Admin

"I want pink and my name on the back," my daughter told me. View the full article

2024 Honda Transalp. (Honda/) Overview Fitting in between the Africa Twin and the NX500, the XL750 Transalp enters the US market fresh from a complete overhaul of the platform that has existed in one form or another in Europe for decades. But the concept is roughly the same, built as a do-it-all crossover that can serve as a daily rider, globetrotter, or off-road adventurer. Power comes from a brand-new 755cc parallel-twin engine with a 270-degree crank, a single overhead cam, and four valves per cylinder. The tuning of this engine is aimed at great low- to midrange torque, yet with a stout top-end punch. Power is transmitted to the six-speed transmission via an assist/slipper clutch. Throttle-by-wire engine control allows a whole suite of electronic rider aids. The Transalp is equipped with four ride modes—Sport, Standard, Rain, Gravel—plus a customizable User mode. Users can choose between four levels of engine power, three levels of engine-braking, five stages of Honda Selectable Torque Control (which also controls wheelie), and ABS with an off-road mode and the ability to turn it off completely. To be an adventure bike, the chassis must be up to snuff, and Honda has ensured that the Transalp is ready for whatever riders can throw at it. The chassis is based around a steel diamond frame that has been optimized for lightweight. The wheelbase measures 61.5 inches, while front-end geometry measures 27 degrees of rake with 4.4 inches of trail for good stability wherever you travel, while also providing a tight 8.6-foot minimum turning radius. Seat height is set at 33.7 inches, while a low seat is available as an option. At the front a Showa 43mm SFF-CATM (Separate Function Fork-Cartridge) fork provides 7.9 inches of travel and has preload adjustability, and mounts in a forged top and cast aluminum bottom triple clamps. Out back a remote-reservoir preload-adjustable Showa shock provides 7.5 inches of travel and mates to an aluminum swingarm. Ground clearance measures 8.3 inches. Stainless steel spoked wheels measure 21 inches in the front and 18 inches in the rear allowing a huge choice of tires, including aggressive knobbies for off-highway use. Tire sizes measure 90/90-21 front and 150/70-18 rear. Braking is handled by a pair of twin-piston front calipers that clamp on 310mm wave discs, while a 256mm rear wave disc is pinched by a single-piston caliper. Honda offers four accessory packages for the Transalp, including the Adventure Collection with a bunch of protective piece for off road; Touring Collection with luggage and travel-oriented accessories; Comfort Collection with options for rider comfort like heated grips and alternative windscreens; City Collection which is focused for urban commuting with a top case and other city-centric features. 2024 Honda Transalp. (Honda/) 2024 Honda Transalp Pricing and Variants The 2024 Honda Transalp is available in Matte Black Metallic for $9,999. We tested the 2024 Honda Transalp on and off-road. (Honda/) Competition <a href="https://www.cycleworld.com/motorcycle-reviews/yamaha-tenere-700-first-ride-review/">Yamaha Ténéré 700, $10,799<br/> </a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-ktm-790-adventureadventure-r/">KTM 790 Adventure, $10,990<br/> </a> <a href="https://www.cycleworld.com/bikes/suzuki-v-strom-800de-mexican-1000-rally-race-project/">Suzuki V-Strom 800DE, $11,599<br/> </a> <a href="https://www.cycleworld.com/motorcycle-reviews/bmw-f-900-gs-ride-review/">BMW F 900 GS, starting at $13,495<br/> </a> <a href="https://www.cycleworld.com/motorcycle-reviews/ktm-890-adventure-r-review/">KTM 890 Adventure R, $15,799<br/> </a> <a href="https://www.cycleworld.com/motorcycle-reviews/husqvarna-norden-901-expedition-first-ride-2023/">Husqvarna Norden 901, $14,899<br/> </a> <a href="https://www.cycleworld.com/motorcycle-reviews/triumph-tiger-gt-pro-and-rally-pro-first-ride-review/">Triumph Tiger 900, $14,995<br/> </a> 2024 Honda Transalp News and Reviews <a href="https://www.cycleworld.com/motorcycle-reviews/honda-transalp-first-ride-review/">Honda Transalp First Ride<br/> </a> <a href="https://www.cycleworld.com/bikes/honda-transalp-dyno-test-2024/">Honda Transalp Dyno Test<br/> </a> <a href="https://www.cycleworld.com/story/bikes/honda-xl750-transalp-first-look-2023/">Transalp Coming to the US<br/> </a> 2024 Honda Transalp Claimed Specs MSRP: $9,999 Engine: SOHC Unicam, liquid-cooled, four-stroke parallel-twin; 4 valves/cyl. Displacement: 755cc Bore x Stroke: 87.0 x 63.5mm Compression Ratio: 11.0:1 Transmission/Drive: Manual 6-speed/chain Fuel System: PGM-FI w/ 46mm throttle bodies Clutch: Wet, multiplate Frame: Lightweight steel diamond Front Suspension: 43mm Showa SFF-CATM telescopic inverted fork, spring preload adjustable; 7.9 in. travel Rear Suspension: Pro-Link system, single Showa remote-reservoir shock, preload adjustable; 7.5 in. travel Front Brake: Hydraulic 2-piston calipers, dual 310mm wave discs w/ ABS Rear Brake: Hydraulic 1-piston caliper, 256mm wave disc w/ ABS Wheels, Front/Rear: 21 in./18 in. Tires, Front/Rear: 90/90-21 / 150/70-18 Rake/Trail: 27.0°/4.4 in. Wheelbase: 61.5 in. Ground Clearance: 8.3 in. Seat Height: 33.7 in. Fuel Capacity: 4.5 gal. Curb Weight: 459 lb. Contact: powersports.honda.com View the full article

Overview Ducati just unveiled the latest version of its Panigale V4 superbike, complete with a double-sided swingarm and 916-inspired styling. While the debut of a new Ducati superbike is always a worthy occasion to bring up a bottle of Nebbiolo from the cellar to celebrate, it’s not like the 2024 model is anything like long in the tooth: Its aggressive design still looks arrestingly beautiful, and its performance threshold is a galaxy beyond the skills of 99.9 percent of riders. In its last update in 2022, the Panigale debuted new aerodynamics; revised ergos; a new SBK gearbox with taller first, second, and sixth gears; new ride mode strategies; a new Öhlins NPX 25/30 fork (on the S model); a repositioned swingarm pivot; etc., etc., etc. In other words, Ducati engineers never stop evolving the pride of Borgo Panigale. The 2024 Ducati Panigale V4 S. (Ducati/) Now that we know that 2025 heralds a new era of Panigale, why would you buy a 2024 model? We’ve got about 240 reasons. No. 1: the engine. The Panigale V4′s Desmosedici Stradale is a 1,103cc V-4 (998cc on the V4 R) with a counterrotating crankshaft and desmodromic valve actuation. The base and S models produce a claimed 210 hp at 12,500 rpm and 90.6 lb.-ft. of torque at 11,000 rpm. The homologation-spec V4 R, when fitted with a full exhaust system, pumps out a claimed 240.5 hp at 16,500 rpm. Yes, you read that right. 240.5 hp. 16,500 rpm. Here’s the thing: Ducati’s single-minded, built-to-win superbikes’ value transcends the cool calculation of the stopwatch and the time capsules of technology beneath their fairings. When you buy a Ducati superbike, you’re buying a future classic. See: the 851, 888, 916, 996, 998, 999, 1098, 1198, 1199 Panigale, 1299 Panigale, and every Panigale V4. All legends in their own right. Time marches on but Ducati superbikes never grow old. Plus, if you just have to have a Panigale V4 with a single-sider, now’s the time. The Panigale V4 SP2 30th Anniversario 916 is a mouthful of a name, but the bike is a heck of a way to celebrate the motorcycle that charted the future course of the Borgo Panigale brand. The tricolore framing the number plate brings back all sorts of memories of Ducati’s superbike glory days. (Ducati/) 2024 Ducati Panigale V4 Pricing and Variants The 2024 Panigale V4 starts at $24,995. The V4 S, which uses Öhlins semi-active suspension and forged Marchesini wheels, is $31,995. The V4 R homologation special, the platform upon which Ducati’s championship-winning superbike is based, is $45,495. The V4 SP2 30th Anniversario 916, limited to just 500 units and costing $45,995, pays tribute to the 916, featuring a unique livery, an STM Evo Superbike dry clutch, carbon fiber wheels, up-spec Brembo braking components, and a smattering of carbon fiber goodies. The Panigale V4 R is the basis for Ducati’s superbike effort. (Ducati/) Competition <a href="https://www.cycleworld.com/aprilia/rsv4/">Aprilia RSV4 1100, RSV4 Factory 1100</a>, <a href="https://www.cycleworld.com/bikes/aprilia-rsv4-factory-special-edition-first-look/">RSV4 Factory SE-09 SBK 1100</a> $18,999, $25,999, $26,499, LINK <a href="https://www.cycleworld.com/bikes/mv-agusta-superveloce-1000-serie-oro-first-look/">MV Agusta Superveloce 1000 Serie Oro, $76,900</a>, Link 2025 <a href="https://www.cycleworld.com/bikes/honda-cbr1000rr-r-sp-first-look/">Honda CBR1000RR-R Fireblade SP, $28,9</a>99, Link 2024 Ducati Panigale V4 News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-ducati-panigale-v4-s-first-ride/">2022 Ducati Panigale V4 S First Ride</a> <a href="https://www.cycleworld.com/story/motorcycle-news/2022-ducati-panigale-v4-and-v4-s-first-look-preview/">2022 Ducati Panigale V4 and V4 S First Look</a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-ducati-panigale-v4-s-and-2021-model-comparison-test/">How Much Better Is the 2022 Ducati Panigale V4 S?</a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/aprilia-rsv4-factory-vs-bmw-m-1000-rr-vs-ducati-panigale-v4-sp2-comparison-test/">Superbike Shootout: Aprilia RSV4 Factory vs. BMW M 1000 RR vs. Ducati Panigale V4 SP2</a> 2024 Ducati Panigale V4 Claimed Specs MSRP: $24,995 / $31,995 (V4 S) Engine: Desmosedici Stradale 90°, liquid-cooled desmodromic V-4; 16-valve Displacement: 1,103cc Bore x Stroke: 81.0 x 53.5mm Compression Ratio: 14.0:1 Transmission/Final Drive: 6-speed/chain Fuel System: DFI w/ 34mm throttle bodies; ride-by-wire Clutch: Wet, multiplate slipper; hydraulic actuation Frame: Aluminum Front Suspension: 43mm fully adjustable Showa BPF; 4.7 in. travel (base) / 43mm Öhlins NIX 30 electronically adjustable for compression and rebound; 4.9 in. travel (S) Rear Suspension: Fully adjustable Sachs shock (base), Öhlins TTX 36 electronically adjustable for compression and rebound (S); 5.1 in. travel Front Brake: Brembo Stylema radial-mount 4-piston calipers, 330mm discs w/ Bosch Cornering ABS Evo Rear Brake: Brembo 2-piston caliper, 245mm disc w/ Cornering ABS Evo Wheels, Front/Rear: Die-cast aluminum (base) / forged aluminum (S); 17 x 3.5 in. / 17 x 6.0 in. Tires, Front/Rear: Pirelli Diablo Supercorsa SP V3; 120/70-17 / 200/60-17 Rake/Trail: 24.5°/3.9 in. Wheelbase: 57.8 in. Seat Height: 33.5 in. Fuel Capacity: 4.5 gal. Wet Weight: 438 lb (base) / 431 lb. (S) Contact: ducati.com Pecco Bagnaia, two-time and reigning MotoGP world champion, aboard a Panigale V4 S. (Ducati/) Yes, that red part beneath the seat is part of the fuel tank. Mass centralization helps the Panigale V4 carve corners like a dream. (Ducati/) The Panigale V4 S at Circuito de Jerez Ángel Nieto. (Ducati/) View the full article

Royal Enfield’s Guerrilla 450 is powered by the 452cc liquid-cooled Sherpa engine. (Royal Enfield/) The Guerrilla 450 is Royal Enfield’s second liquid-cooled model ever. (Royal Enfield/) A 84.0 x 81.4mm bore and stroke gives the Sherpa engine a displacement of 452cc. (Royal Enfield/) While the frame is similar to the Himalayan, the Guerrilla has its own unique chassis. (Royal Enfield/) A nonadjustable 43mm Showa fork is one half of the Guerrilla 450′s suspension; the other is a preload-adjustable rear monoshock. (Royal Enfield/) The dash on the base-model Guerrilla is an analog unit with an LCD info screen; the Tripper module on the left is standard equipment. (Royal Enfield/) The 4-inch TFT dash on the Guerrilla 450 has multiple layouts, including a navigation screen powered by Google via the Royal Enfield app. (Royal Enfield/) Rowing through the gears on the Guerrilla 450 is a blast as you scoot from one corner to the next. (Royal Enfield/) A 2.9-gallon fuel tank is claimed to give a 180-mile range. We found it to be a bit less than that but more testing back in the States will give us real numbers. (Royal Enfield/) Royal Enfield’s Guerrilla handles well—both in the twisty mountain roads and the city. (Royal Enfield/) Grip from the Ceat tires is excellent. (Royal Enfield/) Braking power is excellent from the seemingly low-spec ByBre brakes. (Royal Enfield/) The Guerrilla’s seat doesn’t offer much room to move around but it is very comfortable. (Royal Enfield/) European pricing has the base-model Guerrilla 450 (shown) at 5,290 euros, no word on US pricing. (Royal Enfield/) There are five color choices for the 2025 Guerrilla 450. From left to right: Yellow Ribbon, Brava Blue, Playa Black, Smoke Silver, and Gold Dip. (Royal Enfield/) Corner stability is impressive on the Guerrilla 450. (Royal Enfield/) Royal Enfield has a load of accessories ready to go for the Guerrilla 450, including a tall seat. (Royal Enfield/) An LED headlight is standard on the Guerrilla 450. (Royal Enfield/) A preload-adjustable monoshock provides 5.9 inches of rear wheel travel. (Royal Enfield/) Royal Enfield’s Guerrilla 450 feels lighter than its claimed 408-pound wet weight. (Royal Enfield/) View the full article

The 2024 Ducati Panigale V4 S. (Ducati/) The Panigale V4 SP2 30th Anniversario 916 is a mouthful of a name, but the bike is a heck of a way to celebrate the motorcycle that charted the future course of the Borgo Panigale brand. The tricolore framing the number plate brings back all sorts of memories of Ducati’s superbike glory days. (Ducati/) The Panigale V4 R is the basis for Ducati’s superbike effort. (Ducati/) Pecco Bagnaia, two-time and reigning MotoGP world champion, aboard a Panigale V4 S. (Ducati/) Yes, that red part beneath the seat is part of the fuel tank. Mass centralization helps the Panigale V4 carve corners like a dream. (Ducati/) The Panigale V4 S at Circuito de Jerez Ángel Nieto. (Ducati/) View the full article

Royal Enfield’s Guerrilla 450 is powered by the 452cc liquid-cooled Sherpa engine. (Royal Enfield/) When a brand like Royal Enfield—one that is known for retro cool and affordable prices—moves away from its tried-and-true formula that has brought it much success, the stakes are high. Last year when it introduced the liquid-cooled DOHC 452cc 2024 Himalayan as a replacement for its much loved 411cc air-cooled model, it was well received by the press and public. Modern design and evolution drives the ADV world, but what about the RE’s bread-and-butter standards? We headed to Barcelona, Spain, to see if the brand got the second model powered by its new Sherpa single right. This model will be the true test of whether a more modern machine will work for Royal Enfield. What’s in a Name? Royal Enfield says the Guerrilla moniker is because this new model is different; it goes against the status quo. While RE explained that small single standards seem to be copying each other and look and perform similarly, the Guerrilla 450 is not a cookie-cutter standard. But in reality, it’s not breaking any new ground in that segment; what it is doing is breaking new ground in the Royal Enfield line—and that’s what makes it a disrupter, a rebel fighting against the old guard. The Guerrilla 450 is Royal Enfield’s second liquid-cooled model ever. (Royal Enfield/) Engine Powering the Guerilla 450 is a liquid-cooled 452cc DOHC single that RE calls the Sherpa. This is the first liquid-cooled powerplant in the company’s 124-year history. And while recent history has seen several new engine designs like the 350cc J-platform, 411cc L-platform, and the 650cc P-platform engines, they have all been air- and oil-cooled. All are perfectly fine and great for their intended purpose, but a modern standard needs a modern engine. A 84.0 x 81.4mm bore and stroke gives the Sherpa engine a displacement of 452cc. (Royal Enfield/) This new oversquare engine has a bore of 84.0mm and stroke of 81.5mm, has a compression ratio of 11.5:1, and features a four-valve DOHC head. A forged piston rides in a Nikasil-coated cylinder bore. A ride-by-wire 42mm throttle body feeds a downdraft intake where the electronic fuel injection meters the fuel mixture. A cable-actuated wet multiplate slip/assist clutch transfers power to a six-speed gearbox. Royal Enfield claims the Guerrilla 450 produces 39.5 hp at 8,000 rpm and 29.5 lb.-ft. of torque. That’s the same output of the Himalayan, and in fact, the engines are identical in every spec and detail. Chassis While it might be easy to say the Guerrilla is based on the Himalayan as much of the chassis looks similar, in fact, the two models were developed in parallel and the differences are many. Both use a steel tube frame with the engine as a stressed member, but the dimensions of the frames are different. Steering rake is a steep 21.8 degrees with a trail of 3.6 inches. Wheelbase is 56.7 inches, and the seat height is an approachable 30.7 inches (there is a tall option, but no low). All promising numbers for a standard or roadster. While the frame is similar to the Himalayan, the Guerrilla has its own unique chassis. (Royal Enfield/) Suspension at both ends is supplied by Showa. A nonadjustable 43mm conventional fork strokes through 5.5 inches while a preload-only adjustable rear monoshock with linkage provides 5.9 inches of wheel travel. Wheels at both ends are cast aluminum with 120/70R-17 and 160/60R-17 Ceat Gripp XL tires, respectively. A nonadjustable 43mm Showa fork is one half of the Guerrilla 450′s suspension; the other is a preload-adjustable rear monoshock. (Royal Enfield/) Electronics Electronic rider aids are not showered on this model. There are two ride modes: Performance and Eco. Eco softens the power delivery slightly as it pulls back the throttle opening and fuel to give better fuel mileage. ABS can’t be switched off, which would be expected for a model such as this. The dash on the base-model Guerrilla is an analog unit with an LCD info screen; the Tripper module on the left is standard equipment. (Royal Enfield/) There are two dash options on the Guerrilla. The base model gets an analog unit with an LCD info screen. Next to it is Royal Enfield’s Tripper navigation pod. It looks fine and does its job, but the round 4-inch Tripper TFT unit is a stunner. Three screen layouts give tailored info depending on the rider focus. Analog has a circular tachometer with speed front and center along with a gear indicator. At the bottom of the screen is trip info along with turn-by-turn navigation if the Royal Enfield app is connected. The Digital layout moves the trip info and turn-by-turn nav front and center, and still features a tach and speedo. Navigation layout moves the Google-based map and directions to the upper two-thirds of the screen with all the necessary info like speed below. The 4-inch TFT dash on the Guerrilla 450 has multiple layouts, including a navigation screen powered by Google via the Royal Enfield app. (Royal Enfield/) Each screen is easy to read and makes sense at a glance. Connecting to the Tripper dash with the RE app is quick, with the app actually taking a photo of the dash info to connect directly and simply. The app does need to run in order to feed the navigation info to the Tripper dash, so long rides will require the ability to charge. Thoughtfully Royal Enfield included a USB-C connection on the bars, but storage will be up to you: jacket or a tank bag. Riding Impression: Engine With a flick of the start/run/off dial, the Guerrilla pops to life with a quick idle and pleasant thump. Right off the bat, it’s clear this Sherpa engine is unlike the J and L platforms and is modern. Cracking the throttle sweeps the needle through the rev counter quickly without any stumble or hesitation. Clicking into gear takes a light touch from your left toe while clutch engagement is communicative and predictable. On the road, it’s time to feel the torque and power from the new engine. Snap the throttle and the Guerrilla 450 jumps forward, moving from 3,000 rpm to the 9,000-rpm redline quickly and smoothly—for a 39.5 hp machine. It’s not going to snap your neck with acceleration, but for the displacement and class, it’s plenty sporty. Gear spacing is perfect to keep you in the meat of the torque as you blast from corner to corner. Lugging the engine below 2,500 is possible, but it’s a very rough, chunky affair. Royal Enfield says 70 percent of peak torque is available from 3,000 rpm to 8,000, and our seat-of-the-pants dyno agrees. Rowing through the gears on the Guerrilla 450 is a blast as you scoot from one corner to the next. (Royal Enfield/) While fueling is well sorted overall on the Guerrilla 450, there is a consistent stumble when shifting from first to second that produces a lurch forward when the bike recovers. This was repeated on a second bike. The stumble is more nothing than anything, but it’s there. Changing the mode to Eco gives the Guerrilla a more relaxed throttle response, but if you screw it to the stop, all of the power is still there. In this mode, an average claimed 55 mpg was displayed on the dash. That’s good for around 160 miles from the 2.9-gallon tank. When in Performance mode and riding aggressively for photos and fun, mileage dropped to 39. A 2.9-gallon fuel tank is claimed to give a 180-mile range. We found it to be a bit less than that but more testing back in the States will give us real numbers. (Royal Enfield/) Riding Impression: Chassis Despite the nonadjustable suspension (except rear preload), action on all surfaces is very good. On smooth and grippy roads, there is enough holdup during cornering, braking, and acceleration to know exactly what the tires are doing. And those Ceat tires grip exceptionally well considering the scrambler-ish tread pattern. The harder you push, the better the handling gets. No flexing of the frame, no squirm to the tires, and no pogoing of the suspension. It just works. Royal Enfield’s Guerrilla handles well—both in the twisty mountain roads and the city. (Royal Enfield/) In town, you do feel potholes, cracks, and other rough patches of pavement, but it’s not harsh or uncomfortable. You know it when you hit the junk, but it won’t upset the chassis or cause serious discomfort. Handling is light and quick, even with the claimed 408-pound wet weight (90 percent full tank) that is significantly more than the competition. You don’t ever feel the weight whether that be transitioning from one side of the tire to the other, putting around town, or maneuvering in a parking lot. With just a shift of your weight and some pressure on the bars and pegs, the Guerrilla 450 drops into a corner quickly, yet it is not nervous. It holds a line with ease, but will react to line changes without protest. Grip from the Ceat tires is excellent. (Royal Enfield/) Some buzz does come through the pegs and tank, especially around 5,000 rpm; the mirrors also become a smear of colored ovals as the rpm rises. Interestingly, there aren’t any tingles at the grips. Braking performance is excellent from the 310mm single front rotor and ByBre twin-piston caliper. Power is strong and progressive with excellent feedback. ABS can be activated with an abrupt and heavy squeeze of the lever on dry pavement and it is spot on for wet or dirty streets. Braking power is excellent from the seemingly low-spec ByBre brakes. (Royal Enfield/) Ergonomics With that low 30.7-inch seat height, I expected the seat-to-peg measurement to be tight, but the bend to my knees is just a bit more than 90 degrees and very comfortable. The dished seat offers a bit of support to your lower back, but there’s not much space to move forward and back; you’re locked in one spot. However, the supportive padding and shape is all-day comfortable. Handlebar reach is spot on for my 5-foot-10 frame, but the nonadjustable levers may be a stretch for smaller hands. The Guerrilla’s seat doesn’t offer much room to move around but it is very comfortable. (Royal Enfield/) Conclusion Royal Enfield has an excellent small standard on its hands. The Guerrilla 450′s Sherpa engine is torquey and lively, its chassis is well sorted, and with five color choices from mild to wild it looks cool. Pricing for the US market has not yet been announced, but in Europe the Guerrilla starts at 5,290 euros for the base model (Analogue) and tops out at 5,540 for the most expensive Flash variant. That converts to approximately $5,500, but we’ll have to wait and see. At that price Royal Enfield has jumped into the small standard market with a competitive machine while adding a modern option for RE fans that they will thoroughly enjoy. It’s a new era for Royal Enfield, going modern but without losing the history and character that have made it so successful. European pricing has the base-model Guerrilla 450 (shown) at 5,290 euros, no word on US pricing. (Royal Enfield/) 2025 Royal Enfield Guerrilla 450 Specs MSRP: TBA Engine: DOHC, liquid-cooled, four-stroke single; 4 valves Displacement: 452cc Bore x Stroke: 84 x 81.4mm Compression Ratio: 11.5:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 39.5 hp @ 8,000 rpm Claimed Torque: 29.5 lb.-ft. @ 5,500 rpm Fuel System: Electronic fuel injection w/ 42mm throttle body; ride-by-wire Clutch: Wet, multiplate w/ slip and assist function; cable actuation Frame: Steel tube Front Suspension: 43mm Showa fork, nonadjustable, 5.5 in. travel Rear Suspension: Showa monoshock w/ linkage, preload adjustment, 5.9 in. travel Front Brake: ByBre 2-piston caliper, 310mm disc w/ dual-channel ABS Rear Brake: 1-piston caliper, 270mm disc w/ dual-channel ABS Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: Ceat Gripp XL; 120/70R-17 / 160/60R-17 Rake/Trail: 21.8°/3.6 in. Wheelbase: 56.7 in. Ground Clearance: 6.7 in. Seat Height: 30.7 in. Fuel Capacity: 2.9 gal. Claimed Wet Weight: 408 (90 percent of full of fuel) Contact: Royal Enfield View the full article

Honda’s CB650R is now available in Matte Grey Metallic, for $9,399. (Honda/) 2022 Honda CB650R | 2021 Honda CB650R ABS | 2020 Honda CB650R ABS Ups Inline-four engine unique to the class Stable chassis matched with smooth power delivery Honda fit and finish Downs The competition is getting stiffer each year Limited technology MSRP inching closer to the $10,000 mark Verdict Honda has proven time and time again its ability to build practical, well-handling standard bikes that hit all the right marks, and the CB650R is no exception. Here is a bike that might not offer all the canyon-carving performance that some of its competitors might, but deserves praise for its well-rounded build sheet. The only thing going against the CB650R is the small price gap between it and its very capable competition. Overview Inline four-cylinder engines have been a staple of Honda’s lineup since the 750 Four debuted in 1969. Fast-forward 50 years to 2019, when Honda’s CBR650F and CB650F middleweights were heavily revised and given the R suffix to better match the bike’s sporty performance. The outgoing streetfighter-styled CB650F was replaced with a freshly designed naked middleweight that now represents what Honda calls its Neo-Sports Café segment. This new styling, reminiscent of the late ‘90s/early ‘00s Hornet/Honda 599, is seen in today’s CB650R, modernized with blacked-out paint and burnished bronze detailing. Today, the CB continues to bring the classic high-revving spirit of its flamboyant predecessors with its liquid-cooled 649cc mill. The CB650R claims a unique spot in today’s current middleweight class as being one of the only 650cc bikes equipped with an inline-four engine, unless your definition of “middleweight” includes the GSX-S750 or Z900. The midsize CB makes for an appropriate step up from beginner bikes or a reintroduction to riding. Its engine, comfortable ergos, solid braking performance, and top-quality receive top grades that, for those interested, may outweigh the somewhat unbalanced suspension and high price. The CB650R was shaped around Honda’s Neo-Sports Café design philosophy. (Honda/) Updates for 2023 If it’s not broken, don’t fix it. The 2023 CB650R is unchanged for 2023 hold for a $100 price increase and move to Matte Grey Metallic paint (versus Matte Black Metallic). Keen observers will notice a few more small differences, like the red shock spring which replaces last year’s yellow spring. The last major update for the CB650R was in 2021. Pricing and Variants The CB650R is available in just one trim, for $9,399. Competition No shortage of options in the middleweight naked-bike category, with every manufacturer offering something a little different. Intended use and experience will play a big role in finding the right bike, and the Honda CB650R slots itself somewhere in the middle of the competition. Main contenders in this space include the Triumph Trident 660 ($8,595), Yamaha MT-07 ($8,199), Suzuki SV650 ($7,399), and Kawasaki Z650 ($7,749). Those in search of top-tier performance might look at the Aprilia Tuono 660 ($10,699) or Aprilia Tuono 660 Factory ($10,999). Keep in mind that larger-displacement naked bikes aren’t far from the CB650R. Triumph’s Street Triple R ($9,995) and Street Triple RS ($12,595) might be considered, as well as Yamaha’s MT-09 ($9,799) and Öhlins-equipped MT-09 SP ($11,499). Twin-cylinder options include the Suzuki GSX-8S ($8,849), KTM’s 790 Duke ($9,199) and 890 Duke R ($12,949), plus Ducati’s Monster Plus ($12,995) and up-spec Monster SP ($15,595). The CB650R is one of the only middleweight naked bikes with an inline-four engine. (Honda/) Powertrain: Engine, Transmission, and Performance The twin-spar frame houses the same powerplant seen in the CBR650R, a liquid-cooled DOHC 649cc inline-four. The CB’s engine is tuned for high rpm, as is evident in its peak power figures and real-world character. As seen in Cycle World’s dyno test, its peak 81.9 hp is achieved at 10,870 rpm and its 42.97 lb.-ft. of torque at 7,960 rpm. At 7,000 rpm there is some vibration present; push it past 8,000 and the vibration diminishes. In any case, the ride is an exciting one. In a recent review, we noted that “aggressive riders will be entertained by the opportunity to push it to high rpm and draw out more of its raucous energy, but the linear way the power is delivered means the bike is also accessible to riders climbing the displacement ranks.” A twist of the throttle rewards riders with crisp throttle response and addictive intake and exhaust sounds. Twin air ducts on either side of the fuel tank direct air into the airbox to produce a great growl; a large 1.5-inch bore tailpipe trumpets sound out of the exhaust. Handling In 2021 Honda swapped the CB’s Showa Separate Function fork for a Showa Separate Function Fork Big Piston. This fork carries over into the 2023 model year and gives the middleweight CB a sporty and firm ride quality. This stiffness helps the bike track into turns, but harsh bumps have their say. On the other end, the Showa shock does a better job absorbing roughed-up roads, though rebound and compression adjustability would help balance out the ride. The bike’s 445 pounds is carried well, which is nice when hitting snaking turns. Brakes Stopping is handled by Nissin calipers at both ends. The dual radial-mounted four-piston units at the front work particularly well with the two floating 310mm discs; braking is responsive and managed with an easy one-finger pull at the lever. The rear’s single-piston caliper grabs hold of a 240mm disc. Coming to a stop is uncomplicated, as it should be. Fuel Economy and Real-World MPG During Cycle World’s time on the bike, we averaged 47 mpg. Limited technology on the CB650R, though it does come equipped with Honda Selectable Torque Control (HSTC), which can be turned off. (Honda/) Ergonomics: Comfort and Utility The CB’s handlebar was canted forward as part of the MY21 changes and the reach there is comfortable, whereas the pulled-back peg position makes the full rider triangle somewhat sporty. Honda managed to keep the bike fairly narrow, which is impressive considering there is an inline-four engine there. The 32-inch seat height is reasonably approachable, especially considering that Honda’s beginner-friendly CB300R is only fractions lower. Electronics While the CB does not have ride modes, it does have rider aids such as Honda Selectable Torque Control (or traction control) and two-channel ABS. HSTC can be turned off. The white-on-black LCD display is somewhat modern, although it’s quickly starting to fall behind full-color TFT units. Font sizes were increased in the CB’s most recent update and the display angle was slightly altered to help with visibility in full sun. Honda keeps all of the CB’s lighting up to modern standards; LEDs are found in the headlight, taillight, and turn signals. Warranty and Maintenance Coverage Honda’s transferable warranty includes one-year, unlimited-mileage coverage. The HondaCare Protection Plan is available for extending that coverage. Quality Like the CB1000R, the middleweight CB has fine fit and finish. Minimalist details match the bike’s clean look, making for a simple yet effective design. 2023 Honda CB650R Claimed Specifications MSRP: $9,399 Engine: 649cc, DOHC, liquid-cooled inline-four; 4 valves/cyl. Bore x Stroke: 67.0 x 46.0mm Transmission/Final Drive: 6-speed/chain Cycle World Measured Horsepower: 80.55 hp @ 11,000 rpm Cycle World Measured Torque: 42.14 lb.-ft. @ 8,160 rpm Fuel Delivery: PGM-FI w/ 32mm throttle bodies Clutch: Wet, multiplate Engine Management/Ignition: Full transistorized Frame: Twin-spar, steel-diamond frame Front Suspension: 41mm inverted Showa SFF fork; 4.7 in. travel Rear Suspension: Showa shock, preload adjustable; 5.0 in. travel Front Brake: Dual radial-mounted 4-piston Nissin hydraulic calipers, floating 310mm discs w/ ABS Rear Brake: 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum, 17 in./17 in. Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: 25.0°/4.0 in. Wheelbase: 57.0 in. Ground Clearance: 5.8 in. Seat Height: 31.9 in. Fuel Capacity: 4.1 gal. (0.8 gal. reserve) Cycle World Measured Wet Weight: 445 lb. Contact: powersports.honda.com View the full article

2024 Honda NX500. (Honda/)Overview As far back as the late 1980s, the letters “NX” have represented adventure, meaning New X-over (crossover). For 2024, Honda has renamed the CB500X and changed it to NX500. But the bike gets a lot more than just a name change. Overall weight is down by 7 pounds, dropping from 439 to 432, while the new cast-aluminum wheels have saved 3.3 pounds of unsprung weight alone. Other additions include standard Honda Selectable Torque Control, ECU updates for improved acceleration, new suspension settings, a new 5-inch TFT display, and new LED headlight. At its core is a liquid-cooled 471cc parallel-twin engine that has been tuned for low- to midrange torque between 3,000 and 7,000 rpm. The engine is fed by PGM-FI fuel injection and as mentioned now comes standard with Honda’s Selectable Torque Control (traction control). Chassis highlights include the suspension that utilizes a 41mm Showa Separate Function Fork Big Piston (SFF-BP) fork with 5.2 inches of travel, and preload-adjustable Showa shock with 5.3 inches of travel. Wheelbase measures 56.8 inches, while the seat height has been kept at a reasonable 32.8 inches. A pair of Nissin two-piston calipers and 296mm discs and a single-piston caliper and 240mm disc take care of braking, and ABS is standard. The new lighter cast-aluminum wheels have Y-shaped spokes and are mounted with 110/80-19 front and 160/60-17 rear rubber. 2024 Honda NX500. (Honda/)2024 Honda NX500 Pricing and Variants The 2024 Honda NX500 is available in Matte Black Metallic for $7,399. 2024 Honda NX500 in Matte Black Metallic. (Honda/)Competition <a href="https://www.cycleworld.com/story/buyers-guide/triumph-tiger-sport-660-2022/">Triumph Tiger 660 Sport, $9,695<br/> </a><a href="https://www.cycleworld.com/motorcycle-reviews/yamaha-tenere-700-first-ride-review/">Yamaha Ténéré 700, $10,799<br/> </a><a href="https://www.cycleworld.com/motorcycle-reviews/kawasaki-klr650-s-first-ride-review-2023/">Kawasaki KLR650, starting at $6,899<br/> </a><a href="https://www.cycleworld.com/story/buyers-guide/suzuki-v-strom-650-xt-adventure-2023/">Suzuki V-Strom 650, $9,199<br/> </a><a href="https://www.cycleworld.com/story/buyers-guide/2020-ktm-790-adventureadventure-r/">KTM 790 Adventure, $10,990<br/> </a><a href="https://www.cycleworld.com/story/bikes/2021-bmw-f-750-gs-f-850-gs-and-f-850-gs-adventure-released/">BMW F 750 GS, starting at $9,995<br/> </a>2024 Honda NX500 News and Reviews <a href="https://www.cycleworld.com/motorcycle-news/honda-updates-cb500-series-for-2024/">Honda Updates CB500 Lineup<br/> </a><a href="https://www.cycleworld.com/bikes/honda-cb500-hornet-nx500-and-cbr500r/">NX500 First Look<br/> </a>2024 Honda NX500 Claimed Specs MSRP: $7,399 Engine: DOHC, liquid-cooled parallel twin; 4 valve/cyl. Displacement: 471cc Bore x Stroke: 67.0 x 66.8mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Fuel System: PGM-FI fuel injection w/ 34mm throttle bodies Clutch: Wet, multiplate; cable operation Frame: Steel diamond Front Suspension: 41mm Showa SFF-BP fork; 5.2 in. travel Rear Suspension: Pro-Link single shock, preload adjustable; 5.3 in. travel Front Brake: 2-piston calipers, 296mm discs w/ ABS Rear Brake: 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 in./17 in. Tires, Front/Rear: 110/80-19 / 160/60-17 Rake/Trail: 27.0°/4.3 in. Wheelbase: 56.8 in. Ground Clearance: 7.1 in. Seat Height: 32.8 in. Fuel Capacity: 4.7 gal. Wet Weight: 432 lb. Contact: powersports.honda.com View the full article

Overview The Harley-Davidson Road Glide Limited is the full-on touring version of the Road Glide bagger. In 2024, the Road Glide received a massive overhaul, but the Limited is yet to receive commensurate changes, though we’d imagine they’re coming very soon. For 2024, the Limited soldiers on as we’ve known it, with its frame-mounted sharknose fairing, a Twin-Cooled Milwaukee-Eight 114 engine, and a touchscreen Boom! Box GTS infotainment system. With a substantial 4.7 cubic feet (133 liters) of luggage capacity and exceptionally appointed rider and passenger accommodations, the Limited is designed for long-distance touring comfort—Milwaukee-style. The 2024 Harley-Davidson Road Glide Limited. (Harley-Davidson/) The Twin-Cooled Milwaukee-Eight 114 engine, which features liquid-cooled cylinder heads, produces a claimed 93 hp at 5,020 rpm and 122 lb.-ft. of torque at 2,750 rpm. ABS and linked braking are standard, but the Limited can be spec’d with lean-angle-sensitive ABS, traction control, and drag-torque slip control. Additional options include hill hold control and tire pressure monitoring. Surely, H-D touring fans await the updated Limited with bated breath, but for now, the 2024 model offers a ton of capability in the familiar style that many fans love. As part of the Road Glide’s 2024 update, the fairing got a (shark)nose job. The updated look—and the rest of the updates—have yet to make their way to the Limited. (Harley-Davidson/) 2024 Harley-Davidson Road Glide Limited Pricing and Variants The 2024 Road Glide Limited starts at $32,499. The price increases from between $750 and $1,800 depending on color. The Limited’s 6-gallon tank. Note the analog gauges in the fairing, which were replaced as part of the 2024 update for its bagger sibling. (Harley-Davidson/) Competition <a href="https://www.cycleworld.com/honda/gold-wing/">Honda Gold Wing Tour, $28,700</a>, LINK<br/> <a href="https://www.cycleworld.com/bikes/indian-roadmaster-elite-first-look/">Indian Roadmaster, $34,999</a>, Link<br/> 2024 Harley-Davidson Road Glide Limited News and Reviews <a href="https://www.cycleworld.com/2020-harley-road-glide-limited-first-ride/">2020 Harley-Davidson Road Glide Limited First Ride<br/> </a> 2024 Harley-Davidson Road Glide Limited Claimed Specs MSRP: Starting at $32,499 Engine: 45-degree V-twin; 4 valves/cyl., liquid-cooled heads Displacement: 114ci (1,868cc) Bore x Stroke: 102.0 x 114.3mm Compression Ratio: 10.5:1 Transmission/Final Drive: 6-speed/belt Fuel Delivery: Electronic Sequential Port Fuel Injection Clutch: Wet, multiplate Frame: Tubular steel Front Suspension: 49mm dual bending valve; 4.6 in. travel Rear Suspension: Standard-height shock, preload adjustable; 3.0 in. travel Front Brake: 4-piston caliper, 300mm discs Rear Brake: 4-piston caliper, 300mm disc Wheels, Front/Rear: Cast; 18 in./18 in. Tires, Front/Rear: Dunlop Harley-Davidson Series; 130/70-18 / 180/55-18 Rake/Trail: 26.0°/6.7 in. Wheelbase: 64.0 in. Ground Clearance: 5.1 in. Seat Height: 28.9 in. Fuel Capacity: 6.0 gal. Wet Weight: 932 lb. Contact: harley-davidson.com Vivid Black costs an additional $750 over the base price. (Harley-Davidson/) Generous upper and lower body weather protection for the rider and a plush passenger seat make the Goad Glide Limited about as comfortable as you can get on two wheels. (Harley-Davidson/) The Sharkskin Blue color adds $1,000 to the base price. (Harley-Davidson/) View the full article

Honda’s flagship 2025 CBR1000RR-R Fireblade SP was heavily revised with changes to the engine, chassis, and electronics. (Honda/) Overview Honda’s CBR1000RR dates back to 2004 with the ultimate version first released in 2021 as the CBR1000RR-R Fireblade SP. That bike dipped deep into the knowledge obtained by HRC’s MotoGP program and applied it to the company’s flagship sportbike. With Honda committed to Superbike racing both in MotoAmerica and World Superbike, the bike has been updated with a long list of changes for the 2025 model. Changes to the Fireblade’s 1,000cc inline-four engine include: a higher compression ratio, revised valve timing, lighter crankcase, reduced inertial mass for the crankshaft and connecting rods, new internal and final gear ratios, and a new Akrapovič silencer. Changes to the electronics include: a new two-motor throttle-by-wire system, revised nine-level Honda Selectable Torque Control, and revised riding modes. The engine has 81 x 48.5mm bore and stroke dimensions, which are the same as Honda’s RC213V MotoGP prototype racer. As mentioned above, the compression ratio was raised from 13.4:1 to 13.6:1, while the intake valves are now lighter. New valve springs are called three-stage elliptical units for both the intake and exhaust side. The cam lobes have Diamond Like Carbon coating which Honda claims reduces valve train friction by 35 percent. The chassis also was heavily revised for 2025, with a new aluminum frame with altered rigidity for better grip and feel on the track. New Öhlins 43mm NPX (SV) fork and TTX 36 shock are controlled by third-generation Öhlins Smart Electronic Control (S-EC3.0). New latest-gen Brembo Stylema R radial-mount four-piston front brake calipers with 330mm discs are managed by updated cornering ABS with three modes: Standard, Track, and Race. The riding position has been altered with a taller handlebar position, and lower footpegs for more comfort and control. A brand-new 5-inch full-color TFT display works in conjunction with an updated left-hand control pod. Other standard electronic features include, wheelie control, a Start mode for race starts, and a three-level quickshifter. 2025 Honda CBR1000RR-R Fireblade SP. (Honda/) 2025 Honda CBR1000RR-R Fireblade SP Pricing and Variants The 2025 Honda CBR1000RR-R Fireblade SP is available in Grand Prix Red for $28,999. A new 5-inch TFT display. (Honda/) The 2025 Honda CBR1000RR Fireblade SP gets new aero. (Honda/) Competition <a href="https://www.cycleworld.com/motorcycle-reviews/bmw-m-1000-rr-first-ride-review/">BMW M 1000 RR, starting at $33,345</a> <a href="https://www.cycleworld.com/bikes/ducati-panigale-v4-sp2-30th-anniversario-916-first-look/">Ducati Panigale V4, $25,995 to $45,995</a> 2025 <a href="https://www.cycleworld.com/kawasaki/ninja-zx-10r/">Kawasaki Ninja ZX-10RR ABS, $30,499</a> 2025 <a href="https://www.cycleworld.com/motorcycle-news/suzuki-gsx-r1000-update-details/">Suzuki GSX-R1000, $16,449</a> <a href="https://www.cycleworld.com/2020-yamaha-yzf-r1-and-yzf-r1m-first-ride-review/">Yamaha YZF-R1M, $27,399</a> <a href="https://www.cycleworld.com/bikes/aprilia-rsv4-factory-special-edition-first-look/#:~:text=Both%20bikes%20will%20be%20available,V4%20Factory%20SE%2D09%20SBK.">Aprilia RSV4 Factory SE-09 SBK 1100, $26,499</a> 2025 Honda CBR1000RR-R Fireblade SP News and Reviews <a href="https://www.cycleworld.com/story/bikes/how-much-power-does-the-honda-cbr1000rr-r-fireblade-sp-make/">Honda CBR1000RR-R Fireblade SP Dyno</a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/2020-honda-cbr1000rr-r-fireblade-sp-first-ride/">Honda CBR1000RR-R Fireblade SP First Ride</a> 2025 Honda CBR1000RR-R Fireblade SP Claimed Specs MSRP: $28,999 Engine: DOHC, liquid-cooled inline-4; 4 valves/cyl. Displacement: 1,000cc Bore x Stroke: 81.0 x 48.5mm Compression Ratio: 13.6:1 Transmission/Final Drive: 6-speed/chain Fuel System: PGM-FI w/ 52mm throttle bodies Clutch: Wet, multiplate Frame: Twin-spar aluminum frame Front Suspension: Öhlins NPX 43mm fork w/ Electronic Control (S-EC); 4.9 in. travel Rear Suspension: Pro-Link system, single Öhlins shock w/ Electronic Control (S-EC); 5.6 in. travel Front Brake: Brembo Stylema 4-piston radial-mount hydraulic calipers, 330mm discs w/ ABS Rear Brake: Brembo hydraulic calipers, 220mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: 120/70ZR-17 / 200/55ZR-17 Rake/Trail: 24.1º/4.0 in. Wheelbase: 57.2 in. Ground Clearance: 5.1 in. Seat Height: 32.7 in. Fuel Capacity: 4.4 gal. Wet Weight: 445 lb. Contact: powersports.honda.com View the full article

Honda’s 2024 CBR650R returns with the brand-new E-Clutch. (Honda/) Overview Taking advantage of consumer demand for a very sporty yet civilized fully faired machine, Honda created the CBR650F back in 2014. Eventually the bike’s name was changed to CBR650R as it got even more performance. Fast-forward to 2024, and the CBR650R returns to the US market, but it also brings with it Honda’s new E-Clutch technology, which allows the rider to start, stop, and change gears just using the shift lever and not having to use the clutch. The beauty of the system is that the rider can still use the clutch as normal if so desired. In addition to the E-Clutch, the bike received other updates for 2024, including: fresh new styling that is much closer to its sportbike siblings like the CBR1000RR, a new full-color TFT display, new backlit control clusters on the bars, and all-LED lighting. One of the things that consumers have been asking for are engines that are sporty without being purely honed for racetracks. The CBR650R’s 649cc inline-four features double-overhead cams with four valves per cylinder. The engine is fed by PGM-FI with 32mm throttle bodies and is tuned to have broad power for street riding. In addition to the new E-Clutch, the mechanical aspect of the unit is an assist/slipper type to manage rear-wheel lockup during rapid downshifts. Honda Selectable Torque Control (traction control) can be disabled if desired. Chassis highlights include a 57-inch wheelbase, a 466-pound curb weight, and sporty geometry. Up front is a Showa 41mm Separate Function Big Piston (SFF-BP) fork, while the Showa shock has 10-stage spring-preload adjustability. Up front a pair of radial-mount, four-piston calipers and 310mm discs joined out back by a single-piston caliper and 240mm disc (both with ABS) handle braking. 2024 Honda CBR650R in Grand Prix Red. (Honda/) 2024 Honda CBR650R Pricing and Variants The 2024 Honda CBR650R is available in Grand Prix Red for $9,899. Updated styling, and a new TFT display are new for 2024. (Honda/) Competition <a href="https://www.cycleworld.com/motorcycle-reviews/suzuki-gsx-8r-first-ride/">Suzuki GSX-8R, $9,439<br/> </a> <a href="https://www.cycleworld.com/triumph/daytona-660/">Triumph Daytona 660, $9,195<br/> </a> <a href="https://www.cycleworld.com/motorcycle-reviews/suzuki-gsx-8r-vs-triumph-daytona-660-vs-yamaha-yzf-r7-comparison-test/">Yamaha YZF-R7, $9,199<br/> </a> <a href="https://www.cycleworld.com/aprilia/rs-660/">Aprilia RS 660, $11,549<br/> </a> <a href="https://www.cycleworld.com/story/bikes/kawasaki-ninja-650-2023/">Kawasaki Ninja 650, $8,299 to $8,899<br/> </a> 2024 Honda CBR650R News and Reviews <a href="https://www.cycleworld.com/bikes/honda-cbr650r-and-cb650r-first-look/">CBR650R First Look<br/> </a> <a href="https://www.cycleworld.com/motorcycle-news/honda-e-clutch/">Honda E-Clutch<br/> </a> 2024 Honda CBR650R Claimed Specs MSRP: $9,899 Engine: DOHC, liquid-cooled inline-four; 4 valves/cyl. Displacement: 649cc Bore x Stroke: 67.0 x 46.0mm Compression Ratio: 11.6:1 Transmission/Final Drive: 6-speed/chain Fuel System: PGM-FI w/ 32mm throttle bodies Clutch: E-Clutch; wet, multiplate Frame: Steel diamond Front Suspension: Showa 41mm inverted Separate Function Fork Big Piston (SFF-BP); 4.7 in. travel Rear Suspension: Showa shock, preload adjustable; 5.0 in. travel Front Brake: 4-piston calipers, 310mm floating discs w/ ABS Rear Brake: 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: 25.5º/4.0 in. Wheelbase: 57.0 in. Ground Clearance: 5.1 in. Seat Height: 31.9 in. Fuel Capacity: 4.1 gal. Wet Weight: 466 lb. Contact: powersports.honda.com View the full article

Updated in 2022, the Kawasaki KLR650 is a modernized single-cylinder adventure bike. (Kawasaki/) Overview Kawasaki’s KLR650 offers adventure-touring in an accessible package. This long-running model features a 650cc liquid-cooled single-cylinder engine with a five-speed transmission and fuel injection. Designed to be ridden near or far, the KLR650 has accommodations for luggage, a passenger, and offers plenty of wind protection from its fairing and windscreen. A large, 21-inch front wheel with dual-purpose tire and 7.9 inches of suspension travel make the KLR650 suitable for off-road riding. On the Cycle World dyno, the 2023 Kawasaki KLR650 S (lower-seat-height variant with designated suspension tuning) produced 36.9 hp at 6,080 rpm and 35.4 lb.-ft. of torque at 4,590 rpm. Measured curb weight was recorded at 464 pounds on our automotive scales. With no changes to the engine, expect all of the KLR models to produce similar power figures. Kawasaki’s KLR650 is not a performance or feature-rich adventure bike. It’s relatively heavy, produces modest power figures, and rider aids are limited to ABS. But its manageable engine, capable chassis, and comfortable ergonomics make the KLR650 a viable option for commuting, touring, and off-road riding. It is the stone hammer of ADV motorcycles; it may not be pretty, but it is known to be a reliable around-the-world traveler. Equipped with off-road components, the KLR650 is at home in the dirt. (Kawasaki/) 2024 Kawasaki KLR650 Pricing and Variants The 2024 Kawasaki KLR650 is available in three variants: KLR650 (non-ABS, $6,899; ABS, $7,199), KLR650 S (non-ABS, $6,899; ABS, $7,199), KLR650 Adventure ABS ($8,199). Kawasaki offers the KLR650 in an Adventure package. The Adventure model comes equipped with additional features such as side cases, fog lamps, frame sliders, a tank pad, a DC socket, and an optional USB socket. (Kawasaki/) Competition <a href="https://www.cycleworld.com/honda/xr650l/">Honda XR650L, $6,999<br/> </a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-suzuki-dr650s/">Suzuki DR650S, $7,099<br/> </a> 2024 Kawasaki KLR650 News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-kawasaki-klr650-adventure-first-ride/">2022 Kawasaki KLR650 Adventure First Ride<br/> </a> <a href="https://www.cycleworld.com/motorcycle-reviews/kawasaki-klr650-s-first-ride-review-2023/">2023 Kawasaki KLR650 S First Ride<br/> </a> <a href="https://www.cycleworld.com/bikes/kawasaki-klr650-s-dyno-test-2023/">How Much Power Does the 2023 Kawasaki KLR650 S Make?<br/> </a> 2024 Kawasaki KLR650 Claimed Specs MSRP: $6,899 / $7,199 (ABS) Engine: DOHC, liquid-cooled, 4-stroke single Displacement: 652cc Bore x Stroke: 100.0 x 83.0mm Compression Ratio: 9.8:1 Transmission/Final Drive: 5-speed/chain Fuel System: DFI w/ 40mm throttle body Clutch: Wet, multiplate; cable operation Frame: Tubular, semi-double cradle Front Suspension: 41mm telescopic fork; 7.9 in. travel Rear Suspension: Uni-Trak single shock, preload and rebound damping adjustable; 8.0 in. travel Front Brake: 2-piston calipers, 300mm disc (w/ ABS) Rear Brake: 1-piston floating caliper, 240mm disc (w/ ABS) Wheels, Front/Rear: Spoked; 21 in./17 in. Tires, Front/Rear: 90/90-21 / 130/80-17 Rake/Trail: 30.0°/4.8 in. Wheelbase: 60.6 in. Ground Clearance: 8.3 in. Seat Height: 34.3 in. Fuel Capacity: 6.1 gal. Wet Weight: 456 lb. / 461 lb. (ABS) Contact: kawasaki.com View the full article

MV Agusta’s Enduro Veloce isn’t just a pretty face. (MV Agusta/) Want to unleash the wail of the MV’s triple? The accessory Termignoni will do the trick. (MV Agusta/) The Enduro Veloce comes standard with an up/down quickshifter that worked flawlessly during our ride. (MV Agusta/) Our route included about 150 miles riding around the southern part of Sardinia. (REVER/) The triple in the Enduro Veloce flat-out rips. (MV Agusta/) With the TC switched off, the rear Bridgestone AX41 barely gets a chance to hook up. (MV Agusta/) A closer look at the Enduro Veloce’s main screen. It can be customized to preference with multiple view options. (MV Agusta/) Our coastal “off-road” riding area wasn’t too technical, but at least beautiful. (MV Agusta/) The Enduro Veloce has a steel frame and removable subframe of the same material. (MV Agusta/) A pair of Brembo Stylema radial-mount, four-piston calipers and 320mm discs are used up front. (MV Agusta/) The Enduro Veloce’s on-road manners are impressive. (MV Agusta/) Slamming through some erosion ruts and then some small rocky sections didn’t upset the MV at all. (MV Agusta/) MV offers a line of accessories for the Enduro Veloce including these panniers. (MV Agusta/) The front brake has a Brembo master cylinder and is span adjustable. (MV Agusta/) The mirrors are not only stylish but offer a great rearward view. The hand guards come standard. (MV Agusta/) The standard exhaust sounds good, but if you want great, go for the Termignoni slip-on. (MV Agusta/) The Enduro Veloce uses nicely styled LED lighting all around. (MV Agusta/) Although the Enduro Veloce rules the road, it isn’t afraid of the dirt. (MV Agusta/) It’s been a while since MV Agusta had a dirtworthy machine. (MV Agusta/) View the full article

Indian Motorcycle has renewed its Scout lineup with five models built around a new frame and engine. The Scout Bobber (shown) comes into the new model year as the most popular Scout in recent years. (Garth Milan/) There’s an Indian Scout for just about any rider type or style. (Tim Sutton/) Indian’s new SpeedPlus 1250 V-twin produces 105 or 111 hp depending on the model. Indian says all models can be updated at the dealer to achieve the 111 hp of 101 Scout. (Tim Sutton/) Different headlight treatments for different models. All models get an LED headlight. (Indian Motorcycle/) Indian’s 2025 Scouts are restyled but still easily recognizable. The tank is moderately bigger, but only because Indian has reshaped it to accommodatet the new airbox. (Tim Sutton/) All models besides the 101 Scout use a 298mm single front disc (shown). The 101 gets dual 320mm discs with Brembo calipers. Notice also the nonadjustable fork that’s standard on all but the 101 Scout. (Tim Sutton/) The 2025 Indian Super Scout gets saddlebags and a passenger seat as standard. The pull tap makes it easy to get into the bags. (Tim Sutton/) The Scout Bobber has 1 inch less rear suspension travel at just 2 inches. | Photo: Tim Sutton (Tim Sutton/) 2025 Indian Scout Classic; $13,999–$16,699 (Garth Milan/) 2025 Indian Scout Bobber; $12,999–$15,699 (Garth Milan/) 2025 Indian Sport Scout; $13,499–$15,699 (Garth Milan/) 2025 Indian Super Scout; $16,499–$16,999 (Garth Milan/) 2025 Indian 101 Scout; $16,999 (Garth Milan/) The 101 Scout only comes with painted graphics. (Tim Sutton/) The Sport Scout has a West Coast club vibe. (Tim Sutton/) The Super Scout is a classic and simple touring cruiser. (Tim Sutton/) Adjusting ride modes is straightforward on the touchscreen dash. (Tim Sutton/) Indian Scout Bobber. (Tim Sutton/) View the full article

The 2025 Ducati Panigale V2 Superquadro Final Edition will be produced in 555 limited-edition numbered units. (Ducati/) The 2025 Ducati Panigale V2 Superquadro Final Edition will come with a long list of exclusive features. (Ducati/) Each Final Edition will come with a numbered billet-aluminum triple clamp. (Ducati/) The tribute livery was penned by Drudi Performance. (Ducati/) Ducati’s Superquadro engine displaces 955cc in the V2. (Ducati/) Öhlins suspension is used at each end. (Ducati/) 2025 Ducati Panigale V2 Superquadro Final Edition. (Ducati/) 2025 Ducati Panigale V2 Superquadro Final Edition’s seat. (Ducati/) 2025 Ducati Panigale V2 Superquadro Final Edition. (Ducati/) 2025 Ducati Panigale V2 Superquadro Final Edition. (Ducati/) View the full article

It’s pictures like this that make people want an adventure bike. (Harley-Davidson /) The 2024 Harley-Davidson Pan America 1250 Special. (Harley-Davidson/) The Red Rock/Alpine White color adds $650 to the base price. (Harley-Davidson/) Alpine Green color adds $550 to the base price. (Harley-Davidson/) Some testers have complained the exhaust dumps a lot of heat, especially on the right leg. (Harley-Davidson/) The Pan America’s lack of a quickshifter may not be a deal breaker for most riders, but it’s certainly an omission on a motorcycle in the open-class ADV-tourer category. (Harley-Davidson/) View the full article

Yamaha has confirmed that its MT-09 Y-AMT is hitting production before the end of this year to become the first of several models expected to be offered with the company’s new electromechanical semi-automatic gearbox. Yamaha has announced that the MT-09 Y-AMT will be the first, of likely many, to utilize its new electromechanical semi-automatic gearbox. (Yamaha/) As recently as April this year, the first clues emerged to Yamaha’s plans for a semi-automatic transmission, when the company filed a patent application showing the system fitted to the parallel-twin engine of the MT-07. In June the transmission’s existence was officially announced, but it’s only now that Yamaha has confirmed that its debut platform won’t be the MT-07 but its larger brother, the MT-09. That’s just the start, though, as Yamaha has been open about the fact that the Y-AMT gearshift system will eventually be available on a whole array of different models. The 2025 Yamaha MT-09 Y-AMT. (Yamaha/) The announcement means Yamaha is joining BMW and KTM in adding semi-auto bikes to its range for 2025, with the former already having announced its ASA (Automated Shift Assistant) as an option on the 2025 R 1300 GS and R 1300 GS Adventure, and the latter teasing its AMT (Automated Manual Transmission) on a prototype 2025 1390 Super Adventure that was demonstrated at the Erzbergrodeo in June. All three systems are clearly a response to the growing popularity of Honda’s much more complex DCT (Dual-Clutch Transmission), which has been an option on multiple models since way back in 2009, but now accounts for a significant proportion of the sales of the bikes it’s available on. Externally, the CP3 engine looks conventional. (Yamaha/) Other companies getting in on the semi-auto action include Kawasaki, which has its own automated manual with push-button control and a full-auto mode on the Ninja 7 Hybrid and Z7 Hybrid models, and even Chinese newcomer Souo, which announced its own eight-speed dual-clutch semi-auto on the vast, flat-eight-powered S2000 tourer. It’s hard not to conclude that after a spluttering start—attempts at semi-auto bikes date back decades—the automated transmission is about to become the next big thing. Yamaha itself has been here before, with the FJR1300AE as far back as 2006, but that bike’s YCC-S push-button transmission used hydraulics, while the new Y-AMT is an electromechanical system, and the computer-control elements have come on a long way in the intervening years. On the right bar pod the rider can switch between manual and automatic operation. (Yamaha/) Mechanically, the MT-09 Y-AMT is identical to the manual version, but the lack of a clutch lever and foot shifter pedal are instantly apparent. The engine is still the same 117 hp CP3 triple, and there’s no change to the cast-aluminum chassis or the adjustable suspension. The R1-derived suite of rider assists is also unaltered, including traction control and slide control. Differences emerge in the addition of new switch packs on the bars: The right pod incorporates the trigger to switch between fully automatic and manual operation of the transmission, while the left has a seesaw switch for up- and downshifts when the bike is in manual mode. Upshifts are achieved by pulling a trigger with your left forefinger, while downshifts can be made either via a button under your left thumb or by using your finger to push the trigger forward. On the left bar pod sit a pair of triggers for manual operation. (Yamaha/) That layout highlights the lack of an agreed standard for operating the new generation of automated manual boxes. It’s like the setup Honda uses on its DCT bikes, but BMW’s new ASA models retain a foot shifter, albeit connected to microswitches instead of a gear linkage. We’ve only seen a prototype of KTM’s version so far, but it had bar-mounted shift controls with the “up” and “down” operation reversed compared to the Yamaha. Then there are Honda’s new E-Clutch-equipped CB650R and CBR650R, which still have a standard mechanical shifter but an automated clutch. The Y-AMT system only adds 6.6 pounds to the bike’s weight. (Yamaha/) Unlike Honda’s DCT bikes, which have a completely different transmission to their manual equivalents and used a complex setup of twin clutches and electrohydraulic controls, adding around 24 pounds of weight, the Yamaha Y-AMT has a completely standard gearbox with the simple addition of external electromechanical actuators for the clutch and shifter. Those are wired to their own electronic-control unit, which works in harmony with the bike’s sensors, its six-axis IMU, and its ride-by-wire throttle to make for smooth shifts. Another look at the Y-AMT gearbox. (Yamaha/) In fully automatic mode, there are two settings: “D” for normal riding, and “D+” that lets the engine rev higher for more performance. The bar-mounted shifters can still be used to override the computer at any time if you’d prefer a different gear. The manual mode gives you full control of the shifts, and Yamaha claims that because there’s a more direct link between brain and hands than between brain and feet, you’ll be able to time them better. The lack of a foot shifter is also cited as a benefit, letting riders concentrate on adopting the ideal position for every corner without compromising to have their foot on a shift pedal. The whole setup adds just 6.6 pounds to the bike’s weight. The only other change to the MT-09 Y-AMT compared to the standard bike is the addition of Yamaha’s Smart Key System, which first appeared on the MT-09 SP and allows keyless operation of the bike if you’ve got the fob in your pocket. The Yamaha MT-09 Y-AMT will come with keyless ignition control and a fob. (Yamaha/) Fitting the Y-AMT setup to the CP3 triple opens the door to a host of new models with the same option in 2025 and beyond. The Tracer 9 GT+ sport-tourer and Niken three-wheeler would both get a clear benefit from the ease of use of a semi-auto, but there’s also little reason that Yamaha shouldn’t offer the system on other MT-09 derivatives including the XSR900 and XSR900 GP, the MT-09 SP, and even the YZF-R9 sportbike that’s widely expected to join the range in 2025. What’s more, we’ve already seen patents showing the system fitted to the MT-07 and YZF-R7, so other bikes with the CP2 twin including the Tracer 7, XSR700, and even the Ténéré 700 might also be in a queue to get the Y-AMT treatment. And because the system is so self-contained, with external actuators and its own computer, it should be relatively easy for Yamaha to adapt it to other bikes with conventional manual transmissions if there’s enough demand to make the R&D and tooling expense worthwhile. 2025 Yamaha MT-09 Y-AMT. (Yamaha/) 2025 Yamaha MT-09 Y-AMT. (Yamaha/) The rider can choose between two automatic shift modes. (Yamaha/) 2025 Yamaha MT-09 Y-AMT’s TFT display. (Yamaha/) Another view of the Y-AMT transmission and clutch. (Yamaha/) Key to the system is an electromechanical actuator. (Yamaha/) Transmission shafts and shift drums. (Yamaha/) View the full article

Yamaha has announced that the MT-09 Y-AMT will be the first, of likely many, to utilize its new electromechanical semi-automatic gearbox. (Yamaha/) The 2025 Yamaha MT-09 Y-AMT. (Yamaha/) Externally, the CP3 engine looks conventional. (Yamaha/) On the right bar pod the rider can switch between manual and automatic operation. (Yamaha/) On the left bar pod sit a pair of triggers for manual operation. (Yamaha/) The Y-AMT system only adds 6.6 pounds to the bike’s weight. (Yamaha/) Another look at the Y-AMT gearbox. (Yamaha/) The Yamaha MT-09 Y-AMT will come with keyless ignition control and a fob. (Yamaha/) 2025 Yamaha MT-09 Y-AMT. (Yamaha/) 2025 Yamaha MT-09 Y-AMT. (Yamaha/) The rider can choose between two automatic shift modes. (Yamaha/) 2025 Yamaha MT-09 Y-AMT’s TFT display. (Yamaha/) Another view of the Y-AMT transmission and clutch. (Yamaha/) Key to the system is an electromechanical actuator. (Yamaha/) Transmission shafts and shift drums. (Yamaha/) View the full article

Manuel Poggiali is the rider coach for Ducati’s factory team. He is a critical link between engineers, data, and the racers. (Ducati/) We live in a world dominated by data. Everywhere we look we see statistics, dashboards, graphics, and charts. MotoGP is no exception in this digital and data-rich world. As the pinnacle of motorsports on two wheels, innovation is always a step ahead. Data is crucial, but there is a human element, which is fundamental—feeling is as important as the data. As the rider enters the garage, the chief mechanic and the engineers look at the data, the well-known telemetry—the bible in the box, but then the racer comments: “I have no feeling with the front…” How can this feeling be measured? How can you turn sensation into data? The “rider coach” is a new position inside MotoGP teams that responds to this question in order to help the riders to improve their performance in very specific areas related to that particular track. Each factory MotoGP team has one—usually a former racer. Manuel Poggiali for the factory Ducati squad, Julian Simon for Yamaha, Matteo Baiocchi for Aprilia, Mika Kallio for KTM, Fonsi Nieto and Max Sabbatani for Ducati Pramac, Andrea Migno and Idalo Gavira for VR46. In a way, Valentino Rossi was a pioneer in this, introducing Luca Cadalora as his personal coach on track in 2016. We spoke with two-time world champion Manuel Poggiali to explain this important role. A role that is officially recognized by Dorna, the MotoGP organizer, allowing riders’ coaches to take photos and videos from the service road during the practices to use them internally. What is a rider’s coach? “My tasks include all aspects related to the rider: the analysis of the posture on the bike, the lines and the trajectories on track, the riding style, and so on. In every practice I follow the action from the service road equipped with a camera. I observe and document.” When did you begin this role on the Ducati team? “I joined the team at the beginning of 2014, and I have to say with great satisfaction as we can see [it is working] from the riders’ results: 1-2 and 1-3 In Mugello and Assen.” Poggiali films the action so the team can sync up the data with what the rider is doing on the track. (Ducati/) What’s the target of your work? “The goal is to improve the rider’s performance. To be more specific: to point out the riders’ critical points at a circuit and understand exactly what is happening.” What does your race week look like? “We start from a database, and even before Friday’s morning session, we highlight the critical points on that track for each of our riders. In my case I work with Pecco (Bagnaia), Enea (Bastianini)—and we support the Gresini Team. During the FP1 and FP2 I follow the action on track, and I document it with photos and videos. These are very useful to understand what happens with the rider when he is on the bike in the different phases of the track and also of the race. These materials add extra information.” How does the team combine the telemetry data with your photos and videos? “Telemetry is for sure very important and useful. Regarding the riding style, with the telemetry you cannot see the position of the rider on the bike and the exact position of the bike on the track, because according to the rules, in MotoGP the GPS is not allowed. The idea is to have a clear and objective picture of what is happening out there so that the rider can understand and then improve that particular sector or maneuver.” Who do you report to? “The briefing is with the team and the rider. The engineers and the crew chief look at the data, but they miss watching the action from the track. I’m the bridge—making a clear and objective analysis speeds up the process.” Poggiali says he is the bridge between the engineers and crew and the rider. (Ducati/) How difficult is it to change a rider’s style? “Changing a riding style requires time because you deal with habits. We work on priorities and specific critical points for that particular track.” Can you give us some examples? “We work on every single aspect of the race. The start, for example, from the grid to the first turn can be from 5 to 10 seconds. Ten seconds out of the race distance (around 40 minutes) is very important; imagine [that amount of time] for the sprint. So it is crucial to optimize this phase. “Another aspect is the wind. If it’s windy, we analyze this aspect and its characteristics. Is it consistent or are there gusts? What is the direction and so on. And then the tires—another key factor.” The idea is to have everything under control. “Exactly, and to find the margin for potential passes. Managing the race at the best pace without always being at the limit or beyond. If we lose a tenth per lap in a sector, for example, and this is repeatable, we aim at identifying in which curve this happens, then we try to correct it and to understand where we can have a margin. It’s a different scenario when in a lap we lose one-tenth, the following lap three-tenths. Here something is not clear because the loss is not consistent, so we really have to look at it. " What is the No. 1 rule in your job? “Never take anything for granted, because in such an extreme sport where only the stopwatch counts, every little detail counts. " And No. 2? “Always listen to the rider.” “Never take anything for granted… and always listen to the rider.” (Ducati/) What is the rider’s feedback? “It is usually very positive, because they are the first ones that want to improve. We discuss the points to work on. The rider often speaks about how he feels, so our job is to understand why he doesn’t have the feeling, where this issue comes from. It’s a lot of work usually related to several factors. “Our work is to try to translate this ‘lack of feeling’ into something objective in order to identify the issue and try to correct it. “As a former racer, I also have my perception and understating, and I think this is a plus. What we look for is a smooth and consistent riding, a flow. Session after session we can see the improvement. Sometimes it takes longer.” How do you see Pecco and Enea? “It’s a very good momentum. They are both fast and consistent. What really makes the difference is when you are able to repeat a performance. This is the key factor for the team.” What is Bagnaia’s main strength? “Braking. He is one of, if not the strongest rider on the grid. This is crucial when it’s about overtaking.” And his weak point? “Everyone can improve, we are working on some aspects, but I won’t say which ones.” What about Enea? “His strengths are corner entry tire management. In the long race he is very good at extracting the maximum out of the tires, you can see this in the second part of the race. Working closely with the rider and knowing their strengths and weaknesses is important. (Ducati/) “In the first part of the season we worked with him to improve braking, and in Mugello and Assen he has been phenomenal in optimizing the job of the whole team, being competitive, while he is suffering more in qualifying. In the first part of the season, on the contrary, Enea was strong in qualifying and less in the race. In the last two races, the situation is the other way around. Enea made two incredible comebacks, so we will work on the time attack because starting more in front in the grid allows you to fight for the win with more margin.” And Marc Márquez? “He is one of the most complete riders on the grid. I think the limit in some races has been his euphoria that has pushed him to make more mistakes! “Regarding his way of riding, the incident he had to his right arm affects some movements that in the past he used to do easily. We are working to understand how to make them more smooth in order to gain some margin and not always be at the limit.” View the full article

Suzuki NHRA Pro Stock Motorcycle Final in Seattle (Suzuki/) Gaige Herrera’s historic NHRA Pro Stock Motorcycle winning streak on his RevZilla/Motul/Vance & Hines Suzuki Gen 3 Hayabusa came to an end with his first loss in nearly a year at the NHRA Northwest Nationals at Pacific Raceways in Seattle, WA, on Sunday.Race Highlights: Gaige Herrera qualified number one; won the Mission #2Fast2Tasty Challenge, and advanced to his seventh final round appearance of the season, ending his NHRA-record winning streak at 11 straight races, and 46 consecutive round wins. Richard Gadson qualified fourth and advanced to the second round of eliminations. After a two-week break in the NHRA schedule, Herrera ran 6.734 seconds at 201.22 mph on Saturday to claim his fourth number one qualifying spot this season and 18th of his career, moving him into 10th place in the all-time class standings. He also won the Mission Foods #2Fast2Tasty Challenge, a race within a race contested during qualifications in which semi-finalists from the previous race compete head-to-head for a cash purse and championship bonus points.Herrera defeated Eiji Kawakami (foul) in round one with a 6.744-second/199.98 mph pass. His streak nearly came to an early end in round two against Jianna Evaristo (6.704 seconds/203.95 mph), but Herrera used his lightning-quick reflexes on the starting line to win the round on a holeshot, posting a 6.737-second/200.32 mph run to overcome Evaristo’s new track-record elapsed time and speed. Herrera advanced to his 12th-straight and 19th career final round with a 6.781-second/200.17 mph pass on a bye run in the semi-final round. Herrera’s streak ended in the finals against Suzuki-mounted rider Chase Van Sant, who earned his first career victory with a 6.720-second/201.31 mph run that outpaced Herrera’s 6.754-second/200.80 mph pass. With the loss, Herrera’s consecutive race and elimination-round win streaks ended at 11 and 46, respectively. Prior to the defeat, Herrera had not lost a race or a round of competition for nearly a year, dating back to the Maple Grove race in September 2023. Suzuki congratulates Van Sant on his first NHRA victory, and his earning Suzuki’s twelfth consecutive NHRA final round win. ”Today was a day I probably shouldn’t even have been in the final based on how we were running. Usually when there’s been a change in weather conditions on race day, it’s helped us, but today we were on the wrong side of it. I just squeaked by Jianna in round two. Luckily, I got her on the tree to make it to the final. Chase deserves the win today. He’s been out here working hard, and his Suzuki is running well. I’m happy for him,” Herrera said. “I’m not disappointed about the streaks coming to an end. It didn’t feel real to me before, but now we can look back and reflect on everything we’ve accomplished as a team that has put us in the NHRA record books. It’s something I never would have dreamed of as a kid, and it’s going to be hard to break them,” Herrera continued. “Now we’ll get ready for the second half of the season and the Countdown to the Championship and try and start a new streak.” In round one, Gadson defeated Chris Bostick (6.831 seconds/195.90 mph) with a 6.748-second/198.70 mph run. In round two, Gadson fell short to Matt Smith (6.735 seconds/201.76 mph) despite posting a quicker reaction time in a 6.794-second/197.59 mph losing effort. “I feel we’re getting better and hitting our stride, but sometimes when you’re on a quest to find a way to go faster, you take a swing at things that don’t work out the way you had hoped. That’s pretty much what happened today,” Gadson said. “I feel I did a good job riding this weekend. I made solid passes in both rounds, and cut a good light against Matt, but I didn’t have the speed to cover him. I’m looking forward to the next race because I feel it’s all going to come together shortly.” RevZilla/Motul/Vance & Hines Suzuki crew chief Andrew Hines congratulated Van Sant on the win and praised his Vance & Hines team for its record-setting run of performance. ”We’ve won some races on sheer performance and others when we probably shouldn’t have. This was a race I knew was going to be hard once I saw the qualifying performances of some of the other teams. I couldn’t quite get a handle on our motorcycle’s tune, and we were a bit off where we should have been running based on the air conditions. Chase is a good rider and he’s the next up-and-comer, so it’s nice for him to get his first win,” Hines said. “We’ve been writing history with Gaige, Suzuki, and our team here at Vance & Hines for the past year. I’m super proud of the work ethic the guys have shown to turn on the win lights and bring our Hayabusa to the winner’s circle all those races in a row. It’s been cool to bond over that as a team and have fun. This is only going to make us work harder to start another streak. It’s what we live for.” After the seventh of 15 races in the 2024 season, Herrera and Gadson sit first and third in the Pro Stock Motorcycle standings with 845 and 500 points, respectively. The RevZilla/Motul/Vance & Hines Suzuki team returns to action July 26-28 at the DENSO NHRA Sonoma Nationals at Sonoma Raceway in Sonoma, CA. View the full article

Yamaha Vintage Motorcycle Days (Yamaha/) Yamaha is pleased to announce its support of the AMA®'s annual Vintage Motorcycle Days event scheduled to take place this weekend (July 26th-28th) at the Mid-Ohio Sports Car Course in Lexington, Ohio. AMA® Vintage Motorcycle Days, which typically draws upwards of 40,000 enthusiasts, is truly a “bucket list” gathering for motorcycle lovers, and features vintage racing, bike shows, the nation’s largest and best swap meet, and much more. This year’s Grand Marshal for the event — which celebrates the AMA®'s 100th Anniversary (1924 – 2024) — will be legendary Yamaha MX Champion Broc Glover. In honor of this year’s event, Yamaha will feature its famed “Weekend of Champions” meet-and-greet and autograph session, with scheduled Yamaha Champions Steve Baker, Damon Bradshaw, Gary Jones, Rich Oliver, Doug Dubach, Thomas Stevens, and event Grand Marshal Broc Glover. “We are thrilled to have Yamaha as a presenting sponsor of our Vintage Motorcycle Days event,” said AMA® Editorial Director Mitch Boehm. “With Broc serving as Grand Marshal, it was a natural for Yamaha to bring back some of its legendary riders to interact with fans.” Q & A and autograph sessions are scheduled for Friday (1:30 PM) and Saturday (12:30 PM) in the AMA® Hall of Fame Fan Zone in the Mid-Ohio infield. “Racing has truly been at the heart and soul of Yamaha since the first YA-1 model rolled off the line in 1955,” said Steve Nessl, Marketing Manager for Yamaha Motorsports. “And supporting this event by bringing back just a few riders who contributed so much to our brand image for the fans is also a great way to cap off our 50th Anniversary Celebration for the YZ® line!” Learn more about AMA® Vintage Motorcycle Days at VintageMotorcycleDays.com. Tickets for the 100th Anniversary event are available at the Mid-Ohio gate all weekend long, and online at MidOhio.com. View the full article

World Ducati Week 2024 (Ducati/) From July 26th to 28th, Ducati is staging a unique world-class spectacle for motorsport enthusiasts as part of the World Ducati Week 2024 with the Lenovo Race of Champions. This dream race will feature 15 Ducati riders, including the reigning MotoGP, WorldSBK, and WorldSSP Champions, battling it out astride Panigale V4. The Ducati heroes will put on a show with daring overtakes and fast laps to claim the special trophy, designed by the Centro Stile Ducati for this occasion. The action-packed moments of the “Race of Champions” will unfold over two days, with free practice and qualifying sessions on Friday, July 26th, and the race scheduled for 5:30 PM on Saturday, July 27th. The starting grid boasts a truly top-class level lineup, with a total of 20 World Titles simultaneously on track. The riders’ roster includes Francesco Bagnaia (reigning MotoGP World Champion), Enea Bastianini, Álvaro Bautista (reigning WorldSBK World Champion), Nicolò Bulega (reigning WorldSSP World Champion), Marco Bezzecchi, Fabio Di Giannantonio, Andrea Iannone, Álex Márquez, Marc Márquez, Jorge Martìn, Franco Morbidelli, Danilo Petrucci, Michele Pirro, Michael Ruben Rinaldi and Glenn Irwin. Adding to the excitement of the Lenovo Race of Champions format is the race circuit itself. The Misano World Circuit “Marco Simoncelli”, which has hosted all previous editions of the World Ducati Week, is ready to welcome Ducatisti and passionate fans to the gathering, just a few months before the double MotoGP event with the San Marino and Riviera di Rimini Grand Prix (September 6-8) and the Emilia Romagna Grand Prix (September 20-22). Following the Lenovo Race of Champions, the “Saturday Night Show” of the World Ducati Week will kick off. Fans will flood the track to celebrate the podium finishers, and after allowing everyone to enjoy street food in the paddock, the event will transform the Misano World Circuit into an open-air disco with DJ sets by Fargetta, Marco Melandri, and Rudeejay. Saturday, July 27th, represents an event within the event, which Ducati has defined “La Notte dei Campioni” (Night of Champions). Exclusive tickets for this special evening are available for purchase on VivaTicket. On Ducati.com dedicated page, it is still possible to buy tickets for the World Ducati Week 2024, choosing either the 3-day Pass or the 1-day Pass as a biker (with a motorcycle) or a visitor (without a motorcycle or as a passenger). Mauro Grassilli (Ducati Corse Sporting, Marketing and Communications Director): “The start of this edition of the World Ducati Week is just around the corner, and we are all thrilled. WDW is a unique event, a true celebration not only for the fans who will join but also for us at Ducati Corse. It’s the opportunity for Ducati teams and riders from different championships to meet on the same track, sharing the passion that unites us. Ducatisti from around the world can meet their heroes and, above all, witness them compete on the track in the Lenovo Race of Champions. It will be an unmissable spectacle. We can’t wait!” Circuit Information Country: Italy Name: Misano World Circuit Marco Simoncelli Track Length: 4.23 km Race Distance: 10 laps (42.30 km) Corners: 16 (6 left, 10 right) Free practice sessions for the Lenovo Race of Champions are scheduled for 4:35 PM on Friday, July 26th, while the qualifying sessions will begin at 5:05 PM. The 10-lap race will take place at 5:30 PM on Saturday, July 27th. All the action moments will be visible live on Ducati’s YouTube channel. View the full article

Triumph has returned to the supersport segment, reviving the Daytona name. But just as we’ve seen from other manufacturers, this new middleweight sportbike is not like those of the past. Today, this segment plays in a different field. One of practicality, comfort, and performance. The 2025 Triumph Daytona 660 is based off the Trident and Tiger Sport 660. All three models share a 660cc DOHC liquid-cooled inline-three with a 240-degree firing order. But the Daytona engine receives a ton of modifications including new pistons, larger exhaust valves, a new crankshaft, and a new cylinder head. Triumph also granted the Daytona 660 a larger airbox with three 44mm throttle bodies. The Daytona 660′s stainless steel perimeter frame is based on the Trident but revisions have been made to the geometry for more aggressive handling. Rake and trail are down from 24.6 degrees and 4.2 inches on the Trident, to 23.8 degrees and 3.2 inches on the Daytona. Suspension components include nonadjustable Showa SFF-BP fork offering 4.3 inches of travel and Showa shock with preload adjustment providing 5.1 inches of travel. A basic electronics suit offers three ride modes (Sport, Road, and Rain) and switchable traction control. Braking is by way of dual Triumph-branded four-piston calipers with 310mm rotors up front and a single-piston caliper with 220mm rotor out back. 2025 Triumph Daytona 660 Dyno Chart (Robert Martin/) Before rolling onto our in-house Dynojet 250i dynamometer, the Daytona hit 444 pounds on our automotive scales. On the Cycle World dyno, the 2025 Triumph Daytona 660 produced 85.1 hp at 11,330 rpm and 44.7 lb.-ft. of torque at 8,360 rpm. For reference, the 2023 Triumph Tiger Sport 660 made 71.8 hp and 40.8 lb.-ft. of torque and the 2021 Trident 660 churned out 72.1 hp and 42.9 lb.-ft. of torque on the Cycle World dyno. As with all of Triumph’s triples, the Daytona 660′s power curve increases at a near perfect 45-degree angle and the torque curve is flat like a dinner table. In our recent middleweight sportbike comparison with the 2025 Daytona 660, In-Market Editor Bradley Adams says it best, “The engine is incredibly smooth, with a blend of torque and top-end performance.” He continues, “The billiard table-smooth torque curve and unique sound help the Daytona 660 stand out from the competition.” View the full article

2024 Honda NC750X DCT. (Honda/)Overview The Honda NC750X is perhaps the most versatile bike in the company’s lineup. Take a nice performing 750cc parallel-twin engine and DCT transmission and then stuff them into a more road-oriented adventure chassis, and you end up with a machine that is just as happy doing the daily commute to work as it is exploring backroads on the weekends. The liquid-cooled 745cc parallel twin has a single overhead cam with four valves per cylinder and a 270-degree firing order that replicates the thrum of a V-twin. The bike comes with Honda’s Selectable Torque Control that allows three levels of traction control, in addition to four selectable ride modes. The dual-clutch transmission (DCT) allows the rider to operate the motorcycle in multiple modes from fully automatic (with a variety of shift characteristics) or manually via the paddle shifters. Using a tubular-steel diamond frame, the chassis has a 60.1-inch wheelbase. This DCT model weighs 493 pounds with a full tank of fuel. Seat height is 31.6 inches, while the riding position is upright and neutral for all-day comfort. Suspension is handled by a 41mm fork with 4.7 inches of travel at the front and preload-adjustable monoshock at the rear that offers 4.7 inches of travel. A single twin-piston caliper and 320mm disc handle braking up front, while a single-piston caliper and 240mm disc are used at the rear. ABS is standard. 2024 Honda NC750X in Matte Nightshade Blue. (Honda/)2024 Honda NC750X DCT Pricing and Variants For 2024, the NC750X DCT is available in a single configuration in Matte Nightshade Blue for $9,499. Competition <a href="https://www.cycleworld.com/story/motorcycle-reviews/kawasaki-versys-650-lt-first-ride-review-2022/">Kawasaki Versys 650 LT ABS, $10,099<br/> </a><a href="https://www.cycleworld.com/motorcycle-reviews/yamaha-tenere-700-first-ride-review/">Yamaha Ténéré 700, $10,799<br/> </a><a href="https://www.cycleworld.com/motorcycle-news/suzuki-v-strom-800-touring-announced/">Suzuki V-Strom 800, $9,899<br/> </a><a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-triumph-tiger-sport-660-first-ride/">Triumph Tiger Sport 660, $9,695<br/> </a>2024 Honda NC750X DCT News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/2021-honda-nc750x-dct/">Honda NC750X DCT Review<br/> </a>2024 Honda NC750X DCT Claimed Specs MSRP: $9,499 Engine: SOHC, liquid-cooled parallel-twin; 4 valves/cyl. Displacement: 745cc Bore x Stroke: 77.0 x 80.0mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed automatic DCT/chain Fuel System: PGM-FI w/ 38mm throttle bodies Clutch: (2) Wet, multiplate Frame: Tubular-steel diamond Front Suspension: 41mm Showa fork; 4.7 in. travel Rear Suspension: Pro-Link single shock; preload adjustable; 4.7 in. travel Front Brake: 2-piston caliper, 330mm disc w/ ABS Rear Brake: 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: 120/70ZR-17 / 160/60-17 Rake/Trail: 27º/4.3 in. Wheelbase: 60.1 in. Ground Clearance: 5.6 in. Seat Height: 31.6 in. Fuel Capacity: 3.8 gal. Wet Weight: 493 lb. Contact: powersports.honda.com View the full article

Honda’s standard 2024 Africa Twin. (Honda/) Overview When Honda released the Africa Twin back in 2016 it was a very welcome addition to the adventure-bike market. Fans of Big Red had been yearning for just such a bike for years after watching the European market get a variety of similar machines that never made it across the pond. What was delivered was a solid and innovative machine that was priced very reasonably compared to the Euro competition. Right out of the gate the bike was offered with Honda’s Dual-Clutch Transmission, which now accounts for a significant amount of sales for all Africa Twins. The other model that was added in 2019 is the more touring-oriented Adventure Sports model, which returns for 2024. Speaking of 2024, there is a long list of upgrades and changes for the Africa Twin lineup. All models get a Bosch six-axis IMU that provides cornering ABS in addition to an off-road setting. The 1,084cc parallel-twin engine has been retuned to deliver better low- to midrange power and torque by raising the compression ratio (to 10.5:1), and altering the intake and exhaust and ECU settings. On the DCT models, updates were made for smoother low-speed performance. The standard Africa Twin’s 21-inch front and 18-inch rear wheels are now tubeless. The standard model also gets a new front fairing, in addition to a five-way adjustable windscreen. The Adventure Sports version, which is the more road-oriented touring version, gets a new 19-inch front wheel and short suspension for improved street performance. That model also wears a new front fairing and the adjustable windscreen, while a new seat features thicker cushioning. 2024 Honda Africa Twin Adventure Sports ES. (Honda/) 2024 Honda Africa Twin / Africa Twin Adventure Sport ES Pricing and Variants There are four variations of the Africa Twin offered for 2024. The standard Africa Twin is available in Grand Prix Red for $14,799. The Africa Twin DCT can be had in a single Grand Prix Red color for $15,599. The Africa Twin Adventure Sports ES is available in Pearl White for $17,599, while the Africa Twin Adventure Sports ES DCT in the same color is $18,399. Honda’s standard 2024 Africa Twin DCT. (Honda/) Honda’s 2024 Africa Twin Adventure Sports ES DCT. (Honda/) Competition <a href="https://www.cycleworld.com/motorcycle-news/new-bmw-r-1300-gs-adventure-bike-announced/">BMW R 1300 GS, starting at $18,895<br/> </a> <a href="https://www.cycleworld.com/motorcycle-reviews/ducati-multistrada-v4-rally-review/">Ducati Multistrada V4 Rally, starting at $29,995<br/> </a> <a href="https://www.cycleworld.com/motorcycle-reviews/ducati-multistrada-v4-rs-first-ride/">Ducati Multistrada V4 RS, $37,995<br/> </a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/open-class-adventure-bikes-comparison-test-2022/">Harley-Davidson Pan America 1250 Special, starting at $19,999<br/> </a> 2023 <a href="https://www.cycleworld.com/2019-kawasaki-versys-1000-se-lt-first-ride/">Kawasaki Versys 1000 SE LT+, $18,899<br/> </a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-ktm-1290-super-adventure-r/">KTM 1290 Super Adventure R, $20,999<br/> </a> <a href="https://www.cycleworld.com/story/bikes/ktm-1290-super-adventure-s-dyno-test-2022/">KTM 1290 Super Adventure S, $20,999<br/> </a> <a href="https://www.cycleworld.com/mv-agusta/enduro-veloce/">MV Agusta Enduro Veloce, $21,998<br/> </a> <a href="https://www.cycleworld.com/story/bikes/suzuki-v-strom-1050de-first-look-2023/">Suzuki V-Strom 1050DE, $16,199<br/> </a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-suzuki-v-strom-1050xtxt-adventure/">Suzuki V-Strom 1050, $15,299<br/> </a> <a href="https://www.cycleworld.com/motorcycle-reviews/triumph-tiger-gt-pro-and-rally-pro-first-ride-review/">Triumph Tiger 1200 Rally Pro, $22,995<br/> </a> <a href="https://www.cycleworld.com/motorcycle-reviews/triumph-tiger-gt-pro-and-rally-pro-first-ride-review/">Triumph Tiger 1200 GT Pro, $$21,895<br/> </a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-yamaha-super-tenere-es/">Yamaha Super Ténéré ES, $16,299<br/> </a> 2024 Honda Africa Twin / Africa Twin Adventure Sport ES News and Reviews <a href="https://www.cycleworld.com/motorcycle-news/honda-africa-twin-updates-coming-soon-rumors/">2024 Honda Africa Twin on Its Way<br/> </a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/2020-honda-africa-twin-dct-first-ride/">2020 Honda Africa Twin DCT First Ride<br/> </a> <a href="https://www.cycleworld.com/story/motorcycle-news/2022-honda-africa-twin-european-update/">Examining Honda’s 2022 Africa Twin<br/> </a> 2024 Honda Africa Twin / DCT ; Africa Twin Adventure Sports ES / DCT Claimed Specs MSRP: $14,799 / $15,599 ; $17,599 / $18,399 Engine: SOHC, liquid-cooled parallel-twin; 4 valves/cyl. Displacement: 1,084cc Bore x Stroke: 92.0 x 81.5mm Compression Ratio: 10.5:1 Transmission/Final Drive: 6-speed/chain ; DCT/chain Fuel System: PGM-FI electronic fuel injection w/ 46mm throttle bodies; throttle-by-wire Clutch: Wet, multiplate ; (2) wet, multiplate Frame: Steel semi-double cradle, aluminum subframe Front Suspension: 45mm inverted Showa fork, fully adjustable, 9.0 in. travel ; 45mm inverted Showa fork w/ EERA, 8.3 in. wheel travel Rear Suspension: Pro-Link system, monoshock, fully adjustable, 8.7 in. travel ; Pro-Link system monoshock w/ EERA, 7.9 in. travel Front Brake: 4-piston, radial-mount calipers, 310mm discs w/ ABS Rear Brake: 1-piston floating caliper, 265mm disc w/ ABS Wheels, Front/Rear: Spoked, 21 in./18 in. ; spoked, 19 in./18 in. Tires, Front/Rear: 90/90-21 / 150/70R-18 ; 110/80-19 / 150/70R-18 Rake/Trail: 27.0°/4.4 in. ; 27.0°/4.2 in. Wheelbase: 62.0 in. ; 61.8 in. Ground Clearance: 9.8 in.; 8.7 in. Seat Height: 34.3 in./33.5 in. ; 33.7 in./32.9 in. Fuel Capacity: 5.0 gal. ; 6.6 gal. Wet Weight: 510 lb./535 lb. ; 535 lb./559 lb. Contact: powersports.honda.com View the full article