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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

The 2024 Honda CBR600RR. (Honda/) Overview Honda’s CBR600RR Supersport machine has won more races and championships around the world than most can remember. This machine has existed in one form or another since the early 1990s. Although the days of traditional 599cc Supersports seem to be numbered, the CBR600RR hangs on for another year. The RR last received significant updates for the 2021 model year. The payoff for sportbike enthusiasts is a no-compromise, high-revving inline-four that screams its way to a claimed 121 hp at a sky-high 14,000 rpm. Peak torque is 47.2 lb.-ft. at 11,500 rpm. To truly be called a Supersport, the chassis needs to live up to the billing. The RR has an inverted 41mm Showa Big Piston Fork that is fully adjustable with preload, rebound, and compression damping at the front. At the rear is Honda’s Unit Pro-Link suspension with monoshock that is fully adjustable with preload, rebound, and compression damping. Radial-mount four-piston Tokico calipers squeeze a pair of 310mm brake discs in the front, while a single-piston caliper and 220mm disc are used at the rear. A short 53.9-inch wheelbase, 23.5-degree rake angle and 3.9-inch trail measurement combine to generate razor-sharp handling on the street or track. The CBR600RR also comes with a suite of electronic rider aids that are enabled by its ride-by-wire throttle and six-axis IMU. Features include Honda Selectable Torque Control, wheelie mitigation control, and adjustable engine-braking. 2024 Honda CBR600RR Pricing and Variants Two versions of the 2024 CBR600RR are available including the $12,199 base model in Grand Prix Red, or the ABS version for $13,199 in the same single color. Competition <a href="https://www.cycleworld.com/motorcycle-reviews/suzuki-gsx-r600-review/">Suzuki GSX-R600, $11,999<br/> </a> <a href="https://www.cycleworld.com/suzuki/gsx-r750/">Suzuki GSX-R750, $13,149<br/> </a> <a href="https://www.cycleworld.com/motorcycle-reviews/kawasaki-ninja-zx-6r-first-ride-review/">Kawasaki ZX-6R, $11,399 to $12,649<br/> </a> <a href="https://www.cycleworld.com/story/bikes/ducati-panigale-v2-bayliss-first-ride-review-2022/">Ducati Panigale V2, $18,595<br/> </a> 2024 Honda CBR600RR News and Reviews <a href="https://www.cycleworld.com/story/bikes/how-the-2021-honda-cbr600rr-specs-stack-up/">2021 Honda CBR600RR Updated<br/> </a> <a href="https://www.cycleworld.com/what-are-parts-honda-cbr600rr-engine/">What Are The Parts Of A Honda CBR600RR Engine?<br/> </a> 2024 Honda CBR600RR / CBR600RR ABS Claimed Specs MSRP: $12,199 / $13,199 Engine: DOHC, liquid-cooled inline-four; 4 valves/cyl. Displacement: 599cc Bore x Stroke: 67.0 x 42.5mm Compression Ratio: 12.2:1 Transmission/Final Drive: 6-speed/chain Fuel System: Programmed Dual Stage Fuel Injection (PGM-DSFI) w/ 40mm throttle bodies Clutch: Wet, multiple disc; cable operation Frame: Twin-spar aluminum Front Suspension: 41mm inverted Big Piston Fork, fully adjustable; 4.7 in. travel Rear Suspension: Unit Pro-Link HMAS shock, fully adjustable; 5.1 in. travel Front Brake: 4-piston radial-mount Tokico calipers, 310mm discs w/ ABS Rear Brake: 1-piston floating caliper, 220mm disc w/ ABS Wheels, Front/Rear: 12-spoke cast aluminum; 17 in./17 in. Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: 23.5°/3.9 in. Wheelbase: 53.9 in. Ground Clearance: 5.3 in. Seat Height: 32.4 in. Fuel Capacity: 4.8 gal. Wet Weight: 417 lb. / 434 lb. Contact: powersports.honda.com View the full article

Honda’s 2024 CB500F received a host of updates including traction control and a new TFT display. (Honda/) Overview This versatile midsize naked motorcycle from Honda has proven to be a capable and fun option for riders seeking a friendly machine that won’t cost an arm and a leg. For 2024 it received a bunch of updates including: aggressive new styling, updated ECU, standard Honda Selectable Torque Control, brand-new LED headlight, and a new 5-inch TFT display. Power comes from a fuel-injected 471cc eight-valve liquid-cooled parallel twin-cylinder engine with double overhead cams. The engine puts an emphasis on low- to midrange power output. The new traction-control system allows the rider to disable the function if wanted. Chassis highlights include a Showa 41mm inverted Separate Function Fork Big Piston (SFF-BP) fork with 4.7 inches of travel, while a preload-adjustable monoshock is used at the rear. Braking is handled by a pair of radial-mount, four-piston Nissin calipers in the front with 296mm discs. ABS is standard. The new full-color 5-inch TFT display has been designed to eliminate glare and improve visibility in all lighting conditions. Users can customize the display to their preference. The 2024 Honda CB500F is only available in Matte Black Metallic. (Honda/) 2024 Honda CB500F Pricing and Variants The 2024 Honda is only available in Matte Black Metallic for $6,899. 2024 Honda CB500F. (Honda/) Competition <a href="https://www.cycleworld.com/motorcycle-reviews/kawasaki-z500-first-ride/">Kawasaki Z500 ABS, $5,599<br/> </a> 2023 <a href="https://www.cycleworld.com/story/buyers-guide/suzuki-sv650-2022/">Suzuki SV650, $7,399<br/> </a> <a href="https://www.cycleworld.com/motorcycle-news/cfmoto-450nk-naked-roadster-coming-soon/">CFMoto 450NK, $5,399<br/> </a> <a href="https://www.cycleworld.com/yamaha/mt-07/">Yamaha MT-07, $8,199<br/> </a> 2024 Honda CB500F News and Reviews <a href="https://www.cycleworld.com/motorcycle-news/honda-updates-cb500-series-for-2024/">Honda Updates CB500 Series<br/> </a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/honda-cbr500r-abs-cb500f-abs-review-2022/">2022 Honda CBR500R ABS &amp; CB500F ABS Ride Review<br/> </a> 2024 Honda CB500F Claimed Specs MSRP: $6,899 Engine: DOHC, liquid-cooled parallel-twin; 4 valves/cyl. Displacement: 471cc Bore x Stroke: 67.0 x 66.8mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Fuel System: PGM-FI fuel injection w/ 34mm throttle bodies Clutch: Wet, multiplate slipper/assist Frame: Tubular steel diamond type Front Suspension: 41mm Showa SFF-BP inverted telescopic fork; 4.7 in. travel Rear Suspension: Pro-Link monoshock, spring preload adjustable; 4.7 in. travel Front Brake: Radial-mount, 4-piston Nissin calipers, 296mm discs w/ ABS Rear Brake: 1-piston caliper, 240mm petal-style disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: 120/70R-17 / 160/60-17 Rake/Trail: 25.5º/4.0 in. Wheelbase: 55.5 in. Ground Clearance: 5.7 in. Seat Height: 31.1 in. Fuel Capacity: 4.5 gal. Wet Weight: 414 lb. Contact: powersports.honda.com View the full article

Zero Motorcycles appears to be working on a Grom competitor. (Zero /) While mainstream motorcycle companies are still wrangling with how to approach the market for electric motorcycles, California’s Zero Motorcycles has been manufacturing and selling them for nearly 15 years. Having already set standards when it comes to EV two-wheelers that rival midsize gas-powered bikes, the company now appears to be turning its attention to a low-cost inner-city machine to take on the likes of Honda’s ever-popular Grom. A new design registered by Zero in Europe reveals the outline of an unfamiliar bike that looks substantially smaller than anything the company has made to date. It’s hard to get a precise sense of the machine’s scale, but if the circular headlight is a standard 5.75-inch unit, then a few rough measurements reveal that the front wheel is 14 inches in diameter, the rear is 12 inches, and the wheelbase is around 47 inches. Those numbers put the bike firmly into the Grom class—Honda’s minibike is within a whisker of those figures, with a 47.2-inch wheelbase and 12-inch rims at each end. The motorcycle in these patent drawings is clearly a smaller machine like the Honda Grom. (Zero/) The design registration is focused on the bike’s styling. The dotted lines showing the mechanical components underneath aren’t part of the registration, so don’t necessarily represent exactly what the finished bike will use. Having said that, there’s also little reason that they wouldn’t be accurate. If they are to be believed, the new small bike uses an upside-down fork and a single front disc brake with a radial-mount caliper. Unlike some other small electric bikes, it doesn’t use a hub-mounted motor, instead featuring a conventional chassis-mounted motor/transmission that looks like the one in the current Zero FXE, though it’s likely to be smaller and less powerful to reduce costs. The final drive will be by belt, again like the FXE, although the rear-belt pulley is much smaller. With a mere 12-inch rear wheel, it needs to be able to spin faster than a 17-incher to get the same road speed, so a smaller rear pulley would compensate for that. We believe the machine in the drawings will likely use the FXE’s 7.2kWh Z-Force Li-ion battery pack. (Zero/) For the battery, once again it looks like Zero is raiding its existing parts, as the pack’s dimensions appear to match those of the FXE’s 7.2kWh Z-Force Li-ion unit. To fit all that into a much smaller wheelbase, the motor is shifted backward, and the battery is mounted at an angle. It’s not clear from the images precisely how the rear suspension operates—the swingarm pivot can’t be seen, but there’s a coilover shock running parallel to the battery and just above it, visible though a slot between the battery and the bodywork. On board, the instrument panel is a typical digital display, appearing to match the unit used on several existing Zero models, and the mirrors and turn signals are also shared with other bikes in Zero’s range. The bike also follows Zero’s usual convention of retaining a conventional foot-operated rear brake rather than shifting it to the left bar, even though there’s no clutch or gear shifter to occupy your left hand or foot. Many other electric city bikes tend to move the rear brake to a left-hand bar lever, eliminating foot controls entirely like a twist-and-go scooter. Will the CFMoto Papio Nova have a new competitor? (CFMoto/) The logic of making a small bike oriented toward city use and fun rather than covering distances is clear to see. Honda’s Grom has already sparked several gas-powered rivals, and there have been a couple of attempts at electric bikes in the same part of the market, most notably CFMoto’s Papio Nova. City use takes the focus off the extremes of range and top speed—two areas that are still stumbling points for electric bikes—and puts the emphasis on ease of use and off-the-line acceleration, both zones where EVs have a clear edge. The existence of a design registration alone is far from confirmation that the Zero minibike has been green-lit for production, but if the company can make such a machine at a price low enough to appeal to the sort of casual users who might otherwise buy a Grom, then it could be a winner. View the full article

2024 Honda CB300R in Pearl Dusk Yellow. (Honda/) Overview Riders looking for an affordable, lightweight, entry-level naked sportbike should consider Honda’s CB300R. This stylish machine not only looks impressive but won’t break the bank with its affordable $5,149 price tag. The CB300R is powered by a fuel-injected 286cc DOHC four-valve liquid-cooled single-cylinder engine that it shares with the CBR300R sportbike. The engine may be simple and minimalist, but it provides good performance for its size that won’t intimidate newer riders. Other highlights include full LED lighting, a new LCD dash, a solid braking system with a radial-mount four-piston Nissin caliper and standard front and rear ABS. 2024 Honda CB300R Pricing and Variants The CB300R is available in a single model in either Matte Black Metallic or Pearl Dusk Yellow for $5,149. 2024 Honda CB300R in Matte Black Metallic. (Honda/) Competition 2023 <a href="https://www.cycleworld.com/story/buyers-guide/kawasaki-z400-abs-2022/">Kawasaki Z400 ABS, $5,399<br/> </a> <a href="https://www.cycleworld.com/2018-bmw-g-310-r/">BMW G 310 R, $4,995</a> to $5,190<br/> <a href="https://www.cycleworld.com/story/motorcycle-reviews/2020-yamaha-mt-03-second-ride-review/">Yamaha MT-03, $4,999<br/> </a> <a href="https://www.cycleworld.com/story/buyers-guide/cfmoto-300nk-2022/">CFMoto 300NK, $4,199<br/> </a> 2024 Honda CB300R News and Reviews <a href="https://www.cycleworld.com/honda-cb300r-husqvarna-vitpilen-401-ktm-390-duke-naked-bike-comparison/">Entry-level Naked Smackdown<br/> </a> <a href="https://www.cycleworld.com/8-great-300-class-sportbikes-for-2019/">8 Great 300-Class Sportbikes<br/> </a> 2024 Honda CB300R Claimed Specs MSRP: $5,149 Engine: DOHC, liquid-cooled single; 4 valves/cyl. Displacement: 286cc Bore x Stroke: 76.0 x 63.0mm Compression Ratio: 10.7:1 Transmission/Final Drive: 6-speed/chain Fuel System: Fuel injection w/ 38mm throttle body Clutch: Wet, multiplate Frame: Steel trellis Front Suspension: 41mm telescopic fork; 5.1 in. travel Rear Suspension: Pro-Link single shock, preload adjustable; 5.2 in. travel Front Brake: 4-piston, radial-mount Nissin caliper, 296mm disc w/ ABS Rear Brake: 1-piston floating caliper, 220mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: 110/70-17 / 150/60-17 Rake/Trail: 24.8º/3.7 in. Wheelbase: 53.2 in. Ground Clearance: 6.2 in. Seat Height: 31.6 in. Fuel Capacity: 2.6 gal. Wet Weight: 316 lb. Contact: powersports.honda.com View the full article

2024 Honda CBR1000R Black Edition. (Honda/) Overview This isn’t just a sportbike stripped of its bodywork; the CB1000R Black Edition is a stylish interpretation of a naked sportbike with neo-retro design themes and a blacked-out appearance. At its heart is a 998cc liquid-cooled inline-four engine that has been tuned for maximum torque between 6,000 to 8,000 rpm. The 44mm throttle bodies in the PGM-FI system are controlled by throttle-by-wire (TBW) allowing multiple ride modes including Rain, Standard, Sport, and a customizable User option. Other electronic features include: three levels of engine power, engine-brake control, and Honda Selectable Torque Control. Chassis features include a steel backbone frame and signature single-sided swingarm. A fully adjustable Showa Separate Function Fork Big Piston unit (SFF-BP) and shock by the same make with preload and rebound damping handle suspension duty. A pair of radial-mount four-piston Tokico brake calipers and 310mm discs with standard ABS highlight the braking package. 2024 Honda CB1000R Black Edition Pricing and Variants There is just one version of the CBR1000R Black Edition for $12,999. Competition <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-suzuki-gsx-s1000-first-ride/">Suzuki GSX-S1000, $11,699<br/> </a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/yamaha-mt-10-first-ride-2022/">Yamaha MT-10, $14,499<br/> </a> <a href="https://www.cycleworld.com/story/buyers-guide/2022-bmw-s-1000-r/">BMW S 1000 R, $14,295 to $</a>20,685<br/> <a href="https://www.cycleworld.com/story/bikes/triumph-announces-all-new-speed-triple-1200-rs/">Triumph Speed Triple 1200 RS, $18,895</a> to $19,220<br/> <a href="https://www.cycleworld.com/motorcycle-reviews/hyper-naked-motorcycles-comparison-test-review-part-2-2023/">Aprilia Tuono V4 Factory 1100, $19,599<br/> </a> <a href="https://www.cycleworld.com/ducati/streetfighter-v4-s-sp2-lamborghini/">Ducati Streetfighter V4, $22,095<br/> </a> 2024 Honda CB1000R Black Edition News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/honda-cb1000r-black-edition-2022-review/">2022 Honda CB1000R Black Edition<br/> </a> 2024 Honda CB1000R Black Edition Claimed Specs MSRP: $12,999 Engine: DOHC, liquid-cooled inline-four; 4 valves/cyl. Displacement: 998cc Bore x Stroke: 75.0 x 56.5mm Compression Ratio: 11.6:1 Transmission/Final Drive: 6-speed/chain Fuel System: PGM-FI fuel injection w/ 44mm throttle bodies, throttle-by-wire Clutch: Wet, multiplate Frame: Steel backbone Front Suspension: 43mm Showa SFF-BP fork, spring preload, rebound, and compression damping adjustable; 4.7 in. travel Rear Suspension: Single Showa shock, spring preload and rebound damping adjustable; 5.2 in. travel Front Brake: Dual radial-mounted 4-piston calipers, full-floating 310mm discs w/ ABS Rear Brake: 2-piston caliper, 256mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 in./17 in. Tires, Front/Rear: 120/70-17 / 190/55-17 Rake/Trail: 24.7°/3.8 in. Wheelbase: 57.3 in. Ground Clearance: 5.3 in. Seat Height: 32.7 in. Fuel Capacity: 4.3 gal. Wet Weight: 467 lb. Contact: powersports.honda.com View the full article

Ducati’s Superquadro V-2 will bow out after the 2025 Ducati Panigale V2 Superquadro Final Edition sells out its 555 limited-edition units. (Ducati/) “Final Editions” always induce a touch of sadness in the hearts of motorcycle enthusiasts. At times one has the impression of hearing a bugle playing taps. In the case of the 2025 Ducati Panigale V2 Superquadro Final Edition the despair is heavy because this represents the end of one of the most advanced high-performance V-twins in the history of sportbikes. This platform was regarded as the pinnacle of engineering and many thought it would endure forever as a mark of excellence, regardless of the many displacements that were produced from “middleweights” to open-class machines. The Superquadro V-2 started service in the 2012 Panigale 1199. | Photo: Ducati The Panigale V2 Superquadro entered service in 2012 in the Panigale 1199. It replaced the 1,198cc V-twin that preceded it and that was ridden to the World Superbike title by Carlos Checa in 2011. The 1198 Testastretta represented the ultimate evolution of the original Ducati Pantah 500 that Fabio Taglioni had designed back in the late ‘70s. Over the years, the Desmoquattro engine that powered the original 916 kept growing from 916cc, to 955cc and then 996cc. The 2001 996R, featured the first Testastretta (narrow head) engine in 998cc displacement, followed in 2002 in all the open-class superbikes (998, 998 S). The 999cc engine started life in 2002 in the short-stroke 998R. The 998cc and 999cc Testastretta engines then continued life in the controversial Pierre Terblanche–designed 999 models. In 2007, the 999 was put to bed, while a rule change in World Superbike allowed the V-twins to displace 1,200cc. This ushered in the 1,099cc-powered 1098, which eventually grew into the final 1198 before the Panigale was introduced. That last 1198 Testastretta featured a 106mm bore and 67.9mm stroke and generated 180 hp at 9,750 rpm in the “R Corse” version. Between 1994 and 2011, the Desmoquattro and Testastretta engines dominated the World Superbike series, winning 11 of 18 rider’s titles and 15 of 18 manufacturer’s crowns. But there was a new solution on the horizon. Carlos Checa won the World Superbike Championship in 2011 on the final edition of the 1198 Testastretta. The Panigale 1199 V-2 represented a radical departure from that championship-winning 1198 Testastretta, sporting radically oversquare measurements with a 112mm bore and 60.8mm stroke and generating more than 200 hp at 11,500 rpm. Peak torque was a claimed 99 lb.-ft., but arrived at a peaky 10,200 rpm. Combined with its new unibody chassis the Panigale didn’t make life easy for former champion Checa, who retired after the 2013 season. The Panigale 1199 V-2 was more compact, its cylinders in-block with the crankcase and the aluminum bores pressed in from the top and Nikasil treated. All castings were created by Vacural technology. A massive forged crankshaft was used and turned on Clevite CL-112 plain bearings. The distribution train used a Hy-Vo chain that allowed more precise and constant valve phasing than the toothed belt of the 1198 Testastretta. Compared to the 1198, the Panigale was better in almost every aspect, but it had lost a lot of that torque that it was renowned for. Chaz Davies winning on the Panigale 1199 V-2 at Laguna Seca. | Photo: Cycle World Archives Welshman Chaz Davies was ultimately the man who would get the best out of the Panigale 1199 V-2 and won 23 World Superbike races on it between 2015 and 2017. But just as the V-2 Panigale was hitting its stride, Ducati CEO Claudio Domenicali was already preparing for its replacement, the Panigale V4. The 1299 Panigale Final Edition. (Courtesy of Ducati/) In the meantime, work continued on the twin, and took another step forward when it became the 1299 Panigale. Already using a huge 112mm bore, few expected that instead of increasing the stroke that Ducati would enlarge the bore farther, but that’s exactly what happened, growing to a massive 116mm (4.56 inches, larger than a 454 V-8′s bore). Stroke remained unchanged at 60.8mm. The result was a claimed 205 hp at 10,500 rpm and 107 lb.-ft. of torque at 8,750 rpm. The Panigale twin had reached its apex. The Ducati 748 was the first of the company’s middleweights aimed at World Supersport success. (Cycle World Archives/) As has been the case for decades, Ducati has a “middleweight” version of its superbike, which started with the 748, then 749, 848, 899, 959, and Panigale V2. In 2013, Ducati started production of the smaller version of the Panigale V2, the 899 Panigale. That masterpiece of downsizing displaced 898cc with a 100mm bore and 57.2mm stroke and made a claimed 148 hp at 10,750 rpm, and 73 lb.-ft. of peak torque at 9,000 rpm. To keep this smaller Panigale in check with Euro 4 emissions while not losing performance, the engine’s stroke was increased to the same 60.8mm of the 1199 to bump displacement to 955cc. Claimed power jumped to 157 hp and 79 lb.-ft. in this Final Edition. The 2025 Ducati Panigale V2 Superquadro Final Edition represents the end of the line for the Superquadro V-2. (Ducati/) Fortunately for Ducati, new next-gen rules in Supersport racing—both at the world and domestic racing levels—have enabled the “middleweight” Panigale V2 that powers this Final Edition to compete against the lower-displacement inline-fours. After winning the MotoAmerica Supersport title with Josh Herrin in 2022 and the World Supersport championship with Nicolò Bulega in ‘23, the bike has once again had great results in 2024. Aruba.it Racing’s Adrián Huertas has won eight of 12 races in World Supersport this year, while in MotoAmerica Supersport, Rahal Ducati Moto’s PJ Jacobsen recently took his fourth and fifth wins of the season at the WeatherTech Raceway Laguna Seca round and is a close second in the championship. It remains to be seen what will replace the Ducati Panigale V2 in Ducati’s lineup, but there has been a long history of middleweight sportbikes from Bologna, so we’ll keep our fingers crossed that the tradition continues. Could it be a new twin? A baby V-4? We’ll likely find out this fall, so stay tuned for the next chapter in Ducati’s story. In the meantime, Ducati is about to launch an updated version of the open-class Panigale V4, which you can read about here. View the full article

The Maeving RM1S ($8,995) is inspired by boardtrack racers from the 1920s. It’s a simple design, but also one that grabs your attention. (Jeff Allen/) Look closely at the RM1S and you’ll notice significant attention to detail. Batteries lay flat in the larger center compartment. (Jeff Allen/) Dual 2.7kWh batteries weigh 36 pounds each and can be easily removed for remote charging. The batteries have a 30 percent larger capacity than those in the lower-tier RM1 ($6,495), mostly thanks to larger-format cells. You can ride with just one battery in the compartment, though performance is reduced. (Jeff Allen/) Batteries lay flat in the front compartment, while other electrical equipment is housed in the reward box. High-voltage wires run through the steel-braided hose. Notice the incredibly simple footpeg hanger. (Jeff Allen/) The RM1S is powered by a rear hub-mounted motor providing 7.0kW continuous power and 11.1kW peak power. An advantage of this system is reduced weight and complexity thanks to the removal of a traditional chain-type drivetrain. (Jeff Allen/) Got storage? The faux tank on the RM1S offers 2.6 gallons of open space for personal items or for carrying the battery charger. (Jeff Allen/) Narrow, 19-inch wheels and a light 293-pound curb weight means the RM1S is nimble and fun to ride on roads outside of the downtown city grid. (Jeff Allen/) The RM1S is sized like a 125cc streetbike, but is also exceptionally narrow, which makes it approachable to new riders. (Jeff Allen/) Picture walking down to the parking garage, charged batteries in hand, and this sitting at the ready. It’s enough to get you excited about the commute. (Jeff Allen/) An analog display makes sure the bike doesn’t look “too modern,” but actually requires a bit of development. The LCD panel in the bottom right provides pertinent information while riding, even if it’s a bit dimly lit. (Jeff Allen/) RM1S can be charged with batteries in the bike by plugging directly into this port on the rearward compartment. (Jeff Allen/) Linked brakes offer plenty of power for getting the RM1S slowed down. (Jeff Allen/) Ready to ride. (Jeff Allen/) Safe to say that Maeving knows how to pick a good color. Style is Maeving’s thing. (Jeff Allen/) Notice gussets for the main frame. Chassis is well engineered and offers great road feedback, despite the simple design. (Jeff Allen/) Even the logos look stylish. (Jeff Allen/) Wire-spoked wheels and a hub-mounted motor are a combo you don’t see often. If ever. (Jeff Allen/) Dual 2.7kWh batteries weigh 36 pounds each and can be easily removed for remote charging. (Jeff Allen/) Accessory K-Tech shocks will be available for the RM1S. (Jeff Allen/) LED lighting offsets the Maeving’s retro look to give the design balance. (Jeff Allen/) Maeving will offer an accessory roll-top bag that can be mounted to the left side of the bike. (Jeff Allen/) Attention to detail is obvious. (Jeff Allen/) Getting ready to ride is as simple as clicking D (Drive) and twisting the throttle. (Jeff Allen/) Unlock button opens the storage box door, as well as the battery compartment door. (Jeff Allen/) Upgraded carbon fiber fenders are unnecessary, but a nice touch. (Jeff Allen/) Mmm, carbon fiber. (Jeff Allen/) Maeving is proud of its British roots. As it should be—a lot of great motorcycles have come from the same shores over the years. Maeving’s approach is a bit different, of course. (Jeff Allen/) You won’t exactly be hunting for remote canyon roads, but it’s possible to have a little fun if your commute includes a few twisty corners. (Jeff Allen/) The RM1S design is definitely unique in today’s world. That said, the stylish design makes sense when compared to aggressively designed electric options like Kawasaki’s Z e-1 and Ninja e-1. (Jeff Allen/) The lack of regenerative braking and engine-braking means the RM1S rolls quickly and easily into corners. It’s a unique feeling, but one that you quickly get used to. (Jeff Allen/) High-voltage wiring is run through steel-braided hose. (Jeff Allen/) View the full article

The Maeving RM1S ($8,995) is inspired by boardtrack racers from the 1920s. It’s a simple design, but also one that grabs your attention. (Jeff Allen/) Maeving’s RM1S underlines the importance of asking the right questions. In this case, the UK-based electric motorcycle manufacturer didn’t ask how it could replace internal combustion engines, but how it could offer simple, stylish, and practical alternatives for anyone with short commutes in big cities. The answer? An all-electric urban commuter that weighs less than 300 pounds, has a top speed of 70 mph, and a range of 80 miles. The formula has proven popular in the UK. So much so that Maeving is venturing across the Atlantic—first to California and, if all goes well, to other densely populated parts of the country. Luckily (or maybe not), our home base is just a few miles from Los Angeles, city number six on the list of US cities with the worst traffic, giving us the perfect opportunity to test the RM1S in its intended environment. Is this latest EV a legitimate answer to the urban commuting conundrum, and how much fun can be baked into such a simple package? Look closely at the RM1S and you’ll notice significant attention to detail. Batteries lay flat in the larger center compartment. (Jeff Allen/) All About the RM1S The key word in that last question is “simple.” The RM1S consists of a basic steel tube frame, nonadjustable fork, and preload-adjustable shocks. Narrow, 19-inch spoked wheels and a solo seat hint at the design team’s love for old boardtrack racers, while the upright riding position, 2.6-gallon storage box, and multiple ride modes give the bike an added dose of urban preparedness. If it feels like we’re breezing past the important components of a modern motorcycle, that’s because the main attraction is the RM1S’s 7kW hub motor and 2.7kWh batteries. Those batteries weigh roughly 36 pounds each and can be removed for easy charging in your house, office, or any place with standard wall outlets—like the local coffee shop. Charge time is 6.5 hours when going from 0 to 100 percent, and just under 3 hours when charging 20 to 80 percent. Dual 2.7kWh batteries weigh 36 pounds each and can be easily removed for remote charging. The batteries have a 30 percent larger capacity than those in the lower-tier RM1 ($6,495), mostly thanks to larger-format cells. You can ride with just one battery in the compartment, though performance is reduced. (Jeff Allen/) Range is listed as 80 miles, but Maeving suggests the bike can go up to 100 miles per charge if your commute consists entirely of slow-moving traffic. That number drops to around 60 miles if you’re riding continuously at top speed, with things like wind, rider weight, and hills playing equally important roles. Fortunately, the RM1S charger fits in the faux tank for easy hauling. A bulk of the RM1S’s other electronics, including a control module and 12-volt battery for on-board systems, are housed in the bike’s rearward compartment, while high-voltage wires run through a large steel-braided hose that gives the bike its neo-retro look. Old meets new elsewhere, through a combination of LED lights and an analog display with small LCD screen. The bike we rode was equipped with carbon fiber mud guards and accessory K-Tech shocks, but not the 2.5-gallon roll-top bag that Maeving will also offer as an accessory. Batteries lay flat in the front compartment, while other electrical equipment is housed in the reward box. High-voltage wires run through the steel-braided hose. Notice the incredibly simple footpeg hanger. (Jeff Allen/) All that is to say that the Maeving has some class, but never forgets its main goal of being a viable tool for local transportation. Storage, style, and overall convenience are a big deal here. Riding the RM1S The first thing you notice as you walk up to the RM1S is its high level of fit and finish, which reminds you of another UK-based brand of motorcycle. A coincidence? Not exactly; a bulk of Maeving’s engineering team comes from Triumph, and they’ve brought with them a recognition that quality can be seen and felt. Paint is brilliant on the RM1S, metal work looks phenomenal, and miscellaneous components appear to be high-quality. The overall look is unique, yes, but fits into the urban environment better than Kawasaki’s aggressively designed Ninja e-1 and Z e-1. Lines are much more traditional than BMW’s CE 02, another recent addition to the growing all-electric urban commuter category. Since the RM1S is intended for new riders just as much as experienced motorcyclists, seat height is kept to just 30.9 inches and curb weight to a claimed 293 pounds, making this an easy motorcycle to throw a leg over and balance. The RM1S is powered by a rear hub-mounted motor providing 7.0kW continuous power and 11.1kW peak power. An advantage of this system is reduced weight and complexity thanks to the removal of a traditional chain-type drivetrain. (Jeff Allen/) Power delivery has been tuned with accessibility and range in mind, meaning the RM1S lacks the immediate, arm-stretching acceleration you might expect from an electric bike. In its place is a controlled, manageable ramping of power that gives you a sensation of floating through town rather than racing through it. That sensation is made even more interesting by the fact that the RM1S doesn’t use regenerative braking technology, meaning it rolls freely into corners with a sense of calmness you don’t get on most motorcycles. For more intense commutes, the bike is quick enough to get a jump on traffic and accelerate to acceptable speeds on California freeways. We wouldn’t want to cover long miles on an open highway, but the RM1S is fast enough and stable enough to ride at least a few miles of freeway at a time—even more if there’s slow-moving traffic. Got storage? The faux tank on the RM1S offers 2.6 gallons of open space for personal items or for carrying the battery charger. (Jeff Allen/) The RM1S’s commuter-first design brief means Maeving didn’t need to unearth the latest chassis secrets when building the bike (or at least the lower-tier RM1 that it’s based on), and yet it’s obvious that the team put a lot of effort into designing a well-balanced and very composed motorcycle. The bike we rode was equipped with the sportier K-Tech shocks, but post-ride debriefs with Maeving’s team suggests they’ve done a lot of work to find a balance with all available suspension components, and it shows in the overall ride quality. The bits we rode on are supportive and don’t clatter over rough pavement or manhole covers, yet have enough plushness to not beat you up on the morning commute. Something tells us Triumph alumni also played a role in this. Narrow, 19-inch wheels and a light 293-pound curb weight means the RM1S is nimble and fun to ride on roads outside of the downtown city grid. (Jeff Allen/) If you expected that solo seat to point out every bump in the road, you’ll be surprised to hear that it’s nicely cushioned and plenty supportive for local stints. The upright riding position helps with overall comfort, and while the bike is sized similar to a 125cc or 300cc streetbike, it’s moderately accommodating for taller riders. The best part, at least for those in the anti-scooter club, is that you get all of this practicality in an intuitive and easy-to-ride package that doesn’t, well, look like a scooter. That may not mean a lot to some people, but the reality is that much of motorcycle ownership comes down to being proud of (and excited by) the bike you’re on. The RM1S offers that, while also being quite practical for anyone with a short urban commute. For reference, we were able to go 38 miles on 68 percent of the charge, riding in a mix of quiet neighborhoods, congested city streets, and roughly two miles on the freeway—a typical downtown ride. The RM1S is sized like a 125cc streetbike, but is also exceptionally narrow, which makes it approachable to new riders. (Jeff Allen/) Final Thoughts Maeving recognizes that, despite everything the RM1S has going for it, the bike has a hill to climb in the American market. Here, the vast majority of people don’t look at motorcycles as transportation tools but as recreation. Most don’t live a few city blocks from their office either. There are still places for the RM1S though, and in many ways, this is one of the more honest electric motorcycles to hit the market in recent years. It positions itself as a stylish, user-friendly urban commuter, and it very much delivers on that. Plus, Maeving is taking other steps to limit barriers of entry, through things like direct-to-consumer sales and mobile servicing—stuff larger manufacturers simply can’t offer at this time. The result is a unique experience from start to finish and a legitimate alternative to the norm for urban commuters. The question then shifts to, how many moto-curious urban commuters are out there? Rest assured, those who are will enjoy their time on the RM1S, just as much as they enjoy looking at it. Picture walking down to the parking garage, charged batteries in hand, and this sitting at the ready. It’s enough to get you excited about the commute. (Jeff Allen/) An analog display makes sure the bike doesn’t look “too modern,” but actually requires a bit of development. The LCD panel in the bottom right provides pertinent information while riding, even if it’s a bit dimly lit. (Jeff Allen/) RM1S can be charged with batteries in the bike by plugging directly into this port on the rearward compartment. (Jeff Allen/) Linked brakes offer plenty of power for getting the RM1S slowed down. (Jeff Allen/) Maeving RM1S Specs MSRP: $8,995 Motor: Air-cooled, hub-mounted, direct-drive Rated Power: 7.0kW Maximum Power: 11.1kW Maximum Speed: 70 mph Battery: Lithium-ion 2.7kWh x2 Charging Type: 120V Charge Time: 6 hr. 30 min. (0–100%) / 2 hr. 55 min. (20–80%) Transmission: 1-speed Final Drive: N/A Claimed Torque: 193 lb.-ft. Frame: Chromoly steel cradle Front Suspension: Telescopic fork; 4.3 in. travel Rear Suspension: Dual shocks, spring preload adjustable; 3.2 in. travel Front Brake: 300mm disc Rear Brake: 180mm disc Wheels, Front/Rear: 3.25 x 19 in./ 3.25 x 19 in. Tires, Front/Rear: Dunlop K70 Rake/Trail: 26.0º/4.0 in. Wheelbase: 55.0 in. Ground Clearance: N/A Claimed Seat Height: 30.9 in. Claimed Range: 80 mi. Claimed Weight: 293 lb. Contact: us.maeving.com Ready to ride. (Jeff Allen/) Gearbox Helmet: Arai Classic-V Jacket: Roland Sands Design Punk Racer Pants: Rev’It Davis TF Gloves: Alpinestars Oscar Boots: XPD X-Goodwood View the full article

2025 Honda ADV160 in Pearl Blue. (Honda/)Overview This urban-adventure machine has been sold in the US since 2021 and has proven to be an affordable and capable machine for navigating the urban maze, and even the occasional off-pavement excursion. Features include an ultraefficient 156.9cc eSP+ (fuel-efficient enhanced Smart Power design) engine that sends power to the continuously variable Honda V-Matic automatic transmission. It also comes standard with Honda Selectable Torque Control (traction control). Chassis highlights include ADV-style Showa suspension and tires that can tackle pavement as well as dirt. Convenience features include 30 liters of underseat storage and an additional compartment on the dash. Honda’s Smart Key system allows the ignition, fuel cap, and luggage to be keyless. ABS on the front and all LED lighting is standard. A low 30.1-inch seat height makes the ADV160 accessible to a large range of riders. 2025 Honda ADV160 Pricing and Variants The 2025 ADV160 is available in Matte Black Metallic or Pearl Blue for $4,449. 2025 Honda ADV160 in Matte Black Metallic. (Honda/)Competition <a href="https://www.cycleworld.com/story/buyers-guide/2020-yamaha-xmax/">Yamaha XMax, $6,199<br/> </a><a href="https://www.motorcyclistonline.com/story/news/suzuki-burgman-400-first-look-preview-2023/">Suzuki Bergman 400, $8,799<br/> </a><a href="https://www.cycleworld.com/tags/piaggio/">Piaggio BV400, $7,449<br/> </a><a href="https://www.cycleworld.com/motorcycle-reviews/bmw-ce-02-ride-review/">BMW CE 02, $7,599<br/> </a>2025 Honda ADV160 News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/2021-honda-adv150-first-ride-review/">2021 Honda ADV150<br/> </a>2025 Honda ADV160 Claimed Specs MSRP: $4,449 Engine: SOHC, liquid-cooled single; 4 valves/cyl. Displacement: 157cc Bore x Stroke: 60.0 x 55.0mm Compression Ratio: 12.0:1 Transmission/Final Drive: V-Matic/belt Fuel System: Fuel injection w/ 28mm throttle body Clutch: Automatic centrifugal dry type Frame: Double cradle Front Suspension: 31mm Showa telescopic fork; 5.2 in. travel Rear Suspension: Twin Showa shocks; 4.1 in. travel Front Brake: Single 240mm disc w/ ABS Rear Brake: Mechanical 130mm drum Wheels, Front/Rear: Spoked; 14 in./13 in. Tires, Front/Rear: 110/80-14 / 130/70-13 Rake/Trail: 26.5º/3.4 in. Wheelbase: 52.1 in. Ground Clearance: 6.5 in. Seat Height: 30.1 in. Fuel Capacity: 2.1 gal. Wet Weight: 294 lb. Contact: powersports.honda.com View the full article

Overview How do you take your touring bike? Road Glide–style or Street Glide–style? If the answer is the latter, the Harley-Davidson Ultra Limited is the one for you. With its fork-mounted batwing fairing, a Twin-Cooled Milwaukee-Eight 114 engine producing a claimed 93 hp at 5,020 rpm and 122 lb.-ft. of torque at 2,750 rpm, a full suite of available rider aids, and majorly cushy accommodations for rider and passenger alike, the Ultra Limited is a go-the-distance Big Twin with loads of classic H-D style. The 2024 Harley-Davidson Ultra Limited. (Harley-Davidson/) If the near-eternal batwing fairing suits your fancy, it might be best to act fast; we’d bet the new-look version that debuted on the 2024 Street Glide is headed to the Ultra Limited post haste, along with many of the other updates that bike received. In standard trim, the current Ultra Limited is equipped with ABS and linked braking, but buyers can additionally opt for lean-angle-sensitive ABS, traction control, and drag-torque slip control, as well as hill hold control and tire pressure monitoring. With 4.7 cubic feet (133 liters) of luggage capacity, the Ultra Limited is ready for serious two-up touring, regardless of whatever comes down the road—future model update included. The Ultra Limited uses the Boom! Box GTS infotainment system with a 6.5-inch touchscreen display. (Harley-Davidson/) 2024 Harley-Davidson Ultra Limited Pricing and Variants The 2024 Ultra Limited starts at $32,499 and increases based on chosen paint color. The Tobacco Fade version, for instance, costs $2,900 extra. The massive top trunk’s clamshell opening maximizes carrying capacity by making it easy to load. (Harley-Davidson/) Competition <a href="https://www.motorcyclecruiser.com/story/bikes/indian-motorcycle-roadmaster-springfield-super-chief-first-look-2023/">Indian Roadmaster, $32,999</a><br/> 2024 Harley-Davidson Ultra Limited News and Reviews <a href="https://www.cycleworld.com/harley-davidson-motorcycles-new-milwaukee-eight-big-twin-engine/">Harley-Davidson’s New Milwaukee-Eight Big Twin Engine<br/> </a> 2024 Harley-Davidson Ultra Limited Claimed Specs MSRP: Starting at $32,499 Engine: Liquid-cooled heads, 45-degree V-twin; 4 valves/cyl. Displacement: 114ci (1,868cc) Bore x Stroke: 102.0 x 114.3mm Compression Ratio: 10.5:1 Transmission/Final Drive: 6-speed/belt Fuel Delivery: Electronic Sequential Port Fuel Injection Clutch: Wet, multiplate Frame: Tubular steel Front Suspension: 49mm dual bending valve; 4.6 in. travel Rear Suspension: 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: 5.3 in. Seat Height: 29.1 in. Fuel Capacity: 6.0 gal. Wet Weight: 917 lb. Contact: harley-davidson.com The Red Rock and Vivid Black color scheme adds $1,800 to the base price. (Harley-Davidson/) Blacked-out finishes give a modern touch to the classic H-D touring design. (Harley-Davidson/) Vivid Black adds $750 to the base price. (Harley-Davidson/) View the full article

The 2024 Harley-Davidson Ultra Limited. (Harley-Davidson/) The Ultra Limited uses the Boom! Box GTS infotainment system with a 6.5-inch touchscreen display. (Harley-Davidson/) The massive top trunk’s clamshell opening maximizes carrying capacity by making it easy to load. (Harley-Davidson/) The Red Rock and Vivid Black color scheme adds $1,800 to the base price. (Harley-Davidson/) Blacked-out finishes give a modern touch to the classic H-D touring design. (Harley-Davidson/) Vivid Black adds $750 to the base price. (Harley-Davidson/) View the full article

2024 Honda Navi in Arctic Silver Metallic. (Honda/) Overview There is no question that the Honda Navi is squarely aimed at entry-level riders who want an affordable, fun, and economical machine to navigate the urban jungle. Although this machine is really a scooter at heart, the styling, layout, and design mimic those of a motorcycle. The Navi may feature a rear-mounted engine and CVT transmission, but it also has normal footpegs on each side, while the rear brake is operated by a foot lever. The Navi is powered by a 109cc air-cooled engine that still utilizes a carburetor. Claimed fuel economy is 110 mpg, which combined with its near-1-gallon fuel capacity will give the bike a similar total range. The Navi chassis uses a steel frame and 50.6-inch wheelbase. Wheels measure 12 inches front and 10 inches at the rear. While a telescopic fork and single shock offer 3.9 inches and 2.8 inches of travel, respectively. Seat height is an ultra-low 30 inches, while the 234-pound weight will make it manageable for almost any rider. The 2024 Honda Navi in Blue Metallic. (Honda/) 2024 Honda Navi Pricing and Variants The 2024 Navi is available in four colors: white ($1,999), Blue Metallic ($2,099), Pearl Red ($2,099), Arctic Silver Metallic ($2,099). 2024 Honda Navi in Pearl Red. (Honda/) 2024 Honda Navi in white. (Honda/) Competition <a href="https://www.cycleworld.com/honda/grom/">2024 Honda Grom, $3,599<br/> </a> <a href="https://www.cycleworld.com/motorcycle-news/cfmoto-papio-xo-2-retro-styled-scrambler/">CFMoto Pappio CL, $3,299<br/> </a> <a href="https://www.cycleworld.com/motorcycle-news/cfmoto-papio-models-coming-to-usa/">CFMoto Pappio SS, $3,299<br/> </a> <a href="https://www.cycleworld.com/sport-rider/first-ride-review-kawasakis-2017-z125-pro/">Kawasaki Z125 Pro, $3,649 to $3,849<br/> </a> 2024 Honda Navi News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/2022-honda-navi-first-ride/">Honda Navi First Ride<br/> </a> <a href="https://www.cycleworld.com/story/motorcycle-news/2022-honda-navi-first-look-preview/">Honda Navi First Look<br/> </a> 2024 Honda Navi Claimed Specs MSRP: $1,999–$2,099 Engine: SOHC, air-cooled single; 2 valves/cyl. Displacement: 109cc Bore x Stroke: 55.0 x 55.6mm Compression Ratio: 9.5:1 Transmission/Final Drive: V-Matic CVT/belt Fuel System: Carburetor w/ 16mm bore Clutch: Automatic centrifugal dry Frame: Steel Front Suspension: 26.8mm inverted fork; 3.9 in. travel Rear Suspension: Single shock; 2.8 in. travel Front Brake: Single mechanical 130mm drum w/ parking brake Rear Brake: Single mechanical 130mm drum Wheels, Front/Rear: Steel spoked; 12 in./10 in. Tires, Front/Rear: 90/90-12 / 90/100-10 Rake/Trail: 27.5º/3.1 in. Wheelbase: 50.6 in. Ground Clearance: 5.8 in. Seat Height: 30.0 in. Fuel Capacity: 0.9 gal. Wet Weight: 234 lb. Contact: powersports.honda.com View the full article

Ask Kevin Cameron (Cycle World/)Years ago when a crew from Dunlop surveyed tire pressures of attendees’ bikes at a big tour rally, they were worried when they found 40 percent of those tires to be underinflated. Why? Rubber is elastic, but imperfectly so. Compress a perfect spring with X amount of energy, then release it. As it expands, it gives back 100 percent of the energy we just put in. Stretch, shear, bend, or otherwise deform a bit of rubber with X energy, then release it. As it resumes its original shape, it may give back only 90 percent of X. The other 10 percent is dissipated within the rubber as internal friction, which the engineers call “hysteresis.” It becomes heat. We’ve all stopped for fuel after a long run on a high-speed highway and happened to touch one of our tire treads. It’s quite warm. Hysteresis is the cause, for a round tire must flex to enter the flat footprint, then flex again as it resumes its round shape, hundreds of times per minute. As the journey begins, this heats the tire, but the rush of wind over the tire also carries away heat. After some time a steady state occurs. The tire has reached a temperature at which the heat put into it by rubber flexure equals the amount of heat lost to the passing air. The faster we ride or drive, the greater the flex energy we put into our tires. Air rushes past the tires faster, causing more cooling, but heat transfer is mainly proportional to the temperature difference between the hot object and the air that is cooling it. This difference is called “Delta-T.” To get rid of more heat, the tire’s temperature must rise to increase the Delta-T or the ambient air temp must decrease. Delta-T is a big concern in MotoGP racing and affects how racers ride. (MotoGP/)This is why the Dunlop techs were frowning at finding so many low tires. The lower the pressure, the more rubber flexure occurs, and the hotter the tire runs—possibly hot enough to threaten tire integrity. Keep a tire pressure gauge handy, and use it. If the day becomes hotter, the warmer cooling medium (rushing air) reduces the Delta-T, forcing the tire’s temperature to rise. It rises until the heat being generated in the flexing tire again equals the heat carried away by passing air. Racing tires behave this same way, but because speeds are higher and extra “flex heating” is added by hard acceleration, braking, and cornering, Delta-T must rise higher to reach a steady state. Race tire operating temperatures are well over that of boiling water (212 degrees Fahrenheit), up in the vicinity of 260 F. Back in the “Goodyear decades” (1964–1984) I saw a TZ750 come off the banking and into the Daytona pit lane. A Goodyear tech stepped forward to push his thermocouple needle into the tread, and I saw the needle swing up to 315 F. Race teams experiment with tire pressure to find the pressure that gives quickest lap time. The higher the tire pressure, the smaller its footprint becomes, with less severe tread flex entering and leaving the footprint. This reduces the tire’s operating temperature but can also reduce grip because higher inflation pressure makes the footprint smaller. At lower tire pressure, the footprint becomes larger. Because rubber friction is not linear, a larger footprint gives greater grip, but only up to the point at which the footprint becomes unstable (buckling), or because tread temperature rises high enough to threaten tire integrity. Racers naturally want to run their tires at the pressures they have found to give quickest lap times. The tire manufacturer uses sophisticated test equipment to explore the relationship between tire temperature and tire damage from heat—the onset of blistering or chunking. In blistering, components in the tread compound reach a temperature at which they volatilize, forming bubbles in the material. They may burst near the surface, creating little blisters. In chunking, heat weakens the bond between tread rubber and the tire’s strong fiber carcass. Chunks of tread material are flung off at high speed. Minimum tire pressures in MotoGP are monitored during the race, and racers and teams are penalized for not adhering to the rules. (MotoGP/)Operators of roller rear-wheel dynos are familiar with chunking because, with the drive wheel strapped down against the dyno’s roller, an abnormally large amount of rubber flex takes place there. It’s easy to let a tire get hot enough to chunk, giving the operator on the bike some nasty bruises. What if the best performance from a given tire is found by the riders to be possible only at an inflation pressure lower than suggested by the maker? That used to occur at Daytona every year in a certain period. The riders on tires of a particular maker would air up to the pressures they had found to give best lap times, but at pit-out a tire company tech would inflate them to the officially “recommended” higher pressures. No problem; down at the far end of pit lane, riders had placed mechanics with pressure gauges, to return the tires to “best-lap-time” pressures. But in MotoGP, tire pressures have been made mandatory, backed up by penalties. This is made complicated by the fact that if you are in a drafting pack of bikes, your front tire is being “cooled” not by fresh ambient air, but by air heated by the 300 hp engines of the bikes ahead of you. This is air heated by passage through water and oil coolers, or directly by mixing with much hotter exhaust gas. This hotter air reduces the Delta-T that is cooling the front tire, so it has to become hotter to achieve enough tire-to-air temperature difference to stabilize at a higher constant tire temperature. That causes the tire’s footprint to shrink, and its grip to decline. Riders know this is happening when the front tire begins locking during braking in places where braking was normal on previous laps. They know that continuing this way will keep on raising tire pressure until its footprint shrinks enough that it can no longer support cornering loads. Then it will slide, adding even more frictional heat. The amount of heat coming off a MotoGP bike is a real issue regarding front tire pressure and heat for those right on the heels of the bike in front. (MotoGP/)To avoid this, the rider pulls out of the draft, into fresh air. Or falls back far enough that the hot air from bikes ahead is enough diluted by surrounding air to become much cooler. The rider may also “rest” the tire from time to time. Fascinating for the spectator! Using any of these methods also slows the rider’s lap times. Riders having this experience may resolve to start their next race at lower tire pressure, so that the temperature rise from drafting won’t go as high, but that is limited by the tire maker’s mandatory lower limit of 1.8 bar (26.5 psi). Tire pressure monitors inside every tire report not only to the rider’s screen, but also to officialdom. If they see your tire has operated below the minimum pressure for X percentage of laps, you are sanctioned. There is one good way around this. Lead from the start and lead every lap to the finish. No drafting, no hot slipstreams, no front locking or closing. I’m sure riders would like the tire maker to just make a better tire that is safe to operate at the tire pressure that gives best race performance. That’s racin’ in the 21st century. View the full article

Honda’s Fury is one of the last remaining “factory” choppers on the market. (Honda/) Overview Choppers aren’t typically known for their handling prowess, but that is an unacceptable excuse for Honda’s engineers. When the Fury was originally conceived more than a decade ago, designers wanted the full-on chopper stance without the compromises. And that’s what they did. They were able to build a bike with the raked-out front end and hardtail look, while also giving it good handling and ride quality. Powering the Fury is a 1,312cc liquid-cooled 52-degree V-twin with three valves per cylinder and Programmed Fuel Injection. A stacked shotgun-style exhaust gets rid of burned gases. Power is sent through a five-speed transmission to a low-maintenance shaft final drive. But this bike is all about that front end and the 32 degrees of rake and 71-inch wheelbase, long stretched-out fuel tank, and clean lines. The 45mm fork provides a full 4.0 inches of travel, while the single rear shock provides 3.7 inches of travel and has provisions for rebound damping and five steps of preload adjustment. 2024 Honda Fury Pricing and Variants The 2024 Honda Fury is available in Adventure Green for $11,499. Competition <a href="https://www.cycleworld.com/motorcycle-reviews/harley-davidson-breakout-117-review-2023/">Harley-Davidson Breakout 117, $22,499</a> News and Reviews <a href="https://www.cycleworld.com/2009/03/04/riding-impression-2010-honda-fury/">Honda Fury First Ride</a> <a href="https://www.cycleworld.com/2009/08/03/2010-honda-fury-vs-2009-star-raider-s-comparison-test/">Honda Fury vs. 2009 Star Raider S</a> <a href="https://www.motorcyclecruiser.com/alternative-cruisers-to-harley-davidson/">9 Alternative Cruisers to Harley-Davidson (2022 Update)</a> 2024 Honda Fury Claimed Specs MSRP: $11,499 Engine: SOHC, liquid-cooled V-twin; 3 valves/cyl. Displacement: 1,312cc Bore x Stroke: 89.5 x 104.3mm Compression Ratio: 9.2:1 Transmission/Final Drive: 5-speed/shaft Fuel System: PGM-FI w/ 38mm throttle body Clutch: Wet, multiplate Frame: Steel backbone Front Suspension: 45mm fork; 4.0 in. travel Rear Suspension: Single shock, rebound damping, preload adjustable; 3.7 in. travel Front Brake: 2-piston caliper, 336mm disc Rear Brake: 1-piston caliper, 296mm disc Wheels, Front/Rear: Cast aluminum; 21 in./18 in. Tires, Front/Rear: 90/90-21 / 200/50-18 Rake/Trail: 32.0°/3.6 in. Wheelbase: 71.0 in. Ground Clearance: 4.9 in. Seat Height: 26.9 in. Fuel Capacity: 3.4 gal. Wet Weight: 681 lb. Contact: powersports.honda.com View the full article

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

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