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AGV's Limited Edition Mono Ghiaccio (AGV/)AGV Press Release:
The Mono Ghiaccio stands as an authentic replica of the AGV helmet utilized by champions in the MotoGP™ World Championship. Hence it has attained the new FIM homologation, affirming its top-tier protection against hazardous head twisting.
This limited edition racing helmet is crafted from a 100% carbon fiber shell adorned with icy shades with exclusive metallic silver-green finish, white metal alloy air vents, magenta iridium PRO Spoiler and incredibly small visor mechanisms.
Meticulously crafted for optimal performance, the Extreme Carbon shell, composed of 100% carbon fiber, ensures exceptional lightness for effortless wear. Its shapes and metal air vents undergo thorough wind tunnel analysis and testing by AGV athletes to guarantee optimal aerodynamic penetration and superior stability at high speeds, facilitated by the innovative profile of the rear PRO Spoiler.
Featuring a 5mm-thick optical class 1 Ultravision visor, integral to the protector, it provides a 190° panoramic vision. This expansive field of view allows riders to discern the track, adversaries, and obstacles with unparalleled clarity, gaining an advantage over others.
The exclusive 360° Adaptive Fit system enables complete customization of the interior, allowing riders to choose the ideal thickness for the upper head, nape, and cheeks. This bespoke comfort level liberates riders to focus solely on their goals.
Features:
- 100% carbon fiber
- Metal Air Vents - Ensure aerodynamics and stability at high speeds
- Ultravision Visor - At 5 mm thick, this visor protects and allows 190° horizontal field of view
- 360° Adaptive fit
- Hydration system
- $1,924.95 USD
- For further details, please contact your preferred dealer.
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Triumph’s Tiger 1200 GT Explorer (accessorized shown) gets engine refinements, added features, and ergonomic tweaks for 2024, but otherwise retains the same spec as last year. (Triumph Motorcycles/)When Triumph introduced the latest-generation Tiger 1200 line in 2022, the brand called out BMW’s R 1250 GS as a benchmark and piled all the requisite adventure-class features it could onto the new bikes, with things like a lightweight frame, semi-active Showa suspension, IMU-enabled premium brake components, multiple ride modes, and of course, that rorty 147 hp T-plane triple engine.
But at the intro, we called out a few nitpicks, like noticeable vibes through the bars, and low-speed handling and ground clearance issues, and now Triumph has decided it was time to address the warts with a series of updates across the range. It’s not a whole-hog redesign of the Tiger 1200 family, mind you, but rather a refinement of the existing package with a focus on the aforementioned rough spots and key revisions to ergonomics, comfort, and standard amenities.
In the presentation, Triumph seemed to indicate that the so-called “enhancements” would affect all five Tiger 1200 models—the base 1200 GT, the 1200 GT Pro, the 1200 GT Explorer, the 1200 Rally Pro, and 1200 Rally Explore—though only the two 2024 Explorer versions were addressed in the release, so that’s what we’ll focus on here.
As a reminder, the main differences are that the road-focused Tiger 1200 GT Explorer rolls on cast 19/18-inch wheels while the more dirtworthy Tiger 1200 Rally Explorer relative gets longer-travel suspension and a 21/18 tubeless spoked-wheel combo. Both feature the larger 7.9-gallon gas tank versus the standard 5.3-gallon unit.
The 2024 Tiger 1200 GT Explorer still rolls on 19-inch front and 18-inch rear aluminum wheels, but now has the Active Preload Reduction feature as standard, along with an updated clutch design. (Triumph Motorcycles/)Engine
The main focus for 2024 was the Tiger 1200′s triple-cylinder engine, which was in need of some smoothing. To remedy the vibes, the 1,160cc triple received changes to the crankshaft, alternator rotor, and balancer to increase engine inertia, with additional engine calibration changes that is claimed to result in smoother and more precise low-rev torque, while still retaining that T-plane character. The refinements will allegedly be felt while accelerating or decelerating, especially at low speeds, while an updated clutch design is meant to offer smoother engagement when shifting into first gear. Taken together, says Triumph, the changes should result in a smoother ride overall.
With that said however, the engine’s underlying mechanics didn’t get a major overhaul as the spec sheet reveals the same 147 hp at 9,000 rpm and 95.8 lb.-ft. at 7,000 rpm, with the T-plane triple crank’s uneven firing order, six-speed gearbox with slip and assist, and a low-maintenance shaft drive.
The 1,160cc triple engine carries over for both models unchanged, save for tweaks to the crank and alternator rotor balancer to increase engine inertia. Triumph says it also addressed the bike’s pitch, roll, and yaw characteristics to be less invasive. (Triumph Motorcycles/)Comfort and Ergonomics
Next to be addressed were the Tiger 1200′s ergonomics, which got only slight refinements. The redesigned rider seat gets a flatter profile so pilots can freely move their positions on longer trips, with the corresponding accessory low seat option that reduces height to 32.7 inches on the GT Explorer and 33.7 inches on the Rally Explorer also redesigned to be more comfortable. Other ergo tweaks include a longer clutch lever to make more room for riders’ fingers.
Otherwise the same electronic enhancements and rider aids carry over from 2023, with Blind Spot Radar System coming standard (though no adaptive cruise control) along with multiple riding modes, traction control, and Showa semi-active suspension. In the cockpit you’ll still see the 7-inch TFT display with integrated My Triumph Connectivity System, with other standard features including hill hold and heated grips and seats.
The 2024 1200 Rally Explorer gets all of the same refinements to engine, suspension, seat, and ground clearance. The Rally Explorer gets 21/18 wheels and offers a longer travel (8.6 inches) from its 49mm USD Showa fork. (Triumph Motorcycles/)Suspension and Clearance
Triumph’s also touting the new Active Preload Reduction feature for the 2024 Tiger 1200s, which is not really new—-we first saw it released last year as an available upgrade. The Active Preload Reduction is said to lower the seat heights of both the Rally Explorer and GT Explorer by up to 0.8 of an inch when the bike comes to a standstill (depending on the combined weight of rider, pillion, and luggage) by pressing the “Home” button on the right switch cube. For 2024 it will come standard on all new Tiger 1200 motorcycles.
As for the pronounced peg-scraping on the outgoing model? Triumph addressed the issue on the 2024 bikes by positioning the footpeg higher and closer to the bike, giving it more ground clearance.
Both Explorer models have the larger 7.9-gallon tank. New Matte Sandstone color shown. (Triumph Motorcycles/)Lastly, of course are the cosmetics, and both variants of the Tiger 1200 Explorer will get new colors for 2024. The Tiger 1200 GT Explorer adds Carnival Red to the existing Snowdonia White and Sapphire Black choices, while the 2024 Tiger 1200 Rally Explorer steps up with the new Matte Sandstorm paintwork to go with the Jet Black and Matte Khaki colors. All the current 50-plus accessory options are still on tap too, with everything from luggage systems to engine and tank protection to seat options available for both models.
Redesigned rider seat gets a flatter profile, and standard Active Preload Reduction can lower height by up to 0.8 of an inch. The addition of an accessory low seat gets you even lower. (Triumph Motorcycles/)To reiterate: The new 2024 Tiger 1200 GT Explorer and Tiger 1200 Rally Explorer are expected in dealers by the beginning of May. The Tiger 1200 GT Explorer will list at an MSRP of $23,795, with the Tiger 1200 Rally Explorer costing $24,895; both come with a three-year unlimited-mileage warranty.
Triumph also indicated it plans to bring the Rally Pro and GT Pro models in at some point, likely for model year 2025, which it will announce at a future date. There’s no word on the fate of the base Tiger 1200 GT.
The 2024 Triumph Tiger GT Explorer in Cardinal Red. MSRP is $23,795. (Triumph Motorcycles/) -
A host of small improvements add up to greater rider comfort in the saddle, says the house of Hinckley.
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Triumph’s 2024 Tiger 900 models get more power. (Triumph Motorcycles/)Triumph’s Tiger 900s—as well as the 800 models before it—have been that “other” middleweight in the adventure-bike world. They do all things that an ADV should do: Covering distance with ease while handling off-road excursions without worry. Triumph says it has sold 45,000 Tiger 900s since its 2019 introduction. Yet, BMW and KTM have received the lion’s share of press, rider attention, and sales success in the US. After two days of testing the 2024 Tiger 900 GT Pro and Rally Pro, that may be about to change.
The Tiger 900 has something going for it that no other middleweight ADV does: the sweet, sweet growl of a “T-plane” triple. For 2024, Triumph has cranked up that three-cylinder’s claimed horsepower output by 13 percent. This means the Tiger has gone from one of the least powerful in the class to the most powerful. Triumph also cut weight ever slightly, further improving the power-to-weight ratio. Other cuts include two models from the lineup—now just three: Tiger 900 GT, GT Pro, and Rally Pro.
Triump’s Tiger 900 GT Pro ( $16,895). (Triumph Motorcycles/)Is this enough to push it to the front of mind? As I diced with six-time motocross/supercross champ and Triumph ambassador Jeff Stanton on the Tiger 900 Rally Pro on Spanish mountain fire roads, that newfound power mixed with the do-it-all chassis had all of my attention. Cut! Thrust! Slide! Wheelie! Repeat. No one should fall asleep on this ADV machine.
Tiger 900 Engine and Electronics
All three Tiger 900 models share features and architecture, most notably the engine. In 2019, Triumph came out with its T-plane crank that produces a more “V-twin” like torque delivery and sound with long rpm legs like an inline-four. Despite the character, it was down on power to its twin-powered competition. It isn’t anymore. A new cylinder head gets larger intake ports along with revised exhaust ports, higher-lift intake and exhaust cams, and 15mm-longer intake trumpets. While new pistons increase the compression ratio from 11.3:1 to 13.0:1, the key focus is letting the 888cc triple breathe. Triumph removed one catalyzer from the exhaust system, reducing heat and weight along with opening up the path for exhaust gases.
Related: 2024 Triumph Tiger 900 Aragón Editions First Look
The Tiger 900’s T-plane crank triple now has 106.5 hp—that’s 13 percent more than in 2023. (Triumph Motorcycles/)All of this gets Triumph to that 13 percent increase in horsepower. Triumph now claims a peak output of 106.5 hp—the outgoing model had 93.7. That’s top-of-class horsepower. Torque has increased by 2.2 lb.-ft. to 66.4. Horsepower closely follows the previous model until 7,000 rpm and then it just keeps building to its 9,500-rpm peak. Even with the added go, Hinckley says that emissions have been reduced by 9 percent while fuel economy gets a 9 percent bump. Valve inspection interval has now gone from 12,000 to 18,000 miles.
A new 7.1-inch TFT display lifted from the Tiger 1200 is bright and beautiful. The interface for Bluetooth functions such as calls and audio as well as adjusting modes, traction control, and ABS through Triumph’s slick switch cube on the left side of the handlebar is intuitive and easy to use. Mode selection also has its own button, and there are four in total to choose from on the GT: Sport, Road, Rain, Off-Road. The GT Pro gets an additional User mode, and the Rally Pro goes one more with a Off-Road Pro mode.
A 7.1-inch TFT dash is bright and easy to read in any lighting conditions. (Triumph Motorcycles/)Sport mode delivers the full force of the Tigers’ newfound horsepower with a quick and snappy throttle response. The lean-sensitive traction control kicks in only when you ask too much of the rear tire—though it does allow for a little bit of slip or squirm before it imperceptibly helps you out. Road mode is still stout in character without the aggression of Sport, with the traction control keeping everything in a line. Rain mutes everything for total control in slippery conditions. Off-Road lets the rear wheel loose for both sliding in the dirt as well as moving forward in softer terrain. The Rally Pro’s Off-Road Pro shuts the TC off completely—a handy feature in sand or mud. User mode lets you set up throttle response, TC, and ABS. When keyed off, the Tiger reverts from the User and Off-Road modes to a road mode unless you confirm those modes on start-up with a two-button push sequence. As you spend time with the Tiger off-road, those two presses become nearly automatic.
A press of two buttons reinstates all settings from before the bike was shut off. (Triumph Motorcycles/)The ride modes are also tied to the ABS settings. In Sport and Road, the Continental MK MIB Evo brake control module links the front 320mm rotors squeezed by four-piston Brembo Stylema Monoblocks to the rear 255mm disc and single-piston Brembo caliper. An overzealous stab at the front lever or rear pedal results in a strong yet metered braking response that keeps the wheels in line and skid free. Off-Road unlinks the brakes and turns off the rear ABS, while in Off-Road Pro the ABS is shut off completely; this is the most important reason to memorize that two-button dance on start-up while riding off-road—you’ll only forget once after trying to slow down a 503-pound ADV on a high-speed dirt road with road ABS.
Brembo four-piston Stylema calipers clamp 320mm dual front discs on the GT Pro and Rally Pro. (Triumph Motorcycles/)While Triumph says engine power is only slightly enhanced below 7,000 rpm, it is livelier with noticeably more low-end grunt. Then as you cross into the upper rev range, the engine continues to pull strongly to just before the 10,000-rpm redline. The previous model just flattened out on top. That top-end rush is so much more satisfying and useful, especially on tighter roads that used to require a shift up between the bends to maximize the drive. Now, just wring it out; there’s less dancing on the precise up-and-down quickshifter.
Tiger 900 GT Pro and Rally Pro Chassis and Suspension
While the engine is shared between all three Tiger 900 models, the GT and Rally models get different suspension, wheels, tires, and frames—all of which gives the GTs and Rally Pro very different handling and capability. Up front, the GT and GT Pro share a 45mm Marzocchi fork that moves through 7.1 inches (180mm) of travel and is adjustable for compression and rebound damping. At the back of the GT, a Marzocchi monoshock is manually adjustable for preload and rebound; the GT Pro gets electronic adjustment of preload and rebound with presets for passenger and load configurations but can be adjusted in the menu to your liking as well. Both GTs have 6.7 inches (170mm) of travel at the rear. Wheels are cast aluminum units in a 19-inch front and 17-inch rear wrapped with Metzeler Tourance Next tires that are meant for on-road performance. Rake is 24.6 degrees with 4 inches of trail.
Front suspension on the Tiger 900 Rally Pro is adjustable for preload, compression, and rebound. (Triumph Motorcycles/)On the Rally Pro, rake is slightly steeper at 24.4 degrees with more trail at 4.6 inches. Wheels are tubeless spoked units with Bridgestone Battlax Adventure tires in 21/17-inch sizing. Suspension is by Showa with a 45mm fork that is adjustable for preload, compression, and rebound with 9.4 inches (240mm) of travel. At the back, a fully adjustable monoshock delivers 9.1 inches (230mm) of travel. All adjustments are manual. This raises the seat height to a minimum seat height of 33.9 inches (34.7 in the high position) over the 32.2/33.1 inches of the GT and GT Pro.
Triumph Tiger 900 GT Pro on the Road
The first day of our testing was on wonderfully twisting asphalt above the coastal Spanish city of Malaga on the GT Pro and Rally Pro, most of our time was on GT Pro as we were most interested in ascertaining the touring and sporting capabilities of this road-biased model. The day was cold (40–55 degrees Fahrenheit) and the roads were less than pristine with dust and dirt.
Right out of the gate, the GT Pro did not supply the road-holding confidence I was expecting from a “GT” ADV model. Heavy handling with some resistance to tip-in followed by a lack of feedback on the side of the tire immediately raised questions. Was the preload set wrong at the rear, was the compression damping off on the front, was it the tires? Throughout the day, with setting change after setting change I struggled with connection to the pavement. Worse, the GT Pro pushed wide when finishing a corner with any sort of throttle. A switch to the Rally Pro proved that it turns in easily with excellent feedback and connection to the pavement, allowing for a quicker and more comfortable pace.
Although handling improved greatly after adjustment, the Tiger 900 GT Pro has a heavy feel, especially when compared to the Rally Pro. (Triumph Motorcycles/)Relaying my feedback to Triumph’s mechanics and engineers resulted in a bike check over and test ride. They returned with a corrected setting that was just a tick off my final setting with less preload and less rebound damping. Turn-in was lighter with more composure, and feedback had improved greatly, but still not to the level of the Rally Pro. Let’s call it an eight out of 10. There is too much sensitivity to changes on the GT Pro. Just one step of adjustment in preload and rebound radically changes the GT Pro’s handling; big changes should only be realized after larger adjustments, not moves that would normally be seen as fine-tuning.
On the throttle and leaving a corner, the GT Pro wants to push wide. (Triumph Motorcycles/)Suspension action itself is well damped for street duty without any harshness while providing excellent front-to-rear balance during acceleration and braking. Even big bumps won’t upset the GT Pro, both on straightaways and corners. Settings are well suited for sport-touring and crushing miles.
Tiger 900 Rally On and Off-road
While there is some disappointment in the GT Pro’s road manners, the Rally Pro absolutely shines on the street. Snappy reaction to inputs with excellent traction and feedback seems counterintuitive to a off-road-ready model with chunkier tires and a 21-inch front wheel, but it excels not only on cut-and-trust hairpins but is rock solid and composed in high-speed sweepers. Midcorner line changes are quick and drama free. This is what the GT Pro should be.
Despite longer suspension travel and a 21-inch front tire, the Tiger 900 Rally Pro is excellent on the street. (Triumph Motorcycles/)Off-road, the Tiger 900 Rally Pro is just as connected and rock solid. Off-road mode is excellent for fire road shredding with its dirt-specific front ABS confidently slowing the bike without the front wheel completely locking; not once was there a need to completely remove ABS from the front tire for fire roads and two-track. During our very limited time at Triumph Adventure Experience Spain’s off-road training area, Off-Road Pro mode was the ticket, allowing for ultimate braking control on its single-track and small MX-style obstacles.
Jumping the Tiger 900 Rally Pro will find the limits of the Showa fully adjustable suspension. (Triumph Motorcycles/)Right out of the box, suspension settings are dialed in for chunky fire road blasting, sucking up chop and holes without deflection or harshness. Both ends roll over all but the biggest rocks straight and true. Airing out the Rally Pro does find the limits of its 9-plus inches of travel, but even when the end of the travel is reached, the bike remains in control. It’s not the most aggressive ADV in the dirt, but its abilities are at a high level within the class.
The Tiger 900 Rally Pro is a fire road slayer. (Triumph Motorcycles/)Comfort and Ergonomics
Both the GT Pro and Rally Pro dish out plenty of comfort with comfortable seats with a slim profile in the front and more width and support at the rear. Seat-to-footpeg space is a little cramped in the seat’s low position for my 31-inseam and motocross boot combo; however, the extra three-quarters of an inch in the high position is just right. Reach to the bars on the GT is comfortable and relaxed. While the wider and farther set back (15mm) bars of the Rally Pro offer more leverage, when standing the 15mm setback is a bit cramped for aggressive dirt duty—a small complaint on an otherwise fantastic cockpit. Wind protection from the easy-to-adjust windscreen is quite good for my 5-foot-10 frame, adjusting through 2 inches in five positions.
Wider bars on the Rally Pro give plenty of leverage to muscle it around off-road. (Triumph Motorcycles/)Conclusion
Triumph’s Tiger 900 GT Pro and Rally Pro set a new standard for Hinckley’s middleweight adventure motorcycles. Powered by one of the most engaging engines in the class, both machines now stand toe-to-toe with the competition when the throttle is whacked wide open. The refinement, fit and finish, and overall solid feel are undeniable, and the updated bodywork is modern and clean.
Triumph’s Tiger 900 Rally Pro is the clear winner in the brand’s middleweight ADV lineup. (Triumph Motorcycles/)While the GT Pro doesn’t fully live up to the promise of its updated chassis and engine, the Rally Pro is a stunner, nearly negating the need for the GT and GT Pro if you can deal with the taller seat height and no electronic shock adjustment. Triumph doesn’t want its Tiger 900 to be a “well-kept secret” but Tiger 900 Rally Pro owners will nod to the ADV world’s bandwagon chasers and give a sly smile, for they know how good it can get. You should look into joining the club, initiation is $17,395.
2024 Triumph Tiger 900 Rally Pro ($17,395). (Triumph Motorcycles/)2024 Triumph Tiger 900 GT Pro Specs
MSRP: $16,895 Engine: DOHC, liquid-cooled, inline 3-cylinder; 12 valves Displacement: 888cc Bore x Stroke: 78.0 x 61.9mm Compression Ratio: 13.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 106.5 hp @ 9,500 rpm Claimed Torque: 66.4 lb.-ft. @ 6,850 rpm Fuel System: Multipoint sequential electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slip/assist Frame: Tubular steel trellis; bolt-on aluminum rear subframe Front Suspension: Marzocchi 45mm USD fork, compression and rebound damping adjustable; 7.1 in travel Rear Suspension: Marzocchi RSU, electronic spring preload and rebound damping adjustable; 6.7 in. travel Front Brake: Brembo Stylema 4-piston Monoblock calipers, twin 320mm floating discs w/ Optimized Cornering ABS Rear Brake: 1-piston sliding caliper, 255mm disc w/ Optimized Cornering ABS Wheels, Front/Rear: Cast aluminum; 19 x 2.5 in./17 x 4.25 in. Tires, Front/Rear: Metzeler Tourance Next; 100/90-19 / 150/70R-17 Rake/Trail: 24.6°/4.0 in. Wheelbase: 61.3 in. Seat Height: 32.2/33.1 in. Fuel Capacity: 5.3 gal. Claimed Wet Weight: 489 lb. 2024 Triumph Tiger 900 Rally Pro Specs
MSRP: $17,395 Engine: DOHC, liquid-cooled, inline 3-cylinder; 12 valves Displacement: 888cc Bore x Stroke: 78.0 x 61.9mm Compression Ratio: 13.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 106.5 hp @ 9,500 rpm Claimed Torque: 66.4 lb.-ft. @ 6,850 rpm Fuel System: Multipoint sequential electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slip/assist Frame: Tubular steel trellis; bolt-on aluminum rear subframe Front Suspension: Showa 45mm USD fork, compression damping, rebound damping, and spring preload adjustable; 9.4 in. travel Rear Suspension: Showa RSU, spring preload and rebound damping adjustable; 9.1 in. travel Front Brake: Brembo Stylema 4-piston Monoblock calipers, twin 320mm floating discs w/ Optimized Cornering ABS Rear Brake: 1-piston sliding caliper, 255mm disc w/ Optimized Cornering ABS Wheels, Front/Rear: Spoked tubeless; 21 x 2.15 in./17 x 4.25 in. Tires, Front/Rear: Bridgestone Battlax Adventure; 90/90-21 / 150/70R-17 Rake/Trail: 24.4°/4.6 in. Wheelbase: 61.1 in Seat Height: 33.9/34.7 in. Fuel Capacity: 5.3 gal. Claimed Wet Weight: 503 lb. Contract: triumphmotorcycles.com 
Off-road ABS is well calibrated for fire road surfaces. (Triumph Motorcycles/)Gearbox
Helmet: Arai VX-Pro4
Jacket: Alpinestars Techdura
Pants: Alpinestars Techdura
Gloves: Alpinestars Techdura
Boots: Alpinestars Tech 11
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You might think the Ducati Streetfighter V4 SP2 looks like a naked MotoGP bike as it flashes by. And you wouldn’t be completely wrong. No, it’s not the GP23 that Francesco Bagnaia raced every Saturday and Sunday in 2023. But some of the technology developed in grand prix racing has trickled down into Ducati’s production lineup. At the heart of this Bologna bullet is a 1,103cc liquid-cooled Desmosedici Stradale 90-degree V-4 engine. Ducati rotates the engine rearward 42 degrees for chassis balance just like it does in its MotoGP bikes. Along with a comprehensive electronics suite, the V4 SP2 also receives carbon fiber wheels, winglets, Öhlins suspension, and Brembo Stylema R brake calipers. Are you sure this isn’t a racebike? Well, it’s both. Ducatis “enhanced Fight Formula” is to deliver an easy, comfortable ride with Panigale V4 performance.
Just to set the scene of how potent the Streetfight V4 SP2 is in comparison to its Panigale sibling: Leading up to our 2022 Superbike Shootout, we measured the Ducati Panigale V4 SP2 on the Cycle World dyno. As the shootout winner and 2022 Cycle World Best Superbike, it produced 182.2 hp at 12,890 rpm and 79.2 lb.-ft. of torque at 9,340 rpm. For reference, the 2022 BMW M 1000 RR produced 179.2 hp and 76.3 lb.-ft. of torque and the 2022 Aprilia RSV4 Factory produced 189.7 hp and 84.9 lb-ft of torque.
A year later, we stacked the Ducati streetfighter V4 SP2 up against the same manufacturers represented in our superbike shootout to compete in a hyper-naked comparison. Again, the Ducati won with flying colors earning it the title of Cycle World’s Best Open-Class Streetbike for 2023.
2023 Ducati Streetfighter V4 SP2 Dyno Chart. (Robert Martin/)Before measuring for max power output, the 2023 Ducati Streetfighter V4 SP2 weighed 451 pounds on our automotive scales. On our in-house Dynojet 250i dynamometer, the Streetfighter V4 SP2 produced 172.8 hp at 13,490 rpm and 75.2 lb.-ft. of torque at 9,280 rpm. That’s less than the 2023 BMW M 1000 R with a Cycle World–measured 185 hp and 76.2 lb.-ft. of torque. But the Ducati’s nearly flawless power curves are picturesque. I mean seriously, if an emoji of a dyno chart existed, it would look like the Streetfighter’s. Cycle World In-Market Editor Bradley Adams may have said it best, “It has tons of low-end grunt, pulls hard through the midrange, and is still wickedly strong on top. Ducati’s Desmosedici Stradale V-4 has earned a spot in any conversation about the best engines in motorcycling.”
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Dr. Brian Gillen has left MV Agusta and is moving to Norton. (Bruno dePrato/)Dr. Brian Gillen has left MV Agusta where he served as chief project engineer for 15 years. During that time he proved capable of identifying and fixing the numerous problems of MV Agusta models, particularly the power units, in terms of both reliability and performance. He was able to extract the best from the 675cc three-cylinder F3 and let it safely grow to 800cc with excellent performance that made the F3 800 RR a very attractive middleweight sportbike.
Maybe the most remarkable technical achievement by Gillen was a complete revision of the 1,000cc F4 inline-four, that through its life had accumulated more reliability problems than was expected at MV Agusta. The F4 unit was almost dead when Gillen took on the challenge. He fixed all problems and made it a very powerful and solid engine. It took a lot of very hard work, but it paid off.
Gillen’s last accomplishment was the new LPX Orioli 931cc engine. The new unit has partly been derived from the MV Agusta 800cc three-cylinder unit, though it is new with potential, mainly because it is fully Euro 5 compliant with large margins that will make its further evolution to Euro 6 easy. In the LPX Orioli it generates a claimed 124 hp at 10,000 rpm, with a massive 75.3 lb.-ft. torque peaking at 7,000 rpm.
Gillen’s last completed project was the 931cc engine powering the new LPX Orioli. (MV Agusta/)For the past three years Gillen also acted as director of CRC, the MV Agusta advanced research center in Repubblica di San Marino. He was the man behind bringing MV Agusta out of bad times and into a condition positive enough to attract the attention of Pierer Group.
To be clear, Gillen is leaving MV Agusta upon his own decision in order to accept an offer from India’s TVS Motor Company to become the chief project engineer and member of the board of directors of Norton. Gillen has always loved and considers Norton one of the most iconic in the motorcycle industry.
Gillen admitted that his departure from MV Agusta was highly emotional. He added that he looks forward to teaming up with the Norton engineering team to conceive and develop highly advanced and prestigious Norton models that will compete on the highly competitive worldwide motorcycling arena.
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Welcome to the wonderful world of street-legal supermotos. The Hypermotard 698 Mono will fit in well. (Ducati/)Ducati’s Hypermotard 698 Mono is not an entry-level addition to the Hypermotard family. Yes, it’s the smaller-displacement, less-expensive alternative to the Hypermotard 950 V-twin, but it’s also a wicked, eye-opening extension of the family. It’s Ducati’s new approach to the street-legal supermoto category, made possible through an extreme emphasis on light weight, performance, and tech.
Unique as that approach is to Ducati, it’s not a substantially different approach than what KTM, Husqvarna, and GasGas have taken with their similarly spec’d but uniquely styled 690 SMC R, 701 Supermoto, and SM 700, which have been the go-to-big-bore option in the supermoto class. Those bikes—and now the Hyper 698 Mono—are designed to offer vastly more performance than entry-level options like the Kawasaki KLX300SM and Suzuki DR-Z400SM, which round out this much-loved but relatively niche, low-volume category.
The Hypermotard 698 Mono lineup consists of two bikes: a base model ($12,995) and quickshifter-equipped RVE ($14,495), which also gets a special Ducati graphic treatment. (Ducati/)If you’re wondering why Ducati decided to invest in a category with such limited competition, you’re not alone. Ducati says that the decision was born from the desire to create something fun and exciting (read: a passion project), which isn’t far from what you’d expect from the omni-passionate Italian firm. But that doesn’t tell the whole story.
The other, more likely reason is that Ducati wants to highlight the insane performance of the all-new Superquadro Mono single-cylinder engine that was actually unveiled ahead of the Hyper 698. What better way to showcase a new, high-performance single than in a supermoto that exists almost purely for unadulterated fun? To love the new Hypermotard 698 Mono will be to love the engine that gives the bike its personality.
Related: 2024 Ducati Hypermotard 698 Mono First Look
The 698 Mono has a more svelte, off-road-inspired look than any Hypermotard model to come before it. (Ducati/)How much personality is there (spoiler alert: a ton), and how does that play into the riding experience (ditto)? We headed to a kart track just outside Valencia, Spain—a proving grounds and training area for the local racing elite—to find out.
First, a look at what makes the new bike so hyper.
About the Bike
We should say bikes, or at least versions, as Ducati will sell a base-model Hypermotard 698 ($12,995) alongside a more stylish 698 Mono RVE, which has a “graffiti” livery and bidirectional quickshifter, but sets you back a little extra coin with its $14,495 msrp.
The heart of the Hyper Mono 698 is Ducati’s all-new Superquadro Mono single-cylinder engine, which is now the most powerful single-cylinder engine on the market, edging out the Austrian competition by a few (claimed) horsepower. It does, however, make a few less pound-feet of torque. (Ducati/)The bike is powered by an engine that’s loosely referred to as half of a 1299 Panigale engine, since much of its design and hardware comes from that iconic V-twin. Bore and stroke are an eye-opening 116.0 x 62.4mm, the former making room for the same valve diameters as in the 1299: 46.8mm titanium intakes and 38.2mm steel exhausts. The piston and combustion chamber shape are exactly as they were on the Panigale.
The desmodromic-equipped head uses a dedicated set of rocker arms and cam lobes to shift power into the midrange. Ducati claims 77.5 hp at 9,750 rpm and 46 lb.-ft. of torque at 8,000 rpm. More than 70 percent of the max torque is available at 3,000 rpm, and more than 80 percent between 4,500 and 10,250 rpm. A Termignoni exhaust drops 3.3 pounds and adds 7 hp.
Related: Ducati’s New Superquadro Mono 660 Single
Business in the front, party in the back. Stock exhaust noise is by necessity a bit muted, but stepping up to a Termignoni exhaust wakes the bike up, both in terms of sound and power. (Ducati/)Weight management was a key focus during design and therefore the Superquadro Mono uses magnesium engine covers and an aluminum cylinder sleeve, like what Ducati used on the 1299 Superleggera (the standard 1299 Panigale used steel). Total engine weight is 98.3 pounds, which is light, but, thanks most likely to the desmo valvetaine, still 2 pounds heavier than the claimed engine weight for the KTM, Husqvarna, and GasGas. Those engines also make more torque (a claimed 54 lb.-ft. at 6,500 rpm), but less peak power (74 hp @ 8,000 rpm).
Two balance shafts are used to cancel vibration, as is the case with the KTM-based competition, the only difference being that the Ducati’s balance shafts are both located in the crankcase (versus one in the head), since the desmodromic system reduces available space up top.
The single, 330mm front brake disc is 10mm bigger than the brake disc on KTM, GasGas, and Husqvarna models. That and an M4.32 caliper offer enough feel and power to drive the Hyper 698 deep into the corner. You won’t think of this as another “basic” single-disc setup. (Ducati/)We wouldn’t normally draw so many comparisons between competing models, but given the focused scope and nearly identical figures, it makes sense here. For example, the Hyper has 26.1 degrees of rake and 4.2 inches of trail, which is easily comparable to the 26.4 degrees of rake and 4.2 inches of trail on the GasGas SM 700. The only big difference is in the wheelbase; Ducati opted for a shorter, 56.8-inch wheelbase compared to the 57.9-inch gap between the GasGas’ axles.
That shorter wheelbase comes from a short, 22.5-inch swingarm, which Ducati is using to keep the bike agile and “playful.” An all-new, steel trellis frame is designed with differentiated thicknesses and sections to optimize weight and stiffness. Total frame weight is 15.9 pounds.
Related: Should You Buy Kawasaki’s KLX300 or KLX300SM?
That stance! Not only does the swingarm pop, it’s also short front to back and contributes to a shorter wheelbase compared to the competition. (Ducati/)More weight-saving measures come in the form of cast aluminum wheels, which are 1.1 pounds lighter than equally sized spoked wheels, like what are found on the KTM and Husqvarna (the GasGas also rolls on cast wheels). Claimed wet weight (sans fuel) is 333 pounds, whereas most of the competition comes in at around 324 pounds dry. Weight differences will vary a bit more considering the Ducati has a smaller, 3.0-gallon gas tank, compared to 3.6 gallons on the GasGas. Small differences, but something to consider. Final judgment on weight will come on the Cycle World scale.
Suspension consists of a fully adjustable Marzocchi fork and fully adjustable Sachs shock. Front and rear suspension travel are 8.5 and 9.4 inches, respectively (same as on the GasGas), while the seat height measures a staggering 35.6 inches—0.2 inch more than the GasGas but 0.2 less than the Husqvarna, which has a taller seat height than its cousins.
A 3.8-inch LCD display outclasses the competition, but is difficult to reference at speed. Perhaps the move to large TFT displays across all of motorcycling has spoiled us. (Ducati/)More differences? The Ducati’s front brake disc is 10mm bigger than the competition’s, plus tied to a much more expansive electronics package that includes four ABS settings, for easier sliding. Or not, in case you’re still getting used to the whole supermoto thing and want to keep your wheels in line.
The electronics package also consists of lean-angle-sensitive Ducati Wheelie Control (four levels, plus off), Ducati Traction Control (eight levels, plus off), and Engine Brake Control (three levels). Ride modes include Sport, Road, Urban, and Wet.
Related: 2025 KTM 690 SMC R and Enduro R Spied
Navigate through menus and available settings with the top right switch, then select with the Mode/Enter button. (Ducati/)Settings are adjusted via switches on the left-hand side of the handlebar and confirmed through a 3.8-inch LCD display that’s small but more stylish and modern than what you’ll find on the competition.
The rest of the bike’s design hints at its performance-first build. Lines are sharp, and cowlings are minimal. Compared to the bigger V-twin Hypermotards, this has a much more dirt-bike-like presence.
A closer look at the Hyper 698 Mono’s electronics package. That’s a lot of tech for a street-legal supermoto, and Ducati wouldn’t have it any other way. (Ducati/)Riding Impressions
While we’ve ridden a handful of those V-twin-powered Hypermotards at the track, they always felt a bit out of place—too big for tight, technical kart tracks, but too pointed to accomplish anything at a proper racetrack. That’s fine considering that the plus-sized Hyper is intended to be more urban hooligan than track weapon, but also worth mentioning here, because the different design helps you better understand the Hyper 698 Mono’s intentions—and what you’re signing up for. No, the latter is not as sharp as a purpose-built, 450 motocrosser-turned-supermotard, but the gap between those two concepts feels smaller than was the case with any Hyper that came before it.
Most of that sensation comes from the spicy (and absolutely gorgeous) single-cylinder engine, which has more off-bottom grunt than the numbers and talk of “high-revving performance” suggests. Revs build quickly though, and you’re into the 10,250 rpm rev limiter sooner than expected. It’s a more lively, on-edge package than what we’ve experienced from the competition, and at the racetrack especially, it keeps you on your toes. There’s very little of that lumpy, big-bore single sensation down low.
Ducati says that ergonomics were designed to work for knee-down or foot-out riding. We preferred knee-down, as did most of the people we rode with. (Ducati/)A tall first gear means you’re not immediately into the rev limiter when leaving a stop, but with a light clutch pull, you have to be diligent with the throttle to make sure you don’t stall the bike as you motor out of the pits. Or probably more fittingly, as you pull away from a stoplight. Because let’s be honest, the vast majority of these bikes will spend most of their time on the street.
We spent a handful of laps cruising around the track at an around-town pace to better understand low-speed mannerisms, but there was nothing to suggest this engine was too hard-edged for casual riding. Thanks to those counterbalancers, vibration is kept to a respectable level.
That said, throttle response is pretty aggressive in Sport. Road offers a more manageable on/off transition and helps knock some of the edge off. Assuming you want to knock some of the edge off…
A fully built 450 supermoto might get around the track a bit faster, but you can ride the 698 Mono to and from the track. (Ducati/)Steering is fast as you want with a short wheelbase and heavy front-end weight bias. It feels like you can flick the bike through tight right-left-right chicanes by just sneezing on the inside bar and peg, which, more importantly, means the bike should carve through city streets with ease. It’s usually on the right side of twitchy, with enough stability to feel comfortable in faster corners. The best part is front end feel at corner entry; it’s shocking how hard you can load the tire as you stab the brakes and pitch the bike into a turn.
Handling is not perfect though. As is the case with the engine, you can feel the chassis flirting with that line between predictable and on-edge, and it occasionally veers over the wrong side of that line. Things happen quickly, which makes you feel alive, but also like you’ve had a few too many Monsters and should try to calm down a bit. Then again, were supermotos ever meant to be mellow?
Front end feel at corner entry is great, especially when the rear suspension is stiffened up and preload is added. Otherwise, the bike can be a bit hard to get down to the apex in faster corners. (Ducati/)Tuning the suspension helps keep things in check. We tested stock settings in the morning and a setup with more preload and compression/rebound damping in the afternoon. The latter offered more stability and highlighted the suspension’s nice adjustment range, but given the long travel (good for weight transfer at the track), there’s always some movement through the fork and shock as you put inputs into the bike. A lighter and shorter rider (this test rider is 6-foot-3-inches and 210 pounds with gear) might have it a little easier.
Electronic rider aids provide an admirable safety net, with a level of refinement that you wouldn’t have found on a bike like this 10 years ago—or maybe even a literbike. Gone are the days where safety meant having to deal with aggressive ignition cuts. Now you have subtle intervention that prioritizes forward momentum, whether you’re on this, or a Panigale. Mind you, those electronics limit how much of a hooligan you can be, so adjust accordingly.
The stiffer the better. Bigger riders will notice that the rear moves quite a bit under acceleration. Front/rear weight bias is 48.5/51.5. (Ducati/)Speaking of, while we appreciate the dash’s added moderness over the competition, the display feels busy and leaves us wanting more. Supermotos are about simplicity, but if you’ve got ride modes and multiple electronic systems to adjust, bigger might just be better. The current, rather small display is difficult to read at a glance, and it takes time to get comfortable navigating the rider-aid settings.
The system we liked playing with most was ABS, which has a slide-by-brake feature specific to this bike. Depending on the mode (1 through 4) and bike positioning, the system adjusts ABS pressure to enable the rear tire to step out as you slide into a corner. The hard part? Granting enough trust in the system and not trying to override it with choppy inputs once a slide begins. We’ll get there, just not on day 1. That’s important to mention, because it’s also one of Ducati’s goals; to have enough performance and technology that riders can hone their skills and grow with the bike. This electronics package allows for that.
Ducati says that its biggest challenge was to make the Hyper 698 precise but still have some playfulness to it, as well as a willingness to wheelie. We’d say they’re closer to playful than stable, but still with a package that’s an absolute blast around a kart track. (Ducati/)Final Thoughts
The idea of using a supermoto as a training tool is nothing new, but the reality is that Ducati’s bigger Hypermoto models were intended to evoke a feeling on the road more than fast laps around the local kart track. The Hypermotard 698 Mono is different in that it’s a legitimately good time at the track, and fully willing to be pushed to its limits. No plans to hit the track? No worries, that lighthearted personality will make it just as much fun to cruise around town on. That, of course, is about as much as you’ll probably want to subject yourself to. Fun as a supermoto might be, they aren’t winning any awards for long-range comfort or versatility, and that’s especially the case with this more pointed offering.
Cramped? The handlebar can be moved 8mm (0.3 inch) forward by inverting the clamp. This will also put more weight over the front of the bike. (Ducati/)Rowdy is the name of the street-legal supermoto game though, and in the case of the Hypermotard 698 Mono, that’s exactly what you get.
Now, where will that Superquadro Mono engine end up next?
2024 Ducati Hypermotard 698 Mono Specs
MSRP: $12,995 / $14,495 (RVE) Engine: Liquid-cooled, desmodromic timing single; 4 valves/cyl. Displacement: 659cc Bore x Stroke: 116.0 x 62.4mm Compression Ratio: 13.1:1 Transmission/Final Drive: Six-speed/chain Claimed Horsepower: 77.5 hp @ 9,750 rpm Claimed Torque: 46.5 lb.-ft. @ 8,000 rpm Fuel System: EFI w/ 62mm throttle body; ride-by-wire Clutch: Wet, multiplate slipper and self-servo function; hydraulic actuation Frame: Tubular steel trellis Front Suspension: 45mm Marzocchi fork; fully adjustable; 8.5 in. travel Rear Suspension: Sachs monoshock; fully adjustable; 9.4 in. travel Front Brake: Brembo M4.32 caliper, 330mm disc w/ Bosch cornering ABS Rear Brake: 1-piston floating caliper, 245mm disc w/ Bosch cornering ABS Wheels, Front/Rear: Y-shaped 5-spoke alloy; 17 x 3.5 in. / 17 x 5.0 in. Tires, Front/Rear: Pirelli Diablo Rosso IV; 120/70ZR-17 / 160/60ZR-17 Rake/Trail: 26.1°/4.2 in. Wheelbase: 56.8 in. Seat Height: 35.6 in. Fuel Capacity: 3.0 gal. Claimed Wet Weight: 333 lb. Contact: ducati.com 
Ducati Hypermotard 698 Mono gear bag. (Ducati/)Gearbox
Helmet: Arai Corsair-X Nicky Reset
Racing Suit: Alpinestars Racing Absolute V2
Gloves: Alpinestars GP Tech V2 S
Boots: Alpinestars Supertech R
The first thing you realize as you throw a leg over Ducati’s Hypermotard 698 Mono is that, even though it’s a smaller-displacement, less-expensive alternative to the Hypermotard 950 V-twin, it’s in many ways the rowdier and more exciting option. It’s not an entry into the Hypermotard family, but a more aggressive approach to the street-legal supermoto category, made possible through an extreme emphasis on light weight, performance, and tech.
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The 2024 MY comes with a host of improvements to both the Africa Twin and Africa Twin Adventure Sports models.
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Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)The King of the Baggers class presented by MotoAmerica at roadrace events has been a big success, pitting highly modified Harley-Davidson Road Glides against Indian Challengers. Horsepower numbers somewhere in the 165 to 185 range are spoken of in low tones. And these bikes, built to a minimum weight of 620 pounds, have changed a lot of minds by their ability to lay down really fast lap times.
It was high time that Harley riders remembered that, while it’s fun to be cool, it can be really big fun to be fast as well.
The Motor Company now offers its CVO Road Glide ST with the 121 HO engine—121 HO translates to 121ci (1,977cc) High Output—influencing the rear wheel strongly with a claimed 127 hp at 4,900 rpm and 145 lb.-ft. of torque at 3,000.
H-D’s 121 HO engine puts out 127 hp and 145 lb.-ft. of torque. (Brian J. Nelson/)This engine puts aside the variable valve timing of non-ST 121 engines in favor of a camshaft with longer, race-inspired valve timing, redlined at 5,900 rpm.
To put these delicious changes in perspective, remember that for generations, Harleys have been known for their impressive bottom torque, which they needed to heave their not inconsiderable weight away from rest. Torque peaked low down, then sloped downward as the engine revved up.
The reason for this was very short valve timings, rather like those of a classic VW Beetle—almost what we were taught in high school: Intakes open at TDC, intakes close at BDC. On the other hand, having the valves open for such a short time makes the engine more and more short of breath as it revs up, trying to fill the cylinders in shorter and shorter time. As the Interstate Highway System was built, riders could cruise at higher speeds and for longer. Keeping up with traffic has required more performance from time to time, and that has been provided by increases in engine displacement—without changing that feeling of strong bottom torque.
The original Big Twin, the EL or “Knucklehead” of 1936, had 61ci of displacement, soon growing to 74 and continuing upward ever since. Harley’s traditional feel never changed.
For on-ramp and passing acceleration, variable valve timing (VVT) has been useful. What it does is change the phase angle between cam and crankshaft as the engine accelerates, first providing the valve timing best for lower revs, then altering it as engine revs rise, shifting cam phase to what works best at higher revs.
Cam phasers just advance or retard the camshaft; they cannot vary the valve duration (number of degrees during which the valves are open) or the valve lift.
I suspect that the experience of the Harley KOTB racing team (Yes! Harley again has a factory race team for pavement racing, with permanent staff and “Harley Racing” T-shirts!) has shown ways to combine strong bottom performance with big horsepower on top. Such a cam surely opens the intakes before TDC, giving the intake process a head start, then closes the intakes significantly after BDC, giving more open time for cylinder filling.
Related: 2024 Harley-Davidson CVO Road Glide ST First Look
Tech from Harley-Davidson’s King of the Bagger racing efforts is beginning to trickle down to production models. (Brian J. Nelson/)Another element is the KOTB-derived intake Y-manifold, claimed to flow 26 percent more air from the 58mm throttle body. Another item mentioned is an updated cylinder head. Could it be that racing still improves the breed? Could it be that higher performance still brings excitement?
Be sure also that a front pulley now with 30 teeth instead of the previous 32 increases torque at the rear wheel by 6.7 percent.
More power means more heat, continuing to underline the usefulness of liquid-cooling around the exhaust valve seats. Many problems of heat engines are caused by high temperature “creep,” which is the slow yielding of metals under stress, even far below their melting point. When the material around the exhaust valve seats and port runs too hot, creep may become a problem, loosening seat inserts or distorting/displacing exhaust valve seats. This causes valve leakage that heats the parts even more. Liquid-cooling keeps the aluminum in critical locations at safe temperatures.
Liquid-cooling is used in the heads to fend off damage to the valve seats by high temperature. (Brian J. Nelson/)Fun does not go out of style. Seeking it is part of being human.
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Power Up For The Nationwide 2024 KTM Street Demo Tour (KTM/)KTM Press Release:
The KTM STREET DEMO TOUR is touring the United States once again in 2024, offering orange bleeders the ultimate chance to sample the latest models in the KTM STREET range. Commencing between March 1-9 during Daytona Bike Week in Florida, U.S. consumers will have the opportunity to take part in the tour to be staged alongside a wide selection of premier motorcycle events across the nation.
Organized by KTM North America, Inc. in association with participating dealers, you’ll be able to get up close and explore the 2024 range, together with knowledgeable KTM experts on location. Following that, it will be your time to take to some of the most enjoyable roads in the country. Each ride will take place on pre-planned routes that will be sure to deliver an exceptional experience at this year’s KTM STREET DEMO TOUR.
With the NAKED bike range celebrating 30 YEARS OF DUKE in 2024, KTM brings the ferocious, all-new KTM 1390 SUPER DUKE R EVO – THE BEAST, REBORN – the sniper-like KTM 990 DUKE, as well as the powerful yet rideable KTM 390 DUKE and KTM 250 DUKE. Joining this lineup of all new naked bikes is the original SCALPEL, the KTM 790 DUKE. Throw a leg over these class-leading machines and discover why the KTM DUKE nameplate has stood the test of time.
In addition, the current ADVENTURE range including the KTM 1290 SUPER ADVENTURE R, KTM 1290 SUPER ADVENTURE S, KTM 890 ADVENTURE R, KTM 790 ADVENTURE, KTM 690 ENDURO R, and KTM 390 ADVENTURE will also be star attractions across as many as 10 events scheduled for 2024. Plus, don’t miss the KTM 500 EXC-F and KTM 350 EXC-F dual-sport models.
2024 KTM STREET DEMO TOUR MODELS:
KTM 1390 SUPER DUKE R EVO
KTM 990 DUKE
KTM 790 DUKE
KTM 390 DUKE
KTM 250 DUKE
KTM 1290 SUPER ADVENTURE R
KTM 1290 SUPER ADVENTURE S
KTM 890 ADVENTURE R
KTM 790 ADVENTURE
KTM 690 ENDURO R
KTM 390 ADVENTURE
KTM 500 EXC-F
KTM 350 EXC-F
Please note that the model list is subject to change and may vary by demo location.
Participants at the KTM STREET DEMO TOUR will receive a VIP voucher (valued up to $500 MSRP), redeemable on KTM PowerParts, KTM PowerWear and/or KTM SpareParts at an authorized KTM dealer with the purchase of a new KTM STREET model.
Registrations for each stop of the 2024 KTM STREET DEMO TOUR open at 9:00am on the morning of that event, with riding to take place between 10:00am-3:30pm. Demos are first come, first served.
The KTM STREET DEMO TOUR is open to riders 21 years and older who hold a valid motorcycle endorsement. 21 to 24 year olds can ONLY ride motorcycles 500cc and under. Riders who are 25 years and up may ride any displacement. Experienced riders only (no beginners). NO passengers are allowed at any time and KTM staff can revoke riding privileges at any time for any reason deemed necessary.
All riders must show a government-issued photo ID with motorcycle endorsement and will be required to complete a signed waiver prior to any demo rides. Proper riding apparel is essential, including but not limited to a DOT-approved helmet, eye protection, gloves, long sleeves, pants, and sturdy footwear.
For a complete list of 2024 KTM STREET DEMO TOUR locations and to connect with your local participating dealer, please visit www.ktm.com/en-us/ktm-world/ride-orange-demo-tour-2024.html or email [email protected]. Follow KTM USA on all social media platforms for the most up-to-date information on events.
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Attack Performance Progressive Yamaha Racing to Field Daytona 200 Effort with Fores (Yamaha/)Yamaha Press Release:
Attack Performance Progressive Yamaha Racing is excited to announce that Xavi Fores will head their campaign for top honors aboard the Yamaha R6 at this year’s 82nd running of the Daytona 200. The 2023 MotoAmerica Supersport Champion will fill in for Cameron Petersen, who is focusing his efforts on returning to 100% for the 2024 MotoAmerica Superbike season.
Fores brings with him a wealth of experience from both World and National Superbike Championships, as well as the Endurance World Championship. Last year, the Spaniard enjoyed a successful debut season in the MotoAmerica Supersport Championship, earning nine wins en route to securing the crown at the penultimate round at the Circuit of The Americas.
Since MotoAmerica took stewardship of the legendary endurance race in 2022, the team has entered their potent Yamaha R6 and enjoyed podium success as a one-off effort during the pre-season before shifting back to the main objective of defending their MotoAmerica Superbike Championship.
Tom Halverson - Yamaha Racing Assistant Department Manager for YMUS”
Yamaha is very proud of its record as the winningest manufacturer at the iconic Daytona 200. Since Don Emde’s first win for Yamaha in 1972, we’ve won 27 times, and every one of them has been special to our brand. We are very excited to have Xavi join our team for this effort. He is a very talented and fierce competitor with a winning mindset. Attack Performance has a proven track record at the 200 where every team member makes a difference in the run to the checkered flag.”
Richard Stanboli – Attack Performance Progressive Yamaha Racing Team Manager
”We welcome Xavi to our pre-season Daytona 200 race team. The race is always fun and a nice warmup for the Superbike season. We are fortunate to have Xavi step in for Cam and race our Yamaha R6. He showed us all last year that he is very capable, easily winning the Supersport Championship. We are excited to see what he can do with the Yamaha R6. The race will be fun, but more importantly, we’re going there to win.”
Xavi Fores – Attack Performance Progressive Yamaha Racing Team Manager
”I’m very excited to race the Daytona 200 for a second time and this time with the iconic Attack Yamaha Team. I’m very happy to join them and really highly motivated to achieve a strong result together. I’ve seen the Attack team fighting for victory with the Yamaha R6 several times in Daytona, and I can’t wait to get on the bike. It is going to be challenging with a new bike and team, but I know how well the team works, and I’m going to put my World Endurance experience into it as well to bring a strong result back home. I want to thank Yamaha U.S. for the opportunity to ride for them and Richard for trusting me with the ride.”
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Based on its V.02 NK concept bike from the EICMA show back in 2017, the 1250NK looks like it will soon become a production model. (CFMoto/)A little over a year ago we got the first glimpse of CFMoto’s project to create a production version of its 2017 V.02 NK concept bike, which is a KTM-engined, V-twin streetfighter to rival the likes of the Super Duke.
The V.02 NK was a flight of fancy with futuristic styling and engineering including an underseat radiator. The showroom-bound version seen in the company’s patent documents will adopt similar styling themes but more conventional mechanicals with a conventionally positioned radiator. Both the concept and the prospective production model do share a KTM-derived V-twin. It’s likely to be the same 1,279cc engine that’s used in CFMoto’s Chinese-market 1250TR-G tourer, a motor that’s loosely based on KTM’s LC8 V-twin but with a different capacity and design details. In the TR-G, the CFMoto engine puts out 140 hp.
CFMoto’s 1250TR-G sport-tourer uses an engine loosely based on KTM’s LC8. (CFMoto/)The latest documents show the same machine that we saw in CFMoto’s patent from early 2023, but the illustrations now include more detailed drawings of several major components including the frame and parts of the bodywork. All of the pictures show a level of detail that points toward a machine that’s close to production.
The frame is a steel trellis unit. (CFMoto/)The frame is a steel trellis design, similar to the layout CFMoto uses on several of its current models, and while there are external covers on the complete bike that give the impression of an aluminum section at the swingarm pivot, the reality is that they’re purely cosmetic. The steel tubes run all the way to the swingarm. At the back, there’s a bolt-on subframe, again made of steel but with a separate cast-aluminum structure at the very rear, under the passenger-seat section.
Unlike the concept V.02 NK’s underseat radiator, the production bike will use a conventional radiator. (CFMoto/)Any doubts over the radiator position are firmly answered by the latest patent, which shows detailed drawings of a curved, front-mounted radiator with twin, low-mounted cooling fans that direct hot air out through vented side panels. The underseat radiator of the 2017 concept is clearly not reaching production. However, the single-sided swingarm that was a feature of that bike does remain on the latest design, albeit with its visual impact dulled by a large exhaust muffler on the right-hand side. Illustrations in the new patent show detail of the rear wheel, including an eccentric chain adjuster that includes the mount for the bike’s rear Brembo brake caliper.
The huge exhaust silencer partially obscures the view of the open wheel and single-sided swingarm. (CFMoto/)The latest patents also give a detailed look at the bodywork that’s designed to wrap over the fuel tank and airbox, made of six distinct pieces and featuring air outlet vents on either side.
With an NK range that already includes 300cc, 450cc, 650cc, and 800cc models, and a 125cc version expected to be launched imminently after being previewed with the 125NK concept at last year’s EICMA show, CFMoto’s next logical step is to launch a large-capacity range-topper, as seen here. If the company follows its usual route, a full-faired SR version could follow, joining the growing ranks of Chinese-made, large-capacity sportbikes that have emerged over the last few months.
CFMoto’s 800NK should give us an indication of what the final styling will look like. (CFMoto/)-
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Baggers on a racetrack? Oh my! (Brian J. Nelson/)In the automotive industry, many companies are winding some of their most high-performance internal combustion offerings but are sending them out with a bang. Makers like Ram (TRX), Dodge (Challenger, Charger, Durango), Ford (Raptor and Mustang) are building their most potent internal-combustion-powered vehicles ever while plans for future models remain unclear in the face of electrification of many models. Fortunately for performance motorcycle buyers the switch to EVs is a bit further off than with their four-wheel counterparts.
Harley-Davidson’s CVO line celebrates 25 years of production, with the brand-new CVO Road Glide ST joining three other models for 2024. (Brian J. Nelson/)King of the Baggers Racing Inspiration
Companies like Harley-Davidson are keen to keep riding on the factory hot-rod bandwagon, building special-edition motorcycles that get snapped up year after year. 2024 marks the 25th anniversary of the Custom Vehicle Operations line, and the new CVO Road Glide ST is undoubtedly The Motor Company’s most formidable, performance-oriented limited-edition model to date. As a matter of fact, Harley says that this model was inspired and influenced directly by the company’s involvement in the MotoAmerica Mission King of the Baggers Championship, which it says is the first time that development has gone directly from track to the showroom.
Kyle Wyman returns to ride the factory Harley-Davidson in the 2024 MotoAmerica Mission King of the Baggers series. (Brian J. Nelson/)If somehow you haven’t seen a King of the Baggers race in person or on TV, do yourself a favor and check it out. In the few short years since the category’s humble beginnings as a one-off exhibition race, the series has gone from an interesting novelty to a huge commercial success with spectacular racing. But that wouldn’t have been possible if it wasn’t for the almost ridiculous performance the machines are putting out. Harley’s factory race team isn’t about to quote horsepower figures for its KOTB Road Glide racebikes, but the on-track performances speak for themselves. Last year, at Road America for instance, Vance & Hines’ Hayden Gillim ran a 2:20.834 qualifying lap which was only 2.6 seconds off of Stefano Mesa’s pole time in Supersport. The weight (620-pound minimum weight limit) and aerodynamic differences (stock-sized touring fairing) are massive compared to 600cc sportbikes, so that gives us an indication of what kind of ludicrous horsepower these heavily modified baggers are putting out.
The CVO Road Glide ST isn’t the only new Harley-Davidson bagger, as The Motor Company has just taken the wraps off its 2024 Street Glide and Road Glide motorcycles. And while those machines have a host of updates, changes, and advancements, this CVO ST takes the base Road Glide and ups the ante. The CVO version receives a unique engine, up-spec suspension, enhanced electronics, is a bit lighter, and of course features some unique touches that can only be found as standard on a CVO model. H-D’s Chief Engineer Scott Nash says that this model is much more about performance than profiling.
Exclusive to the CVO Road Glide ST is the 121 High Output engine. (Brian J. Nelson/)Harley’s 121 High Output Engine
CVO buyers have always wanted exclusivity, and the CVO ST delivers an unique engine that isn’t currently shared by any other models in Harley’s lineup. For starters, the ST gets a 121ci engine (1,977cc), a displacement that was first introduced last year in the CVO models, however, this version is called the 121 High Output. Whereas Harley’s other CVO Road Glide and Street Glide models feature engines with VVT (variable valve timing) to broaden the torque across the rev range, the 121 HO is focused on maximum power output with a high-performance camshaft and increased redline of 5,900 rpm. Claimed output is 127 hp at 4,900 rpm and 145 lb.-ft. of peak torque at 4,000 rpm. The standard VVT-equipped 121 produces a claimed 115 hp at 4,500 and 139 lb.-ft. at 3,000 rpm. Eliminating the VVT system from the 121 engine reduces weight by 2 pounds.
The air cleaner and intake are unique to the 121 High Output. (Brian J. Nelson/)Another change compared to the standard 121 VVT is a race-inspired intake unique to the HO that flows 26 percent more air through the 58mm throttle body, with the tract length designed for maximum power and torque at the expense of broader power. At the opposite end, a pair of Screamin’ Eagle Extreme Flow Titanium slip-on mufflers offer the maximum airflow possible while remaining noise and emissions legal. The mufflers have titanium shells with forged carbon fiber end caps for weight savings.
Like the standard 121, the HO shares the same updated cylinder head design, the 11.4:1 compression ratio, and redesigned aluminum intake manifold. The HO also shares the liquid-cooled cylinder heads that circulate coolant around the exhaust valves with the flow path cooling the more enclosed rear cylinder first and then the front cylinder before passing through the lower-front-frame-mounted heat exchanger. In an effort to give the CVO Road Glide ST another advantage in performance, the final drive ratio has been lowered by reducing the output pulley from 32 to 30 teeth, for better off-the-line acceleration. This is also likely to counteract the reduced low-rpm output that came with the elimination of VVT.
A view of the liquid-cooled cylinder heads. (Brian J. Nelson/)How confident is Harley-Davidson that the CVO Road Glide ST is a real performance animal and not just a flashy coffee shop poser? The press event for the bike was held at the Las Vegas Motor Speedway’s outside road course, with factory Harley-Davidson riders Kyle Wyman and James Rispoli on hand to show us the way around. A few years ago, if you told us we’d be attending a touring bagger launch at a racetrack, we’d have snickered and been highly skeptical. But the KOTB series has changed perceptions. Of course, this Road Glide ST is a far cry from the factory racebikes, but the fact that H-D has focused on every aspect of the bike’s performance from the engine to the chassis to electronic rider aids proves that this CVO isn’t just dunked in fancy paint and adorned with showy accessories.
2024 CVO Road Glide ST on the Track
Our trackday wouldn’t just involve straight-up lapping, but would also include a gymkhana-style double U-turn on the back straight to keep speeds at a reasonable level, while also highlighting the bike’s slow-speed agility. But before we headed out, we got familiar with the new rider aids. New to the Grand American Touring range this year are selectable ride modes, which have pre-mapped settings for power delivery, engine-braking, cornering ABS, and cornering traction control. The standard modes are Road, Sport, and Rain, while the ST gets four custom modes (three more than the base Road Glide), and then two more exclusive modes, including Track and Track Plus. We’d start out in Sport in the first session and then progress to the two track options.
The CVO Road Glide ST gets a total of nine modes, including four custom and two exclusive Track modes. (Brian J. Nelson/)Chasing Rispoli out of pit lane, it’s instantly obvious—even in Sport mode—that this engine is awesome. Last year, when we tested the 117-equipped Breakout, we had a ball leaving stoplights and leaping off the line. The 121 HO, however, is on an entirely different level. It still has that low-end grunt that you expect from 145 lb.-ft. of torque, but the way it keeps revving toward redline is like nothing we’ve experienced on a factory Harley Big Twin.
After our “warmup” session, we switched over to Track mode, which has more aggressive throttle delivery, unlinks the brakes rear to front (meaning that if you use the rear brake it won’t also activate the front), reduces ABS intervention, and allows more spin from the rear tire before stepping in. Track Plus takes it a step further and eliminates the linked braking altogether, greatly reduces ABS and lowest intervention from the traction control system (which can also be switched off from a button on the left handlebar).
On the track, the 121 HO revs and pulls hard, making us wish we had a quickshifter. (Brian J. Nelson/)Available engine performance, particularly when accelerating onto a straight, actually made us wish the ST had a quickshifter, as the bike picks up speed like no factory bagger before it. In the track modes, throttle delivery is snappy and aggressive and makes you appreciate the fact that there is some TC watching your back, especially considering that we were riding on the bike’s standard Dunlop Harley-Davidson Series bias-ply blackwall (130/60-19 front, 180/55-18 rear) tires.
On the ST, the modes are a welcome addition. For aggressive riding, either on the street or on the track, Track modes provide mostly unchained performance, but we’d also argue that those same settings wouldn’t make for the most relaxing time just cruising down the boulevard. That’s why it’s nice to be able to toggle the right bar-mounted mode into a more street-oriented setting which provides smoother, less abrupt engine response. Having ridden the brand-new Street Glide (powered by a non-VVT 117ci engine) a day later, we can confidently say that the 121 HO is as good as it gets without ordering up a 131 or 135 crate motor. The 117 is a very nice standard engine with a lot of performance parts available, but the 121 HO’s performance is addicting. If you’re willing to spend CVO money, do it.
The titanium exhaust silencers are finished with forged carbon fiber end caps. (Brian J. Nelson/)If straight-line performance was the ST’s only trick, that wouldn’t be the end of the world, but it would leave you wanting more. Fortunately, this model has received an equal amount of attention to the chassis. It’s not just the suspension and braking components that have been upgraded; the Road Glide ST has gone on a diet. The claimed wet weight is 838 pounds, which is a few pounds lighter than the 2023 Road Glide ST, and 24 pounds lighter than the 2023 CVO Road Glide. Part of the weight reduction (and unique look) here comes from forged carbon fiber parts like the tank console, front fender, seat cowl, and exhaust end caps. These pieces don’t have a traditional weave pattern; random-sized pieces of carbon fiber material are put into a mold and impregnated with resin and then formed under pressure and cured. THis method allows thicker, sturdy parts to be quickly made without the labor and cost of laying up layer upon layer of woven carbon sheet fabric..
Forged carbon fiber pieces are found on the ST model. (Brian J. Nelson/)Handling and Suspension
Suspension is obviously a key to handling performance, and Harley has given the ST an impressive package that includes an inverted 47mm Showa 1x1 fork with Diamond-Like Carbon coating on the inner stanchions. The unit is fully adjustable with spring preload, compression, and rebound damping adjustment, and provides 4.6 inches of travel. Like the new base-model Road Glide, the CVO ST gets 50 percent more rear-wheel travel, now measuring 3 inches. The rear suspension is also by Showa, with a pair of fully adjustable shocks that utilize remote reservoirs for better performance when they are working hard.
The fully adjustable 47mm inverted Showa fork is equipped with radial-mount, four-piston Brembos working on 320mm wave rotors. (Brian J. Nelson/)Make no mistake, an 838-pound bagger’s suspension is a big task to manage just riding around town or on the highway, but adding to the complexity is the desire to give the CVO ST high-performance handling attributes. Bombing out onto a racetrack—however unlikely this may be for the average buyer—would surely be the ultimate test, which was clearly H-D’s intent. In the case of a production bagger with forward foot controls, cornering clearance is always going to be the limiting factor, but on the ST the available lean angle when the downsized floorboard’s feelers scrape the asphalt is reasonable. Grind too deep into the feelers and the exhaust’s beautiful mufflers and then other hard parts are next in line, so a bit of sympathy is in order.
Careful when kissing down the carbon fiber pipes. (Brian J. Nelson/)From a suspension performance standpoint, the Showa units both front and rear do an excellent job of keeping the ST on line with very good compression damping to control the suspension’s stroke when encountering bumps on track and the rebound damping keeping the big bike from wallowing or weaving on extension. The latter was the most impressive, as we really expected that the bike would struggle staying composed, but that was never the case.
Peeping above the ST’s bags are the remote reservoirs for the fully adjustable Showa shocks. (Brian J. Nelson/)Comfort and Ergonomics
Unique to the CVO ST is the Moto Bar and riser that sets the handlebar 6 inches above the top clamp and leaves the arms resting at a comfortable bend. In 90 percent of riding situations, the bar is great, it was only when trying to navigate the double gymkhana-style U-turns that the outside bar suddenly feels really far away for this 5-foot-11 tester (as with most apes or tall bars).
The CVO Road Glide ST gets the Moto Bar with a 6-inch rise above the triple clamp. (Brian J. Nelson/)Speaking of those U-turns, they definitely provided contrast to every other section on the track. Yes, this ultraslow chicane was a challenge after braking from 95 mph, but it proved that the ST could slow dance too. As for the brakes, up front are a pair of Brembo Monoblock, radial-mount four-piston calipers that pinch a pair of 320mm wave-style discs, while in the rear is another four-piston Brembo and a 300mm disc. The hardest braking zone on the track was heading off the back straight into the makeshift chicane. Scrubbing speed from just under 100 mph down to 10, was never an issue. After multiple laps there was an ever-so-slightly softer feel at the front lever, but nothing that would ever lead you to believe that performance was being sacrificed. The lever itself has a slick and hidden span adjuster to help compensate for different hand sizes and or preference.
The solo seat locks the rider into a comfortable yet sporting position. (Brian J. Nelson/)Without the chance to ride the CVO ST on the street, we can’t really speak to its long-range comfort, but our time in the saddle proved that the ergonomics and seat are bagger-comfortable. Legs are bent comfortably, while the seat supports your lower back and puts you in a neutral position. Wind protection from the revised upper fairing is said to reduce helmet buffeting by 60 percent and airflow can be fine-tuned with the adjustable air vanes above the info screen. On track the air flowed over the helmet smoothly while the shape of the upper fairing never obscured the view of the track ahead.
CVO Road Glide Dash and Infotainment
One of the view options is cruise, that provides the most overall info. (Brian J. Nelson/)One of the best views from the saddle has to be the new Skyline OS infotainment system. The huge 12.3-inch-wide full-color TFT display replaces all analog instrumentation (and the previous 6.5-inch display) and has an anti-glare coating. The bright screen offers multiple viewing options including a superbright high-contrast mode. The rider can also choose between three display options including Cruise, Sport, or Tour. The Tour mode offers the largest departure from the other two, and puts the navigation map front and center with the speedometer, fuel gauge, and gear position minimized off to the left of the screen. Unlike the standard Road Glide, the CVO ST comes with navigation included (which is otherwise a $350 option).
Tour view makes navigation (standard on all CVOs) up front and dominant on the display. (Brian J. Nelson/)Navigating the menus and screens can be accomplished from the left-bar-mounted control pod, or you can utilize the touchscreen function which works very well with gloved hands and allows most features to be accessed on the fly. We found that the system takes a few seconds to load upon switching the ignition on, but the menu organization and logic is solid with only a few quirks. Users will learn their way around the system quickly. For owners wanting to utilize a smartphone for music and calls, you can either connect via Bluetooth or plug into the handy console cubby that also has a USB C lead inside for charging and connection. Our only complaint here is that if you want to utilize Apple CarPlay and navigate from a third-party app, you also have to have a helmet communicator (like a Sena or Cardo) tethered to the system. Apple requires voice control for the system to work.
The left bar control pod is busy but the layout is logical. The rider can also utilize the touchscreen for most menu/feature navigations. (Brian J. Nelson/)You can either control your music via the dash and send the audio to a helmet-mounted communicator, or you can blast the 500-watt Rockford Fosgate Stage II audio system that features a pair of 6.5-inch speakers in the fairing. Cruising around town at urban speeds or while stationary provides the best sound, as once you hit highway speeds (especially with earplugs in) your music is all but faint background noise.
The CVO Road Glide ST is fitted with more performance-oriented components than any other Touring model in the range. (Brian J. Nelson/)Part of the appeal of a Harley-Davidson CVO model is getting a factory-built bike with a ton of special features and finishes, while getting the latest and largest powerplants available before they trickle down to the standard models. In the case of the CVO Road Glide ST, there is no question that all of those boxes are checked. You get the most powerful production engine the company has ever offered, high-performance suspension that is equally at home even on a racetrack, and a lot of added features that you would normally have to shop for in the accessory catalog. The bike is available in two colors, Raven Metallic or Golden White Pearl.
And while the CVO Road Glide ST isn’t the first Harley aimed at on-track performance, it is surely the first touring bagger to really take a full crack at it, and we’d have to say it’s a huge success. There is no question that this is the best handling and most powerful production Harley-Davidson bagger we’ve ever ridden. Exclusivity and high performance doesn’t come cheap, but in the case of the CVO ST, you can make the argument that you get a whole lot of additional performance for its $42,999 asking price.
The ST’s bags offer lots of space for a day trip or even an overnighter. (Brian J. Nelson/)
The Road Glide’s LED headlights get a makeover for 2024. (Brian J. Nelson/)
The right bar control pod has stereo, communicator, and mode controls. (Brian J. Nelson/)
2024 CVO Road Glide ST left side. (Brian J. Nelson/)
2024 CVO Road Glide ST in Raven Metallic. (Brian J. Nelson/)2024 Harley-Davidson CVO Road Glide ST Specs
MSRP: $42,999 Engine: Liquid-cooled, 45-degree V-twin; 4 valves/cyl. Displacement: 1,977cc Bore x Stroke: 103.5 x 117.5mm Compression Ratio: 11.4:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 127 hp @ 4,900 rpm Claimed Torque: 145 lb.-ft. @ 4,000 rpm Fuel System: Electronic Sequential Port Fuel Injection w/ 58mm throttle body Clutch: Wet, multiplate slipper/assist Frame: Steel tube w/ two-piece backbone and bolt-on rear subframe Front Suspension: 47mm Showa inverted 1x1 fork, fully adjustable; 4.6 in. travel Rear Suspension: Twin Showa shocks w/ remote reservoirs, fully adjustable; 3.0 in. travel Front Brake: Brembo 4-piston radial-mount calipers, floating 320mm discs w/ ABS Rear Brake: Brembo 4-piston caliper, 300mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 x 3.5 in. / 18 x 5 in. Tires, Front/Rear: Dunlop H-D Series bias blackwall; 130/60-19 / 180/55-18 Rake/Trail: 26.0°/6.7 in. Wheelbase: 64.0 in. Ground Clearance: 5.1 in. Seat Height: 26.7 in. Fuel Capacity: 6.0 gal. Claimed Wet Weight: 838 lb. Contact: harley-davidson.com Gearbox:
Helmet: AGV K5 S Mono
Jacket: Vanson Model B (custom)
Pant: Aether
Gloves: Alpinestars Celer V2
Boots: Alpinestars J-6 Waterproof
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Honda has been working on advanced rider-assist features for years. The latest ideas revolve around lane warning and crosswind assist systems. (Honda/)Honda has been hard at work on self-steering rider-assistance systems for years now. We saw details of the mechanical components back in 2022. The firm is still finding new applications and modes for the idea with the latest being a crosswind-countering system.
Rider assist is always a contentious subject, and in cars we can see how the objective of a machine that intervenes only when you really need its help isn’t always met. Oversensitive systems that try to overrule you unnecessarily are as frustrating as those that fail to spot real threats, but well-calibrated and subtle setups can be exactly the sort of unobtrusive aids promised by their on-paper claims. Whether Honda’s motorcycle rider assist—whenever it finally reaches production—manages to hit that fine balance that distinguishes a help from a hindrance remains to be seen, but on the basis of patents being applied for, no other company appears to be as actively involved in the development of such systems.
One of the features Honda would like to solve is a crosswind assist system, which would nudge the bike back into the center of the lane when a gust or steady wind is affecting the bike’s travel path. (Honda/)Like previous Honda patents, the latest one revolves around a servo-assisted steering device that falls somewhere between an active steering damper and an auto-steering system. The actuator itself is mounted behind the steering head, attached to the triple clamps via a simple arm and linkage. Visually, it’s not unlike a rotary steering damper, but rather than simply preventing rapid movements of the bars it can introduce steering of its own at the command of an onboard computer. That computer is fed information from an array of sources including acceleration and speed sensors, steering torque and angle sensors, radar, and a camera, with the aim of working out what you want the bike to do and how best to achieve that goal.
There is a complex suite of systems necessary to achieve the goal of crosswind assist. (Honda/)In normal conditions the actuator would do nothing, leaving you in complete control of the bike, but when needed it can step in, just like ABS on brakes or traction control for your throttle, to add a layer of additional safety.
The latest Honda patent application related to the system shows how it hopes to be able to counter the effects of crosswinds, whether they’re steady or gusting, to keep the bike on your chosen line. To do this, the computer splits the lane you’re traveling in into several, narrow “virtual lanes,” shown by dotted lines in the patent drawings, and attempts to keep the bike within one of those lanes. The system is intended to be tied into a suite of rider aids including adaptive cruise control, so it’s aware of the positions of other nearby vehicles as well as the edges of the road, so the intervention can be tailored to be more, or less aggressive depending on how urgent the need is to get the bike back on track.
Another idea is a lane warning system that would alert the rider with haptic (vibration) feedback through the bars to alert them that the bike is veering off the intended path. You can see the units that would vibrate in the end of the bars (56, 46). (Honda/)Simultaneously, Honda has filed another patent for a simpler part of its planned rider-assist system in the form of haptic feedback for the rider. Again, cars already use this idea, with some having systems that vibrate the steering wheel or seat if you’re starting to drift out of lane or encroaching on another vehicle’s space, often as a precursor to actively intervening. Since audible warnings are of little use on a bike and dashboard lights are easily missed, Honda’s idea is to vibrate the left or right bar (or both at once) to provide a physical form of feedback.
A close-up look of the vibration mechanism in the bar, which is essentially an offset weight attached to a motor. (Honda/)The vibrations are achieved by using the same idea that’s already familiar from the sort of “rumble” systems that have been used in video game controllers for many years. An offset weight is attached to an electric motor, creating a vibration that can be controlled by the computer. Honda’s patent proposes putting one of these vibration motors into each bar-end weight. Just as in a game controller the vibrations could be given different speeds and rhythms, to convey a variety of messages, but lane keeping or blind spot monitoring warnings are the most obvious use for the idea.
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Marc Márquez is fast on his Ducati, but he says there’s more to learn and a gap to close. (MotoGP/)The first MotoGP winter test is like the first days of school: an important moment that marks the start of the new racing season. Manufacturers show updates developed during the winter and study their opponents; the riders study each other and start to play their psychological game. Sport at the highest level is both physical and mental, and the 2024 season started as it finished.
Reigning world champion Francesco Bagnaia topped the lap times on the final day of the Sepang test renewing the rivalry with Jorge Martín on the same Ducati. The factory rider fired a 1:56.682 during a blistering opening hour of action to better the Spaniard of Pramac Racing (1 minute, 56.854 seconds), followed by Enea Bastianini (Lenovo Ducati) in 1 minute, 56.915 seconds, and Alex Márquez (Ducati Gresini) in 1 minute, 56.938 seconds. These four riders joined Sepang’s exclusive 1:56 club as the top 10 all went under the outright lap record. Not surprisingly, the top four bikes are all Ducati.
Behind them was the Aprilia of Aleix Espargaró (1:57.091) and in P6 a man on a mission: Marc Márquez (1:57.270) on the Ducati Gresini. Márquez was under the spotlight as he was making his real debut on the Ducati. Result? Watch out for No. 93. He will be the third wheel this year.
Many MotoGP fans were dubious about Marc’s switch from factory Honda rider to independent-team Ducati rider for the current season. The six-time MotoGP king hasn’t won a title since 2019, struggling through the last four seasons with a right-arm injury sustained at the start of the 2020 MotoGP championship. Several operations followed, and perhaps his best results are still to come. With his fiery determination, Márquez is ready to prove himself and the world that he is able to win more titles.
Can Márquez earn another MotoGP championship? If so, it may be the biggest of his career. (MotoGP/)Only three days of testing in Malaysia, and already you are just over half a second behind the world champion.
“Yes, I can say that I am satisfied because we progressed really well. I never felt tired and we improved every time. The first day was a bit chaotic because we had several technical issues, but on the following days everything ran smoothly in the garage and the rhythm improved. We did two race simulations on days 2 and 3. Keep working is the key.”
The race pace is very promising.
“Yes, we improved every time and now I need to focus on the time attack, as we are struggling with it. Now we need to verify if I will be able to reach the level of the front-runners. I’m still not there with the first top four who run in 1:56.”
Overall it was good; does this give you more confidence?
“I’m not too far in terms of race pace, but in terms of time attack I’m half a second behind. I’m not worried, but the key is to understand how many laps do I need to reach a good level. With Honda, two laps were enough to reach already the maximum potential—what we call the limit of the bike. This time I reached a limit, and then I saw that I could go a bit further, a bit further… So it takes more time because I am still understanding that bike.”
Are you already in love with your new bike?
“It’s never enough. Step by step I feel better, but I am still too stiff on the bike and I cannot play with my body as Jorge (Martín) or Enea (Bastianini) do. Pecco (Bagnaia) is not playing too much with the body, but he is fast. I am still in the study phase, and I need to improve the exit of the corner because this is where you make the lap time with a Ducati. With Honda was the opposite: The time attack was more in the entry of the corner. Of course, I need to change something in my riding style because especially in the time attack Honda and Ducati are very different.”
What about the difference between the Ducati bikes?
“I am studying the data of Bagnaia and Martín, but more than the bikes, I compare the riding styles, because I need to improve that, and also the setup and some electronics to adapt better to my style.”
Is the fact that Alex Márquez is fast good news for you?
“Last year he did very well here; he won the sprint and was second in the race. This is very good for the team, and in the test he did a strong time attack claiming a fantastic lap time behind the three factory riders. Then in the race pace we were closer, but I wish the best for my teammate and my brother.”
Are the results as you expect?
“If you create expectations, then it is easy to shift into panic if you don’t meet them. I am very clear what my personal target is this year—what I am looking for and I want to enjoy it in my garage and on track.”
How did you get along with the new team?
“We are starting to know each other. It is only four days. So it is different from my previous team where information was flowing after many years we were together.”
What is the minimum target for the first races that will be satisfactory?
“My target is a consistent progression. Then we will know; there will be ups and downs but I’m confident. Many people were dubious about Jorge Lorenzo’s move to Ducati. He had to adapt at the beginning, but then he started to win. Let’s see if every time I can close the gap a bit, because I’m close but not at the same level of the front-runners. Of course, I’m farther than where I would love to be.”
Describe the feeling when you ride the Ducati.
“When you ride, you don’t really feel the margin. This never happens to any rider, but what is true is that I feel that I am still rigid on the bike. This is why I wanted to do more laps to continue to play with my body and test new things.”
How do you proceed with the adaptation? Area by area?
“Regarding the adaptation, on a test, you can proceed area by area. But on a race day, you need to give it all. On day 3 I could ride with less mistakes and more fluid—and also the pace improved. On day 1 I couldn’t do too many laps, but day 2 was very useful to understand where we could improve the bike and where I had to change my riding style, and this helped a lot. In total we did two sprint race simulations.”
All in all, are you satisfied with your adaptation process?
“In total, I have been four days on the bike. Valencia is a very special track for me. I know I can be strong there and, in fact, even with the Honda I was fighting for the podium that weekend. I knew that the reality check would have been at Sepang. My focus is my riding style. I hope to return, riding by instinct and to fight at the top level. I know the level is there, but to be fast you need to ride a lot.”
What is the main difference between working with an Italian team and a Japanese one?
“Gresini is a family, a private team, and you cannot compare with Honda HRC, but in the end the way to work is similar. In this moment, we need to improve the flow of communication. More than the nationalities, the main difference is working with a satellite team compared to a manufacturer where you have always many things to try, and this means also that you have to be very precise and focused on the comments because this will affect the development of the bike. Here I’m focusing on understanding and studying the bike.”
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BMW Motorrad USA and Backcountry Discover Routes Unveil New Northern California BDR Route (BMW/)BMW Press Release:
- <b>Third route collaboration between BMW Motorrad USA and BDR.</b>
- <b>Official Documentary Film Premiere on Saturday, Feb. 17, 2024.</b>
- <b>Free GPS tracks and map to be available on Feb. 17th.</b>
BMW Motorrad USA, in partnership with non-profit organization Backcountry Discovery Routes proudly announces the Northern California expedition film premiere of the third BDR route collaboration between the two partners.
The CABDR-North is the thirteenth dual-sport adventure route from BDR, and will feature free GPS tracks, travel resources, and a BDR Motorcycle Map scheduled to accompany the expedition documentary film premiere. Resources will be available on the www.ridebdr.com website starting on Feb. 17.
The film premiere will take place at the Sofia Performing Arts Center (Sutter Theatre) in Sacramento, CA on Saturday, Feb. 17th, 5:00 pm PST. Premier tickets may be purchased at BDR Film Premier.
“This route, born of countless scouting trips over the last five years, captures the essence of a remote and beautiful Northern California, one that may be difficult for the casual tourist to comprehend. But we found it! Just as countless adventurers before you from California’s earliest days seeking gold or a new beginning, so can you find your adventure by simply downloading and following the tracks laid before you. Eureka!” said Ron West, Northern California BDR Route Architect & BDR Board Member.
The Northern California BDR expedition film takes the viewers along as the BDR team, and special BMW Motorrad guest rider, Richard Few, instructor at the BMW U.S. Rider Academy in Greer, SC, explore the breathtaking landscapes and history of Northern California.
“Riding the BDR on a BMW R 1250 GS gave me new insights that will definitely help us better prepare students who are training for their first or fifth BDR.” said Richie Few. “We have been teaching students important skills, from their very first MSF course to getting them ready for a once-in-a lifetime ride through Africa, for many years. If you can dream it, we can get you ready for it. So, I invite everyone to join us in South Carolina and take a class at the BMW U.S. Rider Academy. Together, we can help make that dream a reality.”
The newest BDR route takes riders from Mammoth Lakes, CA on a 940-mile experience through the forests, meadows and slopes of the Great Sierra Nevada and the high desert of Madoc Plateau before concluding at the Oregon border outside of Alturas, CA. Riders will delve into California’s history as they pass towns and locations dating back to the 1880′s.
“BMW Motorrad is very excited to partner with DBR on their newest route, Northern California. We strongly believe in and support BDR’s mission of making our great country more accessible to the adventure riding community.” said Luciana Francisco, Head of Brand and Marketing, BMW Motorrad USA. “BDR routes not only bring riders to memorable locations, but they also bring economic support to the communities that exist in these regions. This is a cause that BMW Motorrad USA will always champion.”
On March 16th, BDR will be hosting a film screening and mini-ADVExpo at Bike Shed Moto in the Los Angeles Art District. For those in Southern California, BDR is hosting a film screening and a mini-ADVExpo event on March 16th in the Los Angeles Arts District. Check the Film Tour page for a schedule of upcoming CABDR-North premiers. Dealerships and/or clubs interested in hosting a film screening, can get more information and reserve their screening date on the BDR Dealership Page.
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The 2024 Suzuki GSX-8R sportbike was a natural choice for two of racing’s most heralded programs: Team Hammer and Vance & Hines Motorsports. (Suzuki/)Suzuki Press Release:
Suzuki Motor USA LLC (Suzuki) named two MotoAmerica Twins Cup race teams today. In partnering with Team Hammer and Vance & Hines Motorsports, Suzuki takes another step toward its objective to race the new GSX-8R following the recent homologation of the latest Suzuki middleweight sportbike.
Team Hammer will race the GSX-8R in the team’s new 2024 Twins Cup effort. Racing the GSX-8R is in addition to Team Hammer’s efforts racing Suzuki GSX-R sportbikes in Superbike and Supersport. As one of roadracing’s most successful programs, Team Hammer has earned over 130 pro race wins, 11 championships, and over 360 podium results. The team will race in the Twins Cup class as Vision Wheel M4 ECSTAR Suzuki.
Also bringing the GSX-8R to the starting grid in 2024 is Vance & Hines Motorsports, which fields an all-new Twins Cup effort. Vance & Hines partnered with Suzuki to win the 2023 NHRA Pro Stock Motorcycle (PSM) World Championship drag racing Suzuki’s legendary Hayabusa. Vance & Hines Motorsports’ new twins class effort is a natural addition to this successful partnership. The team will race the GSX-8R as RevZilla/Mission/Vance & Hines Suzuki.
Each team will name riders for the Team Hammer and Vance & Hines Motorsports efforts shortly.
The 2024 Suzuki GSX-8R sportbike offers a new, powerful parallel-twin engine in a strong and compact chassis. The GSX-8R is ideal for middleweight sportbike enthusiasts seeking dynamic, real-world performance and is anticipated to be the motorcycle of choice in MotoAmerica Twins Cup racing.
“The GSX-8R is engineered to satisfy Suzuki riders wanting a versatile, middleweight sportbike, to deliver on our dealers’ business needs, and to prevail in competition. The GSX-8R is an important motorcycle in today’s market,” said Kerry Graeber, Senior Vice President, Division Manager, Sales and Marketing at Suzuki, “The GSX-8R also represents an exciting new chapter in Suzuki racing and it is a perfect complement to the Suzuki racing efforts in MotoAmerica’s Superbike, Stock 1000, and Supersport classes. Partnering with these two well-respected teams, we anticipate the GSX-8R to be a natural extension of Suzuki’s existing roadracing programs,” added Graeber.
The six-round 2024 Twins Cup series runs middleweight, twin-cylinder motorcycles enabling young, up-and-coming racers from around the world to compete at the national level. Twins Cup along with the entire 2024 MotoAmerica Championship kicks off at Daytona International Speedway on March 7 through March 9, 2024.
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Instead of building a dedicated chassis for the new CFMoto electric sportbike, it utilizes the chassis of its 450SR/NK. (CFMoto/)Most of the dedicated electric motorcycles, either on sale at the moment or under development, are purpose-made designs—with many adopting the idea of using the battery case as the main structure to cut down on size and weight. But the latest idea from CFMoto is a sportbike that’s based directly on the existing 450SR but with a bolt-in electric power pack that replaces the combustion engine.
Although the idea is inevitably likely to sacrifice the edge in terms of battery capacity to dedicated, clean-sheet electric bike designs—CFMoto also has those, as we wrote about here—it could have substantial cost savings by sharing most of its components with a gas-powered model.
Related: BMW Patent Shows Glimpse Electric Future
The tubular-steel frame is borrowed from other models in CFMoto’s lineup. (CFMoto/)The new patent shows a tubular-steel trellis frame that’s visually identical to that of the 450SR and 450NK models, with the same seat, subframe, swingarm, and suspension, but with a battery pack and electric motor nestling underneath it. It uses the same mounting brackets as the combustion engine that would normally be there, albeit with an additional pair of bolt-on lower frame tubes wrapping beneath it for more strength and battery protection. As such, both the electric bike and the ICE version could be built side by side on the same production line.
CFMoto’s 450SR sportbike is powered by an internal combustion engine, but will lend its chassis to the new electric. (CFMoto/)It’s a similar idea that many car makers have adopted. While many of the best electric cars are clean-sheet designs, often with the batteries built into a “skateboard” chassis underneath them, there’s an entire stratum of more affordable EVs that borrow their structures from existing mass-made ICE models. Economies of scale inevitably come into play, and during this transitional era, where there’s little consensus on the direction that future models will take, it’s a valuable tool for manufacturers. Notably, Kawasaki’s new pure EV bikes also borrow many of their components from existing ICE models.
CFMoto’s design is aimed at solving some of the problems of using both electric and ICE powertrains in different variants of the same chassis. Notably, it includes a metal battery case, shaped to wrap over the motor and the control electronics that sit below and behind it. The battery case doesn’t just provide a strong protective housing for the batteries within, it also acts as a structural part of the bike’s chassis. That’s because the engine is partly structural in the ICE version, so the replacement powertrain needs to do that job as well.
Related: White Motorcycle Concepts’ WMC250EV Aims for New Land Speed Record
CFMoto will also utilize the bodywork and styling from the 450SR. (CFMoto/)Although the frame is borrowed from the 450SR, the size of the battery case and motor suggest that this electric version will have performance more akin to a 125cc bike, and probably a relatively limited range. However, the wheels, brakes, and suspension all appear to be identical to the 450cc machine, and even the bodywork is borrowed from the 450SR, at least in these illustrations.
One key difference, of course, is that there’s no gear shifter or clutch lever. Like most electric bikes, the CFMoto design is a single-speed machine with a simple reduction gearbox between the motor and the front sprocket. Like many EV motorcycles, there’s a very large rear sprocket as a further reduction ratio to convert the power of the high-revving electric motor to more realistic road speeds and multiply torque. There’s no need for a fuel tank, of course, and the drawings show that the batteries and electronics don’t extend into that area, suggesting that the space will instead be used for storage. The hole where the fuel filler would normally be is, presumably, to be used for the charging socket.
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Suzuki revamped its middleweight lineup with the addition of an all-new parallel twin. The 776cc DOHC liquid-cooled parallel twin with a 270-degree crank is used in Suzuki’s new V-Strom 800DE, GSX-8S, and the recently announced GSX-8R. Having one versatile plug-and-play engine for different models is a strategy Yamaha has been successful with for years in the MT-07, XSR700, Ténéré 700, and the YZF-R7. Honda has also followed this trend with its Transalp and CB750 Hornet. But why? Check out this article by Kevin Cameron that explains the push toward torquey, efficient parallel twins.
The 2023 Suzuki GSX-8S utilizes the new 776cc parallel twin with a 270-degree crank connected to a six-speed transmission with a bidirectional quickshifter, steel frame, nonadjustable suspension, 17-inch cast alloy wheels, dual Nissin radial-mount four-piston calipers with 310mm disc up front, and a single-piston caliper with a 240mm disc at the rear. A 5-inch color TFT display gives access to the electronics suite offering three ride modes and three levels of traction control. Rider aids are not lean sensitive and ABS cannot be disabled.
2023 Suzuki GSX-8S Dyno Chart. (Robert Martin/)Before rolling onto our in-house Dynojet 250i dynamometer, the 2023 Suzuki GSX-8S measured a wet weight of 446 pounds on our automotive scales. On the Cycle World dyno, the 2023 Suzuki GSX-8S produced 74 hp at 8,380 rpm and 52.3 lb.-ft. of torque at 5,580 rpm. For reference, the 2023 Suzuki V-Strom 800DE produced slightly less power at 72.2 hp and 50.2 lb.-ft. of torque. In both models, this engine is a gem—an office favorite due to its visceral acceleration from low rpm. The GSX-8S’ punchy character earned it Cycle World’s 2023 Best Middleweight. An abundance of torque available right off idle and a linear power curve provide a direct snap all the way through the midrange. Whether you are traversing a twisty backroad or commuting to work, these engine characteristics provide a thumpy response where riders need it most.
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It’s scheduled for availability in the fall of 2024.
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First revealed last summer, the Benelli 702X is leading the brand’s 2024 lineup for the US market. (Benelli/)Benelli’s model introductions at EICMA 2023 consisted of a pair of parallel-twin middleweights and an entry-level single, but for 2024, it’s launching a raft of bikes for the US market. The brand (owned by Chinese giant Qianjiang) brings an initial lineup consisting of no less than seven Benelli models, some of which are making their first appearance on these shores. The list includes the new TRK 702 and 702X we first saw last summer; the return of the massively successful TRK 502 street and 502X adventure bikes; the 302S streetbike; the all-new Imperiale 400; and the TNT135 mini model.
The new 702X adventure bike features a liquid-cooled 698cc parallel-twin engine, 50mm USD fork, and fully adjustable rear shock. (Benelli/)2024 Benelli TRK 702X
The biggest splash comes from the new TRK 702 and 702X models, which were designed at the brand’s Benelli R&D and Style Center in Pesaro, Italy. The two bikes share many of the same features and components, though the flagship TRK 702X adventure bike is a bit more dirt-biased. A liquid-cooled fuel-injected 698cc parallel-twin engine rated at 70 hp at 8,000 rpm and 51.6 lb.-ft. of torque at 6,000 rpm powers both, with a six-speed gearbox acting in conjunction with a wet slipper clutch and torque converter (the gearbox is actually removable on the clutch side) to smooth out shifts.
(In our First Look, we noted that the 698 engine is homologated in accordance with Euro 5 emission standards as well.)
The shared chassis consists of a steel trellis frame married to a 50mm USD fork with a not-very-adventurous 5.5 inches of travel, and an aluminum swingarm with a fully adjustable monoshock delivering 6.8 inches of rear axle travel. The braking arrangement offers dual 320mm discs up front with two-piston floating calipers, and a single 260mm diameter disc on the rear with a single-piston floating caliper, both with ABS. On the 702X, you get steel-spoked, aluminum alloy rims (19-inch front, 17-inch rear) both fitted with Pirelli Scorpion Rally STR 110/80-19 and 150/70-17 tires.
On the cockpit side, the TRK 702X is outfitted with a 5-inch TFT color display with Bluetooth connectivity and handlebar controls for answering or ending calls, while perched above the requisite ADV beak are a pair of LED headlights with a brief windscreen up top. Fuel capacity is given at 5.3 gallons, and a centerstand is included; Benelli says options like heated grips and seats, windscreen, and luggage are also available. With an MSRP of $8,499, the TRK 702X will come in Anthracite Grey, Forest Green, white, and Moon Grey when it hits dealers.
Related: New 2024 Benellis Shown at EICMA
The more street-biased TRK 702 rolls on cast 17-inch wheels and has more robust front brakes than its 702X relative but is otherwise the same. (Benelli/)2024 Benelli TRK 702
The near-identical street version of the 702X, the TRK 702 simply deletes the grippier rubber and slips on a more road-biased set of 17-inch cast aluminum hoops and street tires front and rear, but otherwise has pretty much the same features of the X model (though the centerstand is an option). Front fork travel remains unchanged at 5.5 inches, while rear travel is reduced to 6 inches. The 702′s front brakes are also a bit beefier, with same 320mm semi-floating discs up front but mated to four-piston calipers.
The same heated grips, accessory windscreen, protection bars, and luggage are available as add-ons, and the Benelli TRK 702 is available in Anthracite Grey, Forest Green, and Pearl White, with an MSRP of $7,899.
The bestselling (in Italy, anyway) and nicely equipped TRK 502X adventure bike is back for 2024 with an MSRP of $6,699. (Benelli/)2024 Benelli TRK 502X
Returning to the American market is the bestselling bike in Italy, the Benelli TRK 502X. Key features include a liquid-cooled parallel twin-cylinder DOHC engine said to produce 47.6 hp at 8,500 rpm and 34 lb.-ft. of torque at 6,000 rpm. An attractive trellis frame holds an upside-down 50mm fork with 5.5 inches of travel, and the central monoshock is adjustable for spring preload, rebound, and compression, with 6 inches of travel.
Braking is handled via 320mm dual discs with two-piston floating calipers (though we should note the website indicates four-piston units) up front, and a 260mm disc at the rear. The wire-spoked, aluminum 19/17 wheelset carries a 110/80-19 tire up front, with the rear holding a 150/70-17 tire.
Like the 702X, the TRK 502X’s front also features dual headlights above an ADV-style beak, though its windscreen looks a bit more robust and standard equipment includes handguards, adjustable handlebars, a centerstand, crashbars, and a luggage rack. To that you can pile on accessory items like aluminum side bags and a taller windscreen. The TRK 502X comes in Glossy Yellow and Charcoal Grey, with an MSRP of just $6,699.
Related: 2024 Benelli TRK 702 and 702X First Look
The streetwise 2024 TRK 502 swaps in street tires, changes up the colors, and skips the centerstand in favor of a lower MSRP. (Benelli/)2024 Benelli TRK 502
You can probably guess the difference between the TRK 502 and TRK 502X; it’s mainly the wheels. The 502 model gets more street-appropriate 17-inch wheels, but other than that, it’s nearly identical, with the 50mm USD fork and rear shock sporting the same travel numbers as the 502X, though the monoshock on the 502 only has adjustable spring preload and rebound damping, and the muffler is mounted low. The TRK 502 comes in Pearl White or Charcoal Grey, and is priced at $6,299.
Although it’s been knocking around in Europe for years, the retrofied Benelli Imperiale 400 appears in the US lineup for the first time in 2024. (Benelli/)2024 Benelli Imperiale 400
The Imperiale 400 has been knocking around Benelli’s lineup for about five years now, but 2024 marks its first appearance on US shores. Benelli calls it “a spiritual successor to the Benelli-Motobi Imperiales of the 1950s,” and you can see why, with its 374cc air-cooled single, steel tube frame, five-speed gearbox, and exposed dual shocks. That’s probably also why it’s the only model listed in the Classic category on Benelli’s US website.
Simple and no-drama is the name of the game here, with the single-overhead-cam single-cylinder engine good for 21 hp at 5,500 rpm (and is Euro 5 compliant), the conventional 41mm fork good for 4.8 inches of travel, and 19/18 tire sizes mounted onto wire wheels. Period stuff like a two-piece seat with rear grab rail, rubber knee pads on the fuel tank, a peashooter muffler, and large Cyclops headlight totally sell the Imperiale’s aesthetics, and with an MSRP of $4,899, it’s available in Glossy Black, Maroon, and Glossy Silver.
The 302S naked returns unchanged for 2024, but it's still surprisingly well-equipped. (Benelli/)2024 Benelli 302S
We might have expected to see the US debut of the new BKX 300 S (which first bowed at EICMA) in this category, but it appears Benelli is sticking with its trusty 302S naked for 2024 instead. Motivation still comes from a 300cc liquid-cooled DOHC parallel twin fed by EFI, with a compression ratio of 12:1. The peak power of 38 hp arrives at 11,500 rpm, with the claimed max torque reading of 18.9 lb.-ft.coming at 9,750 rpm; a six-speed transmission feeds that power to a 17-inch rear tire.
You’ll see no changes on the 302S’ steel trellis chassis either, which is still mated to a healthy 41mm inverted fork providing 5.3 inches of travel; rear suspension consists of a single shock with preload and rebound damping adjustability. Dual floating 260mm discs are clamped by four-piston calipers up front, with a single rotor out back, though there’s no mention of ABS.
A fully LCD digital display gives all the relevant info in the cockpit, and lighting is all LED. You can have the 302S in white, Flash Green, red, and Matte Black, with an MSRP of $4,799.
Mini but mighty? The TNT rolls on 12-inch wheels and is powered by a 135cc air-cooled single, but throws down with a 41mm USD fork, ABS, and a weight of just 266 pounds. (Benelli/)2024 Benelli TNT135
Another returning favorite is the TNT 135, a mini that’s been said to punch above its weight class thanks to its peppy air-cooled 135cc single, which is now Euro 5 compliant. Power and torque are a claimed 13 hp at 9,000 rpm and 8 lb.-ft. at 7,000 rpm, respectively, which may not seem like much—until you realize the TNT weighs just 266 pounds (claimed). Also unexpected is the steel trellis chassis paired with a beefy 41mm upside-down fork giving you 4.7 inches of travel, and a single rear shock with spring preload adjustability. Braking is handled by 210mm front and 190mm rear single rotors, both with ABS, and the TNT 135 has an MSRP of $3,199. Available colors include white, red, Flash Green, and black.
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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/)Thank you, Moparnut72. Thank you! You’ve provided an excuse for us to exchange our best ignition timing stories.
First, the story about Don Garlits and the arrival of the 426 Hemi Chrysler (to replace the well-developed 392 Hemi that preceded it). Supposedly the 426 was a disappointment when “suited up” with the supercharger, nitro fuel, and tuning techniques that had worked well on the 392. But later it was discovered that the 426 “came alive” when a bunch more ignition advance was cranked in.
I’m sure I read some of the same things you did in regard to this, but what stood out to me was one writer’s remark that the 426′s ports were greatly enlarged as compared with those of the 392. As I recall, it was said that the 392′s intake ports flowed something like 225 cubic feet per minute (on whatever pressure) versus 300 CFM for the 426. The 426′s displacement was an 8 percent increase over the 392, but the airflow difference was 33 percent. Sounds like the 426 had really big ports.
That triggered a memory. Back in 1961 Formula 1 went to a 1.5-liter formula, so engine manufacturer Coventry-Climax decided to build a V-8. They were encouraged by the strong performance of a 750cc four they had built, but when scaled up as a 1500 it produced disappointing power. Investigating, they found the 1500′s intake ports to be bigger than those of the 750. When the ports in the heads were bored and sleeved back to the original (smaller) dimension, power came back.
Two reasons. First, the smaller the intake ports, the higher the velocity, and it is the turbulence resulting from high intake speed as it enters the cylinder that after ignition accelerates flame speed. Bigger ports would slow flame speed, requiring more ignition advance. And second, it is the high velocity of the inlet flow that keeps it coasting into the cylinder long after bottom dead center, thereby increasing torque. The big ports, by reducing inlet velocity, allowed the rising piston to stop intake flow early and even to back-pump some of what had just been taken in.
The 426 that Garlits tested had the usual big blower on it, so back-pumping surely wasn’t the problem. More likely that its reduced intake velocity, relative to that of the 392, agitated the fuel-air charge in the cylinder less, resulting in lower flame speed and a need for more ignition advance than had been found best on the 392.
Now for a happier story. Back when Don Tilley and Dick O’Brien were developing their Harley-based Battle of the Twins bike “Lucifer’s Hammer,” they had just completed an engine build and had made the first few pulls on the dyno. Big disappointment! Where did the power go?
Never mind; they set about advancing the distributor, expecting to see the power of the previous build return. Nope. Instead, power went down. Being practical men, they reversed direction and began to retard the ignition. More power. Another retardation, and here came more power yet. Really good power.
O’B said, “We had that distributor pulled around so far it was about to hit the cylinder. Finally we ended up making best power at under 30 degrees BTDC!” And it was really good, strong power. Next time they saw “the Champion man” Bobby Strahlman, they asked him about this.
“You boys lucked out. Every once in a while you’ll get one like this, that makes really strong power on very little ignition timing. Maybe the winds that blow in the cylinder are coming from just the right direction to make the light-up extra quick.”
Moparnut72 also mentioned cross-flow two-stroke outboard motors that needed timing “set clear into next week to make them really work.” If you’ve seen the piston crown on such an engine, you’ll understand why they needed so much advance: There is a big fencelike deflector cast into the piston top, to turn the flow from those cross-flow transfer ports to go straight up, across the underside of the cylinder head, then down the far cylinder wall, rather than straight across and out the exhaust port. If you try to build a reasonably high compression ratio into such an engine, the combustion space at TDC is so thin and complicated that mixture turbulence gets damped out, slowing flame travel and making the engine need very early ignition for best torque.
And then there’s what I think of as “the linguistic problem.” Would you rather be thought of as advanced? Or retarded?
I have seen so many people at Daytona, trying to make their poor engines accept another quarter degree of ignition advance, and not really getting anywhere. What we want and need is quick combustion, so hot flaming gases are held against the piston crown and cylinder head for as short a time as possible. Heat from the intensely hot gas is rushing into the cold metal that surrounds it, taking with it valuable energy that should be acting on the piston crown.
Thus, the less ignition timing your engine needs, the more efficient its combustion.
The two-stroke racebike engines of 1965 to 1984 had simple combustion chambers that you could machine on a lathe. No valves to get in the way. One spark plug in the exact center. And a completely circular squish band. As the piston rose to TDC, mixture in that band was “squished” rapidly toward the center of the open combustion chamber, resulting in superstrong turbulence and very rapid flame propagation. It was typical for GP two-strokes to give best torque at an ignition timing of 15 degrees BTDC.
So instead of trying to make their engines seize with another quarter degree of advance, they should have been congratulating themselves on how little timing their engines needed.
At Daytona in 1977, rider Rich Schlachter and I, with a new-but-modified Yamaha TZ250D, started out with the stock timing of 20 BTDC but when we pulled it back to 15 degrees we picked up an immediate extra 300 revs down the back straight. That was in the bad old days of fixed ignition timing, which was always a compromise—too little for the slow combustion below 9,500, too much for on-the-pipe running at 11,000.
It had worked that same way for engine designer Keith Duckworth too. By discovering how to achieve strong in-cylinder turbulence that lasted all the way to TDC, he was able to get his DFV Formula 1 V-8 to make best torque on ignition at 27 degrees BTDC, and won a record number of Grands Prix.
Conclusion: Pay attention to your ignition timing. It may be trying to tell you something.
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BMW Motorrad returns to Garmisch-Partenkirchen with the BMW Motorrad Days (BMW/) BMW Press Release:
After two successful BMW Motorrad Days in Berlin in 2022 and 2023, BMW Motorrad will continue the legendary format of the previous events this year. The world’s largest BMW Motorrad meeting will return to Garmisch-Partenkirchen in the Alps. This is BMW Motorrad’s response to the heartfelt desire of its fans all over the world for unadulterated motorcycle culture, a party atmosphere and unique riding experiences against a breathtaking Alpine backdrop.
For more than 20 years, the BMW Motorrad Days have been a highlight and a must in the annual calendar of motorcycle fans from all over the world. For the past two years, the world’s largest gathering dedicated to the BMW Motorrad brand has been held in Berlin, in the heart of Europe, where BMW motorcycles have been built for more than 50 years. Together with BMW Motorrad employees from all over the world, the BMW Motorrad Days 2023 in Berlin marked an important chapter in the company’s history on the occasion of the 100th anniversary of BMW Motorrad.
Through the BMW Motorrad Days, BMW Motorrad maintains a strong emotional bond with its community all over the world. The world’s largest BMW Motorrad meeting has taken place in Garmisch-Partenkirchen for a total of 18 consecutive years against the backdrop of the magnificent Alpine panorama.
And what better location for the “Year of the GS” than Garmisch-Partenkirchen with its magnificent surroundings, winding roads and nearby alpine passes. It is the ideal terrain for unique motorcycle rides - especially with the legendary icon of adventure riding.
This is why the BMW Motorrad Days are returning to this legendary venue in the “Year of the GS”. For three days, from 5 to 7 July, BMW Motorrad will thrill the international community at the foot of the Hausberg mountain with new products, exhibitors, shows, test rides and, last but not least, traditional Bavarian lifestyle and legendary party atmosphere.
BMW Motorrad will provide more detailed information on the BMW Motorrad Days 2024 in due course.
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The 2025 CFMoto 450CL-C. (CFMoto/)At last year’s Beijing Motor Show, we got our first glimpse at CFMoto’s 450CL-C cruiser. Now, the Hangzhou, China-based manufacturer is announcing that its twin-cylinder cruiser is headed stateside. The 450CL-C features classic cruiser styling, basic rider aids, a TFT dash, and an approachable MSRP of $5,699. CFMoto USA expects models to arrive in dealerships in fall 2024.
Radiator. Cooling fins. The “1989” on the engine does not denote the size of the engine, but the year the company was founded. (CFMoto/)The 450CL-C’s 449cc twin-cylinder engine uses a 270-degree crank and dual counterbalancers—further evidence of the parallel-twin craze taking over motorcycling. In the 450CL-C, it’s tuned to accentuate low- and midrange torque, producing a claimed 40 hp at 8,000 rpm and 30 lb.-ft. at 6,250 rpm. Despite being liquid-cooled, the cylinder head has cooling fins: presumably more of a styling affectation than anything else. There’s also a belt final drive to further trod the classic cruiser styling path. A badge beneath the fins honors the year of CFMoto’s establishment: 1989.
Round TFT dash. The 200 kph on the speedometer seems optimistic, right? (CFMoto/)The 450CL-C uses a 37mm inverted fork and a rear monoshock. Braking duties are handled by a four-piston J.Juan caliper and a single 320mm disc in the front, and a single-piston caliper and 240mm disc in the rear. With safety in mind, the 450CL-C is equipped with dual-channel ABS and traction control. Traction control, but not ABS, can be disabled through the dash. A low seat height of 27 inches means the 450CL-C should automatically make the list of “best bikes for inseam-challenged riders.” Its low-center of gravity will help riders command the claimed wet weight of 399 pounds at a standstill.
A 27-inch seat height is low by most anyone’s standards. (CFMoto/)The 450CL-C’s dash maintains the full-moon visage of an analog unit, but ensconced within is a 3.6-inch full-color TFT screen that offers modern convenience and smartphone connectivity. No cut-rate LCD stuff here. LED lighting completes the modernized cruiser aesthetic.
The 450CL-C has a classic cruiser stance. Nice details include a cool fender mount and bar-end mirrors. (CFMoto/)On the surface, a small-displacement cruiser isn’t the biggest news in the moto world. However, the 450CL-C provides an entry into motorcycling in a not-too-crowded category alongside the popular Kawasaki Eliminator and Honda Rebel 500. Whether it will be a viable alternative in consumers’ eyes remains to be seen, but we’re firmly of the belief that competition—in all its forms—improves the breed. For starters, at $5,699, the 450CL-C undercuts the prices of the Kawasaki Eliminator ($6,649 for the non-ABS model and $6,949 for the ABS model) and Honda Rebel 500 ($6,499) by a significant margin.
By being competitively priced and providing features (like the TFT dash) absent on the competition’s motorcycles, CFMoto may have a clear road into riders’ garages. If the brand name can develop some cachet by proving the long-term reliability of its products and supporting its already-large dealer network, the establishment will take serious note. Not that it hasn’t been done before, but winning over the hearts of motorcyclists is going to take some doing. CFMoto’s latest entries could go a long way to that end.
The 450CL-C is available in Nebula Black and Bordeaux Red. (CFMoto/)2024 CFMoto 450CL-C Specs
MSRP: $5,699 Engine: DOHC, liquid-cooled, four-stroke parallel twin Displacement: 449cc Bore x Stroke: 72.0 x 55.2mm Compression Ratio: N/A Transmission/Drive: Manual 6-speed/belt Claimed Horsepower: 40 hp @ 8,000 rpm Claimed Torque: 30 lb.-ft. @ 6,250 rpm Fuel System: N/A Clutch: Wet, multiplate slipper Engine Management/Ignition: Bosch EFI Frame: Steel tube Front Suspension: 37mm USD fork Rear Suspension: Monoshock, spring preload adjustable Front Brake: 4-piston J.Juan caliper, 320mm disc w/ ABS Rear Brake: 1-piston J.Juan caliper, 240mm disc w/ ABS Wheels, Front/Rear: 16 x 3.0 in./16 x 3.5 in. Tires, Front/Rear: 130/90-16 / 150/80-16 Rake/Trail: 28.0°/4.25 in. Wheelbase: 58.5 in. Ground Clearance: 6.3 in. Seat Height: 27.2 in. (adjustable) Tank Capacity: 3.2 gal. Claimed Wet Weight: 399 lb. Availability: TBA Contact: cfmotousa.com
How Much Power Does the 2023 MV Agusta Turismo Veloce Lusso SCS Make?
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When news broke in late 2022 that Pierer Mobility (KTM, Husqvarna, and GasGas parent company) entered a partnership with MV Agusta many believed the Italian manufacturer would morph into a rebranded KTM. So far that hasn’t happened. The two major points of emphasis in the partnership with KTM is to support MV Agusta’s supply chain management and acquire its purchasing department in an effort to improve component acquisition from suppliers. In essence, the partnership is an attempt to make MV Agustas more accessible to riders.
As of now, MV Agustas are through and through MV Agustas. There are no orange parts on the Italian bike. MV Agusta currently manufactures a 998cc inline-four (found in the Rush, Brutale 1000 RS, RR, and RR Assen) and inline-triples available in 931cc (as seen in the recently announced LXP Orioli) and 798cc. The 2023 MV Agusta Turismo Veloce Lusso SCS utilizes the latter. This 798cc liquid-cooled DOHC four-valves-per-cylinder inline-three features a Rekluse-developed SCS (Smart Clutch System) automatic clutch eliminating the need to use the clutch for starts and stops. The MV Agusta Turismo Veloce Lusso SCS is the first production motorcycle to be fitted with an automatic clutch from the manufacturer. Other equipment includes Sachs semi-active suspension offering 6.3 inches of travel up front and 6.5 inches at the rear, Brembo calipers, steel trellis frame, electronic quickshifter, and adjustable rider aids.
2023 MV Agusta Turismo Veloce Lusso SCS Dyno Chart. (Robert Martin/)
Before hitting our in-house Dynojet 250i dynamometer, the sport-tourer measured 528 pounds on our automotive scale. On the Cycle World dyno, the 2023 MV Agusta Turismo Veloce Lusso SCS produced 98.3 hp at 11,010 rpm and 55.3 lb.-ft. of torque at 8,530 rpm. For reference, the 2019 Yamaha Tracer 900 GT produced 104.9 hp at 9,930 rpm and 59.8 lb.-ft. of torque at 8,340 rpm on the same dyno. Recognizing the Yamaha’s 49cc displacement advantage over the MV Agusta, the Turismo Veloce Lusso’s power figures are competitive in its class. The Turismo’s extremely flat torque curve and linear power delivery offer the smooth, tractable power we’ve come to expect out of an inline-triple.
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