model thanks to the addition of extra bike protection and more comfort for the rider, but it’s a less hardcore machine than the Rally model. Of course Ducati is quick to emphasize the Discovery’s new red and black color scheme, but the new bike’s overall theme is the same as its stablemates. You get the same 937cc Testastretta engine as the other DesertX models, but standard equipment on the new Discovery includes radiator protection, engine guards, and even a centerstand. (Ducati/)To address rider comfort and make it more travel-ready, the new Discovery comes decked out with heated grips as well as a larger touring windshield (said to be more aerodynamic but which looks to be nonadjustable), both standard. Also included as standard equipment is a centerstand, which may add a few pounds but will make bike maintenance chores that much easier. On the bike protection side, you’ll get reinforced hand guards, radiator protection, and engine guards with extra protection for the water pump, all standard. There’s a more robust skid plate included too with a subframe reinforcement, and it’s arranged to optimally redirect impacts. Reinforced hand guards and heated grips as well as a larger aerodynamic touring shield are included, but those sidecases you see in the background look to be accessory options. (Ducati/)Ducati also mentions the addition of aluminum side cases and a reinforced subframe designed for off-road use, but it doesn’t look like those items are included in the standard equipment list for US bikes; for some reason they appear to be extra-cost accessory bits. But new map features made the cut on the latest DesertX, with turn-by-turn navigation accessed via the Ducati Link app, which can then be displayed directly on the 5-inch TFT dash. That’s an improvement on the base model. A more robust and reinforced skid plate comes standard on the Discovery, and you can make out the centerstand in the background. Pay no attention to the side cases though. (Ducati/)As for the rest of the core components, it’s business as usual with the Discovery getting the same 937cc liquid-cooled Testastretta 11° desmodromic engine as the rest of the family, unchanged for this variant and producing 110 hp at 9,250 rpm (claimed) and a maximum torque of 68 lb.-ft. at 6,500 rpm. Three riding modes on DesertX are dedicated to road use, while two are specifically designed for off-road riding. You’ll also see the same 34.4-inch seat height (which can be lowered or raised with accessory add-ons) as well as the healthy 5.5-gallon fuel capacity as the base model. Related: How Much Power Does the 2023 Ducati DesertX Make? Otherwise the new Discovery is pretty close to the base DesertX model, with the same suspension, electronics package, seat height, and fuel tank. (Ducati/)The new Discovery slots in between the other bikes in the growing DesertX family, with a price reflecting its midrange position; the Discovery has an MSRP of $19,995, less than the more off road-capable DesertX Rally, at $22,995, and priced higher than the base DesertX, which has an MSRP of $17,995. The 2025 Ducati DesertX Discovery is expected to arrive to dealers in fall of 2024 with a new color scheme the company refers to as “Thrilling Black/Ducati Red.” The new 2025 Ducati DesertX Discovery should be in dealers this fall, and this Trilling Black and Ducati Red color scheme. (Ducati/)Related: Ducati DesertX Off-Road Review 2025 Ducati DesertX Discovery Specs MSRP: $19,995 Engine: Liquid-cooled, 60-degree V-twin; 4 valves/cyl. Displacement: 937cc Bore x Stroke: 94.0 x 67.5mm Compression Ratio: 13.3:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 110 hp @ 9,250 rpm Claimed Torque: 68 lb.-ft. @ 6,500 rpm Fuel System: Bosch electronic fuel injection w/ 53mm throttle bodies, ride-by-wire Clutch: Wet, multiplate slipper w/ Ducati Quick Shift; hydraulic actuation Frame: Tubular steel trellis Front Suspension: 46mm KYB inverted telescopic fork, fully adjustable; 9.1 in. travel Rear Suspension: KYB monoshock, fully adjustable; 8.7 in. travel Front Brake: Radial-mount 4-piston Brembo calipers, dual 320mm discs w/ Bosch cornering ABS Rear Brake: 2-piston Brembo caliper, 265mm disc w/ Bosch cornering ABS Wheels, Front/Rear: Wire-spoked; 21 x 2.15 in. / 18 x 4.50 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 90/90-21 / 150/70R-18 (tubeless) Rake/Trail: 27.6°/4.8 in. Wheelbase: 63.3 in. Ground Clearance: 9.8 in. Seat Height: 34.4 in. Fuel Capacity: 5.5 gal. Claimed Wet Weight (No Fuel): 463 lb. Contact: ducati.com Source

Record Breaking Attendance at DGR 2024 (Triumph/)Triumph Press Release: 113,000 riders took part in 959 rides across 105 countries in the 2024 Distinguished Gentleman’s Ride16,934 riders took part in 215 rides in the United States and Canada, raising $3.05MTop three global fundraisers and Gentlefolk Winner rewarded with Triumph Modern ClassicsSupported by Triumph Motorcycles for the 11th year, The Distinguished Gentleman’s Ride (DGR), took place simultaneously on Sunday May 19th, 2024 across the world, with a record breaking 113,000 riders taking part in 959 rides across 105 countries, raising $7.6M USD. Thanks to the effort of many dedicated volunteer city hosts, North America once gain led the global fundraising efforts. With 14,767 riders from 187 rides in the United States, raising $2.53M and 2,167 riders from 28 rides in Canada, raising $521k, there was a combined $3.05 Million dollars raised from rides between the two countries. The top global fundraiser, and highest single-year fundraiser in DGR history, was DGR Brand Ambassador Jaime Camil from Los Angeles. Kat Thomsen from San Francisco, another US DGR Brand Ambassador, claimed the 2nd spot, with Matias Seijo from Edinburgh taking third place in fundraising. The Gentlefolk prize winner is Jason Etters, who led the Jacksonville, Florida ride. As part of the DGR’s “Side by Side, Worldwide” campaign, Triumph dealers around the world sponsored and participated in local rides to help raise awareness and funds for men’s mental health and prostate cancer research, ensuring even more motorcyclists were able to take part. Across the world, riders were encouraged to ride on Modern Classics as part of the official riders group “Team Triumph”. The top five fundraisers in this group have each won a prize package from the DGR & Triumph Clothing Collection. Riding the new Speed 400 and Scrambler 400 X in London as part of Team Triumph, were 007 stunt riders Paul Edmondson and Martin Craven, as well as Kieran Clarke, stunt rider for the Mission Impossible franchise, while actor James Phelps, best known for playing Fred Weasley in Harry Potter, rode the Bonneville T120 Stealth Edition in Poole, UK. In the US, Movie & Film Photographer Frank Masi rode in Atlanta’s ride on a Triumph Speed Twin 1200, while writer-photographer Eric Hendrikx, led Canada’s Toronto ride on his Thruxton RS. In Spain, actor Pepe Barroso, best known for his role in Gran Turismo, rode a T120 in Madrid, and world record holder Ivan Cervantes rode a Scrambler 1200 XE in Reus. Multi-platinum music producer Tai Jason, rode his Bonneville T100 with more than 600 other riders from the Triumph dealership in Munich, Germany’s largest ride. “This year, we proudly set attendance and fundraising records in Canada with our gathering in Toronto’s charming Yorkille Village,” said Eric Hendrikx. “It’s empowering to work with the Gentleman’s Ride and Triumph Motorcycles as we bring our communities together, ride great bikes, and support Movember in their reputable stride to improve prostate cancer research and men’s mental health programs.” Veteran film and movie photographer Frank Masi has raised over $57,000 since 2015 between Los Angeles and Atlanta, achieving 3 top fundraising prizes in Atlanta. “I truly look forward to the DGR every year, as it’s a charity I can really get behind combining fundraising for men’s issues with the comradery of motorcycles and dapper attire. I’m blown away at how the DGR stays so well organized in so many cities around the world. Year after year, the ride gets bigger and better and I look forward to participating for many years to come while spreading awareness for men’s mental health and prostate cancer.” Actor and singer Jaime Camil, the highest global fundraiser in 2024, said, “I got involved with the DGR 3 years ago because some friends told me that it was a ‘fun ride’ and ‘a cool motorcycle event’. In 2020 I lost my father, to what I now know after connecting some dots, a deep depression. Coincidently, about the time the event grew to have a deeper meaning to me, Mark Hawwa invited me to serve as a DGR ambassador the next year. I am proud to continue my role as a DGR ambassador and look forward to helping to bring awareness to men’s health which is very near and dear to my heart. 007 stunt rider Paul Edmondson said: “This year Triumph and the DGR has achieved their goal to bring even more riders together, in more places around the globe, to raise even more money for men’s mental health and prostate cancer. It is a wonderful event to be part of, with everyone making such an incredible effort to dress dapper and showcase our community in the best possible light.” Mission Impossible stunt rider Keiran Clarke added: “Riding through the streets of London on a Triumph, surrounded by hundreds of motorcyclists united by a common cause, to raise money to support men’s health, was an amazing experience. The reaction of pedestrians and traffic on route, was simply brilliant.” Hedon Helmets, ELF Lubricants, and Quad Lock also supported the classic inspired charity event, further rewarding the efforts of the year’s fundraisers. Source

The Breakout is a slammed power cruiser featuring a Milwaukee-Eight 117 engine and miles of custom-cruiser styling. (Harley-Davidson/)Overview The Harley-Davidson Breakout 117 is Milwaukee meat and potatoes: loads of chrome, forward controls, and a burly 45-degree V-twin engine. Brought back to the fold in 2023 after a couple of years out of production, H-D’s raked-out, fat-tired cruiser reemerged with a brawny Milwaukee-Eight 117 engine, a larger tank, a taller handlebar, cruise control, and traction control. On CW’s dyno, the Breakout produced 94.25 hp at 4,790 rpm and 118 lb.-ft. of peak torque at 3,250 rpm at the rear wheel. That’s what 1,923cc gets you. There’s no replacement for displacement. That’s just science, folks. If the 240-section rear tire, raked-out front end, slammed rear end, and forward controls look like they’d be a recipe for miserable handling, think again. Sure, handling around town requires some muscular countersteering, but on long sweepers, the Breakout is super stable and steers predictably. It even features ABS and traction control. At the end of the day, the Breakout is all about that custom-styled stance and huge 45-degree V-twin engine. It’s Harley flexing its muscles in more ways than one: It’s a bragging-rights cruiser with a signature look, serious performance, and a made-you-look spec sheet. That 240-section rear tire is one of the Breakout’s calling cards, both in terms of looks and in its handling characteristics. (Harley-Davidson/)Pricing and Variants The 2024 Breakout 117 starts at $22,499 for Billiard Gray. Vivid Black costs an additional $350, while White Onyx Pearl, Blue Burst, and Alpine Green cost an additional $650 over the base price. There’s something about the glow of neon on chrome, right? The Milwaukee-Eight 117 breathes through a Heavy Breather intake with an exposed filter. What’s cooler, an exposed air filter hanging out in the breeze or fiberglass-wrapped exhaust headers? (Harley-Davidson/)Competition: Indian Chief, $14,999, <a href="https://www.cycleworld.com/indian/sport-chief/">2023 Indian Sport Chief Buyer’s Guide</a>News and Reviews: <a href="https://www.cycleworld.com/motorcycle-reviews/harley-davidson-breakout-117-review-2023/">2023 Harley-Davidson Breakout 117 Review</a><a href="https://www.cycleworld.com/bikes/harley-davidson-returning-models-first-look/">2024 Harley-Davidson Returning Models First Look</a>2024 Harley-Davidson Breakout 117 Claimed Specs MSRP: Starting at $22,499 Engine: 117ci (1,923cc), pushrod-operated, 45-degree V-twin; 4 valves/cyl. Bore x Stroke: 103.5 x 114.3mm Transmission/Final Drive: 6-speed/belt Fuel Delivery: Electronic Sequential Port Fuel Injection Clutch: Wet, multiplate w/ slip and assist; cable operation Engine Management/Ignition: Electronic Frame: Tubular steel w/ rectangular-section backbone Front Suspension: Dual-bending valve 49mm telescopic; 5.0 in. travel Rear Suspension: Single shock, preload adjustable; 3.4 in. travel Front Brake: 4-piston caliper, 300mm disc w/ ABS Rear Brake: 2-piston caliper, 292mm disc w/ ABS Wheels, Front/Rear: 21 x 3.5 in. / 18 x 8.0 in. Tires, Front/Rear: Michelin Scorcher 11; 130/60-21 / 240/40-18 Rake/Trail: 34.0°/5.7 in. Wheelbase: 66.7 in. Ground Clearance: 4.5 in. Seat Height: 26.2 in. Fuel Capacity: 5.0 gal. Wet Weight: 683 lb. Contact: harley-davidson.com The Vivid Black paint costs an additional $350, but can you really put a price on looking badass? (Harley-Davidson/) The stretched-out ergos go a long way in achieving the right look. Some taller testers complained that their right knees hit the air intake. (Harley-Davidson/) With bright paint jobs and lots of chrome, the Breakout 117 is not a motorcycle to fly under the radar. (Harley-Davidson/)Source

“Aprilia Tuareg Queen of Africa” is Online (Aprilia/)Aprilia Press Release: THE DOCUMENTARY WHICH WILL EXCITE EVERY FAN, A BREATHTAKING ACCOUNT OF A UNIQUE RACE AND AN UNFORGETTABLE TRIUMPH SPECTACULAR IMAGES TELL THE STORY OF THE EXTRAORDINARY EFFORTS OF APRILIA TUAREG, WHICH DOMINATED IN ITS DESERT DEBUT, IN THE GRUELLING AFRICA ECO RACE 2024 RELIVE ALL THE THRILLS OF THIS HISTORIC VICTORY, FROM THE CONCERNS ON THE EVE OF THE RACE TO THE PURE JOY OF ARRIVING AT THE LEGENDARY “LAC ROSE” IN DAKAR Last January, Aprilia Tuareg went down in history with one of the most epic performances of recent years in the big African rally raids: on its desert début, the Italian twin-cylinder ridden by Jacopo Cerutti dominated the Africa Eco Race 2024 - an incredible ride, with Jacopo and his Tuareg remaining in the lead along the 6,000 plus kilometres of this legendary route from Europe to Dakar, Senegal, which crosses both Morocco and Mauritania. This historic feat is revisited as part of a stunning documentary made by Piaggio Studios in collaboration with Punctum Image: APRILIA TUAREG QUEEN OF AFRICA, which premièred on 8 June during the huge Aprilia All Stars party, is now available to all online, at APRILIA.COM and on Aprilia’s official YouTube channel. The video condenses a world of emotions into just 20 minutes of footage, with the most amazing images of the race and interviews with the stars: riders Jacopo Cerutti and Francesco Montanari and brothers Vittoriano and Gianfranco Guareschi of GCorse, Aprilia Racing’s operational arm in the field of competitive riding. It was a challenging and highly demanding production during which the team and the crew remained close, following the protagonists for a fortnight: from the preparations on the eve of the race start to the celebrations on the shores of the famous Lac Rose (“pink lake”) in Dakar. The documentary delves deeply into the feelings, expectations, challenges and fears experienced by both drivers and team, during a race that is as intriguing as it is unpredictable. An unprecedented, profoundly human glimpse behind the scenes of a unique challenge, for people and vehicles alike. The video also revisits the victories of the first two days, which enabled Cerutti to create and then expertly manage his advantage against strong opponents such as Botturi and Tarres, both on Yamaha bikes, who kept up the attack in an attempt to regain the upper hand.For Francesco Montanari, too, emotions were running high - as an absolute beginner, he reached the Dakar finish line with two stage podiums, as well as maintaining a constant presence at the top of the speciality classifications, eventually taking home a great finish with eighth place. The wonderful images captured during the 12 days in the African desert also reveal the deep respect that exists between rivals and the strong sense of community that develops between all participants in the rally. Source

Royal Enfield Managing Director Siddhartha Lal on the new Guerrilla. The teaser image is deliberately obscured by copy. (Royal Enfield/)Royal Enfield’s original Himalayan marked a steep change for a brand that was previously associated with relics from the 1950s. This year’s new liquid-cooled DOHC Himalayan 450 took another huge stride toward the mainstream, and Enfield is about to become even more relevant with the launch of the Guerrilla 450. Officially confirmed for a July 17 unveiling, the Guerrilla 450 is a spinoff from the Himalayan 450, sharing many of the same mechanical components. Although Enfield isn’t spilling many details yet, the model’s European type-approval details have been published and reveal what’s borrowed from the Himalayan and where the Guerrilla differs from its sister model. Royal Enfield’s new liquid-cooled 452cc Sherpa engine was first used in the 2024 Himalayan. (Blake Conner/)First up, there’s the engine. It’s exactly the same “Sherpa” 452cc DOHC single, with an identical state of tune to the Himalayan. The approval documents show the same output of 39.5 hp at 8,000 rpm and no change to the torque at 29.5 lb.-ft. at 5,500 rpm. The part number for the exhaust is also unaltered, confirming it’s the same component used on the Himalayan. Royal Enfield CEO B. Govindarajan with the new disguised Guerrilla. (Royal Enfield/)Teaser pictures released by Royal Enfield’s managing director, Siddhartha Lal, and CEO B. Govindarajan show the two men with the new bike, albeit with the “Guerrilla” logo plastered across them to obscure any details. These appear to show that the frame and even the tail bodywork section are shared with the Himalayan, as is the single round headlight. But by adopting shorter-travel suspension and 17-inch alloy wheels at each end instead of the 21-inch front, 17-inch rear wire-spoke units of the adventure model, the stance is substantially altered. The approval documents confirm the wheel sizes, showing the bike uses a 120/70-17 front tire instead of the Himalayan’s 90/90-21, and a 160/60-17 rear in place of its sister model’s 140/80-17. With a relatively short, non-inverted fork (where the Himalayan has a 43mm inverted unit) the Guerrilla’s wheelbase is reduced from 59.4 to 58.7 inches, while overall length is down from 90 to 84 inches. The bars are 0.7-inch narrower, and with no windscreen and less ground clearance, the Guerrilla’s height drops from 51.8 to 43.9 inches. Much of the chassis and engine components come straight off the Himalayan. (Royal Himalayan/)Those tighter dimensions are accompanied by a substantial weight reduction, dropping from 432 to 403 pounds including a 90 percent full tank of fuel. The extent of the reduction could be partly down to a smaller capacity fuel tank (the images show a more rounded design) than the Himalayan’s 4.5-gallon unit. With the Guerrilla 450, Royal Enfield will be going head-to-head with the likes of Triumph’s new Speed 400, which matches its 39.5 hp output and comes close to the Enfield’s torque with a peak of 27.7 lb.-ft., albeit 1,000 rpm higher at 6,500 rpm thanks to its 54cc capacity deficit (398cc compared to the RE’s 452cc). The Triumph is lighter too, at 375 pounds. KTM’s recently updated 390 Duke will also be a rival, though with 44 hp, its 399cc single is more powerful than either the Enfield or the Triumph. The related Husqvarna Vitpilen 401 shares the Duke’s mechanical parts but has styling more akin to the Royal Enfield. Like Triumph’s new Speed 400 and Scrambler 400 X, Royal Enfield will add a roadster to the Sherpa family. (Triumph Motorcycles/)Where the Enfield is likely to have the edge over those rivals is price, though that’s a detail we won’t know until after the official launch on July 17. Source

Harley-Davidson Pan America 1250 Riders Notch Two Wins in Super Hooligan Racing at Ridge Motorsports Park (Harley-Davidson/)Harley-Davidson Press Release: KWR/Harley-Davidson rider Cody Wyman and Team Saddlemen/Harley-Davidson rider Jake Lewis each rode race-prepared Harley-Davidson® Pan America® 1250 Special motorcycles to race victories in a Mission Super Hooligan double-header weekend at Ridge Motorsports Park in Shelton, Wash. With his win Wyman moves up to second place in series points after four of 10 scheduled races. The Mission Super Hooligan road racing championship, held in conjunction with the MotoAmerica Superbike series, features 750cc-and-up high-bar race-prepared street bikes from the world’s premier motorcycle manufacturers. On Saturday, pouring rain created challenging racing conditions and caused the race distance to be shortened from 8 to 6 laps of the 2.47-mile, 16-turn Ridge course. On the first lap, Wyman jumped from eighth position on the starting grid to second place and took the lead on lap 2 with a pass of Team Saddlemen/Harley-Davidson rider Cory West. Wyman was leading by 1.3 seconds when the race was red flagged for a crashed bike on the track surface. West led Wyman briefly when the race was re-started, but West slid off the track in turn 3 and Wyman, in smooth control on the wet surface, sped away from the field. KWR/Harley-Davidson rider Hayden Schultz moved into second place. Wyman crossed the finish line 7.99 seconds clear of Schultz for a 1-2 finish for the KWR/Harley-Davidson team. S&S/Indian rider Tyler O’Hara finished in third place, more than 13 seconds behind Wyman. “This was a crazy win,” said Wyman. “The team had to fix the bike after I went off the track in practice on Friday. We were down but this team never quits, and they worked all night to get us ready to race. My teammate Hayden helped me out a lot on set-up. I was feeling really good about our chances in the wet today and we finished 1-2 for the team and Harley-Davidson.” On a dry track on Sunday, West, Lewis, and O’Hara broke away from the field on lap 2, and Lewis got past West for the lead on lap 3. Lewis then pulled away, opening a gap of more than 4 seconds by lap 6 of the 8-lap race. A short off-track bobble on the final lap cost Lewis some time but he still beat O’Hara to the finish by 2.00 seconds. West finished third, 4.895 seconds back. “I was really bummed after sliding off in the rain on the first lap yesterday,” said Lewis. “I was out to pay back the team today. The bike felt great on the warm-up lap, and once I got the lead it was just charge, charge, charge to the win.” After 4 of 10 rounds in the 2024 Mission Super Hooligan series O’Hara leads with 69 points. Cody Wyman jumps from fourth to second place with 64 points, followed by West with 57 points, S&S/Indian rider Troy Herfoss with 49 points, Lewis with 45 points, and Schultz with 39 points. The Mission Super Hooligan series returns to action July 12-14 at WeatherTech Raceway Laguna Seca in Salinas, Calif. during the MotoAmerica Superbike Speedfest at Monterey. Mission Super Hooligan National Championships – Ridge Motorsports Park Race 1 Cody Wyman (H-D) KWR/Harley-DavidsonHayden Schultz (H-D) KWR/Harley-DavidsonTyler O’Hara (Ind) S&amp;S/Indian MotorcycleHawk Mazzotta (IND) Roland Sands RacingTravis Wyman (H-D) Saddlemen/Harley-DavidsonJeff Lane (KTM) Lane Racing Gray Area KTMJordan Eubanks (KTM) Ready To RideStefano Mesa (ENE) Tytlers Cycle RacingAndrew Berkley (KTM) Underground Racing TeamAdan Mendoz (KTM) Organon GroupKole King (TRI) King PerformancePaul Canale (BMW) Team OrthopedicsMike Boyce (KTM) 3D MotorsportsMitchel Stein (YAM) Team MIMMission Super Hooligan National Championships – Ridge Motorsports Park Race 2 Jake Lewis (H-D) Saddlemen/Harley-DavidsonTyler O’Hara (Ind) S&amp;S/Indian MotorcycleCory West (H-D) Saddlemen/Harley-DavidsonTroy Herfoss (IND) S&amp;S/Indian MotorcycleHayden Schultz (H-D) KWR/Harley-DavidsonCody Wyman (H-D) KWR/Harley-DavidsonTravis Wyman (H-D) Saddlemen/Harley-DavidsonHawk Mazzotta (IND) Roland Sands DesignStefano Mesa (ENE) Tytlers Cycle RacingMallory Dobbs (DUC) Diva RacingAJ Peaslee (KTM) AJ Peaslee RacingJordan Eubanks (KTM) Ready to RideAdan Mendoz (KTM) Organon GroupKole King (TRI) King PerformanceJeff Lane (KTM) Lane Racing Gray Area KTMAndrew Berkley (KTM) Underground Race TeamMitchel Stein (YAM) Team MIMPaul Canale (BMW) Team OrthopedicsMike Boyce (KTM) 3D MotorsportsSource

The 2024 Suzuki GSX-8R lineup. (Suzuki/)Ups Higher-spec suspension (compared to the the GSX-8S) carries the 8R from street to track with aplomb.Full fairing provides smooth airflow over the rider’s helmet.Nearly $2,500 less than a GSX-R600.Downs Heavier than some of its competitors.Yeah, it’s a sportbike, but not as much performance as inline-four middelweights.Verdict Based on the GSX-8S middleweight streetbike, but with higher-spec suspension and a full fairing, the GSX-8R is a reasonably priced sportbike that’s far less uncompromising than Suzuki’s GSX-R race-reps. But “less uncompromising” doesn’t equal “compromised.” A rewarding ride on street and track, the 8R does justice to its famous GSX lineage. Overview Japanese manufacturers have long built affordable, sensible sportbikes to sit alongside their purebred race-replicas. It made good sense in the ‘90 and ‘00s as sportbike popularity was at an all-time high. Suzuki alone filled showrooms with fully faired also-rans like the Katana and RF lineup. Using more modest materials and components and less than full-fat engines, to some, they felt both different-than and less-than the GSX-R lineup. While they may not have inspired the same kind of unbridled passion that comes with uncompromising performance, they had a real place in the marketplace. These days, the popularity of sportbikes has significantly dwindled, which gives manufacturers the opportunity to flip the script on the category, which is exactly what Suzuki has done with the new-for-2024 GSX-8R, the fully faired version of its GSX-8S middleweight streetbike. It ditches clip-ons for bar risers, its lowish footpegs don’t lodge your heels in your glutes, its suspension is tuned for road-going braking forces and less-than-perfect road surfaces, and its torquey engine is fun without having to be bounced off the rev limiter. But rather than coming across as less than a GSX-R, it capitalizes on its manifest differences. It’s a twin, first of all, so everyday-fun can be had at everyday-rpm. Ultimately, it’s just not trying too hard to be something it’s not. Less focus means more versatility. So if you can label Suzuki’s GSX-8R as “sportbike-plus” rather than “sportbike-lite,” and approach it with an open mind, it’ll surprise you with its sport-riding and trackday capability. In the January 1994 issue of Cycle World, we said of the RF600R: “Suzuki has built a well-priced machine that shows style and intelligence, understanding that not all 600-class buyers are 17 years old and set on being the next Kevin Schwantz. It’s a good motorcycle—a very good motorcycle—that deserves an audience.” The same can be said of the new GSX-8R, but its capability also shows just how far technology has advanced in 30 years. Because if you are 17 (if only in your mind) and still want to be Kevin Schwantz, the 8R’s saddle is a legit place from which to dream. The thing can go around a track, that’s for sure. As proof, Suzuki has even homologated the GSX-8R to race in the MotoAmerica Twins Cup. Updates for 2024 The GSX-8R is all-new for 2024, but heavily based on the GSX-8S. The 8R is available in three colors: Metallic Triton Blue, Pearl Ignite Yellow, and Metallic Matte Sword Silver. Pricing and Variants The GSX-8R is available for $9,439—just $440 more than the 8S. Other than the obvious exterior differences between the 8S and the 8R, the most significant change is the suspension. The S model uses KYB units front and rear, while the R model harnesses a nonadjustable Showa SFF-BP (Separate Function Fork - Big Piston) fork with 41mm inner tubes and 5.1 inches of travel. At the rear, the 8R uses a preload-adjustable Showa shock. The 8R also ditches the naked bike’s one-piece handlebar for bars that mount to the top of the triple clamp. Competition The GSX-8R’s biggest competition is from Japan. First, Yamaha. Just as the 8R is based on a naked bike, Yamaha used its popular MT-07 as a starting point for the YZF-R7, which shares a name—and nothing else—from the ultra-trick homologation special from the ‘00s. Comparably priced at $9,199, the R7 uses a smaller-capacity 689cc parallel-twin engine paired with a slipper-assist clutch. While the R7 has the upper hand in the weight department, weighing a substantial 38 pounds less than the GSX-8R, it doesn’t have any electronic rider aids and a quickshifter doesn’t come standard. Kawasaki’s Ninja 650 is available in ABS ($8,899) and non-ABS versions ($8,299–$8,499). The Ninja 650 has a TFT dash, available ABS, and traction control, but makes do with conventional fork and lacks some of the rider aids that set the GSX-8R apart (e.g., quickshifter and ride modes). The Ninja weighs in at a claimed 421–423 pounds which, like the Yamaha, is significantly lighter than the Suzuki, but it also has a smaller-capacity engine. For $700 more than the GSX-8R, Honda’s CBR650R gets two additional cylinders. The only four-cylinder of the bunch, the CBR is also the most expensive. Like the Suzuki, it uses 41mm Showa SFF-BP (Separate Function Fork - Big Piston) units. With ABS and basic traction control, the Honda is on par with the Kawasaki in the electronics department, but lags slightly behind the Suzuki. New from Triumph, the Daytona 660 uses a proven three-cylinder engine that produces a claimed 94 hp and 51 lb.-ft. of torque—a bit more ponies and a bit less torque than the Suzuki. The Daytona is equipped with a ride-by-wire throttle and has three ride modes that adjust throttle response, traction control, and ABS. Its dash employs a small TFT display set within a larger LCD gauge that’s a useful blend of state-of-the-art and affordability. Showa SFF-BP fork and a preload-adjustable Showa rear shock, similar equipment to what the Suzuki and Honda use, are appropriately paired to the bike’s intended use. At $9,195, it’s less expensive than the Suzuki, and carries a certain cachet that comes with the Triumph badge, which some riders will prize. Aprilia’s RS 660 should be mentioned because it has friendly ergos and a parallel-twin engine like the Suzuki, Yamaha, and Kawasaki, but its higher price ($11,549–$13,499) elevates it into a different stratosphere—technically and on the road. Higher-spec components, more advanced electronics, and a more performance-oriented engine would give it an unfair advantage in this group. Lest we go too far down the rabbit hole, we’ll forgo mentioning the $15,495 Ducati SuperSport. If the letters “GSX” are of special distinction to you, the 8R should have loads of appeal. Its supersweet engine and just-right blend of capability definitely make it a front-runner in this packed category. The central LED headlights and fairing intakes share a strong family resemblance with decades of GSX-Rs. (Suzuki/)Powertrain: Engine, Transmission, and Performance The GSX-8R uses a version of Suzuki’s new 776cc parallel-twin engine that debuted on the GSX-8S naked bike and V-Strom 800DE adventure-tourer. Suzuki claims it produces 81.8 hp at 8,500 rpm and 57.5 lb.-ft. of peak torque at 6,800 rpm. The inherent advantages of the parallel-twin configuration include having fewer parts count and a more compact layout than a V-twin. Like its competitors, it uses a 270-degree crank that gives it some V-twin-like character. Suzuki should be applauded for building a silky smooth engine. Across the rev range it remains incredibly smooth; cruising in top gear at 5,000 rpm (about 75 mph), the engine transfers virtually zero vibrations to the rider through the footpegs or handlebars. The engine’s tractability and broad power make it ideal for blasting out of corners or for pulling away from stoplights. The combination of Suzuki’s Low RPM Assist System that increases engine speed a touch when pulling away from a stop, assist and slipper clutch, and tractable engine make stop-and-go traffic worry-free. In general, the engine is an example par excellence of what makes these modern parallel twins so good. Regular track riders may require higher rearsets to improve cornering clearance, but most road riders will appreciate footpeg placement that maximizes comfort. (Suzuki/)Chassis and Handling The GSX-8R’s chassis is nearly identical to the GSX-8S naked bike, but uses higher-spec suspension. While the 8S wears KYB units front and rear, the R model uses a nonadjustable Showa SFF-BP (Separate Function Fork - Big Piston) fork with 41mm inner tubes and a preload-adjustable Showa monoshock in the rear. On the road, the setup, which is far more basic than what 600 supersports use, still provides consistent damping that handles bumps well while being firm enough to keep the bike from blowing through the suspension travel when the rider is pushing on. Handling is light and predictable with good communication from the front end, like you’d expect from Suzuki. Despite weighing in at a relatively heavy 452 pounds (the Yamaha YZF-R7 is 414 pounds and the GSX-R600 is 412 pounds), the 8R is well balanced and hides its weight. It remains responsive midway through corners, and remains super stable just about everywhere, which boosts confidence on the street and track. It may not be as natural a trackday companion as a GSX-R, but the thing will do it—and for a lot less than a Gixxer. The license plate bracket carries the taillight so it will be difficult to add a tail tidy to clean up the rear end of the bike. (Suzuki/)Brakes The GSX-8R uses Nissin four-piston radial-mount calipers up front with a pair of 310mm discs, and a single-piston caliper and 240mm disc at the rear. It’s a solid package that gives good power and predictable bites. Fuel Economy and Real-World MPG We’ve yet to get fuel-mileage figures on the GSX-8R. The cockpit is pleasantly sparse. (Suzuki/)Ergonomics: Comfort and Utility Suzuki spent its time developing the 8R’s aerodynamic fairing in the wind tunnel and it shows. On the racetrack, tucked behind the bubble, the rider’s helmet isn’t buffeted by unwanted turbulence, even at triple-digit speeds. On the street, the rider is protected by a pocket of clean air that lets the rider enjoy the supersmooth engine. Unlike full-on sportbikes, the 8R’s ergos are humane and relaxed. Instead of a sportbike’s low clip-ons, the 8R’s handlebars mount to the top of the triple clamp, so even around town when there’s not enough wind to support the rider’s torso, they can still feel at ease because of the far more upright position. While the riding position is more leaned over than the 8S, it’s by no means Gixxer-like. Plus, the footpeg position is identical to the 8S, which is, well, a naked bike. If a GSX-R has the legroom of a cheap economy seat, the 8S and 8R give you room to stretch out, exit row-style. For added utility, Suzuki’s accessory catalog offers soft side cases. The TFT dash makes it easy to change ride modes. (Suzuki/)Electronics The GSX-8R has three ride modes that adjust throttle response and power delivery, and four-level traction control. ABS and a bidirectional quickshifter come standard. Ride modes aren’t lean-angle-sensitive, which is appropriate in this category. The 5-inch TFT dash is intuitive to use. It’s also equipped with LED lighting. Additional features include Suzuki’s Easy Start System and Low RPM Assist System, which increases engine speed to smooth the power delivery when leaving from a standing start or riding at low speeds. Warranty and Maintenance Coverage There’s a 12-month, unlimited-mileage, limited warranty with the option to extend to longer cover periods via Suzuki Extended Protection. Quality Suzuki is known for building reliable motorcycles and the 8S is no exception. Fit and finish is typical Suzuki, which is to say, function is prized over form. No complaints here. 2024 Suzuki GSX-8R Specs MSRP: $9,439 Engine: DOHC, liquid-cooled, four-stroke parallel twin; 4 valves/cyl. Displacement: 776cc Bore x Stroke: 84.0 x 70.0mm Compression Ratio: 12.8:1 Transmission/Final Drive: 6-speed constant mesh/chain Claimed Horsepower: 81.8 hp @ 8,500 rpm Claimed Torque: 57.5 lb.-ft. @ 6,800 rpm Fuel System: Electronic fuel injection w/ 42mm throttle bodies, ride-by-wire Clutch: Wet, multiplate; cable actuation Frame: Steel tube w/ bolt-on trellis subframe Front Suspension: 41mm Showa SFF-BP inverted fork; 5.1 in. travel Rear Suspension: Showa monoshock, preload adjustable; 5.1 in. travel Front Brake: Nissin radial-mount 4-piston calipers, 310mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum alloy; 17 x 3.5 in./17 x 5.5 in. Tires, Front/Rear: Dunlop Roadsport 2; 120/70-17 / 180/55-17 Rake/Trail: 25.0°/4.1in. Wheelbase: 57.7 in. Ground Clearance: 5.7 in. Seat Height: 31.9 in. Fuel Capacity: 3.7 gal. Claimed Wet Weight: 452 lb. Contact: suzukicycles.com Source

The 2024 Royal Enfield INT 650. (Royal Enfield/)Ups A faithfully interpreted retro without frills.The most affordable twin-cylinder modern retro on the market.Solid handling and engaging engine appeal to novice and experienced riders alike.New for 2024, the blacked-out models come with cast wheels that accommodate tubeless tires.Downs At 478 pounds (claimed), it’s not super light.Verdict The INT 650 is the modern incarnation of Royal Enfield’s long-lost Interceptor. The air-and-oil-cooled parallel twin has a 270-degree crank and a secondary counterbalancer, decent brakes, and a solid chassis. For an affordable price, riders can romanticize a simpler time without having to experience the downsides of the real thing. Overview “The Enfield trademark, whether it is applied to firearms or the motorcycles with which most of us are familiar, has always been associated with machinery that scores well in the test of time. Whatever else has been said about Enfield products, they have gained a reputation for being made to last; or, as the boys in the back of the shop used to say about the Enfield motorcycle, ‘It’s not much for speed, but it sure is hell for strong.’ However, over the past few years the situation has been changing and now, with the introduction of Enfield’s 3/4-liter Interceptor, the trademark is being carried by a machine that is just as fast as it is strong—and that really says a lot.” You’d be forgiven for thinking that commendation was in regard to the 2024 Royal Enfield INT 650. After all, Royal Enfield’s parallel twin scores well in the test of time, represents a change in the company’s trajectory, and is just as fast as it is strong—at least when compared to single-cylinder Enfields. Yet when the above excerpt appeared in the pages of Cycle World, it was not upon the modern twin’s reintroduction to the market in 2019, but way back in September of 1962. History has a funny way of repeating itself, though not without adding the odd twist here and there. By the time Royal Enfield brought back its middleweight parallel twin, the Interceptor name had been long adopted—and trademarked—by Honda for its V-4-powered VF and VFR series motorcycles. Accordingly, the bike that once was a Royal Enfield Interceptor was reborn the INT 650 in the US. It’s marketed as “Interceptor 650″ in the rest of the world. In reviving the motorcycle formerly known as the Interceptor, Royal Enfield took considerable risk. Outside its home market, Royal Enfield’s small-displacement singles sort of flew under the radar despite possessing a measure of renown in enthusiast circles. The 648cc twin platform, on the other hand, raised expectations, entering the brand into a competitive category it hadn’t occupied since the original Interceptor’s decline and the transference of ownership across continents. Classic good looks and approachable performance are characteristics that put the INT 650 in good company. But Royal Enfield didn’t build a retro clone; it built a Royal Enfield. With an air-and-oil-cooled engine, “Made Like a Gun” sturdiness, and an air of simplicity, the INT 650 puts its own spin on universal appeal. With an affordable price tag, it’s practically in a league of its own. With a best-in-the-business three-year, unlimited-mileage warranty, owners can be confident that, as we said in 1962, it’s “just as fast as it is strong—and that really says a lot.” Updates for 2024 For 2024, the INT 650 gets its first update, receiving aluminum switch gear housings, LED lighting, adjustable clutch and front brake levers, Ceat tires, and seats with revised foam-mesh padding. New blacked-out models give customers more styling choices and, more importantly, use cast wheels that accommodate tubeless tires. Pricing and Variants The 2024 INT 650 starts at $6,149 for Canyon Red and Cali Green color schemes, which feature single-color tanks and chrome finishing. For $200 extra, the Black Pearl and Sunset Strip color options feature multicolor tanks. For $6,849, Black Ray and Barcelona Blue get multicolor tanks and blacked-out finishes on the engine and exhaust. They also come with cast wheels and tubeless tires. The Continental GT ($6,349–$7,149) shares the same frame, suspension, engine, and braking components, but is recast with cafe racer styling and more tucked-in ergonomics. Competition While the motorcycle world is rife with classically styled twins, none are so affordable as the INT 650. If it were 1962, one would be inclined to compare the Enfield to a Triumph, but in 2024, even Triumph’s most affordable modern classic twin, the Speed Twin 900, is in a whole other ballgame on practically every level. Only Triumph’s Speed 400 (from $4,995) and Scrambler 400 X (from $5,595)—also built in India—are priced in the same region, but they’re powered by single-cylinder engines. Looking to Japan, the Honda SCL500 (starting at $6,799) has a 471cc parallel twin and scrambler-inspired styling. Compared to the Royal Enfield it’s a far less accurate interpretation of the classic genre—no surprise, considering it’s based around the Rebel 500 platform. It also has a smaller-capacity engine. The same can be said of the Kawasaki Eliminator ($6,649). The price may be right, but its modern cruiser styling and 451cc engine veer from the INT 650′s straightforward retro vibe and period-correct displacement. Kawasaki’s W800 definitely has the right look and feel. Its 773cc air-cooled engine even has a bevel-driven camshaft, for extra mechanical style points. But at $10,399, the W800 is $4,250 more expensive than the base INT 650. The Enfield’s retro style, 648cc parallel-twin engine, and low price tag consolidate its place in the market—and in the hearts of owners. For 2024, the blacked-out models feature cast-aluminum wheels that accommodate tubeless tires. (Royal Enfield/)Powertrain: Engine, Transmission, and Performance The INT 650 has a 648cc air-and-oil-cooled engine that produces a claimed 46.8 hp at 7,250 rpm and 38.6 lb.-ft. of torque at 5,150 rpm. Those modest numbers don’t truly depict what the INT is like to ride in the real world. There’s plenty of low-end and midrange power to propel the bike through busy traffic or down a twisting canyon road, and it’ll cruise at 80 mph on the highway without being overly taxed. It revs surprisingly quickly too. With a broad spread of torque, riders can change gears wherever in the rpm range they want to without sacrificing too much shove. The engine’s 270-degree crank layout and secondary counterbalancer keep vibrations at a minimum, ensuring the 1960s parallel-twin experience isn’t so authentic as to be miserable by modern standards. An intuitive clutch, solid gearbox action, and smooth throttle response thanks to sorted fuel injection show just how much care Royal Enfield engineers invested in its flagship twin. While there are plenty of more powerful bikes of similar engine size out there, outright power wasn’t Royal Enfield’s top priority. Two-toned paint, spoked wheels, and cooling fins: a classic combo. (Royal Enfield/)Chassis and Handling The INT 650 uses a steel double-downtube cradle frame developed with renowned British frame specialists Harris Performance (purchased by Royal Enfield in 2015). Weighing a claimed 478 pounds, the INT 650 is no lightweight, but it carries itself well. Steering geometry figures are a very sporty 24-degree rake and 106mm (4.2 inches) of trail, resulting in responsive yet neutral handling. Its 18-inch wheels look right without adversely affecting handling. Nonadjustable 41mm conventional fork and twin coilover/reservoir-equipped shocks handle suspension duties, and while settings are on the softer side, the INT 650 stays composed even when ridden at a pace that 99 percent of riders will likely never approach. The INT has a bit less ground clearance than the Continental GT due to lower peg placement, but the peg feelers touch down to warn you that the limit is approaching. The centerstand is blissfully tucked away so as not to touch down during at-the-limit cornering. Does the 1970s-inspired paint work with the ’60s design? (Royal Enfield/)Brakes The INT 650 runs a single 320mm disc up front with a two-piston floating ByBre caliper, and a single 240mm disc and single-piston floating ByBre caliper in the rear. Bosch ABS comes standard. The braking setup has enough power and feel to keep experienced riders content. At the same time, initial engagement is friendly for less experienced riders. Fuel Economy and Real-World MPG Royal Enfield claims the INT 650 achieves 55.8 mpg. The new seat has revised foam-mesh padding. (Royal Enfield/)Ergonomics: Comfort and Utility The updated INT 650 seat is more plush than the seat on the first version. The bench-style seat and upright ergos hearken back to the do-it-all motorcycles of the ‘60s and ‘70s. There’s plenty of space to get situated in the saddle and there’s decent legroom to boot. Traditional chromed engine is more true to the spirit of the original. (Royal Enfield/)Electronics The INT 650 has ABS, but is devoid of any other type of rider aid. An LED headlight is a nice addition to the 2024 model update. Despite its analog looks, the INT 650 has electronic fuel injection for modern convenience (and to meet emissions standards). Warranty and Maintenance Coverage The INT 650 has a three-year, unlimited-mileage warranty. By contrast, most manufacturers offer a two-year warranty for streetbikes. Quality The INT 650′s 478-pound weight alludes to the sturdiness of its construction. While components don’t have the quality finish of higher-priced motorcycles, given the price, the INT feels nicely put together. 2024 Royal Enfield INT 650 Specs MSRP: $6,149–$6,849 Engine: SOHC, air/oil-cooled parallel twin; 4 valves/cyl. Displacement: 648cc Bore x Stroke: 78.0 x 67.8mm Compression Ratio: 9.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 46.8 hp at 7,250 rpm Claimed Torque: 38.6 lb.-ft. of torque at 5,150 rpm Fuel System: Electronic fuel injection Clutch: Wet, multiplate slipper; cable actuation Engine Management/Ignition: Electronic ignition Frame: Tubular mild-steel double cradle Front Suspension: 41mm conventional damping rod fork; 4.3 in. travel Rear Suspension: Twin coilover shocks, preload adjustable; 3.5 in. travel Front Brake: 2-piston floating caliper, 320mm disc w/ ABS Rear Brake: 1-piston floating caliper, 240mm disc w/ ABS Wheels, Front/Rear: 7-spoke cast alloy or spoked aluminum; 18 x 2.5 in. / 18 x 3.5 in. Tires, Front/Rear: 100/90-18 / 130/70R-18 Rake/Trail: 24.0°/4.2 in. Wheelbase: 55.0 in. Ground Clearance: 6.9 in. Seat Height: 31.7 in. Fuel Capacity: 3.6 gal. Claimed Wet Weight: 478 lb. Contact: royalenfield.com Source

The Moto Guzzi Open House returns, together with the Città della Moto Guzzi rally (Moto Guzzi/)Moto Guzzi Press Release: BETWEEN 12TH TO 15TH SEPTEMBER IN MANDELLO DEL LARIO, MOTO GUZZI FANS WILL COME TOGETHER FROM ALL OVER THE WORLD AT THIS HIGHLY-ANTICIPATED EVENT WHICH CELEBRATES THE LOVE FOR THIS UNIQUE BRAND THE MOTO GUZZI INTERNATIONAL RALLY IN THE CITY OF MOTO GUZZI IS SET TO BEGIN ON THURSDAY 12 SEPTEMBER, WITH A FULL PROGRAMME OF EVENTS: FROM THE DISPLAYS OF HISTORICAL BIKES TO THE EAGLE MARKET AND THE TRIPS, EXHIBITIONS, ART, PARTIES AND OF COURSE, PLENTY OF MUSIC! THE MOTO GUZZI OPEN HOUSE EVENT, WHICH RUNS FROM FRIDAY 13 SEPTEMBER, PRESENTS A PROGRAMME OF ENTERTAINMENT AND CELEBRATIONS BOTH INSIDE AND OUTSIDE THE WALLS OF THE HISTORIC FACTORY, WITH MUSIC, SPECIAL GUESTS, SHOPPING AND TEST RIDES ON ALL MODELS WHILST WORK IS UNDERWAY ON THE MAJOR PROJECT TO FULLY RENOVATE THE FACTORY, THE MOTO GUZZI MUSEUM, WITH ITS MOTORBIKES AND HISTORY, WILL BE READY TO WELCOME FANS. From 12 to 15 September, Mandello del Lario once again opens its doors to Moto Guzzi fans and motorbike enthusiasts from all over the globe.And as ever, it looks set to be an incredible late-summer weekend with the colours and landscapes of the eastern shore of Lake Como, brimming with friendship, new encounters, stories of adventures and many, many Moto Guzzi bikes. All this will take place in the birthplace of Moto Guzzi, where the brand has been manufacturing its extraordinary motorbikes for more than a hundred years. The celebrations will kick off on Thursday 12th of September, when the full programme of the Motoraduno Internazionale Città della Moto Guzzi will begin.On the 13th, the Moto Guzzi Museum will welcome visitors to the 2024 edition of its Open House event, with thousands of guests expected. The historic factory in Via Parodi is being fully renovated as part of a revolutionary project, and the works in progress will continue over the next few months, before reopening in Mandello as an ultra-modern facility which will be the production site of the Moto Guzzi bikes of the future, as well as a new environment with open spaces for public use. It will also serve as a community hub and a special destination for motorbike fans from all over the world. As part of this year’s edition of the Open House, the Moto Guzzi Museum, with its priceless collection of more than 150 historic Moto Guzzi from every era, will welcome visitors. As ever, the MOTO GUZZI OPEN HOUSE event will place passion for motorbikes at the heart of the celebrations, and as such, free test rides of motorbikes from the Moto Guzzi range will be available to visitors. On the breathtaking trails that wind along the side of the lake, fans will be able to get to grips with the classic V7 and V85 or the V100 and Stelvio bikes, powered by the new liquid-cooled, one-litre “Compact Block” engine.The Moto Guzzi shop presents the perfect opportunity for splashing out on a shopping spree, with a host of branded merchandising and accessories. The MOTORADUNO CITTÀ DELLA MOTO GUZZI programme is full of exciting events, and as ever, will involve the entire town of Mandello del Lario, as it gets ready to welcome Moto Guzzi fans from all over the world to a weekend overflowing with excitement and events. It all begins in Piazza Leonardo da Vinci, which - with its monument to Carlo Guzzi - will be the site for the Exhibition of Historical Motorcycles, featuring racing models from the eagle brand’s glorious sporting history, surrounded by a host of other incredible mass-produced or specially-tuned motorbikes.This special exhibition will also feature artist Antonio Ligabue’s very own Moto Guzzi. Thanks to the Casa Museo in Gualtieri, the Square Art Centre in Via Volta will be exhibiting the GTV 500 of the famous painter, who was such a fan of Moto Guzzi that he owned a grand total of sixteen bikes!Remaining on the subject of Ligabue, on Friday 13th of September, the biographical film “Volevo Nascondermi”, dedicated to the artist and presented by the managers of the Casa Museo, will be held at the Fabrizio De André municipal theatre.110 kilometres, more than 300 bends, 2 museums and a restaurant: for anyone who doesn’t want to miss out on a trip in the enchanting lakeside surroundings, the Gruppo Amici di Maggiana (GAMAG) will lead a museum tour on Thursday 12th of September, travelling between Mandello, Menaggio, Pianello del Lario and Piona to enjoy the stunning nature and visit 2 museums. For more info: museotorremaggiana@gmail.com. Moto Guzzi riders have always had the nerve to embark on crazy rides on their bikes, and for them, there is no bridge too far: Mongolia, Kyrgyzstan, Iran, Russia, Kazakhstan, Sudan, Japan...they will be on hand to tell the tales of their adventures and answer any questions at the “Le vie del Naco” stand in Piazza Garibaldi.Elsewhere, the Eagle Market dedicated to Moto Guzzi motorbikes and related spare parts will be back by popular demand this year. The multifunctional space at the Lido will play host to the gallery of works and drawings dedicated to Moto Guzzi by the great artist Ettore Gambioli, who also created the monument to Carlo Guzzi and that dedicated to Giorgio Parodi: an unmissable collection of lights, colours and portraits of our favourite bikes. The Automotoclub Storico Italiano (ASI) will also be in attendance at the rally in an official capacity with a dedicated stand, located in the car park near the Moto Guzzi factory: here, visitors will be able to find gadgets and information for vintage restorations as well as any other kind of advice they may need.A major exhibition of Moto Guzzi motorbikes will also be held at the San Lorenzo Oratory. The passion for Moto Guzzi has always also touched the forces of law and order too: as such, the Moena Police Alpine Training Centre and the Padua Police Force will be at the event in Via Manzoni, giving guests the opportunity to admire one of the most unusual vehicles to emerge from the Mandello factory up close: the 3x3 Mulo Meccanico, with two V7 Police side-cars.This year once again, there will also be a test track for children in order to teach the smallest visitors how to use electric mini-bikes; an initiative created by the Associazione Bimbi in Moto, which has attended the rally since 2019.Piazza Italia will be the backdrop for the fascinating Fashion and Motorbikes event, with the girls from the Polisportiva hitting the catwalk in stunning wedding dresses, with the Moto Guzzi bike from the same year at their side. During the days of the rally, the Associazione Gruppo Amici di Maggiana is kindly providing the opportunity for guests to visit the famous Maggiana Tower - which dates back to the 12th century and where Barbarossa took refreshment - as well as enjoying its museum and the marvellous view of the surroundings.The grand party at the Motoraduno Internazionale Città della Moto Guzzi is always accompanied by superb live music: on the Thursday, Friday and Saturday evenings, the tunes will be pumping out from the stage in Piazza Garibaldi - try sitting still when you hear that rock’n’roll! The Committee’s website (www.motoradunomandello.com) will be updated with set lists for the three evenings of live music.The Via Medaglie Olimpiche will be home to the stands of the best Moto Guzzi tuners and customisers, with a number of real gems on display, including whole motorbikes and special parts: no true Moto Guzzi fan should miss it! And finally, one of the most beloved and eagerly-awaited events returns once more - the Motoraduno Lottery will offer a series of exceptional prizes, including the most coveted of all - a fabulous Moto Guzzi V7 Stone in exclusive colours, dedicated to the event. Second place will win a four-day Mediterranean mini-cruise. Meanwhile, third place will take home a Moto Guzzi leather jacket, fourth a Moto Guzzi V85TT helmet and the fifth a Moto Guzzi leather top case. Source

The GSX-8S is a stylish and modern entry into the midsize naked-bike category. (Suzuki/)Ups First new Suzuki engine in yearsEngine and chassis designed in synchronyBidirectional quickshifter standardDecent, name-brand suspension and brakesDowns Angular looks don’t appeal to allPower figure won’t win many boasting matchesStrong competition from rivals in this part of the marketParallel-twin engines tend to lack the visceral appeal of V-twins or inline-foursVerdict No company’s range seems complete without a midsize, twin-cylinder naked bike that fulfills the essential idea of a motorcycle without being pigeonholed into subgenre. For Suzuki that machine is the GSX-8S, a technological quantum leap forward compared to the SV650 and GSX-S750 that have long filled the space. Strong styling and high equipment levels allied to a clean-sheet design for the engine and chassis make it one of the most anticipated Suzukis in years. The GSX-8S is available in three color options: white with blue wheels and subframe (seen here), blue with blue wheels and subframe, and all black. (Suzuki/)Overview In 1999 Suzuki shook up the establishment with the SV650; a true do-anything bike that was simultaneously capable, fun, and incredibly affordable. It could commute or cross continents and was as happy on track as on tour. The GSX-8S looks to build on that success, as the modern-day naked for the next generation of Suzuki riders. Suzuki is undoubtedly proud of the GSX-8S and the careful steps engineers took to ensure that the bike would appeal to a wide range of riders, regardless of age or experience. Performance is important, but so too is balance, and in the GSX-8S, Suzuki aimed to find the middle ground between engine and suspension performance, ergonomics, and features. An aggressive, mass-forward look falls in line with Suzuki’s new-generation styling concept, while a modest, but full-featured electronic rider-aid suite includes all the technology you’ll need in a bike aimed at everything from daily commutes to weekend trips to your favorite canyon roads. While the GSX-8S has a longer-than-expected wheelbase, chassis geometry was adjusted to ensure nimble handling. (Suzuki/)Updates for 2023 Entirely new for 2023, the GSX-8S is one of two bikes (the other is the V-Strom 800DE) debuting Suzuki’s 82 hp, 776cc parallel-twin engine, which is expected to become a mainstay across multiple models for many years to come. The chassis is a new design as well, while Suzuki has turned to notable suppliers for suspension and brakes. Pricing and Variants Just one version of the GSX-8S is available, so your choices are simply between three color options: white with blue wheels and subframe, blue with blue wheels and subframe, and all black. Suzuki does offer a whole range of accessories to tailor the bike to personal taste. The GSX-8S has one of the boldest designs of any Suzuki released in recent years. (Suzuki/)Competition There’s no shortage of competition in this part of the market, although few bikes exactly match the GSX-8S’s mix of power, torque, and weight. Slightly below it, there are machines like the Yamaha MT-07 ($8,199), Suzuki’s own SV650 ($7,849), and the Kawasaki Z650 ($7,749). The Honda CB650R ($9,399), Triumph Trident 660 ($8,595), and Aprilia Tuono 660 ($10,499) are all worthy contenders, as is KTM’s 790 Duke ($9,199). The Ducati Monster Plus ($12,995) is much more expensive, but another example of a great naked bike that’s loads of fun around town. Distinctive short muffler is used, with an exhaust note that’s intended to bring some personality to the all-new parallel twin. (Suzuki/)Powertrain: Engine, Transmission, and Performance Suzuki took its time to develop the GSX-8S’s engine. It features some now familiar ideas—a 270-degree crankshaft, for instance, to give a V-twin-style throb—and some more novel ones including a patented dual balancer shaft setup to limit vibes. The 84mm bore and 70mm stroke are pretty moderate, particularly compared to Honda’s recently announced (but not yet available) Hornet (87 x 63.5mm) and KTM’s 790 Duke (88 x 65.7mm). This contributes to a strong 57.5 lb.-ft. of torque that peaks at 6,800 rpm, but it hits nearly that number several thousand rpm lower. The 82 hp power peak arrives at 8,500 rpm. The GSX-8S features all the tech you’d expect in 2023, including ride-by-wire throttles that allow multiple modes and torque maps. Uneven-length intakes in an underseat airbox boost torque, while the engine breathes out via an under-belly exhaust. The six-speed transmission is fitted with a bidirectional quickshifter, with rev-matching auto-blipper, and assist-and-slipper clutch as standard. KYB fork uses dedicated suspension settings, but is nonadjustable. (Suzuki/)Chassis/Handling Like the engine, the GSX-8S’s frame is an all-new design, but one that doesn’t set out to rewrite the rulebook. Two steel upper rails run above the engine, with a trellis-style section of chassis between the headstock and the upper engine mounts, and a pressed and welded steel section behind the motor to hold the aluminum swingarm. At the back, the tubular steel subframe is a bolt-on design. The wheelbase is longer than you might expect, at 57.7 inches, and the 25-degree rake suggests a moderate balance between agility and stability. KYB provides the nonadjustable USD fork and the rear monoshock. The cast alloy wheels are 17-inchers, with a surprisingly wide 180-section rear—substantially broader than the 160-section used on the more powerful Honda CB750 Hornet—to give a muscular look. The seat height is a modest 31.9 inches. Nissin brakes are used front and rear, with four-piston front caliper biting on 310mm discs. (Suzuki/)Brakes Radial Nissin four-pot calipers on the front clamp a pair of 310mm discs, with the usual single-piston sliding caliper at the rear on a smaller 240mm rotor. ABS comes standard. Fuel Economy and Real-World MPG Suzuki’s claimed economy figures, tested under WMTC conditions, are 56 mpg (US). With a 3.7-gallon tank that suggests a range of 207 miles is theoretically possible. Ergonomics: Comfort and Utility The parallel-twin engine isn’t just simpler and more compact than a V-twin, it also helps improve the riding position, allowing the rider to sit further forward. A wide and relatively tall bar is paired to low pegs mounted almost directly beneath the seat for a riding position that’s both comfortable and gives plenty of control. Accessories including a small screen, soft luggage, and heated grips should all help boost the GSX-8S’s longer-range prospects. A 5-inch TFT display offers a look at important information. The GSX-8S has three ride modes, and three traction control settings, plus off. (Suzuki/)Electronics Three riding modes are on offer—A, B, and C (for “Active,” “Basic,” and “Comfort”)—each with a different throttle map to alter the power delivery. There’s also a trio of traction control settings with different levels of intervention, and standard ABS, although these systems don’t have the IMU needed to make them lean-angle sensitive. There’s full LED lighting, as you’d expect in 2023, and a 5-inch, color TFT dash with a choice of modes. Additional technologies include Suzuki’s Easy Start System and Low RPM Assist System, which increases engine speed to smooth the power delivery when leaving from a standing start or riding at low speeds. As previously mentioned, a bidirectional quickshifter comes standard. Warranty and Maintenance Coverage There’s a 12-month, unlimited-mileage, limited warranty with the option to extend to longer cover periods via Suzuki Extended Protection. 2023 Suzuki GSX-8S Claimed Specs MSRP: $8,849 Engine: DOHC, 776cc, liquid-cooled parallel twin, 4 valves/cyl. Bore x Stroke: 84.0mm x 70.0mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/ 42mm throttle bodies Clutch: Wet, multiple disc Engine Management/Ignition: Ride-by-wire with multiple modes Frame: Steel tube frame with bolt-on trellis subframe Front Suspension: KYB inverted fork; 5.1 in. travel Rear Suspension: KYB shock, preload adjustable Front Brake: Nissin radial-mount 4-piston calipers, 310mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast-aluminum alloy; 17 in./17 in. Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: 25.0°/4.1 in. Wheelbase: 57.7 in. Ground Clearance: 5.7 in. Seat Height: 31.9 in. Fuel Capacity: 3.7 gal. Wet Weight: 445 lb. Contact: suzukicycles.com Source

MotoAmerica Press Release: How To Watch MotoAmerica Superbikes at Ridge Motorsports Park (MotoAmerica/)Source