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2024 KTM 1290 Super Adventure S. (KTM/) Overview Don’t underestimate the capabilities of the KTM 1290 Super Adventure S off highway, but this variation of KTM’s “large-capacity extreme adventure” model offers quite a few high-tech features that make it a much better touring machine than its “R” sibling. Features that are specific to the S model start with the WP Semi-Active Technology (SAT) suspension with electronically controlled damping, and if you add Suspension Pro, the preload adjustments can be individually made manually or automatically. Suspension travel measures 7.9 inches at each end compared to the R’s 8.7 inches. Touring amenities like the taller and adjustable windscreen (with 2.1 inches of range), a lower seat height (33.3 to 34 inches), radar-enabled Adaptive Cruise Control, and less aggressive tires all improve highway riding comfort. The same 1,301cc 75-degree LC8 V-twin powers the S, cranking out a claimed 160 hp and 102 lb.-ft. of torque. A crankshaft with low reciprocating weight gives it a free-revving nature, while huge, lightweight 108mm forged-aluminum pistons (with 71mm of stroke) were designed to rev. The cylinder heads feature double overhead cams with four valves per jug, and DLC-coated cam followers for max efficacy and reduced friction. The heads have twin plugs to ensure maximum burn and optimize combustion. Electronic fuel injection feeds the cylinders with a pair of 52mm throttle bodies, while an exhaust system with a pair of catalyzers not only maximizes flow, but meets the latest emissions limits. A suite of rider aids is shared between the S and the R. There are modes for every type of riding, lean-sensitive ABS and Motorcycle Traction Control, and an Offroad ride mode, Off-road traction control, and Off-road ABS. Or splurge and get the Tech Pack, which adds all of the optional add-ons including: the Rally Pack (Rally Mode, MTC Spin Adjuster, Engine Map Selection), Quickshifter+, Suspension Pro, Hill Hold Control, and Motor Slip Regulation. Many of the options can be added à la carte. The aforementioned cruise control, a tire pressure monitoring system, keyless operation, and a large 7-inch TFT interface are other electronic highlights. The frame is chromoly-steel trellis design mated to a die-cast aluminum swingarm. Wheels are tubeless spoked aluminum rims in 19-inch front and 17-inch rear sizes. One of the biggest differences between the R and the S is the semi-active suspension. The damping settings are tied to the modes and other electronic choices the rider has made. For instance, if you’re in Sport mode versus Offroad, the damping will be dramatically different. Order up the Suspension Pro and you can tailor the suspension to your liking. High-end Brembo brakes front and rear are mated to the advanced ABS and will get the 1290 slowed down from triple-digit speeds on any surface without fanfare. 2024 KTM 1290 Super Adventure S. (KTM/) Pricing and Variants The 2024 KTM 1290 Super Adventure S starts at $20,999, while there are various tiers of electronic rider-aid upgrades available. 2024 KTM 1290 Super Adventure S. (KTM/) Competition <a href="https://www.cycleworld.com/motorcycle-news/new-bmw-r-1300-gs-adventure-bike-announced/"><b>BMW R 1300 GS, $18,895</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/ducati-multistrada-v4-s-grand-tour-first-ride-review/"><b>Ducati Multistrada V4 S Grand Tour, $28,395</b></a> <a href="https://www.cycleworld.com/bikes/triumph-tiger-1200-rally-and-gt-explorer-first-look/"><b>Triumph 1200 GT Explorer, starting at $23,795</b></a> <a href="https://www.cycleworld.com/harley-davidson/pan-america-1250-special/"><b>Harley-Davidson Pan America 1250 Special, $19,999</b></a> <a href="https://www.cycleworld.com/honda/africa-twin-adventure-sport-es/"><b>Honda Africa Twin Adventure Sports ES, $17,599</b></a> <a href="https://www.cycleworld.com/suzuki-v-strom-1050/"><b>Suzuki V-Strom 1050, $15,299</b></a> News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/open-class-adventure-bikes-comparison-test-2022/"><b>Open-class Adventure Comparison</b></a> 2024 KTM 1290 Super Adventure S Claimed Specs MSRP: $20,999 Engine: DOHC, liquid-cooled LC8 V-twin; 4-valve Displacement: 1,301cc Bore x Stroke: 108.0 x 71.0mm Compression Ratio: 13.1:1 Transmission/Final Drive: 6-speed/chain Fuel System: Electronic fuel injection w/ 52mm throttle bodies; ride-by-wire Clutch: Wet, multiplate PASC slipper; hydraulic actuation Frame: Chromoly steel trellis Front Suspension: 48mm WP, electronically adjustable semi-active damping; 7.9 in. travel Rear Suspension: Piggyback WP monoshock, electronically adjustable semi-active compression and rebound damping, automatic electronic preload, optional Adjustable Ride Height; 7.9 in. travel Front Brake: 4-piston radial-mount Brembo calipers, dual 320mm discs w/ ABS Rear Brake: 2-piston Brembo caliper, 267mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 x 3.50 in. / 17 x 5.00 in. Tires, Front/Rear: 120/70-19 / 170/60-17 Rake/Trail: 24.7°/NA Wheelbase: 61.3 in. Ground Clearance: 8.8 in. Seat Height: 33.4 to 34.2 in. Fuel Capacity: 6.1 gal. Wet Weight (w/o fuel): 500 lb. Contact: ktm.com View the full article

2024 Kawasaki Ninja 650. (Kawasaki/) Overview Kawasaki’s Ninja 650 offers the look of a traditional supersport, but with the practicality of a parallel twin and neutral ergonomics. A balance between performance and functionality, the Ninja 650 is capable of carving up a mountain pass or spinning laps at the track, but is equally enjoyable commuting to work. The 2024 Kawasaki Ninja 650 features a 649cc liquid-cooled parallel twin with dual 36mm Keihin throttle bodies, a six-speed transmission, and a slipper/assist clutch. Rider aids are limited to ABS and switchable traction control, which can be adjusted via the 4.3-inch color TFT display. The Ninja 650′s sporty styling is inspired by the track-focused Ninja ZX-6R. Chassis components consist of a high-tensile steel trellis frame, a nonadjustable 41mm telescopic fork, and a spring-preload adjustable shock. The braking system features dual twin-piston calipers with 300mm rotors up front, and a single-piston caliper with a 220mm disc at the rear. Wheel sizes are 17 inches and the tire dimensions are 120/70-17 front and 160/60-17 rear. Updates to the 649cc mill in 2017 aimed to increase low-end and midrange power. Qualities suitable for a street-going sportbike rather than a high-revving trackday weapon. Handling characteristics are sporty enough for spirited riding, but the Ninja 650 isn’t so committed that the ride quality suffers during casual commuter miles. 2024 Kawasaki Ninja 650 KRT Edition ABS. (Kawasaki/) Pricing and Variants The 2024 Kawasaki Ninja 650 is available in Metallic Matte Graphenesteel Gray/Ebony (non-ABS only) for $8,299. Kawasaki also offers the Ninja 650 in Metallic Matte Dark Gray/Metallic Spark Black/Metallic Flat Spark Black or Metallic Matte Covert Green/Metallic Spark Black/Pearl Sand Khaki for $8,499 (non-ABS) or $8,899 (ABS). And for those who want race-inspired graphics, Kawasaki offers the Ninja 650 KRT Edition ABS for $8,899. 2024 Kawasaki Ninja 650. (Kawasaki/) Competition <a href="https://www.cycleworld.com/motorcycle-reviews/suzuki-gsx-8r-first-ride/"><b>Suzuki GSX-8R, $9,439</b></a> <a href="https://www.cycleworld.com/yamaha/yzf-r7/"><b>Yamaha YZF-R7, $9,199</b></a> <a href="https://www.cycleworld.com/honda/cbr650r/"><b>Honda CBR650R, $9,899</b></a> <a href="https://www.cycleworld.com/triumph/daytona-660/"><b>Triumph Daytona 660, $9,195</b></a> News and Reviews <a href="https://www.cycleworld.com/sport-rider/2017-kawasaki-ninja-650-ride-review/"><b>2017 Kawasaki Ninja 650 Ride Review</b></a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/kawasaki-ninja-650/"><b>2020 Kawasaki Ninja 650 First Ride</b></a> <a href="https://www.cycleworld.com/2017-kawasaki-ninja-650-sportbike-motorcycle-review/"><b>2017 Kawasaki Ninja 650 - First Ride Review</b></a> 2024 Kawasaki Ninja 650 Claimed Specs MSRP: $8,299 / $8,499–$8,899 (ABS) Engine: DOHC, liquid-cooled, 4-stroke parallel twin Displacement: 649cc Bore x Stroke: 83.0 x 60.0mm Compression Ratio: 10.8:1 Transmission/Final Drive: 6-speed/chain Fuel System: DFI w/ dual 36mm Keihin throttle bodies; ride-by-wire Clutch: Wet, multiplate; cable operation Frame: High-tensile steel trellis Front Suspension: 41mm hydraulic telescopic fork; 4.9 in. travel Rear Suspension: Horizontal back-link shock, preload adjustable; 5.1 in. travel Front Brake: 2-piston calipers, 300mm discs (w/ ABS) Rear Brake: 1-piston caliper, 220mm disc (w/ ABS) Wheels, Front/Rear: Cast spoked; 17 in./17 in. Tires, Front/Rear: 120/70-17 / 160/60-17 Rake/Trail: 24.0°/3.9 in. Wheelbase: 55.5 in. Ground Clearance: 5.1 in. Seat Height: 31.1 in. Fuel Capacity: 4.0 gal. Wet Weight: 421 lb. / 423 lb. (ABS) Contact: kawasaki.com View the full article

The KTM Super Duke GT sport-tourer is based on the ridiculously entertaining 1290 Super Duke R EVO, but features amenities needed for longer-distance touring. (KTM/) Ups One part flashy hyper-naked, one part touring bike Two words: “Supermoto mode.” On a sport-touring bike? It could only be a KTM. The LC8 engine is one of the last great performance V-twins Downs Only 11 pounds lighter than the 1290 Super Adventure R (sans fuel). Really? Side cases are sold separately Won’t win any awards for its looks Verdict The KTM Super Duke GT is a sport-touring motorcycle based on one of modern motorcycling’s most notorious hyper-nakeds, the Super Duke R. For riders looking for superlative wheel-lofting performance with a side of practicality, the SD GT is hard to beat. It’s a well-equipped daily ride, a stripped-down tourer, and a tire-smoking goon in one goofy orange package. For proof of what makes KTM great, look no further. The Super Duke GT gets KTM’s GT-only graphics and paint, and no shortage of aggressive styling cues. This is a bike that’s not afraid to stand out. (KTM/) Overview What kind of bike do you want to ride in the country’s best twisties? Is it the same bike you want to ride on a multiday journey to get there? It’s the classic have-your-cake-and-eat-it-too conundrum, and one of motorcycling’s great barroom debates: is there a perfect compromise between performance, comfort, and utility? If the motorcycle you envision is a no-compromise performance machine that produces a gazillion horsepower, sports the latest rider aids, and has enough creature comforts to get you wherever you’re going, the Super Duke GT may be for you. Based around the hellacious 1290 Super Duke R, the Super Duke GT makes big touring and adventure bikes look excessive and ponderous. It takes the “everything you need and nothing you don’t” philosophy and shines it through an orange lens. Is that 160-odd hp at the rear wheel? Check. Cruise control, heated grips, nine-way-adjustable windscreen? Check. Electronic semi-active WP suspension, rider aids galore, and a proven trellis frame? Check. While the world goes mad for 21-inch wheels and knobby tires, the Super Duke GT’s classic sport-sized 17-inch wheels reaffirm the virtues of a proper sport-tourer. In all, it certainly seems like the folks at KTM have the same conversation about the performance and comfort spectrum at the local beer hall as the rest of us. In fact, they may have even been in their cups when they made it look like that. Whatever that is. A praying mantis in a chef’s toque? No matter; there’s no need for looks to kill when you’ll only ever want to look at the winding road ahead. And hey, maybe you even like the looks? Hard cases are sold separately. A matching top case is also available. (KTM/) Updates for 2023 For 2023, the Super Duke GT returns to the US market with several updates. The 1,301cc engine has been updated to comply with global emissions standards, but KTM claims performance has not been compromised. To decrease unsprung weight, the GT receives the wheels from the Super Duke R EVO, saving 2.2 pounds over the previous model’s wheels. KTM’s updated switch gear is paired with a new 7-inch TFT display, which supports TBT+ (Turn-by-Turn Plus) on-screen navigation, powered by Sygic. Pricing and Variants The 2023 KTM Super Duke GT has an MSRP of $19,799. Unlocking all electronic features, including Track mode, Hill Hold Control, and the quickshifter, requires an additional fee at the dealership. Competition While no other manufacturer is making a sport-tourer based on a hyper-naked, the sport-touring segment is in a bit of a renaissance lately. The Suzuki GSX-S1000GT ($13,349), Kawasaki Ninja H2 SX ($27,500), the BMW S 1000 XR ($16,945), and Ducati Multistrada V4 S ($27,195) are functionally similar. The Super Duke GT is somewhat more minimalistic, adhering closer to its Super Duke R roots than the competition, and it’s the only model in its category with a V-twin engine. The SD GT has some nice convenience features, including a fairing-mounted array of cornering lights that illuminate at lean angles. (KTM/) Powertrain: Engine, Transmission, and Performance The Super Duke GT uses the latest version of KTM’s 1,301cc LC8 75-degree V-twin, featuring titanium intake valves, forged pistons, and a slipper clutch. KTM says that “a unique mix of the highest quality components, such as titanium inlet valves, combine to boost overall reliability,” with suggested service intervals set at 15,000 kilometers (or just over 9,000 miles). Peak power is a claimed 172.6 hp. Chassis/Handling The Super Duke GT has a trellis frame and a slick single-sided swingarm. WP semi-active suspension adapts in real time, and is adjustable with the touch of a button. There are three modes (Comfort, Street, Sport) and preload is four-way adjustable. A steering damper comes standard. The semi-active suspension’s logic enables riders to set the suspension up according to four different real-life riding situations: Rider, Rider & Pillion, Rider & Luggage, or Rider, Pillion & Luggage. Additionally, the system comes standard with an anti-dive feature. The Super Duke GT’s wheels are pulled from the 1290 Super Duke R EVO and save 2.2 pounds of unsprung mass over the old set, for improved handling. KTM points out that the wheel design is much more aggressive. KTM’s latest switch gear enables easy rider-aid setting adjustment, and includes paddles for easily changing MTC slip settings. (KTM/) Brakes Brembo four-piston Monoblock calipers grab 320mm floating discs up front. Cornering ABS includes Supermoto mode which allows the rider to turn off ABS in the rear while front ABS remains functional. Fuel Economy and Real-World MPG There are currently no fuel mileage numbers available for the Super Duke GT. Ergonomics: Comfort and Utility The Super Duke GT’s nod to civility begins at the front with a nine-way-adjustable windscreen. A 6.1-gallon tank is good for prolonging the fun as well as providing a modicum of wind protection for the rider’s lower body. Hand guards further improve wind protection. To tailor the ergonomics, the handlebar can be set in four positions with 22mm of movement. Heated grips are standard, as is cruise control. Available hard side cases are seamlessly integrated into the bike’s tailsection, facilitating simple installation and removal. A full color 7-inch TFT display is borrowed from the KTM 1290 Super Adventure S. The handlebar is adjustable, with over 22mm of movement through four possible mounting positions. (KTM/) Electronics The Duke GT features a Bosch six-axis IMU to facilitate lean-angle-sensitive traction control and cornering ABS, that combine to keep the Super Duke GT one of the most advanced sport-tourers on the market. Standard Motorcycle Traction Control (MTC) works around the bike’s ride modes—Rain, Street, and Sport—enabling increased slip with each more performance-oriented mode. Upgrading to the optional Performance mode opens the door to even more technology, enabling riders to tailor the level of intervention from the traction control and throttle response, turn off anti-wheelie and adjust launch control settings. Additional optional upgrades include Motor Slip Regulation (MSR) engine-braking, Hill Hold Control (HHC), and Quickshifter+, which allows for clutchless up- and downshifts. A 7-inch color TFT dash includes on-screen navigation using the KTMconnect system. LED cornering lights on the side of the fairings also house integrated turn signals. Warranty and Maintenance Coverage KTM includes a 24-month manufacturer’s warranty. 2023 KTM Super Duke GT Claimed Specs MSRP: $19,799 Engine: 1,301cc, DOHC, liquid-cooled V-twin; 8 valves Bore x Stroke: 108.0mm x 71.0mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection w/ 56mm throttle bodies Clutch: Wet, multiple disc PASC slipper clutch; hydraulically operated Engine Management/Ignition: Ride-by-wire/TCI Frame: Chromoly steel trellis Front Suspension: 48mm WP semi-active USD fork, fully adjustable; 4.9 in. travel Rear Suspension: WP semi-active shock, fully adjustable; 6.1 in. travel Front Brake: 4-piston Brembo Monoblock caliper, dual 320mm discs w/ cornering ABS Rear Brake: 2-piston Brembo caliper, 240mm disc w/ cornering ABS Wheels, Front/Rear: Five-spoke cast; 17 x 3.50 in. / 17 x 6.00 in. Tires, Front/Rear: 120/70-17 / 190/55-17 Rake/Trail: 24.9°/4.2 in. Wheelbase: 58.3 in. Ground Clearance: 5.6 in. Seat Height: 32.8 in. Fuel Capacity: 6.1 gal. Weight Without Fuel: 476 lb. Contact: ktm.com View the full article

2024 KTM 1390 Super Duke R Evo. (KTM/) Overview There is no question that the Super Duke is KTM’s flagship sportbike, and it just so happens to be a naked. For years, the 1290 Super Duke has been an overachiever. And while no one ever accused the bike of being soft, for 2024, KTM decided to put more chips into the pile, or in this case more cc’s of displacement, more power and more of what has made this bike so potent. Meet the 1390 Super Duke R Evo. The Super Duke has always been a purpose-built hooligan machine, and instead of being based on a sportbike that’s been stripped down, it is the bike that other models in KTM’s lineup use as a platform. That’s because this beast has so much raw energy. Despite the naming protocol, the 1390 actually has a new 1,350cc version of the LC8 V-twin, which is 49cc larger than the 1,301cc “1290″ it replaces. Bore has been increased by 2mm from 108 to 110mm, while utilizing the same 71mm stroke. Claimed power is 190 hp at 10,000 rpm and 107 lb.-ft. of peak torque at 8,000 rpm. The previous 1290 made a claimed 177 hp and 103 lb.-ft. of torque. In order to increase power and still maintain emissions compliance, KTM has added variable valve timing to help achieve strong low-rpm torque, while not sacrificing top-end performance. A new airbox with more volume, a new ram-air system, and larger 60mm throttle bodies feed the engine mixture. The chassis features a frame that is very similar to the previous generation’s. But the suspension is KTM’s latest gen-three version of WP’s Semi-Active Technology (SAT). Riders can choose between five suspension damping modes including: Auto, Comfort, Rain, Street, and Sport. Opting for the Suspension Pro package adds Track and Pro modes. Braking is handled by top-of-the-line Brembo Stylema Monoblock radial-mount four-piston calipers with 320mm discs up front, and a twin-piston caliper and 240mm disc at the rear. With a bike this gnarly, electronic rider aids are a must. Standard nonadjustable modes include Rain, Street, and Sport. Once again, opting for an optional package adds additional modes including Performance and Track modes, which allow customization of areas like traction control, wheelie control, engine-braking, and so on. All-new bodywork, styling, and lighting complete the big changes for 2024. 2024 KTM 1390 Super Duke R Evo in black. (KTM/) Pricing and Variants The 2024 KTM 1390 Super Duke R Evo is available in orange or black starting at $21,499. 2024 KTM 1390 Super Duke R Evo. (KTM/) Competition <a href="https://www.cycleworld.com/story/buyers-guide/2022-bmw-s-1000-r/"><b>BMW S 1000 R, starting at $14,295</b></a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/bmw-m-1000-r-first-ride-2023/"><b>BMW M 1000 R, starting at $21,695</b></a> <a href="https://www.cycleworld.com/ducati/streetfighter-v4/"><b>Ducati Streetfighter V4, $22,095 to $68,000</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/hyper-naked-motorcycles-comparison-test-review-part-2-2023/"><b>Aprilia Tuono V4 Factory 1100, $19,599</b></a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/yamaha-mt-10-sp-first-ride-review-2022/"><b>Yamaha MT-10 SP, $16,999</b></a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/mv-agusta-brutale-1000-rs-first-ride-review-2022/"><b>MV Agusta Brutale 1000 RS, $29,998</b></a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/triumph-speed-triple-1200-rr-review-2022/"><b>Triumph Speed Triple RR, $20,950</b></a> News and Reviews <a href="https://www.cycleworld.com/motorcycle-reviews/ktm-1390-super-duke-r-evo-first-ride-review/"><b>2024 KTM 1390 Super Duke R Evo First Ride</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/hyper-naked-motorcycles-comparison-test-review-part-2-2023/"><b>Naked Comparison: Aprilia Tuono V4 Factory vs. BMW M 1000 R vs. Ducati Streetfighter V4 SP2</b></a> 2024 KTM 1390 Super Duke R Evo Claimed Specs MSRP: $21,499 Engine: DOHC, liquid-cooled, four-stroke 75° V-twin; 8 valves/cyl. Displacement: 1,350cc Bore x Stroke: 110.0 x 71.0mm Compression Ratio: TBA Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 188 hp @ 10,000 rpm Claimed Measured Torque: 107 lb.-ft. @ 8,300 rpm Fuel System: EFI w/ 60mm throttle bodies; ride-by-wire Clutch: Wet, PASC slipper; hydraulic actuation Engine Management/Ignition: Keihin EMS/dual-spark ignition Frame: Tubular chromoly steel Front Suspension: 48mm WP Apex SAT inverted fork, electronically adjustable; 4.9 in. travel Rear Suspension: WP Apex SAT shock, electronically adjustable; 5.5 in. travel Front Brake: Brembo Stylema 4-piston Monoblock caliper, 320mm floating discs w/ Bosch ABS Rear Brake: 2-piston caliper, 240mm disc w/ Bosch ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.50 in. / 17 x 6.00 in. Tires, Front/Rear: Michelin Power GP; 120/70-17 / 200/55-17 Rake/Trail: 24.7°/NA Wheelbase: 58.7 in. Ground Clearance: 5.9 in. Seat Height: 32.8 in. Fuel Capacity: 4.6 gal. Wet Weight: 441 lb. Contact: ktm.com View the full article

The 2023 Yamaha MT-07. The combination of simple design and character-rich engine makes for a great mid-displacement offering. (Yamaha/) Ups 689cc CP2 engine is an absolute gem Blend of accessibility and charisma appeal to a broad range of riders Lots of bang for the buck Downs Only $400 less than Triumph’s three-cylinder Trident 660 Android face may not be everyone’s cup of tea Budget suspension limits ultimate performance Verdict The MT-07 is a staple in the Yamaha lineup, and in its own way, has become a highly influential motorcycle. Parallel twins with 270-degree cranks are all the rage these days, and the MT-07 was one of the first to popularize the configuration. Approachable, affordable, and fun, the MT-07 taps into the universal virtues of motorcycling. Yamaha uses the “Dark Side of Japan” tagline to remind you that its MT lineup has an aggressive side too. (Yamaha/) Overview Introduced to the US market as the FZ-07 in 2015, Yamaha’s crossplane parallel twin-powered naked bike has come to define the modern UJM. And like the best of the breed, the MT-07 transcends its budget-minded origins. Nimble handling, torquey power delivery, accessible ergonomics, and a reasonable price give it bipartisan appeal, winning over novice and experienced riders alike. In fact, the MT-07 is Yamaha’s highest-selling motorcycle, with sales figures that back up its reputation. Reports show that 27 percent of buyers are first-timers while 36 percent have ridden for 20 years or more. In spite of relatively modest performance figures, the 689cc twin is the consummate overachiever, earning it a workhorse status in the Yamaha lineup. That it powers motorcycles with very different purposes—from the YZF-R7 sportbike to the XSR700 retro and the Ténéré 700 ADV—is testament to its usability. Excluding the addition of ABS and a new-for-2023 TFT dash, the MT-07 has largely remained devoid of electronic rider aids. Instead, it wins hearts and dollars the old-fashioned way: with sheer mechanical excellence. The MT-07 is not only a Universal Japanese Motorcycle, to many minds it’s an Essential Japanese Motorcycle. The 2023 MT-07’s new 5-inch TFT dash. (Yamaha/) Updates for 2023 For 2023, the MT-07 gets a brand-new 5-inch TFT display with two layouts to suit rider preferences. Basic smartphone connectivity using Yamaha’s free Y-Connect mobile app enables the dash to display various information, including incoming calls and messages. The app can also report ride data such as distance, lean angle, fuel consumption, and top speed. Also new for 2023, the MT-07 comes prewired for Yamaha’s quickshifter to provide simpler installation at the dealership. Pricing and Variants The MT-07 is available in three color schemes (Cyan Storm, Matte Stealth Black, and Team Yamaha Blue) for $8,199. The price has increased $300 over the 2022 model, but still offers a very enticing cost value proposition. That the cost is the same for all color schemes makes it nice for those who prefer the rather stylish Cyan Storm option, with colored wheels. Competition The middleweight naked bike segment is as strong as it’s ever been, so the MT-07 faces tough competition from its Japanese and European rivals. The competition includes the Kawasaki Z650 ($7,749), the four-cylinder Honda CB650R ($9,399), the all-new Suzuki GSX-8S ($8,849), and the Triumph Trident 660 ($8,595). The Aprilia Tuono 660 could be added to the list but it’s far better equipped and significantly more expensive at $10,499. Yamaha’s CP2 engine originated in the MT-07 (née FZ-07) before being used in the Ténéré 700, YZF-R7, and XSR700. (Yamaha/) Powertrain: Engine, Transmission, and Performance The MT-07′s 689cc parallel twin was updated in 2021 to meet Euro 5 emissions standards. On the CW dyno it produced 67 hp at 8,700 rpm and 46.3 lb.-ft. of torque at 6,250 rpm. The characteristics of the 270-degree crank give the engine a similar feel to a 90-degree V-twin. It was a novel concept when it debuted in 2014 and since then has become the way forward for many manufacturers developing parallel-twin engines of their own. The MT-07′s CP2 engine is engaging for riders of every skill level. With a proportionally longer stroke than that of the three-cylinder MT-09, the MT-07 delivers exciting low- and midrange grunt. Coupled with relatively short gearing, the incorrigible middleweight will happily display its hooligan streak when prodded. At the same time, a linear powerband and predictable throttle response make it suitable for novices hoping to gain confidence. Cruising at freeway speeds is no problem, though it gets a bit buzzy above 80 mph. The MT-07 is nimble and easy to handle, making it loved by novice and expert riders alike. (Yamaha/) Chassis/Handling The MT-07 uses a tubular steel double backbone frame with the engine as a stressed member. Conventional 41mm KYB fork is nonadjustable while the KYB monoshock is adjustable for preload and rebound. While spirited riding can overwhelm the budget-oriented suspension, many riders will find the setup perfectly adequate for everyday riding. The MT-07 is a nimble motorcycle, carrying its claimed wet weight of 406 pounds well thanks to a balanced center of gravity and low 31.7-inch seat height that inspires confidence during low-speed maneuvers through town. A wide handlebar gives the rider leverage in high-speed transitions. Brakes Brakes were also updated in 2021, with the front disc growing to 298mm. Advics supplies the front brake setup and Nissin the rear. Braking performance is everything you’d need from a bike in this class: enough stopping power but not the immediate action to overwhelm the front end. ABS is standard. Fuel Economy and Real-World MPG The MT-07 is claimed to get 58 mpg. Full LED lighting. While the headlight arrangement has an unconventional look, illumination is an improvement over earlier versions. (Yamaha/) Ergonomics: Comfort and Utility The 2021 update included ergonomic refinements. The handlebar is 1.3 inches wider than earlier models and positioned higher and closer to the rider. The more upright riding position gives the bike a “full-size feel” compared to previous generations that had a shrunk-in-the-wash kind of vibe. To keep styling streamlined, there are no rear grab handles for a passenger or for lashing on luggage. A luggage rack and top case are available through Yamaha’s accessory catalog. A short windscreen is also available. Otherwise, the MT-07 is delightfully basic. Electronics Other than non-switchable ABS, the MT-07 is devoid of electronic rider aids. It even uses a cable throttle instead of an increasingly common ride-by-wire setup, which is not necessarily a bad thing. The competition has a leg up here, as the Triumph Trident 660, Suzuki GSX-8S, and Honda CB650R have ride modes and/or traction control. It’s worth noting that the MT-07′s Street mode and Touring mode are merely different display layouts and have nothing to do with rider aids or throttle maps. Street has a bar-style tach, digital speedometer, and gear selection information while Touring has a circular tachometer on the right and a digital speedometer on the left. The new dash is a sensible update in keeping with the times and meeting consumer demand. Without electronic rider aids to adjust, the dash is icing on the cake rather than a necessity, but it does offer smartphone connectivity. However, unlike the Triumph Trident 660, for example, it doesn’t support on-screen navigation or music control. Though, it must be said, the Triumph makes do with an analog and LCD setup. The MT-07 is equipped with full LED lighting. A quickshifter is available as an add-on at the dealership. Warranty and Maintenance Coverage The MT-07 has a one-year limited factory warranty. Quality The MT-07 has typical Yamaha fit and finish and reliability, and provides a lot of bang for the buck. 2023 Yamaha MT-07 Claimed Specs MSRP: $8,199 Engine: 689cc, DOHC, liquid-cooled parallel twin; 4 valves/cyl. Bore x Stroke: 80.0 x 68.6mm Transmission/Final Drive: 6-speed/chain Fuel Delivery: Electronic fuel injection Clutch: Wet, multiple disc; cable operation Engine Management/Ignition: Cable/TCI Frame: Double-cradle steel tube Front Suspension: KYB 41mm telescopic fork; 5.1 in. travel Rear Suspension: KYB shock, preload and rebound damping adjustable; 5.1 in. travel Front Brake: Advics 4-piston calipers, dual 298mm discs w/ ABS Rear Brake: Nissin 1-piston caliper, 245mm single disc w/ ABS Wheels: Cast aluminum Tires, Front/Rear: 120/70ZR-17 / 180/55ZR-17 Rake/Trail: 24.5°/3.5 in. Wheelbase: 55.1 in. Ground Clearance: 5.5 in. Seat Height: 31.7 in. Fuel Capacity: 3.7 gal. Wet Weight: 406 lb. Contact: yamahamotorsports.com View the full article

I had never had the pleasure of riding an MT-09, SP or otherwise, so when my local Yamaha dealer, Moores Motorcycles, lent me their demo bike I was eager to see what these bikes were all about. The new MT-09 SP has an array of tech that the previous model does not have such as the addition of track modes, smart key system, self cancelling indicators and emergency stop signalling. To allow every rider to have a more engaged riding position the handlebar is now lower and features two customisable positions. The new footrests are also adjustable enabling you to set the bike in the right riding position for you. Although the SP is only available in one colour, Icon Performance, it does suit the bike and the blue from the bike is matched with the wheels. This is certainly one cool looking bike A Few Specs for you: Weight: 193 kg Seat height: 825 mm Latest EU5+ 890cc CP3 engine 93 Nm @ 7000 rpm, 119 bhp 6 speed 5” TFT display with 4 themes to choose from with smartphone connectivity 4 riding modes: Rain, Street; Sport; Track Yamaha Ride Control + 6 axis IMU which controls rider aids Cruise control Up and down quickshifter Self cancelling indicators Fully adjustable front and rear suspension Brembo Stylema calipers Ohlins shocks Smart key system Colour: Icon Performance from £11,806 Engine The MT-09 SP has the latest EU5+ 890cc CP3 liquid cooled 3 cylinder engine pushing out 93 Nm @ 7000 rpm and 87.5 kW @ 1000 rpm giving you 119 bhp. Yamaha’s CP3 engine The fuel injectors offer increased efficiency with the optimised gear ratios and refined assist and slipper clutch matching the high output of the engine. The third generation up and down quick shifter comes as standard and has two settings: One for seamless upshifts under acceleration and downshifts under deceleration; Two for clutchless downshifts while accelerating and clutchless upshifts under deceleration. There is cruise control for those motorway riding moments which is easy to use and set using the buttons on the left bar. The air-intake ducts The back slip regulator offers stabilisation when the rear wheel locks under excessive braking by controlling the level of torque produced. There are specifically designed air-intake ducts which accentuate the high frequency sounds which are then emphasised especially at higher speed by an acoustic amplifier grille on top of the fuel tank which delivers the vibrant note of the engine to you. How cool is that! I really like the seating position on the MT-09 SP, the bike itself feels light (wet weight is 193 kg) and compact and the engine is smooth, the bike feels stable especially during sporty riding. When you drop a gear for an overtake, the noise of the engine and exhaust combined with the acceleration soon have you grinning under your helmet. Chassis The frame is a compact lightweight CF (controlled filling) die cast aluminium frame and its design is a modern take on the iconic Deltabox layout to give you a high level of chassis stiffness, stability and feedback from the bike. The chassis is light and slim and the optimised swingarm pivot structure gives the bike a more laid back feel to it. I found the MT-09 SP to be such a sporty fun bike to ride. To me, the bike feels short and I could feel that it is light both when moving it around and riding the bike which is perfect for me. Brembo monoblock Stylema® calipers The MT-09 SP sports new Brembo monoblock Stylema® calipers featuring the very latest technology. The calipers have a slimmer piston and brake pad area and are lighter and more rigid which, according to Yamaha, offer enhanced control in braking input with the larger diameter pistons for increased braking forces taking braking performance to the next level. Although, thankfully, I did not experience the new ESS (Emergency Stop Signalling) feature whereby when the system detects sudden braking the hazard lights will come on, the brakes were very responsive especially when they needed to be. DLC coated KYB forks There is fully-adjustable suspension on the MT-09 SP. The 41 mm DLC coated KYB forks and Öhlins rear shock have a higher spring rate to give you stability during more sporty (or spirited ) riding. You can adjust the set-up to suit different riding situations with the forks fully adjustable for preload, rebound and compression damping. The Öhlins shock has a remote preload adjuster to enable quick and easy changes. I thought the ride on the MT-09 SP was very comfortable, the lumps and bumps in our roads were soaked up very nicely. Ride by Wire Throttle & Modes There is a responsive ride by wire throttle on the MT-09 SP so instead of having a throttle cable connected to butterflies in the inlet, it will all be controlled by electronics and the twist grip just sends an electronic signal to the ECU. There are four riding modes: track, sport, street and rain. With sport, street and rain you can select the engine power characteristics with different intervention levels and there are also two custom programmes so you can set these to suit you. The track mode has 4 customisable extra patterns to suit certain track scenarios with the option of two engine brake management settings with the ability to alter the level of brake control. You can also turn off the rear ABS in track mode. The rider aids on the MT-09 SP include 3 mode traction control; brake control; slide control and front wheel lift control systems. The modes and settings are navigated using the button and arrow keys on the left bar and can be changed when riding along with the throttle let off or by using the MyRide app. Instrument Display There is a 5” TFT display and 4 themes from which to choose the display you want to see. The screen is easy and clear to read and shows you what you need to see – speed, revs, gear and mode, trip, fuel gauge and a clock. You can change what you see on the screen easily by using the navigation keys on the left bar and this can be done whilst riding along. The display has smartphone connectivity which comes as standard allowing you to link your phone to the bike via the MyRide app and there is full map navigation available through the free Garmin Street Cross app. Making an appearance on the MT-09 SP is a smart key system and is the first to appear on Yamaha’s hyper naked bikes. Smart key system The engine is started by pressing and turning a switch provided that the smart key or fob as I would call it because there is no ‘key’ is within a specified range of the bike. The ideal place of course to keep the fob is in your pocket. The switch also features a lock and unlock option for the fuel tank cap thus meaning no key is needed to unlock the filler cap. This I think is a great idea. I am not a fan of the smart key system, in my humble opinion, the best place for the key to any bike is in the ignition, you know where it is then. What if you start the bike before you are on it whilst putting your helmet etc on, and the fob is on the wall/fence and then you ride off without the fob! Eeeek!! The phrase ‘Oh darn, I seem to have left the fob behind, what a nuisance’ might spring to mind or words to that effect Tyres The Yamaha Spinforged wheels, which are extremely light, are fitted with Bridgestone Battlax Hypersport S22 tyres. Bridgestone Battlax Hypersport S22 tyres Bridgestone describe these tyres as: A sports radial motorcycle tyre for street use that’s engineered to meet the requirements of the ever evolving modern-day sport bikes. This tyre is the latest in Bridgestone’s premium motorcycle tyre range and features increased levels of exceptional dry and wet grip performance, employing a newly-designed compound and updated pattern design. I like these tyres. I was impressed with the confidence I had in these tyres and how solid and stable the bike felt. For me, that is so important in a tyre, if I don’t have confidence in the tyre then that follows through to the bike and your ride. I have Michelin Road tyres on my personal bikes as they are good all year, all round tyres that suit me and my riding. I think tyre choice is very personal and when you find a tyre that suits you, you do tend to stick with them. LED Lights There are LED lights all round on the MT-09 SP. I thought the headlight was reminiscent of the new XSR 900 GP although I can’t decide if I like its housing. I think a fly screen is needed to finish off the front end. A fly screen would also cut down on the reflection you get on the tft screen. Intuitive turn signal function, or self cancelling indicators, make an appearance on the new MT-09 SP and very welcome they are too. I absolutely love this function and I really don’t know why they are not standard on all bikes as they are on cars. I know I have left my indicators on after turning on more than one occasion (okay, many, many, many more times than one occasion ) and I am sure you have too. Surely they are a basic safety feature. A soft click of the indicator switch will flash the turn signals three times which is particularly useful for when changing lanes on the motorway/dual carriageway. A full click of the indicator switch makes them flash continuously. The indicators will self-cancel once 15 seconds have passed and the bike has travelled for more than 150 metres. Also featured on the MT-09 SP is an Emergency Stop Signalling (ESS) feature whereby when the system detects sudden braking the hazard lights will come on. The rear light is neatly housed and is in keeping with the style of the bike. Although it is not big in design, it is very effective when in use. Putting a tail tidy on would neaten up the rear end perfectly. What’s The Yamaha MT-09 SP Like To Ride, I hear you say? Nice This is the first time I have ridden an MT-09 and I have to say I am very impressed. I can certainly see what all the fuss is about with these bikes. They are genuinely a very nice bike. I do love the styling of this bike, it screams fun just by the way it looks. The riding position is fairly upright and with a seat height of 825 mm and me being 5’6”, I did think it was a little on the tall side personally but of course when you are riding, this is not an issue. It’s only when trying to move the bike around or putting your foot down when there’s a camber in the road, for instance, that you might encounter difficulty. The CP3 engine on the MT-09 SP is incredibly smooth and along with the quickshifter, which is probably one of the smoothest I have encountered, makes riding this bike so easy. Gear changes are effortless and you really do feel at one with the bike when you’re in the twisties and you are up and down the quickshifter in the corners. I would need to change the exhaust on this bike, it really is not loud enough. The tone of the engine is not coming through enough for me and it really is better when other road users can hear you coming! The MT-09 SP certainly has that grin factor. Every so often I would catch myself grinning under my helmet. I like the way the bike makes me feel when riding and I liked the way the bike obviously liked corners, it was very solid and stable in them and this filtered back to me giving me confidence in the bike and also the tyres. Thank you to Moores Motorcycles for the loan of the MT-09 SP, I really enjoyed my time with this bike, I definitely need one for longer ….. BK The post 2024 Yamaha MT-09 SP Review appeared first on BikerKaz. View the full article

Harley-Davidson Celebrates 1 Million Riders Trained Milestone (Harley-Davidson/) Harley-Davidson Press Release: Harley-Davidson, Inc. (NYSE: HOG) announced today that it has trained one million riders through its Riding Academy program, cementing its status as the largest rider training program in the United States “We’re proud to hit one million riders trained – and it’s a significant milestone for the Harley-Davidson Riding Academy. Promoting rider education and training, for riders new and old is an important part of the overall riding ecosystem. At Harley-Davidson, we’re committed to building ridership and deepening our connection with customers, ultimately reinforcing our goal to be the most desirable motorcycle and lifestyle brand in the world,” said Jochen Zeitz, Chairman, CEO and President, Harley-Davidson. Launched in 2000 as Rider’s Edge, the program was rebranded in 2013 as Harley-Davidson® Riding Academy. Today, Harley-Davidson Riding Academy provides training through a network of more than 225 Harley-Davidson dealerships in 43 U.S. states, making it the largest rider training network in the United States and the only nationwide rider licensing program sponsored by a motorcycle manufacturer. With a suite of premium rider development experiences designed to enhance and enrich any rider’s journey, Harley-Davidson Riding Academy is a leader in providing lifelong motorcycle riding skills development. The foundation of Riding Academy training is the New Rider Course that helps students to achieve their dream of riding a motorcycle. Riding Academy also offers courses for intermediate level riders, those wanting to learn how to operate a 3-Wheel vehicle, Adventure Touring riding, and Skills Practice for riders wanting to gain skills on their own motorcycles. In most states, successful completion of the New Rider Course, Intermediate, or 3-Wheel Course earn the student a license waiver to get a motorcycle endorsement on their license at the state DMV. The majority of Harley-Davidson® Riding Academy coaches are dual certified by Riding Academy and the Motorcycle Safety Foundation (MSF) to ensure they adhere to the highest standards of professionalism, safety, and adult-learning principles. Riding Academy is proud to have more than 1,500 certified coaches in its network. If you are interested in learning to ride a motorcycle, you can find a Riding Academy location near you at riders.harley-davidson.com. View the full article

Round 16 of the 2024 FIM Motocross World Championship will mark Ducati’s first time competing in the series, with Antonio Cairoli racing a prototype Desmo450 MX in the MXGP class. (Ducati/) Ducati Press Release: <b>The nine-time World Champion will compete in the MXGP on August 17th and 18th in Arnhem.</b> <b>The participation in the Dutch GP will contribute to the preparation of the MXGP World Championship scheduled for 2025</b> <b>After the Dutch GP, the Desmo450 MX’s development program will continue on September 1st with the Italian Championship round in Castiglione del Lago, where Alessandro Lupino will defend his leadership.</b> Ducati is preparing for a historic debut in the MXGP World Championship with Tony Cairoli. The nine-time world champion will compete in the Netherlands on the Desmo450 MX, the motorcycle that will take part in next year’s MXGP World Championship and go into production, marking the company’s entry into the off-road segment. The Dutch Grand Prix, to be held on August 17th and 18th on the Arnhem track, is an important step in developing the future Desmo450 MX with the goal of participating in the entire championship in 2025 and will be the company’s first round in the World MXGP. The prototype’s development program will continue on August 31st and September 1st at Castiglione del Lago in the fifth round of the Italian Championship. Alessandro Lupino currently leads the general classification with two rounds to go after the results obtained in the last round of the Italian MX Championship at Ponte a Egola. In the Tuscan race, Cairoli, on his return to competition, won the first heat. Alessandro Lupino won overall and took the lead in the championship, thus confirming early competitiveness withÍ the Desmo450 MX. View the full article

2024 KTM 690 Enduro R. (KTM/) Overview The original 690 Enduro R came out for the 2008 model year, and after all these years is still unique in the dual sport class. This single-cylinder dual sport can serve many purposes from lightweight ADV to heavyweight enduro, which gives it a ton of versatility. It also has more than enough power to be a great streetbike. Its 693cc SOHC single is shared with no less than five other models including its Supermoto sibling under the KTM banner. It is liquid-cooled, has electric starting, fuel injection, and features ride-by-wire throttle, which allows multiple ride modes. It also has lean-sensitive ABS and traction control. A steel-trellis frame and composite subframe with integrated fuel tank anchor the chassis. Suspension consists of a WP 48mm Xplor fork with 9.8 inches of travel in the front and a linked WP shock with identical travel. Wheels measure 21 inches in front and 18 inches at the rear with 90/90-21 and 140/80-18 rubber, respectively. Brembo brakes with Bosch ABS handle braking duty. Pricing and Variants The 2024 KTM 690 Enduro R is $12,999 in the single orange and black color. Competition <a href="https://www.cycleworld.com/honda/xr650l/"><b>Honda XR650L, $6,999</b></a> <a href="https://www.cycleworld.com/kawasaki/klr650/"><b>Kawasaki KLR650, starting at $6,899</b></a> <b>2025 </b><a href="https://www.cycleworld.com/story/buyers-guide/2020-suzuki-dr650s/"><b>Suzuki DR650S, $7,199</b></a> <a href="https://www.cycleworld.com/husqvarna/701-enduro/"><b>Husqvarna 701 Enduro, $12,999</b></a> <a href="https://www.cycleworld.com/story/motorcycle-news/gasgas-es-700-first-look-2023/"><b>GasGas ES 700, $12,699</b></a> News and Reviews <a href="https://www.cycleworld.com/ktm-unveils-690-enduro-r-at-eicma/"><b>KTM 690 Enduro R First Look</b></a> 2024 KTM 690 Enduro R Enduro Claimed Specs MSRP: $12,999 Engine: SOHC, liquid-cooled single; 4 valves Displacement: 693cc Bore x Stroke: 105.0 x 80.0mm Compression Ratio: N/A Transmission/Final Drive: 6-speed/chain Fuel System: Keihin EFI w/ 50mm throttle body; ride-by-wire Clutch: Wet, multiplate slipper; hydraulic operation Frame: Chromoly steel trellis Front Suspension: WP 48mm Xplor inverted fork, compression and rebound adjustable; 9.8 in. travel Rear Suspension: WP linked monoshock, fully adjustable; 9.8 in. travel Front Brake: 2-piston Brembo caliper, 300mm disc w/ ABS Rear Brake: 1-piston Brembo caliper, 240mm disc w/ ABS Wheels, Front/Rear: Spoked; 21 in./18 in. Tires, Front/Rear: 90/90-21 / 140/80-18 Rake/Trail: 27.7°/NA Wheelbase: 59.3 in. Ground Clearance: 10.6 in. Seat Height: 36.4 in. Fuel Capacity: 3.6 gal. Wet Weight: 322 lb. Contact: ktm.com View the full article

2024 KTM 690 SMC R. (KTM/) Overview Based on the same platform as its stablemate 690 Enduro R, the 690 SMC was originally released all the way back in 2008. Flash forward to today and the latest incarnation, the 690 SMC R, is a great motorcycle for tackling the urban jungle, commuting, twisty mountain roads, or even trackdays. Its LC4 693cc SOHC single is shared with no less than five other models including its Enduro R sibling under the KTM banner. It is liquid-cooled, has electric starting and fuel injection, and features ride-by-wire throttle, which allows multiple ride modes (Street or Supermoto). It also has lean-sensitive ABS and traction control, and buyers can add the optional Supermoto ABS mode. A steel-trellis frame and composite subframe with integrated fuel tank anchor the chassis. Suspension consists of a WP 48mm Apex fork with 8.5 inches of travel in the front and a linked WP Apex shock with 9.4 inches of travel. Tubeless spoked wheels measure 17 inches front and rear with 120/70-17 and 160/60-17 Bridgestone S21 rubber. A Brembo radial-mount four-piston caliper and 320mm disc are used up front for stout high-speed braking, while a single-piston Brembo and 240mm disc are used out back. Pricing and Variants The 2024 KTM 690 SMC R starts at $12,999 in the single orange and black color. Competition <a href="https://www.cycleworld.com/ducati/hypermotard-698-mono/"><b>Ducati Hypermotard 698 Mono, $12,995</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/ducati-hypermotard-698-mono-first-ride-review/"><b>Ducati Hypermotard 698 Mono RVE, $14,495</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-husqvarna-701-supermoto/"><b>Husqvarna 701 Supermoto, $12,999</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/gasgas-sm-700-review/"><b>GasGas SM 700, $12,699</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2021-suzuki-dr-z400sm/"><b>Suzuki DR-Z400SM, $7,899</b></a> News and Reviews <a href="https://www.cycleworld.com/2019-ktm-690-smc-r-first-ride/"><b>KTM 690 SMC R First Ride</b></a> 2024 KTM 690 SMC R Claimed Specs MSRP: $12,999 Engine: SOHC, liquid-cooled single-cylinder; 4 valves Displacement: 693cc Bore x Stroke: 105.0 x 80.0mm Compression Ratio: 12.7:1 Transmission/Final Drive: 6-speed/chain Fuel System: Keihin EFI w/ 50mm throttle body; ride-by-wire Clutch: APTC slipper/assist; hydraulic actuation Frame: Chromoly steel tubular space Front Suspension: WP Apex 48mm inverted fork, fully adjustable; 8.5 in. travel Rear Suspension: WP Apex shock, Pro-Lever linkage, fully adjustable; 9.4 in. travel Front Brake: 4-piston CNC-machined Brembo caliper, floating 320mm disc w/ Bosch cornering ABS Rear Brake: 1-piston Brembo caliper, 240mm disc w/ Bosch cornering ABS Wheels, Front/Rear: Spoked; 17 in. Tires, Front/Rear: Bridgestone S21; 120/70-17 / 160/60-17 Rake/Trail: 27.0°/4.3 in. Wheelbase: 58.1 in. Ground Clearance: 9.3 in. Seat Height: 35.1 in. Fuel Capacity: 3.5 gal. We Weight (w/o fuel): 328 lb. Contact: ktm.com View the full article

2024 KTM 1290 Super Adventure R. (KTM/) Overview The word “super” in the KTM 1290 Super Adventure R, should give you some indication that this motorcycle strives to blow the doors off of everything that came before it. KTM has even gone so far as to coin the phrase “large-capacity extreme adventure” as the bike’s market segment. There isn’t just a single culprit that makes this bike “extreme,” but if you’re looking for the most likely suspect it has to be the 1,301cc 75-degree LC8 V-twin that powers it. Cranking out a claimed 160 hp and 102 lb.-ft. of torque at the crankshaft, the 1290 Super Adventure R is like an off-road-capable MotoGP bike. So how did KTM get there? A crankshaft with low reciprocating weight gives it a free-revving nature, while huge, lightweight 108mm forged-aluminum pistons (with 71mm of stroke) were designed to rev. The cylinder heads feature double overhead cams with four valves per jug, and DLC-coated cam followers for max efficacy and reduced friction. To optimize combustion, the heads have twin plugs to ensure maximum burn. Feeding the cylinders is electronic fuel injection with a pair of 52mm throttle bodies, while an exhaust system with a pair of catalyzers not only maximizes flow, but meets the latest emissions limits. There are few riders out there capable of managing all of that power, especially in off-road situations, which is why the Super Adventure R has a complex suite of rider aids. There are modes for every type of riding, lean-sensitive ABS and Motorcycle Traction Control, and an Offroad ride mode, Off-road traction-control, and Off-road ABS. Or splurge and get the Rally Pack (which also adds Motor Slip Regulation, Quickshifter+, and Hill Hold Control). Cruise control, a tire pressure monitoring system, keyless operation, and a large 7-inch TFT interface are other electronic highlights. That engine may be what gives the 1290 its get-up-and-go, but the chassis is what makes this bike so capable just about everywhere. The frame is chromoly-steel trellis design mated to a die-cast aluminum swingarm. Wheels are tubeless spoked aluminum rims in 21-inch front and 18-inch rear sizes. The suspension has a serious job to do, but the WP Xplor units are up to the task. A fully adjustable 48mm inverted fork with 8.7 inches of travel is used up front, while a PDS shock with remote preload, high- and low-speed compression damping, and high- and low-speed rebound damping (with the same 8.7 inches of travel) is used at the rear. High-end Brembo brakes front and rear are mated to the advanced ABS and will get the 1290 slowed down from triple-digit speeds without fanfare on any surface. 2024 KTM 1290 Super Adventure R. (KTM/) Pricing and Variants The 2024 KTM 1290 Super Adventure R starts at $20,999, while there are various tiers of electronic rider-aid upgrades available. 2024 KTM 1290 Super Adventure R. (KTM/) Competition <a href="https://www.cycleworld.com/motorcycle-news/new-bmw-r-1300-gs-adventure-bike-announced/"><b>BMW R 1300 GS, $18,895</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/ducati-multistrada-v4-rally-review/"><b>Ducati Multistrada V4 Rally, $29,995</b></a> <a href="https://www.cycleworld.com/bikes/triumph-tiger-1200-rally-and-gt-explorer-first-look/"><b>Triumph 1200 Rally Pro, starting at $22,995</b></a> <a href="https://www.cycleworld.com/harley-davidson/pan-america-1250-special/"><b>Harley-Davidson Pan America 1250 Special, $19,999</b></a> <a href="https://www.cycleworld.com/honda/africa-twin-adventure-sport-es/"><b>Honda Africa Twin, $14,799</b></a> <a href="https://www.cycleworld.com/story/bikes/suzuki-v-strom-1050de-first-look-2023/"><b>Suzuki V-Strom 1050DE, $16,199</b></a> News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-ktm-1290-super-adventure-r/"><b>KTM 1290 Super Adventure R First Ride</b></a> 2024 KTM 1290 Super Adventure R Claimed Specs MSRP: $20,999 Engine: DOHC, liquid-cooled LC8 V-twin; 4-valve Displacement: 1,301cc Bore x Stroke: 108.0 x 71.0mm Compression Ratio: 13.1:1 Transmission/Final Drive: 6-speed/chain Fuel System: Electronic fuel injection w/ 52mm throttle bodies; ride-by-wire Clutch: Wet, multiplate PASC slipper function; hydraulic actuation Frame: Chromoly steel trellis Front Suspension: WP Xplor 48mm inverted fork; fully adjustable; 8.7 in. travel Rear Suspension: WP Xplor PDS monoshock; fully adjustable, 8.7 in. travel Front Brake: 4-piston radial-mount Brembo calipers, dual 320mm discs w/ ABS Rear Brake: 2-piston Brembo caliper, 267mm disc w/ ABS Wheels, Front/Rear: Aluminum; 21 x 2.5 in. / 18 x 4.25 in. Tires, Front/Rear: Bridgestone Battlax Adventurecross AX41; 90/90-21 / 150/70-18 Rake/Trail: 25.3°/4.4 in. Wheelbase: 62.1 in. Ground Clearance: 9.5 in. Seat Height: 34.6 in. Fuel Capacity: 6.1 gal. Wet Weight (w/o fuel): 503 lb. Contact: ktm.com View the full article

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/) Hydrogen power for bikes seems like a great idea. The only product of reacting hydrogen with oxygen is water, so regulated emissions are zero. If you like the sound of internal combustion engines, they make the same sound on hydrogen as on gasoline. If you prefer the hum of electric motors, run high-purity hydrogen through a fuel cell to produce electricity and go that way. First problem is, there’s no hydrogen on Earth in a free, chemically uncombined state. If, as many assume, there will soon be gobs of extra electric power from wind and solar, we can use some to electrolyze hydrogen from water. Trouble is, to liberate hydrogen this way, we have to put in more energy than we can later realize from either burning the hydrogen or using it to make electricity in a fuel cell. What this tells us is that hydrogen is not a fuel. It is an energy carrier. Carrying liquid hydrocarbon fuel—gasoline—on a bike is straightforward: We go to the gas pump and fill our 7–10 pound steel gas tank with it. NASA engineers used to say, “Hydrogen is huge.” If we compress the hydrogen that we’ve electrolyzed from water to 10,000 psi, it takes six times the volume of the pressurized gas to equal the energy in one volume of gasoline or other liquid hydrocarbon fuel. That means to functionally replace 4 gallons of gasoline with hydrogen at 10,000 psi, we must carry 24 gallons of hydrogen. That is why images of hydrogen-powered bikes of the future look like tourers with what appear to be side bags and top trunk but are actually packed with long slender pressure tanks. Related: Hydrogen Suzuki Evolves Tanks for storing hydrogen need to hold six times the volume to be equal to gasoline. (Kawasaki/) When I Googled the weights of such pressure tanks I found that volume-for-volume they weigh about nine times what gasoline tanks weigh. OK, but didn’t NASA reduce the volume of hydrogen required on the space shuttle a lot by liquefying it and carrying it at atmospheric pressure? It did, but to compress and refrigerate hydrogen to the liquid state at minus 410 degrees Fahrenheit uses energy equal to about 40 percent of what’s in the hydrogen to begin with. Yeah, but isn’t there some kind of catalyst that can separate oxygen and hydrogen from water at next to no energy cost? Catalysts can speed up or slow down chemical reactions but they are not a substitute for energy. If such a cat existed, we could just put it in the exhaust from our hydrogen-burning piston engine or fuel cell, it would separate the hydrogen and oxygen, and we could run that back to the intake and ride forever. Perpetual motion. Hydrogen differs considerably from gasoline vapor. Accidentally released hydrogen in an enclosed space rises, accumulating at the ceiling. Gasoline vapor, being heavier than air, settles to the floor. The ignition energy threshold for hydrogen is much lower than that of gasoline vapor, and hydrogen’s ignitable mixture limits are wider. We don’t give much thought to the safety hazards presented by gasoline, but where possible, above-ground parking structures have no walls, allowing vapor from any gasoline leakage to be carried away. The same applies to hydrogen. A general rule for storage and handling of compressed gases is to locate it outdoors (like gas stations). Related: Kawasaki Demonstrates Hydrogen Prototype Kawasaki has demonstrated its hydrogen-powered sport-tourer recently. (Kawasaki/) Equipment for transferring high-pressure hydrogen to vehicles will be more expensive than present-day gas pumps because assuring adequate and highly reliable sealing of the refueling coupler will not be trivial. The word “aerospace” comes to mind. The trucking industry has shown interest in hydrogen, probably because refueling is expected to be much quicker than battery charging, and because hydrogen and its tankage are much lighter than battery energy storage. Trucking is highly competitive, so every pound carried that is not payload is revenue lost. Advocates of battery trucking are not generous with numbers, but estimates run from 6,000 to 15,000 pounds of battery to be carried. Hence hydrogen’s appeal. Before the present focus on electrification, there was much interest in a future “hydrogen economy” (Google “Rocky Mountain Institute, hydrogen economy”). Reviving that concept will require the confidence of large investors in its profitability. Cross your fingers on that one. The bottom line? Remember the cheerful GI phrase: “If we had some ham, we could have ham and eggs. If we had some eggs.” Hydrogen as an energy carrier for transportation faces similar problems: There is no free hydrogen. There is no hydrogen infrastructure to supply it to consumers. View the full article

The 2024 Yamaha Ténéré 700 ($10,799). (Yamaha/) Overview It’s human nature to want more, but if Yamaha’s Ténéré 700 has proven anything, it’s that more is not always the answer when it comes to adventure bikes. Compared to the larger, more tech-laden machines that dominate the ADV space, the T7 is intended to be a simple, no-frills weapon for spirited off-road adventuring. This is an enduro bike with some touring capabilities more than it is a touring bike with modest off-road potential. The Ténéré 700 also highlights the versatility of Yamaha’s 689cc parallel twin, which made 64 hp and 44 lb.-ft. of torque when last strapped to the Cycle World dyno. That engine feels slightly outclassed when used in Yamaha’s road-going MT-07 and YZF-R7 sportbikes, but solid low-end grunt and loads of character make it a perfect platform for off-road use. A direct throttle response and tractable power delivery enable tires to bite firmly into terra firma, plus there’s still plenty of power to lift the front wheel over obstacles. All this renders electronic rider aids more of a nicety than a necessity—a good thing considering the T7 isn’t equipped with traction control, wheelie control, slide control, or any of the other electronic systems you might find on the competition. The Ténéré 700 is also available in the more rugged-looking Shadow Gray color. Notice the rally-bike inspirations in the small front fairing. (Yamaha/) For 2024, the ABS system was updated with three settings: ABS On, ABS Off, and Rear ABS Off (front ABS stays on). The system—and other important information—is managed through a rally-inspired 5-inch TFT dash that’s immensely more attractive than the previous generation’s LCD display. Two readout types are available: Street and Explorer. Yamaha’s Y-Connect app allows you to connect your smartphone to the bike for phone notifications and to check things like fuel consumption history. The 2024 model’s wire harness was also updated to easily accept Yamaha’s accessory quickshifter ($199.99). Other notable hardware includes KYB suspension with 8.3 inches of travel up front and 7.9 inches of travel out back. Brembo front brake calipers are clamped to 282mm brake discs, while Pirelli Scorpion Rally STR tires are mounted with tubes for easier trailside repairs. The tank measures 4.2 gallons, which is sufficient, but 0.3 to 1.1 gallons smaller than anything else in the class. A benefit here is the bike’s relatively low, 452-pound wet weight. A vertical 5-inch TFT was added for 2024. The screen is easy to read at a glance and easy to navigate, especially considering there aren’t multiple submenus. (Yamaha/) The bike’s narrow, rally-inspired front fairing and relatively short, nonadjustable windscreen are purposely minimal so that they don’t interfere in out-of-the-seat off-road riding. That equates to less wind protection while cruising down the highway and some helmet buffeting, but Yamaha didn’t really design the T7 for long days on the interstate. That’s even more apparent when you get the bike into the dirt; the combination of solid chassis and lightweight handling allow you to easily pick your way through technical terrain and carry more speed than a larger adventure bike might. One of the only issues is that ABS settings aren’t sticky, meaning you have to reselect your preferred setting every time you shut the bike off. This is made more frustrating by the fact that front ABS activates early and often in the dirt. Then again, electronics aren’t the talking point when it comes to the Ténéré 700. This is very much an adventure bike for those who want less—not more. The stock Ténéré 700 seat dips low for a manageable seat height. Yamaha’s optional one-piece rally seat ($219.99) sits 1.6 inches taller for added comfort, for taller riders. (Yamaha/) Pricing and Variants The 2024 Ténéré 700 is available in Team Yamaha Blue or Shadow Gray color options. There’s no difference in price and no optional upgrades, with both colors coming in at a reasonable $10,799. Competition <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-aprilia-tuareg-660-first-ride/"><b>Aprilia Tuareg 660, $12,299</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/bmw-f-900-gs-ride-review/"><b>BMW F 900 GS, starting at $13,495</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/cfmoto-ibex-450-first-ride-review/"><b>CFMoto Ibex 450, $6,500</b></a> <a href="https://www.cycleworld.com/honda/transalp/"><b>Honda Transalp, $9,999</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/husqvarna-norden-901-expedition-first-ride-2023/"><b>Husqvarna Norden 901, $14,899</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-ktm-790-adventureadventure-r/"><b>KTM 790 Adventure, $10,990</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/ktm-890-adventure-r-review/"><b>KTM 890 Adventure R, $15,799</b></a> <a href="https://www.cycleworld.com/bikes/suzuki-v-strom-800de-mexican-1000-rally-race-project/"><b>Suzuki V-Strom 800DE, $11,599</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/triumph-tiger-gt-pro-and-rally-pro-first-ride-review/"><b>Triumph Tiger 900, starting at $14,995</b></a> News and Reviews <a href="https://www.cycleworld.com/motorcycle-reviews/yamaha-tenere-700-first-ride-review/"><b>2024 Yamaha Ténéré 700 First Ride Review</b></a> <a href="https://www.cycleworld.com/bikes/yamaha-tenere-700-dyno-test-2023/"><b>2023 Yamaha Ténéré 700 Dyno Test</b></a> The Ténéré 700 is a capable adventure bike for off-road riding. (Yamaha/) 2024 Yamaha Ténéré 700 Claimed Specs MSRP: $10,799 Engine: DOHC, liquid-cooled parallel twin; 8 valves Displacement: 689cc Bore x Stroke: 80.0 x 68.6mm Compression Ratio: 11.5:1 Transmission/Final Drive: 6-speed/chain Fuel System: Electronic fuel injection Clutch: Wet, multiplate; cable actuation Frame: Double-cradle steel tube Front Suspension: 43mm KYB telescopic fork, fully adjustable; 8.3 in. travel Rear Suspension: Single KYB shock, preload and rebound adjustable; 7.9 in. travel Front Brake: 4-piston calipers, dual 282mm discs (w/ ABS) Rear Brake: 1-piston caliper, 245mm disc (w/ ABS) Wheels, Front/Rear: D.I.D spoked wheels w/ aluminum rims; 21 x 2.50 in. / 18 x 4.50 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 90/90-21 / 150/70-18 Rake/Trail: 27.0°/4.1 in. Wheelbase: 62.8 in. Ground Clearance: 9.4 in. Seat Height: 34.4 in. Fuel Capacity: 4.2 gal. Claimed Wet Weight: 452 lb. Contact: yamahamotorsports.com View the full article

Yamaha’s YZF-R7 stands alone in the Blu Cru middleweight sportbike lineup. Originally released as a 2022 model, the R7 is based on the MT-07 platform with the same basic chassis and CP2 engine. This is the same 689cc parallel twin featured in the Ténéré 700 and XSR700. Utilizing one engine platform across a range of different models is something Yamaha has been successful with for years. Now, manufacturers such as Suzuki and Triumph have followed the same path, as we explored in our recent Supersport Comparison. The 2024 Yamaha YZF-R7 features a 689cc DOHC liquid-cooled parallel twin with a 270-degree crank, a six-speed transmission, and a slipper/assist clutch. An upshift-only quickshifter is available as an accessory for $200. Separating the YZF from the MT-07, Yamaha fitted the R7 with a fully adjustable 41mm KYB fork offering 5.1 inches of travel and a KYB shock with spring preload and rebound adjustment providing 5.1 inches of travel. The R7′s tubular steel chassis is derived from the MT-07, but with modifications to sharpen the steering geometry and increase rigidity. In another effort to increase the performance of the R7, Yamaha fitted the supersport with a Brembo front brake master cylinder with dual 298mm disc and four-piston radial-mount calipers. And just like the MT-07, XSR700, and Ténéré 700, the R7′s electronics package is limited to ABS. 2024 Yamaha YZF-R7 Dyno Chart. (Robert Martin/) Before hitting our Dynojet 250i dynamometer, the R7 tipped our automotive scales at 418 pounds. On the Cycle World dyno, the 2024 Yamaha YZF-R7 produced 64.8 hp at 8,490 rpm and 44.5 lb.-ft. of torque at 6,520 rpm. For reference, the 2023 Yamaha Ténéré 700 produced 61.7 hp at 9,040 rpm and 42.5 lb-ft of torque at 6,470 rpm. Although Yamaha’s CP2 engine has grown a little long in the tooth, it is still one of the most fun, playful, and charismatic engines in motorcycling. It’s a Cycle World favorite in R7, as well as the Ténéré 700, MT-07, and XSR700. The bottom-end’s torquey and tractable power delivery makes it great for popping wheelies, pulling off an apex, or squirting away from a stoplight. The Yamaha R7 may not be the fastest, most powerful bike in the class, but it’s one of the sharpest parallel-twin sportbikes. View the full article

The 2024 Yamaha YZF-R3 ($5,499). (Yamaha/) Overview The small-displacement sportbike category is split between manufacturers that believe bigger is better and those that think entry-level bikes don’t need to be any more potent. Yamaha sits on the less-is-more side of the argument with its YZF-R3, which wears its sportbike lines proudly but is powered by a mild-mannered 321cc parallel twin. The result is a bike that looks the part while still being exceptionally user-friendly and plenty accommodating for newer riders. Key to Yamaha’s approach is the aforementioned 321cc twin, which made 36 hp and roughly 20 lb.-ft. of torque when last strapped to Cycle World’s in-house dyno. And while that’s not going to help you chase down Kawasaki’s newer, larger-displacement Ninja 500, power delivery is smooth and the high-revving engine is still plenty entertaining as comfort levels—and pace—start to come up. This is like bringing nunchucks to a gunfight—you’re better prepared than with a knife, but still a bit outclassed. The YZF-R3 is also available in Vivid White, which takes a step away from Yamaha’s race-inspired color scheme. (Yamaha/) The R3′s sportbike lineage shows through in its nimble, confidence-inspiring handling that’s well suited for city streets or the occasional trip down your favorite canyon road. Suspension is relatively firm considering the bike’s intentions while the single 298mm front brake disc reminds you of Yamaha’s racing roots, with great feedback and plenty of stopping power. This might not be the fastest small-displacement sportbike on the market, but there are sporty bones under those fairings. The YZF-R3 lacks the aggression and power of its more performance-oriented competition, but is still a great option for new riders looking to get their feet wet at the track. (Yamaha/) Speaking of fairings, Yamaha has done a great job of keeping the R3′s design in-line with what you’ll see on its larger-displacement sportbikes, like the YZF-R7 and YZF-R1. Unfortunately, there are no rider aids or other electronic niceties outside of LED lighting and a digital dash, whereas some of the competition has already made the electronic leap. Yes, even on their small-displacement sportbikes. The result is a no-frills sportbike that looks the part while offering a nice steppingstone within Yamaha’s proven sportbike lineup. While the R3’s digital display is not the latest TFT technology, it’s well organized and gives the bike a modern look. Same for the R1-inspired top triple clamp. (Yamaha/) Pricing and Variants The 2024 YZF-R3 is available in Team Yamaha Blue or Vivid White color options for $5,499. Competition <a href="https://www.cycleworld.com/motorcycle-reviews/aprilia-rs-457-first-ride/"><b>Aprilia RS 457, $6,799</b></a> <b>Honda CBR300R, $4,899</b> <a href="https://www.cycleworld.com/motorcycle-reviews/kawasaki-ninja-500-first-ride-review/"><b>Kawasaki Ninja 500, $5,299 to $6,599</b></a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-ktm-rc-390-track-test/"><b>KTM RC 390, $5,899</b></a> <b>Suzuki GSX250R, $5,099</b> It’s easy to see the YZF-R7 and YZF-R1 inspirations. (Yamaha/) News and Reviews <a href="https://www.cycleworld.com/2019-yamaha-yzf-r3-first-ride-review/"><b>2019 Yamaha YZF-R3 First Ride Review</b></a> <a href="https://www.cycleworld.com/2019-yamaha-yzf-r3-vs-kawasaki-ninja-400/"><b>2019 Yamaha YZF-R3 vs. Kawasaki Ninja 400</b></a> 2024 Yamaha YZF-R3 Claimed Specs MSRP: $5,499 Engine: DOHC, liquid-cooled inline-twin; 4 valves/cyl. Displacement: 321cc Bore x Stroke: 68.0 x 44.1mm Compression Ratio: 11.2:1 Transmission/Final Drive: 6-speed/chain Fuel System: Electronic fuel Injection w/ 32mm throttle bodies Clutch: Wet, multiplate; cable operation Frame: Diamond-type steel-tube Front Suspension: 37mm Kayaba USD fork, nonadjustable; 5.1 in. travel Rear Suspension: Kayaba shock, preload adjustable; 4.9 in. travel Front Brake: 2-piston slide-pin caliper, 298mm disc w/ ABS Rear Brake: 1-piston slide-pin caliper, 220mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 2.75 x 17 in. / 4.5 x 17 in. Tires, Front/Rear: Dunlop Sportmax GPR-300; 110/70-17 / 140/70-17 Rake/Trail: 25.0°/3.7 in. Wheelbase: 54.3 in. Ground Clearance: 6.3 in. Seat Height: 30.7 in. Fuel Capacity: 3.7 gal. Wet Weight: 375 lb. Contact: yamahamotorsports.com View the full article

Yamaha is working on a forward-facing camera, which we believe is to aid auto-dimming headlights. (Yamaha/) Yamaha is on the verge of adding a forward-facing camera to upcoming touring models, potentially including a revised Tracer 9 GT+ and Ténéré 700. New patent applications from the company show details of the camera unit and its mounting hardware, with a focus on mundane details of the camera’s attachment points and a system that allows the protective transparent cover in front of its lens to be removed for cleaning. These patents suggest that the system is approaching production, with the focus being on integration of the camera with specific bikes rather than on the innovations within the camera unit itself. Although there’s a possibility that the camera—referred to in the patents as a “detection device”—is part of a rider-assist system for lane monitoring or frontal impact warnings, its purpose may actually be simply to operate an auto-dimming system for the bike’s headlights. Kawasaki has already implemented just such a system using a forward-facing camera behind the screen of the H2 SX SE, enabling its AHB (Auto High Beam) control that works above 12.4 mph after dark to automatically switch between high and low beam headlights depending on whether there’s an approaching vehicle. The Kawasaki H2 SX SE has Auto High Beam control that is enabled by a forward-facing camera. (Kawasaki/) It’s a technology that’s been available in cars for half a century (Oldsmobile and Cadillac offered the first such system as the Autronic Eye as long ago as 1952), using a photoelectric sensor to “see” oncoming headlights and switch to the low beam. Today, the ready availability of cheap digital camera sensors means it’s an idea that’s easier than ever to implement, so it’s standard on many cars, with some even going a step further and selectively dimming specific parts of their lights to avoid blinding oncoming drivers while keeping the rest of the road illuminated. On bikes it’s still unusual, but it’s the most likely explanation for the addition of a camera to the front of an upcoming Yamaha model. The new patents show the front of a twin-headlight machine with an electrically adjustable windshield above. Both are key elements of specific patents. The twin lights allow the camera to be mounted between them, ensuring it’s stable and solidly attached to the front of the bike without requiring its own bracket, thus minimizing the number of new components needed. The electric windscreen covers the screws that secure the camera, thus providing security for the unit when parked. (Yamaha/) The electric screen is key to solving a less obvious problem, that of security. To make sure that the camera is protected from damage it has its own transparent screen in front of the lens, blending in with the front end of the bike and making sure that dirt, insects, or debris can’t get to the camera itself. But that screen needs to be able to be cleaned, both inside and out, to get the best performance from the camera so it’s attached via two quick-release screws. That introduces the problem of security (the cover is easy to remove, so it’s also easy to steal), which is where the electric screen comes into play. The camera cover’s screws can only be accessed when the screen is raised to its highest position. When the bike is parked and turned off, the screen lowers to cover the camera cover’s screws, solving the security problem. Perhaps surprisingly, it’s an existing idea. BMW uses the movement of the screen on the R 1250 RT as an anti-theft measure when bikes are fitted with the optional navigation system. In its low position, the screen stops the nav from being removed. Further patents from Yamaha showing the same upcoming new model also reveal that it has a storage cubby on the right-hand side of the fairing, just below the bars, where the nose blends into the fuel tank, but so far none of the illustrations give an accurate look at the complete bike, leaving a question as to whether it will be a development of the Tracer range or a new Ténéré model. An updated Ténéré 700 is expected for 2025, and the new model has been spotted on test with revised bodywork, a new headlight, and adjustable screen that match the patents for the camera system, and extensive disguising covers over its side fairings in the area where the storage box is expected to be fitted. View the full article

2024 Husqvarna Svartpilen 401. (Husqvarna/) Overview Husqvarna’s Svartpilen is a scrambler-style motorcycle that is packed with panache. At a glance you would never know that it’s an über-affordable entry-level machine. There isn’t anything else like it—outside of its stablemate the Vitpilen 401—in the entry-level world of motorcycles. The bike’s styling, fit, finish, and features make it a bike that you won’t soon grow out of. Built to excel around urban environments, yet fully capable of exploring outside of it with its knobby tires and scramble features, the Svartpilen 401 is a truly versatile bike. It’s powered by a 399cc liquid-cooled single-cylinder engine with fuel injection, ride-by-wire throttle control, and multiple ride modes. It even comes with an up/down quickshifter standard. The chassis features a steel-trellis frame, WP Apex suspension with 5.9 inches of travel at each end, a pair of ByBre brakes with a radial-mount four-piston caliper and 320mm disc at the front and a twin-piston 240mm disc setup at the rear. Bosch cornering-sensitive ABS is standard. Other features that are rarely seen at this price include the 5-inch full-color TFT display, Bluetooth connectivity, and LED lighting. Pricing and Variants The 2024 Svartpilen 401 has a $5,899 MSRP. Competition <a href="https://www.cycleworld.com/bikes/husqvarna-vitpilen-401-and-svartpilen-401-first-look/"><b>Husqvarna Vitpilen 401, $5,899</b></a> <a href="https://www.cycleworld.com/2018-bmw-g310r-naked-motorcycle-first-ride-review/"><b>BMW G 310 R, $4,995</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/triumph-speed-400-and-scrambler-400-x-review/"><b>Triumph Scrambler 400 X, $5,595</b></a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/royal-enfield-scram-411-first-ride-2023/"><b>Royal Enfield Scram 411, $5,099</b></a> <a href="https://www.cycleworld.com/honda/scl500/"><b>Honda SCL500, $6,799</b></a> News and Reviews <a href="https://www.cycleworld.com/bikes/husqvarna-vitpilen-401-and-svartpilen-401-first-look/"><b>Svartpilen 401 First Look</b></a> 2024 Svartpilen 401 Claimed Specs MSRP: $5,899 Engine: DOHC, liquid-cooled single; 4 valve/cyl. Displacement: 399cc Bore x Stroke: 89.0 x 64.0mm Compression Ratio: 12.6:1 Transmission/Final Drive: 6-speed/chain Fuel System: DKK Dell’Orto w/ 46mm throttle body; ride-by-wire Clutch: PASC slipper clutch; mechanically operated Frame: Steel trellis w/ bolt-on cast-aluminum subframe Front Suspension: 43mm WP Apex, compression and rebound damping adjustable; 5.9 in. travel Rear Suspension: WP Apex monoshock, spring preload and rebound damping adjustable; 5.9 in. travel Front Brake: 4-piston radial-mount caliper, 320mm disc w/ ABS Rear Brake: 2-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Spoked; 17 in./17 in. Tires, Front/Rear: 110/70-17 / 150/60-17 Rake/Trail: 24.0°/NA Wheelbase: 53.9 in. Ground Clearance: 7.1 in. Seat Height: 32.3 in. Fuel Capacity: 3.4 gal. Wet Weight: 351 lb. Contact: husqvarna-motorcycles.com View the full article

2024 Husqvarna Vitpilen 401. (Husqvarna/) Overview Husqvarna’s Vitpilen is a more asphalt-oriented variation of its close sibling, the Svartpilen 401. Like that scrambler motorcycle, the Vitpilen is über stylish and packs a ton of features for an entry-level machine. Where its stablemate features spoked rims and knobby tires, the Vitpilen wears road-oriented rubber on its cast-aluminum wheels. And while this machine is much happier keeping the rubber on the tarmac, it’s otherwise equally as versatile. It’s powered by a 399cc liquid-cooled single-cylinder engine with fuel injection, ride-by-wire throttle control, and multiple ride modes. It even comes with an up/down quickshifter and anti-theft device as standard. The chassis features a steel-trellis frame, WP Apex suspension with 5.9 inches of travel at each end, a pair of ByBre brakes with a radial-mount four-piston caliper and 320mm disc at the front and a twin-piston 240mm disc setup at the rear. Bosch cornering-sensitive ABS is standard. Other features that are rarely seen at this price include the 5-inch full-color TFT display, Bluetooth connectivity, and LED lighting. Pricing and Variants The 2024 Vitpilen 401 has a $5,899 MSRP. Competition <a href="https://www.cycleworld.com/bikes/husqvarna-vitpilen-401-and-svartpilen-401-first-look/"><b>Husqvarna Svartpilen 401, $5,899</b></a> <a href="https://www.cycleworld.com/2018-bmw-g310r-naked-motorcycle-first-ride-review/"><b>BMW G 310 R, $4,995</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/triumph-speed-400-and-scrambler-400-x-review/"><b>Triumph Scrambler 400 X, $5,595</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/royal-enfield-guerilla-450-first-ride/"><b>2025 Royal Enfield Guerrilla 450, $TBA</b></a> <a href="https://www.cycleworld.com/honda/scl500/"><b>Honda SCL500, $6,799</b></a> News and Reviews <a href="https://www.cycleworld.com/bikes/husqvarna-vitpilen-401-and-svartpilen-401-first-look/"><b>Vitpilen 401 First Look</b></a> 2024 Vitpilen 401 Claimed Specs MSRP: $5,899 Engine: DOHC, liquid-cooled single; 4 valve/cyl. Displacement: 399cc Bore x Stroke: 89.0 x 64.0mm Compression Ratio: 12.6:1 Transmission/Final Drive: 6-speed/chain Fuel System: DKK Dell’Orto w/ 46mm throttle body; ride-by-wire Clutch: PASC slipper clutch; mechanically operated Frame: Steel trellis w/ bolt-on cast-aluminum subframe Front Suspension: 43mm WP Apex, compression and rebound damping adjustable; 5.9 in. travel Rear Suspension: WP Apex monoshock, spring preload and rebound damping adjustable; 5.9 in. travel Front Brake: 4-piston radial-mount caliper, 320mm disc w/ ABS Rear Brake: 2-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: 110/70-17 / 150/60-17 Rake/Trail: 24.0°/ N/A Wheelbase: 53.9 in. Ground Clearance: 7.1 in. Seat Height: 32.3 in. Fuel Capacity: 3.4 gal. Wet Weight: 341 lb. Contact: husqvarna-motorcycles.com View the full article

The 2024 Yamaha Bolt R-Spec ($8,899). (Yamaha/) Overview The search for a classically styled middleweight cruiser has traditionally started and ended at Harley-Davidson’s Sportster, but with Harley-Davidson taking a more modern approach with its latest-generation Nightster and Sportster S, bikes like the Bolt R-Spec are creeping back into the cruiser spotlight. Hardware is not the main talking point here, but a quick pass through the Bolt’s features highlight’s Yamaha’s less-is-more approach. Power comes courtesy of an air-cooled 60-degree V-twin. And while that engine may lack the bark of Harley’s finely tuned Sportsters of yesteryear, it offers near seamless fueling and plenty of low-end grunt for casual around-town cruising. Yes, there are some vibrations as you near 80 mph on the highway, but those settle down to something best described as “character” when cruising around town. Just what you want on a mid-displacement cruiser. Hopefully you’re a fan of the Bolt R-Spec’s blacked-out look. The bike is only available in this Raven color. The keyword to this design is “simple.” (Yamaha/) There’s not an abundance of room in the Bolt R-Spec’s compact saddle, but the bike’s modest dimensions mean it’s an easy motorcycle for newer riders to get comfortable on. Well-positioned mid-control footpegs make it a comfortable mount for the type of riding it was intended for too. That includes short jaunts around town with the occasional stretch down the open highway. Relatively light handling and sporty shocks offer just enough performance for when the pace picks up. While that hardware is important and Yamaha is quite good at building seamless machines, the focus for a bike like the Bolt R-Spec is styling, and Yamaha has done a great job of incorporating the classic lines you’d expect from a V-twin cruiser. A 3.4-gallon teardrop tank, dual piggyback shocks, 12-spoke cast-aluminum wheels, and blacked-out finishes fit the bill. Plus, there’s very little badging. While the Bolt R-Spec’s classic lines are appreciated, there’s a decent number of aftermarket options for the bike. (Yamaha/) More benefits come in the form of a low, 27.2-inch seat height and modern LED lighting. And while Yamaha hasn’t tweaked the formula much in recent years, the Bolt R-Spec’s straightforward design is what makes it so appealing. Pricing and Variants The Bolt R-Spec is available in any color you’d like so long as it’s black (with a small red accent on the tank). MSRP is $8,899. Intimidating dimensions and a V-twin engine with good low-end grunt make the Bolt R-Spec a great bike for newer riders. (Yamaha/) Competition <a href="https://www.cycleworld.com/story/buyers-guide/2020-kawasaki-vulcan-s/"><b>Kawasaki Vulcan S, $7,349 to $8,499</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-suzuki-boulevard-c50t/"><b>Suzuki Boulevard C50, $9,299</b></a> <a href="https://www.cycleworld.com/story/bikes/royal-enfield-super-meteor-650-first-look-2023/"><b>Royal Enfield Super Meteor 650, $6,999 to $7,499</b></a> <a href="https://www.cycleworld.com/harley-davidson/nightster/"><b>Harley-Davidson Nightster, $11,999 to $12,299</b></a> <a href="https://www.cycleworld.com/2015/12/02/2016-indian-scout-sixty-cruiser-motorcycle-review-first-ride-photos/"><b>Indian Scout Sixty, starting at $11,749</b></a> 2024 Yamaha Bolt R-Spec Claimed Specs MSRP: $8,899 Engine: SOHC, air-cooled, 60º V-twin; 4 valves/cyl. Displacement: 942cc Bore x Stroke: 85.0 x 83.0mm Compression Ratio: 9.0:1 Transmission/Final Drive: 5-speed/belt Fuel System: Fuel injection Clutch: Wet, multiplate; cable operation Frame: Steel tube Front Suspension: 41mm telescopic fork; 4.7 in. travel Rear Suspension: Dual piggyback shocks; 2.8 in. travel Front Brake: 298mm disc Rear Brake: 298mm disc Wheels, Front/Rear: 12-spoke cast aluminum; 19 in./16 in. Tires, Front/Rear: Bridgestone Exedra; 100/90-19 / 150/80-16 Rake/Trail: 29.0°/5.1 in. Wheelbase: 61.8 in. Ground Clearance: 5.1 in. Seat Height: 27.2 in. Fuel Capacity: 3.4 gal. Wet Weight: 542 lb. Contact: yamahamotorsports.com View the full article

Around 25,000 units are affected worldwide. View the full article

Enea Bastianini took the win on Saturday and Sunday. (MotoGP/) In winning the Silverstone round Enea Bastianini (factory Ducati) shattered conventional expectations (it’s gotta be Bagnaia, Martín, or Márquez!) and focused attention on how this weekend began for him, and on his “weird” (Marc Márquez’s word) riding style. I have previously held forth, perhaps tediously, on the plight of several gifted riders whose sporadic success reveals their talent. The usual bushel under which they conceal their candles is that of being mysteriously faster in the race than in the practices and qualifying. This is often based upon being somehow slow on the new/soft tires that are run on Fridays and Saturdays, and remarkably faster on used tires. This, by resulting in undistinguished qualifying positions, forces them to start with the disadvantage of having to pass many riders on Sunday. Speaking Friday, Bastianini said, “It was a positive day, as I felt comfortable straight away with the base setup.” Words like these are more often heard from the top men, who are fast from FP1, advance easily to Q2, and qualify up front. The fundamental reason for being somehow slow, and therefore unable to get a front-two-rows start position? To be fast for one lap requires a quite different setup from that run in the race. The race is long, which requires being fast as the tires age and hit tire drop (it was lap 11 for many this weekend), yet must retain enough grip to fight off attacks in the final laps. Francesco Bagnaia lost valuable championship points with a crash in Saturday’s Tissot Sprint. (MotoGP/) A qualifying bike is not carrying the full load of 30 pounds of gas, but it has the extra grip usually resulting from softer-than-Sunday tire choices. Nearly all riders note that this year’s new Michelin rear tends to overcome front grip to produce push (running wide). Experienced crew chiefs see to it that effective measures are taken early in the weekend to deal with the extra push of a softer rear. Bastianini and Used Tires Riders have commented that Bastianini is usually the fastest rider in the second half of Sunday’s race. That is, he is the fastest man on used tires. What if some day his crew puts the Friday and Saturday terms into the equation? That day was August 5 at Silverstone. Francesco Bagnaia took the lead and held it for 11 laps, when Jorge Martín took it for the next seven. Bastianini had fallen back to fourth three laps after the start, but moved forward only gradually, becoming third on lap 11, then second on lap 14. On lap 17 he closed to half a second behind Martín, and made the pass on lap 19, winning by nearly two seconds. He had something extra—quite a big something—at the end. The difference that turns such late-race speed into a win? Being fast from FP1, qualifying first, and starting first. Otherwise, starting well down, his fast late laps in the past only got him to so-so finish positions, so cameras focused on others. Bastianini was nearly two seconds ahead of Jorge Martín at the finish. (MotoGP/) Bastianini also won the Saturday sprint, saying, “I’m happy because the feeling with the bike has been excellent since yesterday. Bagnaia (third, factory Ducati) described his race: “I got into the lead and tried to manage the race as best I could… I couldn’t push as hard as I wanted with the front tire. I had to use the rear tire more in order [to make the bike turn]. This led to some struggles at the end of the race. “When Martín overtook me I tried to stay with him but I almost tucked the front at turn 7. Bagnaia has issues with front grip at Silverstone. (MotoGP/) “I turn the bike with the front, and you can only do that when you have support from the tire, which I didn’t have today. With the medium, in several corners the front would lock up, I couldn’t stop, and always came a little wide. So I had to use the gas to [finish] the corner and I wore out the rear. “It’s clear that Enea, when he’s strong already from Friday, is really hard to beat, as he’s known for being very strong in the final part of the race. “Enea was good at being able to be softer on the tires in certain situations.” Fabio Di Giannantonio (fifth, VR46 Ducati) had the same problem as Bagnaia: “This bike has a push at the end of corners which makes it difficult to cut the line in a right way. “With the new tire it is even worse for us… Every time I’m not fully happy with the front tire—like today, we chose the medium—then I finish more the rear tire because I can’t force the front to turn more.” Márquez Needs to Find Several Seconds Marc Márquez (Gresini Ducati, fourth on Sunday) said of Bastianini, “His riding style is weird but at the same time he is very effective. At the beginning he struggles a bit more than Pecco and Martín with new tires, but he is always extremely fast with used tires. He can turn the bike by leaning it very little. “He was efficient and fast without too much movement. In every race he has been the fastest rider in the last 10 laps.” Less lean angle means conservation of edge grip, a handy asset to have in the last five laps. Aleix Espargaró (sixth, factory Aprilia) said of Bastianini, “He’s really smooth…slowing and accelerating really, really smoothly and taking care of the rear tire. “…this weekend the feeling—looking from outside—is that it was very easy for him.” Martín (second, Gresini Ducati) said of his race, “Behind Pecco I actually felt good, but when I was in front I struggled to stop the bike. “I tried to stay with [Bastinanini] but it was impossible to beat him. He was on another level today.” Jorge Martín said it was impossible to beat Bastianini this weekend. (MotoGP/) Inevitably, Bastianini was besieged by journalists wanting to know his strategy for winning the championship. He said, “I don’t think I’m in contention for the title. Pecco and Jorge have shown more consistency in every race and are always at the top of their form. Often, I don’t find the right feeling right away or I find myself starting behind. To be able to fight for a title you need to improve in this sense. “[My] first goal is to find more consistency in qualifying.” For those who urgently expect Márquez (fourth, Gresini Ducati) to shine with his former intensity, he said, “This was my worst Friday, and I was far away. But little by little I managed to recover. On Saturday I worked until the evening with the team and today I managed to stay close to Pecco, who suffered in turn. “At the moment we are on average four to five seconds slower in the race (than the Pecco-Martín duo) so we have to improve more than two- or three-tenths a lap if we want to fight with them, but it’s a lot.” Sports broadcaster and former rider Neil Hodgson said, “It’s the worst weekend that we’ve seen him on the Ducati: inconsistent through practice, mistakes, crashes. Crashed out of the sprint race. “We saw a few aerial views… He’d gain on entry, gain two bike lengths on the way in, but lose five on the way out.” Márquez had spoken of a shortfall in acceleration. Hodgson continued, “You know when Marc is having a bad weekend because he rides it (the Ducati) like a Honda, and it doesn’t work.” Aprilia’s New Aero Espargaró (sixth, factory Aprilia) had won Silverstone from Bagnaia last year, so eyes were on him to repeat. “We did a great job during this weekend. Yesterday we set a new lap record in qualifying and also today in the race.” Aprilia deployed its single in-season aero update at Silverstone. It features a rounded front, radical venturi sides, angled to parallel the pavement at full lean. A two-element slotted airfoil attaches to the “chin,” its tips terminating in upswept winglets as seen on airliners. The underseat area is sheeted in, presumably in hope of ducting away hot air with minimum rider contact. On Friday, Espargaró said, “The new aerodynamics seem to be working well—the bike is more agile. Aleix Espargaró said the Aprilia is more agile after the new aero, but despite setting a new lap record, he couldn’t break the top five on Sunday. (Aprilia/) “…it’s not a step forward in terms of temperature.” (A 280–300 hp engine is an air fryer.) “The ground effect downforce has been improved when the bike is at lean angle…and sensitivity to side winds has decreased.” 1950s GP rider Bill Lomax spoke of Guzzi’s work in its own wind tunnel to decrease gust response. High tech! The designers made the sides of the fairing rounded rather than flat! Espargaró fended off expectations of higher placing by saying, “…in terms of management of the rear tire, there was nothing I could do.” Maverick Viñales (13th, factory Aprilia), said, “We need to understand…what we’re missing to get back to being competitive…since we’ve gone from winning races to suffering. Here…after the fifth lap I had no more rear tire.” When asked if the problem was Ducati’s growing strength, he said, “They’re not the ones who have progressed. We’ve taken a step back.” KTM’s Continued Struggle Pedro Acosta was KTM’s top finisher (ninth). In calling for increased corner apex speed capability, he echoed Andrea Dovizioso’s years of similar urgings ignored at Ducati. Acosta said, “From the beginning of our (KTM’s) history in MotoGP…we were strong in braking and tight corners (the classic point-and-shoot strengths). It’s nothing new.” He noted that point-and-shoot fails on fast and flowing circuits like Silverstone; “To ride the V-line, it’s not the way [here]. To brake hard is not the way. Because if you brake hard here, you break [your] speed. And if you break your speed, you are done.” Remember that not so long ago, Ducati planners were sure that they could beat Honda by hammering point-and-shoot even harder. Only once it was realized that a multi-capable motorcycle could excel over bikes built for a single style were they able to ascend to their present height—all eight Ducatis in the top 10 this past weekend. Without Bastianini’s breakthrough in being fast from FP1 onward, Silverstone would have been another Martín-versus-Bagnaia weekend. Can Bastianini and his crew now repeat this at will, or was it happenstance? Austria will tell us. Can Bastianini repeat his front-row start to set him up for a win going forward? (MotoGP/) There is still no good news from either Yamaha or Honda. New parts arrive and tests reveal nothing of note. Martín has narrowly regained the point lead, at 241 versus 238 for Bagnaia. Bastianini now has 192, Márquez 179, and Viñales 130. Austria is next, August 16–18. View the full article

2024 Husqvarna 701 Enduro. (Husqvarna/) Overview Strong platforms stand the test of time, and the one that the 701 Enduro is based on has done just that. This single-cylinder dual sport can serve many purposes from lightweight ADV to heavyweight enduro, which gives it a ton of versatility. Its 693cc SOHC single is shared with no less than five other models including its Supermoto sibling under the Husqvarna banner. It is liquid-cooled, has electric starting, fuel injection, and features ride-by-wire throttle, which allows multiple ride modes. It also has lean-sensitive ABS and traction control. A steel-trellis frame and composite subframe with integrated fuel tank anchor the chassis. Suspension consists of a WP 48mm Xplor fork with 9.8 inches of travel in the front and a linked WP shock with identical travel. Wheels measure 21 inches in front and 18 inches at the rear with 90/90-21 and 140/80-18 rubber, respectively. Brembo brakes with Bosch ABS handle braking duty. Pricing and Variants The 2024 Husqvarna 701 Enduro is $12,999 in the single white color. Competition <a href="https://www.cycleworld.com/honda/xr650l/"><b>Honda XR650L, $6,999</b></a> <a href="https://www.cycleworld.com/kawasaki/klr650/"><b>Kawasaki KLR650, starting at $6,899</b></a> <b>2025 </b><a href="https://www.cycleworld.com/story/buyers-guide/2020-suzuki-dr650s/"><b>Suzuki DR650S, $7,199</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-ktm-690-enduro-r/"><b>KTM 690 Enduro R, $12,999</b></a> <a href="https://www.cycleworld.com/story/motorcycle-news/gasgas-es-700-first-look-2023/"><b>GasGas ES 700, $12,699</b></a> News and Reviews <a href="https://www.cycleworld.com/story/bikes/2021-husqvarna-701-enduro-lr-dyno-test/"><b>Husqvarna 701 Enduro Dyno Test</b></a> 2024 Husqvarna 701 Enduro Claimed Specs MSRP: $12,999 Engine: SOHC, liquid-cooled single; 4 valves Displacement: 693cc Bore x Stroke: 105.0 x 80.0mm Compression Ratio: N/A Transmission/Final Drive: 6-speed/chain Fuel System: Keihin EFI w/ 50mm throttle body; ride-by-wire Clutch: Wet, multiplate slipper; cable operation Frame: Chromoly steel trellis Front Suspension: WP 48mm Xplor fork, compression and rebound adjustable; 9.8 in. travel Rear Suspension: WP linked monoshock, fully adjustable; 9.8 in. travel Front Brake: 2-piston Brembo caliper, 300mm disc w/ ABS Rear Brake: 1-piston Brembo caliper, 240mm disc w/ ABS Wheels, Front/Rear: Spoked; 21 in./18 in. Tires, Front/Rear: 90/90-21 / 140/80-18 Rake/Trail: 27.7°/NA Wheelbase: 59.25 in. Ground Clearance: 10.6 in. Seat Height: 36.4 in. Fuel Capacity: 3.4 gal. Wet Weight: 322 lb. Contact: husqvarna-motorcycles.com View the full article

2024 Kawasaki Ninja 500 in Metallic Spark Black/Metallic Flat Raw Graystone. (Kawasaki/) Overview Kawasaki’s Ninja 500 sportbike offers the same accessibility as the Ninja 400 but with a larger engine. For 2024, Kawasaki bumped up the engine displacement of its tried-and-true 399cc mill to 451cc by increasing the stroke by 8.6mm. Along with the larger engine, the Ninja 500 also receives updated styling and a new dash—other than that, the Ninja 500 is extremely similar to the Ninja 400. The 2024 Kawasaki Ninja 500 features a 451cc DOHC liquid-cooled parallel twin making a claimed 51 hp at 10,000 rpm and 31.7 lb.-ft. of torque at 7,500 rpm. Bore measurement remains the same as the 400 at 70.0mm, but this larger engine (utilized in the Ninja 500, Z500, and Eliminator) now features a 58.6mm stroke. At its core, the Ninja 500 chassis is the Ninja 400 chassis. The 500 utilizes the same steel-trellis frame, 41mm telescopic fork, horizontal back-link shock, and braking system with a dual-piston caliper and 310mm rotor up front and a single 220mm rotor and single-piston caliper at the rear. The 2024 Kawasaki Ninja 500 receives an updated LCD display. But for those who want even more premium features, check out the 2024 Kawasaki Ninja 500 SE ABS which features a full-color TFT display with a range of Kawasaki Genuine Accessories including special-edition graphics, Intelligent Proximity Activation Start System, LED turn signals, large windshield, pillion seat cover, frame sliders, USB-C outlet, tank pad, knee pads, radiator screen. 2024 Kawasaki Ninja 500 KRT Edition SE ABS. (Kawasaki/) Pricing and Variants The 2024 Kawasaki Ninja 500 is available in five variants: Ninja 500 non-ABS ($5,299) and Ninja 500 ABS ($5,699–$5,899); Ninja 500 KRT Edition ($5,499); Ninja 500 SE ABS ($6,399); Ninja 500 KRT Edition SE ABS ($6,399); Ninja 500 SE 40th Anniversary Edition ABS ($6,599). 2024 Kawasaki Ninja 500 SE 40th Anniversary Edition ABS. (Kawasaki/) Competition <a href="https://www.cycleworld.com/story/motorcycle-reviews/honda-cbr500r-abs-cb500f-abs-review-2022/"><b>Honda CBR500R, $7,399</b></a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-ktm-rc-390-track-test/"><b>KTM RC 390, $5,899</b></a> News and Reviews <a href="https://www.cycleworld.com/motorcycle-reviews/kawasaki-ninja-500-first-ride-review/"><b>2024 Kawasaki Ninja 500 First Ride Review&nbsp;</b></a> <a href="https://www.cycleworld.com/bikes/kawasaki-ninja-500-first-look/"><b>2024 Kawasaki Ninja 500 First Look</b></a> <a href="https://www.cycleworld.com/bikes/kawasaki-eliminator-se-dyno-test-2024/"><b>How Much Power Does the 2024 Kawasaki Eliminator SE Make?</b></a> 2024 Kawasaki Ninja 500 Claimed Specs MSRP: $5,299 / $5,699–$5,899 (ABS) Engine: DOHC, liquid-cooled, 4-stroke parallel twin Displacement: 451cc Bore x Stroke: 70.0 x 58.6mm Compression Ratio: 11.3:1 Transmission/Final Drive: 6-speed/chain Fuel System: DFI w/ dual 32mm throttle bodies Clutch: Wet, multiplate; cable operation Frame: Trellis, high-tensile steel Front Suspension: 41mm hydraulic telescopic fork; 4.7 in. travel Rear Suspension: Horizontal back-link shock, preload adjustable; 5.1 in. travel Front Brake: 2-piston calipers, 310mm disc (w/ ABS) Rear Brake: 1-piston caliper, 220mm disc (w/ ABS) Wheels, Front/Rear: Cast spoked; 17 in./17 in. Tires, Front/Rear: 110/70-17 / 150/60-17 Rake/Trail: 24.5°/3.6 in. Wheelbase: 54.1 in. Ground Clearance: 5.7 in. Seat Height: 30.9 in. Fuel Capacity: 3.7 gal. Wet Weight: 370 lb. / 375 lb. (ABS) Contact: kawasaki.com View the full article

Husqvarna’s travel-oriented Norden 901 Expedition sees a modest price bump compared to the Norden 901. MSRP is $15,799 versus $14,499 (Husqvarna/) Ups Upgraded with higher-spec Xplor suspension A whole catalog of accessories included as standard Minimal price increase for all of the significant upgrades Downs Included bags not very durable Windscreen fixed and not adjustable Have to buy different bag mounts if you want hard cases Verdict There are so many options in the adventure-bike class that it can be overwhelming. However, middleweight, multicylinder models offer an ideal balance between power and weight that makes them very appealing. Husqvarna’s newest member of the Norden family, the 901 Expedition, is an upscale-trim version of the base model that’s more travel oriented and worth a look for those riders who enjoy longer adventures. Similar to the Norden 901, the 901 Expedition shares much of its hardware with KTM’s 890 Adventure models, but all of that hardware is wrapped in bodywork that’s less aggressive than what you’d find on the KTM. (Husqvarna/) Overview Husqvarna hit the road running with its original Norden 901 thanks in large part to its ties to sister brand KTM and the 890 Adventure models that serve as the bones for the Norden. But while the Norden 901 shares an engine and chassis with the KTMs, Husqvarna took a different direction with the styling, replacing the knife-edge angles of the KTM with smooth, modern lines that spark memories of classic Paris-Dakar bikes of the ‘80s and ‘90s. The look is entirely Husqvarna; a round LED headlight sits high above the front wheel, flanked by integrated fog lights and a steeply angled windscreen. The Norden’s personality was intended to be equally as refined, Husqvarna deciding that the bike should be less aggressive and better suited to the everyday adventurer. By introducing the Expedition model right after, Husqvarna expanded on that concept by retaining much of what made the Norden 901 so great, but increasing its appeal with more travel-oriented hardware. Where the Expedition truly distinguishes itself from the Norden 901 is in componentry. It shares the more stout Xplor suspension with KTM’s 890 R, gets a burly skid plate, as well as touring amenities like a more protective windscreen, centerstand, and luggage as standard. While the Norden 901 Expedition is great off road, it’s equally as capable on pavement. (Husqvarna/) Updates for 2023 While the Norden 901 Expedition was an all-new model for 2023, it’s based heavily on the standard Norden 901, which was introduced as a 2022 model and has yet to see any updates. The big news here is the move to WP Xplor suspension. Comfort and convenience upgrades include heated grips and rider seat, a taller windshield, centerstand, soft luggage, and Connectivity Unit (optional on the base Norden), which allows you to connect your smartphone via Bluetooth to the motorcycle. Added protection comes in the form of a heavy-duty aluminum skid plate. Pricing and Variants The Norden 901 Expedition starts at $15,799—a modest price increase over the $14,499 Norden 901. The bike is available in just one color. Upgraded suspension and added protection mean the Norden 901 Expedition is up for serious adventure. (Husqvarna/) Competition The middleweight ADV category continues to grow in terms of popularity, and manufacturers have found different solutions to the same problem, meaning there are multiple options with a range of features. Entries into this space include the Yamaha Ténéré 700 ($10,499), KTM 890 Adventure ($13,949), BMW F 850 GS ($12,595), and even the standard Husqvarna Norden 901 ($14,499). Ducati’s DesertX ($17,695) is a legitimate contender with some serious off-road chops, while Triumph has a range of Tiger 900 options available ($14,995 to $17,395). More aggressive adventure models include the KTM 890 Adventure R ($15,199) and BMW F 850 GS Adventure ($13,595). Note: Listed MSRP are the starting price, and costs will vary depending on features. The 889cc LC8c engine borrowed from KTM’s 890 Adventure models delivers a broad spread of torque that allows the rider to choose a couple of different gear options. (Husqvarna/) Powertrain: Engine, Transmission, and Performance The power unit in the Expedition is identical in every regard to the base Norden. It’s the same 889cc LC8c parallel twin that also powers KTM’s 890 Adventure and 890 Adventure R. The liquid-cooled DOHC eight-valve engine produces a claimed 105 hp at 8,000 rpm and 74 lb.-ft. of peak torque at 6,500 rpm. The last KTM 890 Adventure R we ran on the Cycle World dyno cranked out 86.5 hp at 8,320 rpm and 58.1 lb.-ft. of torque at 6,870 rpm at the rear wheel. Service intervals are set at around 9,500 miles. “The LC8c engine that the Norden shares with the orange bikes is, straight up, an awesome adventure-bike powerplant,” Editor-at-Large Blake Conner said in his Norden 901 Expedition review. “It comes down to the balance between on-road and off. What do you intend to ride and where? On the road, the Norden feels sporty and quick, easily lofting the front wheel in second gear and acting like a hooligan. When making a quick pass, a downshift from sixth to fifth (or maybe fourth) wakes it up nicely and allows you to blast past. “Off-road, there is no denying that the LC8c is stout, not to the degree of the latest 1,200cc-plus monsters, but it doesn’t leave you wanting much more. In this era of awesome electronics, getting the most out of the engine is simply a matter of dialing in the intervention you’re comfortable with. That right there makes this bike a great choice for a huge range of riders. Expert riders will be totally happy letting it eat with big throttle openings and very little interference from the electronics, while others can find confidence through mellower delivery and more traction control.” The Expedition gets WP’s high-spec Xplor suspension front and rear. (Husqvarna/) Chassis/Handling The Norden 901 Expedition has a chromoly-steel frame that utilizes the engine as a stressed member. Rake is set at 25.8 degrees, with 4.2 inches of trail. Out back is a die-cast aluminum swingarm that utilizes a linkless PDS shock. A spoked 21-by-2.5-inch front and 18-by-4.5-inch rear wheel with tubeless design are mounted with Pirelli Scorpion Rally STR tires in 90/90-21 and 150/70-18 front and rear sizes. What separates the Expedition from the standard model are the more off-road-friendly WP Xplor suspension units front and rear. At the front, the base model’s WP Apex 43 (43mm stanchion) fork is swapped for the Xplor 48 fork with much larger 48mm stanchions. While the Apex fork has provisions for compression and rebound, the Xplor adds preload to the mix. Similarly, at the rear, the Apex shock is swapped for an Xplor shock. The Apex unit on the standard model has preload and rebound damping, while the Xplor unit is fully adjustable with preload, compression, and high- and low-speed rebound damping. Travel increases from the Apex’s 8.7 inches at the front and 8.5 inches at the rear to 9.4 inches at each end of the Expedition. This in turn increases the Expedition’s ground clearance 0.7 inch to 10.6, while also increasing the wheelbase slightly from 59.5 to 60.1 inches. “For such a large machine, weighing more than 500 pounds fully fueled, the Expedition carries the weight well,” Conner said. “Like its cousin, the 890 Adventure, the Norden’s saddle fuel tanks put the mass down low. This really pays off when snaking through the sand and makes the bike feel a lot lighter than the numbers would lead you to believe. “On the roughest terrain, soft and plush is the ticket. A few sections on our South Africa test included beat, ledgy, rock-strewn climbs, where momentum is key. Getting bounced off line by too-stiff suspension would have consequences, so the stock suspension setup on the bikes for the event proved to be really good. Picking a line through the biggest rocks isn’t a big deal as the Expedition tracks well as it sucks up the hits, and if you need to plow straight into some others to keep from losing that flow, so be it. After all, there’s no use in having that extra travel if you don’t utilize it, right?” Consider also that, as good as the Pirelli tires are for most conditions, a more aggressive knobby front tire is worth considering for those who plan on riding a lot of sand. A comfy but still fully supportive seat makes it easy to rack up miles on the Norden 901 Expedition. An added benefit is that the seat can be adjusted to two heights, either 34.4 inches in the low position or 35.2 inches in the high setting. (Husqvarna/) Brakes The mechanical details of the braking system include J.Juan (a Brembo sub-brand) radial-mount four-piston calipers up front with 320mm discs, while a twin-piston caliper and 260mm disc reside out back. Bosch’s 9.1 MP Cornering ABS utilizes an IMU to determine the bike’s lean angle and intervene accordingly when switched to the standard mode. In Offroad mode, ABS is turned off at the rear wheel so it can be completely locked, while the lean-sensitive function is turned off and ABS intervention reduced. Fuel Economy and Real-World MPG Fuel mileage numbers are not currently available for the Norden 901 Expedition. While soft bags are a nice standard feature it doesn’t take much for them to show signs of wear and tear, and the rigid part of the bag that holds the attachment hardware isn’t stiff enough to keep them from deforming. There are other options in Husqvarna’s accessory catalog, but they don’t utilize the same mounting hardware, so you would have to invest in that as well. (Husqvarna/) Ergonomics: Comfort and Utility “An area that Husky has done a great job finding balance is the riding position and ergonomics,” Conner said. “With a bunch of time spent off the asphalt, there is a lot of standing on the pegs. Placement of the bars is really good (they can be adjusted to six different positions with 30mm of fore and aft adjustment). While standing, getting a good view over the extra tall touring windscreen is not an issue, but in some other sections, when seated, seeing through that towering muddy screen is really difficult. We’d likely shop the accessory catalog for a lower screen if riding off-road on a regular basis was the plan. On the road, the windscreen provides excellent protection from the wind and the small air vent three-quarters of the way up does its job of reducing buffeting, even with an off-road helmet on. “Husky really delivered the touring comfort that the Expedition name promises. When seated, the reach to the bars is quite comfortable, and the seat is not only very supportive but quite comfy, and can be adjusted to two heights, either 34.4 inches in the low position or 35.2 inches in the high setting. The Expedition comes standard with a heated rider seat (sorry, no passenger) and grips. With the seat in the lower position, knees are bent just a bit past 90 degrees, which basically means that long hours in the saddle are totally doable.” The layout for the TFT display is well thought out, making the display easy to navigate even while riding. (Husqvarna/) Electronics The Husky’s brain is a Bosch engine management system with ride-by-wire throttle control. The system allows the rider to choose between four distinct modes including Street, Rain, Offroad, and Explorer. The latter is a user-customizable mode in which the rider can individually tailor traction control, throttle response, peak-power output, and ABS preferences to their liking. The Cornering MTC traction-control system is lean-angle sensitive and has nine levels of intervention for rear-wheel slip. The MTC also provides wheelie control depending on the chosen mode. Motor Slip Regulation manages engine-braking electronically to work in concert with the slipper clutch. Another nice feature that is possible with the ride-by-wire system is cruise control, which comes standard on the Expedition. All lighting is LED including the headlight, a pair of fog lights, and slim turn signals. A 5-inch TFT display is the rider’s portal to the bike’s menus and information screens. Warranty and Maintenance Coverage Husqvarna’s street models come with a 24-month limited warranty. Quality Fit and finish appear excellent, but it’s worth tracking any issues with the Norden 901′s stablemates from KTM to understand any mechanical issues that might arise in aggressive or long-distance riding. 2023 Husqvarna Norden 901 Expedition Specs MSRP: $15,799 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl Displacement: 889cc Bore x Stroke: 90.7 x 68.8mm Compression Ratio: 13.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 105.0 hp @ 8,000 rpm Claimed Torque: 74.0 lb.-ft. @ 6,500 rpm Fuel System: EFI w/ twin 46mm Dell’Orto throttle bodies Clutch: PASC slipper clutch; cable actuation Engine Management/Ignition: Bosch EMS w/ ride-by-wire Frame: Chromoly-steel Front Suspension: WP Xplor 48mm inverted fork, fully adjustable; 9.4 in. travel Rear Suspension: WP Xplor PDS shock, fully adjustable; 9.4 in. travel Front Brake: Radial-mount 4-piston calipers, 320mm disc w/ Bosch ABS Rear Brake: 2-piston floating caliper, 260mm disc w/ Bosch ABS Wheels, Front/Rear: Tubeless aluminum spoked wheels; 21 x 2.5 in. / 18 x 4.5 in. Tires, Front/Rear: Pirelli Scorpion Rally STR; 90/90-21 / 150/70-18 Rake/Trail: 25.8°/4.2 in. Wheelbase: 60.1 in. Ground Clearance: 10.6 in. Seat Height: 34.4–35.3 in. Fuel Capacity: 5.0 gal. Claimed Dry Weight: 473 lb. Contact: husqvarna-motorcycles.com View the full article

2024 Honda SCL500 in Candy Orange. (Honda/) Overview Honda had the ideal platform for a scrambler-style motorcycle already in its lineup in the Rebel 500. A few styling and chassis changes and the SCL500 was born. A high-mount muffler, neutral and relaxed riding position, lots of suspension travel with gaiter-protected fork tubes, and 19-inch front and 17-inch rear tires provide the look of classic ‘60s scramblers. Power comes from Honda’s 471cc liquid-cooled parallel twin, which features double-overhead cams and four valves per cylinder. It is fed by programmed fuel injection. A six-speed gearbox and assist/slipper clutch send power to the rear wheel via a chain final drive. A 41mm fork with 5.9 inches of travel, and a pair of preload-adjustable shocks with 5.7 inches of travel make up the suspension package. Braking comes from a twin-piston front caliper biting a 310mm disc and a single-piston and 240mm disc at the rear. Both are ABS equipped. 2024 Honda SCL500 in Matte Black Metallic. (Honda/) Pricing and Variants The 2024 Honda SCL500 is available in Matte Black Metallic, Candy Orange, or Matte Laurel Green Metallic for $6,799. 2024 Honda SCL500 in Matte Laurel Green Metallic. (Honda/) Competition <a href="https://www.cycleworld.com/kawasaki/eliminator/"><b>Kawasaki Eliminator, $6,649 to $6,949</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-yamaha-xsr700/"><b>Yamaha XSR700, $8,899</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2021-ducati-scrambler-icon/"><b>Ducati Scrambler Icon, $10,995</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/triumph-speed-400-and-scrambler-400-x-review/"><b>Triumph Scrambler 400 X, $5,595</b></a> <a href="https://www.cycleworld.com/bikes/husqvarna-vitpilen-401-and-svartpilen-401-first-look/"><b>Husqvarna Svartpilen 401, $5,899</b></a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/royal-enfield-scram-411-first-ride-2023/"><b>Royal Enfield Scram 401, $5,099</b></a> News and Reviews <a href="https://www.cycleworld.com/motorcycle-reviews/honda-scl500-first-ride-review/"><b>Honda SCL500 First Ride</b></a> <a href="https://www.cycleworld.com/bikes/honda-scl500-dyno-test-2023/"><b>Honda SCL500 Dyno Test</b></a> 2024 Honda SCL500 Claimed Specs MSRP: $6,799 Engine: DOHC, liquid-cooled parallel twin; 4 valves/cyl. Displacement: 471cc Bore x Stroke: 67.0 x 66.8mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Fuel System: PGM-FI w/ 34mm throttle bodies Clutch: Wet, multiplate; cable operation Frame: Steel diamond Front Suspension: 41mm telescopic fork; 5.9 in. travel Rear Suspension: Twin shocks, preload adjustable; 5.7 in. travel Front Brake: 2-piston caliper, 310mm disc w/ ABS Rear Brake: 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 in./17 in. Tires, Front/Rear: 110/80-19 / 150/70-17 Rake/Trail: 27.0°/4.3 in. Wheelbase: 58.4 in. Ground Clearance: 6.1 in. Seat Height: 31.1 in. Fuel Capacity: 3.2 gal. Wet Weight: 423 lb. Contact: powersports.honda.com View the full article