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It gets a bigger engine, some extra power and torque, but that’s pretty much it. View the full article

Explore the Mojave Desert and take just two days off? Count me in! View the full article

Mice made me realize I don't want modernity.View the full article

Why yes, it did break immediately. View the full article

How do you feel about an automatic lowering device, extended rear cylinder deactivation, and bump detection?View the full article

We can’t wait to see these things restored to their former glory. View the full article

The Devilstone run was perfect. Please don't ruin it.View the full article

It’s the brand’s take on a capable entry-level adventure bike. View the full article

Plusher suspension and heated grips as standard? Say no more.View the full article

The Brixton Storr 500 looks just about ready to hit the global market. View the full article

It’s Can-Am’s most adventurous three-wheeler to date. View the full article

90 city miles ain't gonna cut it in the dirt.View the full article

The 800 MT-X just might be CFMoto’s most performance-oriented adventure bike to date. View the full article

The slightly upsized engine could also pave the way for updates to the rest of Kawasaki’s lineup. View the full article

Tricolor all the things. Seriously.View the full article

Will the Versys 1000 SE grow to 1,100cc, or do documents just show a change to the bike’s name? (Kawasaki/) New approval documents filed in Australia show that the 2025 Kawasaki Versys 1000 S (very similar to the Versys 1000 SE LT+ we get in the US) will be replaced with a new Versys 1100 S in the near future, but the biggest change might turn out to be the bike’s name. Kawasaki has been granted type approval for the new bike, with the marketing name “Versys 1100 S” and the model code KLZ1100B, but at the moment there’s a lack of additional information on the paperwork. Normally, these documents include some fairly detailed specifications including power, dimensions, tire information, and even photographs of the bike that the approval covers but, in this instance, there are simply blank spaces in all of those areas. In the US, we currently get one version of the bike called the Versys 1000 SE LT+. (Kawasaki/) However, there are clues that suggest the new Versys 1100 S won’t be hugely different to the Versys 1000 S that precedes it. Not least because the documents say that the KLZ1100B is simply a variant of the existing KLZ1000B. The paperwork lists multiple reference numbers to other documents, each proving that the bike meets specific areas of the required standards, and all those additional documents have reference numbers starting with KLZ1000B instead of KLZ1100B. From them, it appears that elements like the lights, mirrors, and instruments are all carried over, as are the brakes, tires, and dimensions. Most intriguing, even the documents related to meeting noise requirements are marked KLZ1000B, hinting that despite the change of name, the “1100″ might retain the same capacity as the existing Versys 1000. That wouldn’t be without precedent. Most recently, we’ve seen Suzuki’s V-Strom 1000 become the V-Strom 1050 despite retaining the same capacity (1,037cc). Since the Kawasaki Versys 1000 is actually slightly larger at 1,043cc, it’s conceivable that the bike could be renamed as an “1100″ without actually changing the size of the engine. From a marketing point of view, with rivals including the V-Strom 1050 and Honda’s Africa Twin 1100 and NT1100—all badged as having larger engines than the Versys, despite being within a handful of cubic centimeters—there’s a clear incentive to make the change to the Versys 1100 name. Since the same 1,043cc four-cylinder is also used by several other Kawasakis including the Ninja 1000SX and the Z1000, if the engine is increased in size, it’s logical to assume that the other models will also benefit from similar upgrades. The Australian documents only list the Versys 1100 S and not the base or SE variants, but that’s likely to be because the Versys 1000 S is the only model of the bike currently sold in the Australian market. In other parts of the world, where the base and SE versions are offered, they’re surely due to get the same 1100 rebranding in 2025. View the full article

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/) Here I’m not talking about “show wheelies,” in which the rider yanks upward on the bars while opening the throttle. I’m talking about pure power wheelies, in which the rider smoothly rolls on throttle until the front wheel rises off the pavement. When the front wheel rises, that sets the upper limit on acceleration. Further throttle opening just starts the process of flipping over backward. The rate of acceleration at this point is the wheelie-limited acceleration. A wheelie occurs when two opposite torques become equal. One torque is that exerted by the mass of bike, fuel, and rider, multiplied times a lever arm whose length is the distance from the center of the rear tire’s footprint, forward to the vertical projection of the center of mass of bike, rider, and fuel onto the pavement. This torque presses the front tire onto the pavement. The farther the center of gravity is from the pavement the less torque is required to lift the front tire. (Jeff Allen/) Opposing that is another torque: that of the driving thrust of the rear tire, acting at ground level, acting on a lever arm that is the height of the just-mentioned center of mass. This tends to lift the front tire. This thrust which barely lifts the front wheel is the maximum thrust that can be used to accelerate the bike. Thus, to achieve and maintain maximum acceleration, the rider (or some electronic system) must adjust thrust to the amount that barely lifts the front—any more than that and the front wheel lifts faster and faster until the bike flips over backward, breaking an expensive and likely back-ordered taillight lens. This is why drag bikes accelerate fastest with their front wheels just hovering, barely off the pavement. It also explains why drag bikes are built as low as possible, for reducing center-of-mass height allows the wheelie limit thrust to be increased. Many a novice drag racer, after wasting entry fees in runs ruined by uncontrollable pop-up wheelies, has lowered the bike by removing spacers from the front fork tubes and fitting either shorter rear shocks or struts. This, by lowering the height of the center of mass (which is the “lever” on which rear tire thrust acts to produce wheelies), increases the maximum thrust that can be used without lifting the front. The lowered bike is easier to control because it’s harder to lift the front. Result: straight, quick runs, free of embarrassing pop-up wheelies. Suspension travel in motocross has quadrupled over the past 50 years, with the result that today’s MXers are very tall. That raises their center of mass, giving tire thrust greater leverage to wheelie more easily, thereby reducing maximum acceleration. Because nailing the start is so important, someone found a way to temporarily lower the front of a bike just for the start. This was a latch that would hold the front suspension down (large helpers compress the front end until the latch engages). This, by lowering the bike’s center of mass a bit, allows the bike to accelerate harder—without lifting the front wheel—when the gate drops. It stays latched down until the rider unlatches it with a yank on the front brake lever. Ideally, this gives the rider so-equipped the holeshot, leading into the first turn. This latch system was given the name “holeshot device.” MotoGP teams not only adopted this holeshot device, they did more. They also lowered the rear. If you follow MotoGP at all, you’ve seen photos of bikes with their bellypans nearly scraping the pavement. When lowered front and rear in this way, the bikes are too low to go around corners without grounding, jacking the bike off its tires, and low-siding. Riders need the bike high for corners, low for acceleration and braking. Related: The Wheelie Is The Enemy While the lower center of gravity helps riders get off the line, there needs to be traction as well. (MotoGP/) If it gives an advantage at the start, it should also give an advantage every place on the track where significant hard acceleration takes place. But how can both ends of a bike be repeatedly lowered to make this possible? There is also a MotoGP rule forbidding the use of electrical or hydraulic means to alter ride height on the track (I’m told the rule was made when the electrical rear ride height adjusters, once used to compensate for fuel burn-off during races, were found to be wearing out a lot more quickly than expected). What could power MotoGP variable ride height (VRH)? When Giulio Cesare Carcano (who designed Guzzi’s famed 500cc V-8 of 1955–57) needed to pump fuel from a low tank to a high carburetor, he used swingarm movement to power it. Something similar may drive VRH systems on current MotoGP bikes, possibly charging a pressure accumulator that “retracts the wheels” to lower center-of-mass height for harder acceleration or braking. Rules to go into effect in 2027 will ban such systems, based upon the fact that because all teams have them, they are no longer an advantage to anyone—just an unnecessary expense. On the other hand, VRH has produced some impressive reductions in lap time. The VRH systems now available on one or two ADV models serve a different purpose. All types of off-road bikes have become taller with the increase in suspension travel. Because some of these bikes prevent the feet of height-challenged riders from reaching the ground, a factory optional VRH system can lower the bike at low speed or when stationary. Harley’s Pan America the first ADV with a VRH system. (Kevin Wing/) Look much further back for the original VRH idea. In California many years ago the lowness of dragsters and other race cars drove a fashion for extreme lowering of street rods (check the height with a feeler gauge). When officers responsible for public safety began to issue tickets to operators of these cars, they responded in improvisational hot-rod fashion—by designing hydraulic systems to lower the car where being cool was important, and raising it where police observation could be expected. Lowering such a VRH-equipped car until it struck streams of sparks from the pavement was called “laying a scrape.” View the full article

Triumph Tigers Take 1st and 2nd at the Inaugural AFT AdventureTrackers Race (Triumph/) Triumph Press Release: The very first Sturgis Rally, known as the Black Hills Classic, was held on August 14, 1938 with a race of 9 participants and a small audience. Fast forward to August 11th, 2024, where 9 racers once again lineup on the starting grid of a new race. In this race, Triumph Motorcycles has made history with Sammy Halbert (#69) clinching 1st place, and Iván Cervantes (#25) securing 2nd, at the inaugural AFT Sammy Halbert Wins Inaugural AFT AdventureTrackers™ Race at Sturgis TT, with Iván Cervantes in 2nd Place, both on Tiger 1200 GT Pro Motorcycles race. The new class took part in Round 13 of the Progressive American Flat Track Championship season, the Sturgis TT, which was held for the first time ever in the streets of downtown Sturgis, SD, and the last day of the annual rally. The AdventureTrackers race showcased the incredible capability of the Triumph Tiger 1200 GT Pro and Rally Pro motorcycles in near stock trim, as riders navigated a challenging TT course, blending road and dirt elements. “Slammin’ Sammy” Halbert (#69), known for his aggressive racing style and consistency, delivered a stellar performance to take the top spot. An afternoon of steadily declining lap times in the practice and qualifying sessions earned Halbert the inside position on the front row for the race start. A solid holeshot allowed Sammy to fight for first from the opening lap. He raced a consistently fast race, securing the fastest lap at 0:28.679 and the race win. “I’m Stoked to take the win in the first ever Sturgis TT AFT AdventureTrackers race.” said Sammy Halbert. “The Triumph Tiger 1200 was surprisingly easy to ride – especially in the dirt sections. No matter how hard I pushed it, the bike handled flawlessly. I’m proud to bring home this victory for the team at Triumph.” Hot on Halbert’s heels was the five-time World Enduro Champion, Iván Cervantes (#25), who demonstrated his renowned versatility and competitive spirit to cross the line in 2nd place. Cervantes remarked, “I was trying my best to learn the track and the bike during the practice sessions and worked to get better each lap while learning the other riders. It seemed that all the racers were very fast on the asphalt, and I believed my best option was to take advantage of the dirt section. After a bad start, I made a quick pass on turn two and held on to the end of the race. I want to thank Triumph and the amazing team very much for the confidence in me and for the invitation to participate in the AFT AdventureTrackers Race.” Adam VanderVeen, Marketing Director at Triumph Motorcycles America, expressed his excitement about the race’s outcome: “Sammy and Ivan’s results on the track are a true reflection of their talent. The AFT AdventureTrackers race has proven to be a fantastic platform to showcase the capability and versatility of modern adventure bikes. In the spirit of the race, Triumph made a point to leave the bikes as stock as possible. Seeing Sammy and Iván on the podium is a proud moment for Triumph, and it validates the performance and potential of our Tiger 1200 motorcycles.” Rounding out the Triumph line-up was a Triumph dealer and race team manager Rob McClendon, current Super Hooligan National Championship racer Kole King, and two stunt performers, Ernie Vigil and Nick Brocha. 2024 AdventureTrackers Triumph Line-Up: <b>Sammy Halbert - #69</b>: An experienced flat track racer with numerous accolades to his name including an AFT Grand National Champion and X Games Gold Medalist, Sammy Halbert is known for his aggressive racing style and consistency. <b>Iván “TORITO” Cervantes - #25</b>: A 5-time World Enduro Champion and Guinness World Record holder for the greatest distance on a motorcycle in 24 hours, Iván Cervantes brings a wealth of off-road racing experience and a fearless attitude to the track. <b>Kole King - #80</b>: Kole spent a lifetime racing different styles including flat track, dirt track, and holds an X Games bronze medal. King is currently racing the nationally in Super Hooligan National Championship on a Triumph Street Triple supported by Triumph Indianapolis. <b>Robby-Bobby McLendon - #169</b>: The accomplished American Flat Track racer is a regular in the motorcycle racing scene. As the race manager for D&amp;D Certified Race Team, McLendon is a staple in the track scene known for his speed and agility. The racer from Triumph dealer D&amp;D Cycles in Pensacola, FL, bring a youthful energy and passion for the sport to the grid. <b>Ernie Vigil - #21</b>: Renowned for his stunt riding prowess and dynamic on and off-road racing style, Ernie Vigil has a reputation for pushing the limits. With a background in both racing and extreme stunt performances. <b>Nick ‘Apex’ Brocha - #777</b>: A celebrated figure in the motorcycle stunt community, Nick Brocha combines technical skill with creative flair. 2024 AFT AdventureTrackers Race Results <b>1st Place: Sammy Halbert</b> - (Triumph) <b>2nd Place: Iván “TORITO” Cervantes</b> - (Triumph) <b>3rd Place: Danny Eslick</b> – (Harley-Davidson) <b>4th Place: Rob McLendon</b> – (Triumph) <b>5th Place: Kole King</b> – (Triumph) <b>6th Place: Frankie Garcia</b> – (Harley-Davidson) <b>7th Place: Dan Bromley</b> – (Honda) <b>8th Place: Ernie Vigil</b> – (Triumph) <b>9th Place: Nick “Apex” Brocha</b> – (Triumph) Fans can stream the full event replay on FloRacing or watch the action in a one-hour FOX broadcast Saturday, August 17 at 2pm ET. Additionally, the Sturgis TT pre-show will air on FS2 on the same day at 1pm ET, followed immediately by the main broadcast on FOX. For those who miss the initial airing, FS1 will re-air the complete two-hour pre-race and race package later that evening at 9pm ET. For more information about the race and to stay updated on Triumph’s performance, visit the Sturgis TT website. View the full article

Royal Enfield will bring its first electric motorcycle to market in 2025. (Royal Enfield/) We’re a year away from the market launch of Royal Enfield’s first production electric motorcycle according to a new interview between the company’s chief executive and the Financial Times. RE’s CEO, B. Govindarajan, explained that the motorcycle will make its debut during the 2025 financial year and dropped a few hints to the bike’s design, including the fact that it will have a fixed battery with fast-charging ability rather than taking the swappable battery route. He also said that the bike will be “gorgeous looking” and “very differentiated” while explaining that while other companies currently struggle to make money from electric vehicles, the Royal Enfield will be competitive and, presumably, profitable when it hits the market. So what will the new Royal Enfield EV be like? From what we can glean, there are currently at least two active electric motorcycle projects underway at the company. One is the electric Himalayan, which was shown as a prototype last year and described as a “glimpse of what to expect from us in the future.” The other is a lightweight, city-oriented electric bike with retro styling cues, more akin to the Maeving RM1 in terms of its style and performance. Royal Enfield’s Electric Himalayan prototype has been undergoing testing in the same rugged Himalaya mountains where the new ICE model was developed. (Royal Enfield/) It’s this latter machine that’s increasingly looking like it will be the first electric Royal Enfield to be launched into the market. Not only has the styling for the model recently appeared in official design registration paperwork from the company, but two potential contenders for the bike’s name have emerged, either Royal Babe-E or Flying Flea. We’ve already reported on the possible revival of the Flying Flea name, which has been the subject of over 20 trademark applications globally by Royal Enfield’s patent company, Eicher, since 2020. The other possible title—Royal Babe-E—appeared, without direct reference, on a slide in the background of an investor relations presentation by Royal Enfield in 2022. If you have 3.5 hours to kill, the whole presentation is on YouTube here, but has amassed only a little over 400 views in the two years since it was posted. Caught in a presentation on YouTube is a prototype called the “electriK01.” Will this bike be called the Flying Flea when it hits production? (Royal Enfield/) The slide, which appears more than an hour and a half into the presentation (here), is used as an example of Royal Enfield’s development process but refers directly to the electric bike project. It describes the machine as having “Original Styling—Standout, Striking” with “Uniqueness such as…girder fork…large diameter wheel, elegant lines, narrow body.” Other elements mentioned included: “high-quality, tactile finishes and touch points” and a “neo vintage/classic” style. All these things match the recent design registration, and later in the same presentation a photograph is shown of a concept bike—badged “electriK01″—with similar attributes that had probably been used for the customer clinics, as it hasn’t been shown in public. When it comes to the name, the Flying Flea title appears to be the favorite but the 2022 presentation slide included a logo reading Royal Babe-E with the word “Royal” adopting the same font used for the Royal Enfield badge, accompanied by “Babe-E” in a more modern font underneath it. Royal Enfield has more than 20 trademark registrations around the world for the name “Flying Flea.” (Royal Enfield/) That badge appears to be a play on the name of a short-lived lightweight model, the 125cc Royal Enfield Royal Baby, or RB, which debuted in 1939. It was essentially a copy of an earlier DKW design, the 100cc RT, with a two-stroke single and lightweight design, that was developed for the Dutch market. The timing meant only around 190 RBs were made before World War II, but it lived on as the WD/RE (for War Department/Royal Enfield), a lightweight combat bike for paratroopers better known as the Flying Flea. It’s also conceivable that the Royal Babe-E name could be intended for a whole sub-brand of electric models (hence the emphasis on the “E”) with the Flying Flea as its first offering. This is supported by the fact that the 2022 presentation slide also showed a second electric bike logo—the traditional winged RE badge but with a lightning strike through it—alongside the Babe-E one. While the lightweight, city-oriented electric Royal Enfield, whether called the Flying Flea or Babe-E, makes sense in the current economic climate—small, electric city bikes are selling more strongly than larger, longer-range ones—the electric Himalayan project is clearly also well developed and has been ongoing for a substantial amount of time. Indeed, even though the prototype was officially shown only late last year, it also appeared in the same presentation that revealed the Babe-E/Flying Flea in 2022, with Royal Enfield’s design chief Mark Wells introducing a brief video of the bike in action here. View the full article

Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/) Our intuition whispers to us that actual combustion, in which gas temperature quickly jumps up by 2,600 degrees Celsius soon after ignition, must be the biggest source of heat flowing into the cylinder head. Exhaust Port Heat But actual experiment shows that half of the cylinder head’s heat inflow is picked up through the walls of the exhaust port. How can this be? The temperature of combustion gas at peak pressure is much higher than that of gas expanded through the power stroke (giving its energy to the piston, which drives the load), then further expanded through the fast-lifting exhaust valve(s). What gives? It turns out that conditions for heat transfer are very good at the exhaust port walls. Gas temperature in the exhaust port, while lower than in actual combustion, is still quite high. The combustion chamber surface facing combustion is somewhat insulated against hot combustion gas by the presence of a thin layer of gas that has become stagnant by energy-losing collisions with the cooler metal wall. In the exhaust port, any such “boundary layer” is greatly thinned by the very high exhaust velocity, scouring it away. This loss of insulation accelerates heat flow. We know that if the exhaust gas were stationary, it would rapidly cool as it lost heat to the metal it was in contact with. This cooling would reduce the temperature difference (<a href="https://www.cycleworld.com/story/blogs/ask-kevin/motorcycle-engine-cooling-explained/">Delta-T</a>) between the hot gas and the port wall. This would quickly reduce heat flow, for heat flow is proportional to Delta-T. But if the gas is moving, and especially if the flow is turbulent, that motion constantly replaces cooling gas at the port wall with fresh, hot gas, thereby keeping the temperature difference (and the heat flow into the metal) high. Because of all this, when Harley-Davidson’s “Evo” engine was designed, it was given the shortest possible exhaust ports. The late Jim Feuling (who created the Harley “V3″) made good money persuading automakers to adopt his smaller, shorter exhaust ports and smaller valves. Why would automakers care how much heat enters their cylinder heads? Just stick on a bigger water pump and radiator, right? On the other hand, the more heat that pours into the cylinder head, the more careful the designer must be to prevent formation of hot spots where slower-moving coolant boils. Where can we put all these head bolts, ports, and drainbacks? Everything’s in the way! Reduce heat inflow and such problems are solved at lower cost. Feuling’s exhaust ports and valves were conveniently small, yet flowed very well. Once when visiting the Brooklyn shop of vintage racing impresario and historian Robert Iannucci, he showed me a cylinder head from one of MV’s late fours, the racing engines designed as successors to Giacomo Agostini’s favorite: the MV triple. I saw that thin steel exhaust port liners, fitted with an insulating air gap, were present in each exhaust port. In the present day, engines designed for turbocharging are sometimes given insulating ceramic port liners for the same reason: to reduce the heat flow into the cylinder head. The less heat that enters the head, the less cooling it requires (airflow through fins, circulating water, or circulating oil) and the less likely it is to distort, possibly causing valve seat deformation (with leakage) or loosening. There’s a lot of heating happening in the short run after the exhaust valve to the pipe. (Ducati/) Direct Heating From Combustion The other source of heat flowing into the cylinder head is combustion. The larger the cylinder bore, the greater the area of the combustion chamber, and the greater the area picking up heat from hot combustion gas. At one time, short strokes and big bores were the excitement in vehicle engines. Big bores made room for the big valves that could fill cylinders at high rpm, and so make more power. Short strokes reduced piston acceleration at any given speed, helping to make high rpm mechanically safe. In Formula 1, this idea drove design for a long time, resulting in extremes such as 96 x 41.4mm during the V-10 era (a bore/stroke ratio of 2.32). As the era of controlled emissions and fuel consumption arrived for production vehicles, design went in the opposite direction, toward smaller bores and longer strokes. Why? To reduce energy loss in the form of heat, by reducing cylinder bore and increasing stroke. This is why production auto engines now tend to have strokes greater than bores, and why the new parallel-twin motorcycle engines are moving (albeit more slowly) in that same direction. Another way to reduce combustion heat loss into cylinder heads is to reduce the number of cylinders, thereby reducing the total surface area inside of engines that is exposed to hot combustion gas. This effect, too, is driving the move from fours to twins or triples. Why not just coat piston crowns and combustion chamber surfaces with insulating materials such as zirconium oxide? Wouldn’t that satisfy the need for energy conservation, allowing us to continue enjoying big-bore, short stroke four-cylinder engines? Here Comes the Blanket Analogy When we lie down to sleep at night, we cover ourselves with a blanket or comforter because its high insulating value allows its outside to remain close to the temperature of room air, while its inside surface, in contact with ourselves rises to nearly our skin temperature, keeping us from rapidly losing heat. The same happens with an insulated piston crown. The bottom of the insulation remains close to piston temperature, while the surface facing combustion warms up to approach hot gas temperature. That hot insulating surface heats the next fresh charge entering the cylinder and being compressed within it, driving the temperature of the last bits of charge to burn toward the detonation threshold. Don’t want! Fortunately, the new breed of parallel twins delivers a kind of performance never available from the high-revving fours: torque at almost any rpm level, which makes better riders of us by not requiring that we split our attention between the tach and the road ahead. View the full article

Triumph Racing and Jalek Swoll Make Historic Trip to AMA Pro Motocross Podium (Triumph/) Triumph Press Release: <b>Jalek Swoll delivers 6-4 scorecard at Unadilla for third place overall</b> <b>Triumph Racing makes history with maiden AMA Pro Motocross podium</b> Triumph Racing has achieved a historic milestone in the AMA Pro Motocross Championship campaign, with Jalek Swoll finishing third overall at round nine of the series at the iconic Unadilla track in New Berlin, New York. Making a hugely successful return to 250MX competition after the three-week break, the team demonstrated its potential in the sport by claiming their first ever podium result. Another superb chapter in Triumph Racing’s journey has been marked by Swoll, who used the power of his TF 250-X to start inside of the top five in each moto. Despite a sixth-place finish in moto one, Swoll’s confidence showed through in the second race, where he advanced to fourth place. Much to the delight of the thousands of fans in attendance, his 6-4 scorecard clinched third overall. The historic circuit provided the perfect backdrop for this momentous achievement in the sport. There is a furious race to the final checkered flag now – the final two rounds of 2024 AMA Pro Motocross will be run on successive weekends. Budds Creek, round 10, will take place on August 17, followed by a grand finale at Ironman on August 24. Triumph Racing heads into those fixtures with their sights fixed on more on track success in this historic debut season. Jalek Swoll: “Wow, what a day. It was good all around. I would have loved to be fourth in the first moto, but it has been amazing for the most part. I was consistently there and it paid off today. It is so special to get a podium for the Triumph Racing team. It is brilliant to reward those guys with a podium. Everyone has been working so hard and that makes a difference!” Bobby Hewitt –Team Principal, Triumph Racing, US: “Today’s race at Unadilla will go down in history for Triumph Racing in the United States, thanks to Jalek Swoll’s podium. This is a huge moment for all involved. I am so happy for everyone on this team – it is a massive team effort. This is a well-deserved trophy and step in the right direction. We will make the most of this moment, then get back to work on Monday. We have to back this up now!” Results: Pro Motocross 250MX – Round 9, Unadilla MX (New Berlin) 1. Levi Kitchen (Kawasaki) 2-1 2. Haiden Deegan (Yamaha) 1-2 3. Jalek Swoll (Triumph) 6-4 4. Garrett Marchbanks (Kawasaki) 5-5 5. Max Anstie (Yamaha) 3-8 17. Joey Savatgy (Triumph) 40-12 250MX Standings after 9 of 11 rounds 1. Haiden Deegan (Yamaha) 408 points 2. Levi Kitchen (Kawasaki) 338 points 3. Tom Vialle (KTM) 327 points 4. Jo Shimoda (Honda) 289 points 5. Chance Hymas (Honda) 275 points 8. Jalek Swoll (Triumph) 221 points 13. Joey Savatgy (Triumph) 162 points TF 250-X In Dealerships The TF 250-X, with its class-leading power-to-weight ratio, and all the spec needed to win, arrived in the Triumph network of Motocross dealerships earlier this year, available from $9,995. Developed entirely by Triumph in close collaboration with racing champions including Ricky Carmichael and Iván Cervantes, the new four stroke competition model is an all-new ground-up design. With a focused, aggressive style, the TF 250-X is slim, yet bold and will be instantly recognizable on the track, with its minimal and lightweight presence and distinctive Triumph Racing Yellow and black graphics scheme. The performance racing powertrain and unique aluminum chassis are ultra compact and super light, with all the best components on the market, already fitted out of the crate. The TF 250-X is backed up with a 24/7 parts and accessories supply system available from the Triumph website, where riders can search for parts and place orders with stocking dealers while out at the track. Riders can select what they need, check availability and price, and place an order with their dealer for express delivery, standard delivery, or in-store pick-up. View the full article

2024 KTM 990 Duke in Orange. (KTM/) Overview The middleweight sector of motorcycling can be confusing, and we admit that the definition keeps changing no matter how hard we try to pen it in. KTM hasn’t helped make it any clearer by calling its new Duke 990 a middleweight at just shy of 1,000cc of displacement. But what we do know is that at least in KTM’s range of naked motorcycles it does hover somewhere in the middle between the monstrous 1390 Super Duke R Evo and the smaller-displaced 250, 390, and 790 Dukes. For 2024, gone is the former 890 Duke (that displaced an actual 889cc), which is replaced by this supersized middleweight that is a flashback to the original 990 Super Duke of the early 2000s. While that machine used a V-twin sourced from the 990 Adventure, the new 990 Duke utilizes the LC8c platform that powers a ton of KTM’s midsize machines. In this case the bore has been increased to 92.5mm (from 90.7) while the stroke has also increased to 70.4mm (from 68.8) giving a displacement of 947cc. Power and torque numbers get a modest bump, the 990 producing a claimed 123 hp at 9,500 rpm and 76 lb.-ft. of torque at 6,750 rpm. Compare that to the 890′s 121 hp and 73 lb.-ft. of torque. Internally the engine has new pistons, rods, crankshaft, and cam timing. A full suite of rider aids includes up to five ride modes, with Street, Sport, and Rain standard, and Performance and Track optional. The standard modes have preset parameters for traction control, wheelie control, power, throttle response, while the optional modes allow you to optimize them to preference. The chassis features an all-new steel-trellis frame and die-cast aluminum subframe. The swingarm is a gravity die-cast aluminum unit that actuates the WP Apex shock that has provisions for preload and rebound damping adjustability. The fork is a 43mm WP Apex unit and offers rebound and compression damping adjustment. Radial-mount four-piston front calipers and 300mm discs highlight the braking package and offer Supermoto ABS functionality. 2024 KTM 990 Duke in Black. (KTM/) Pricing and Variants The 2024 KTM 990 Duke is available in orange or black starting at $12,500. 2024 KTM 990 Duke. (KTM/) Competition <a href="https://www.cycleworld.com/motorcycle-reviews/triumph-street-triple-765-r-review/"><b>Triumph Street triple 765 RS, starting at $12,795</b></a> <a href="https://www.cycleworld.com/bikes/yamaha-mt-09-sp-first-look/"><b>Yamaha MT-09 SP, $12,299</b></a> <a href="https://www.cycleworld.com/ducati/streetfighter-v2/"><b>Ducati Streetfighter V2, starting at $17,995</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/suzuki-gsx-8s-first-ride-review-2023/"><b>Suzuki GSX-8S, $8,999</b></a> <a href="https://www.cycleworld.com/aprilia/tuono-660/"><b>Aprilia Tuono 660 Factory, $11,099</b></a> <a href="https://www.cycleworld.com/yamaha/mt-07/"><b>Yamaha MT-07, $8,199</b></a> <a href="https://www.cycleworld.com/story/motorcycle-reviews/mv-agusta-brutale-rr-scs-first-ride/"><b>MV Agusta Brutale RR, $19,998</b></a> News and Reviews <a href="https://www.cycleworld.com/motorcycle-reviews/ktm-990-duke-first-ride-review/"><b>2024 KTM 990 Super Duke First Ride</b></a> 2024 KTM 990 Super Duke Claimed Specs MSRP: $12,500 Engine: DOHC, liquid-cooled, 4-stroke parallel twin Displacement: 947cc Bore x Stroke: 92.5 x 70.4mm Compression Ratio: 13.5:1 Transmission/Final Drive: 6-speed/chain Fuel System: Electronic fuel injection w/ 46mm throttle bodies; ride-by-wire Clutch: PASC slipper; cable actuation Frame: Chromoly tubular steel Front Suspension: 43mm WP Apex inverted fork, rebound and compression adjustable; 5.5 in. travel Rear Suspension: WP Apex shock, rebound and spring preload adjustable; 5.9 in. travel Front Brake: 4-piston calipers, 300mm discs w/ ABS Rear Brake: 1-piston caliper, 240mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.50 in. / 17 x 5.50 in. Tires, Front/Rear: 120/70-17 / 180/55-17 Rake/Trail: 24.2º/3.9 in. Wheelbase: 58.1 in. Ground Clearance: 7.7 in. Seat Height: 32.5 in. Fuel Capacity: 3.9 gal. Claimed Wet Weight: 395 lb. Contact: ktm.com View the full article

2024 KTM 250 Duke in orange. (KTM/) Overview KTM’s most diminutive Duke may be an ideal entry-level naked motorcycle, but it looks every bit the part of its family lineage. For 2024, the 250 Duke gets an updated LC4c engine, a new frame, new suspension, LED lighting, and new tech features. The engine is an updated version of the LC4c, which is a 249cc liquid-cooled single with electronic fuel injection. Claimed horsepower is 31, while peak torque is rated at 18 lb.-ft. An all-new steel-trellis frame, pressure die-cast aluminum subframe, and cast aluminum swingarm make up the chassis. At the front is a 43mm WP Apex big piston fork with 5.9 inches of travel, while a WP Apex shock with identical travel and preload adjustability is used at the rear. A radial-mount four-piston caliper and 320mm single disc is used up front, while a two-piston caliper and 240mm disc out back both utilize cornering ABS and a Supermoto mode. 2024 KTM 250 Duke in white. (KTM/) Pricing and Variants The 2024 KTM 250 Duke is available in orange or white for $4,599. Competition <a href="https://www.cycleworld.com/2015/11/12/2016-bmw-g310r-entry-level-standard-motorcycle-review-first-look-photos/"><b>BMW G 310 R, $4,995</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/yamaha-mt-03-2022/"><b>Yamaha MT-03, $4,999</b></a> <a href="https://www.cycleworld.com/honda/cb300r/"><b>Honda CB300R, $5,149</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/kawasaki-z400-abs-2022/"><b>Kawasaki Z400 ABS, $5,399</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/cfmoto-300nk-2022/"><b>CFMoto 300NK, $4,199</b></a> <a href="https://www.cycleworld.com/motorcycle-reviews/triumph-speed-400-and-scrambler-400-x-review/"><b>Triumph Speed 400, $4,995</b></a> News and Reviews <a href="https://www.cycleworld.com/bikes/ktm-unveils-revamped-390-duke-and-250-duke/"><b>KTM 250 Duke First Look</b></a> 2024 KTM 250 Duke Claimed Specs MSRP: $4,599 Engine: SOHC, liquid-cooled, four-stroke single-cylinder Displacement: 249cc Bore x Stroke: 72.0 x 61.2mm Compression Ratio: N/A Transmission/Final Drive: 6-speed/chain Fuel System: Bosch EFI w/ 38mm throttle body; ride-by-wire Clutch: PASC slipper; mechanically actuated Frame: Steel trellis w/ bolt-on cast-aluminum subframe Front Suspension: 43mm WP Apex inverted fork; 5.9 in. travel Rear Suspension: WP Apex monoshock, preload adjustable; 5.9 in. travel Front Brake: Radial-mount 4-piston caliper, 320mm disc w/ cornering ABS Rear Brake: 1-piston floating caliper, 240mm disc w/ cornering ABS Wheels, Front/Rear: Cast aluminum; 17 x 3.00 in. / 17 x 4.00 in. Tires, Front/Rear: 110/70-17 / 150/60-17 Rake/Trail: 24.0°/N/A Wheelbase: 53.4 in. Ground Clearance: N/A Seat Height: 31.5 in. Fuel Capacity: 4.0 gal. Wet Weight: 364 lb. Contact: ktm.com View the full article

2024 Kawasaki Ninja 1000 SX ABS. (Kawasaki/) Overview Kawasaki’s Ninja 1000 SX ABS blurs the lines between sportbike performance and touring comfort. Styling and performance honor Team Green’s highest-performing sportbike, the Ninja ZX-10RR, but the chassis and rider accommodations are intended for long days in the saddle. Unlike the track-focused Ninja’s of Kawasaki’s lineup, the Ninja 1000 SX’s larger 1,043cc inline-four engine with four 38mm Keihin throttle bodies and a slipper/assist clutch is designed to be user-friendly with its torque-rich character—allowing the engine to work in wider rev range. Electronic aids include cruise control, ride modes, switchable power modes, ABS, and a quickshifter. All of which is accessible via the 4.3-inch color TFT display. The 2024 Kawasaki Ninja 1000 SX’s chassis consist of an aluminum backbone frame with a fully adjustable 41mm inverted cartridge fork and a horizontal back-link shock with preload and rebound adjustment. Where the rubber meets the road is a set of 17-inch wheels with dual 300mm discs and radial-mount four-piston Monoblock calipers up front and a single 250mm disc with a single-piston caliper at the rear. A large 5-gallon fuel tank, adjustable windscreen, and upright riding position encourage riders to extend their ride. The last time we rode a Kawasaki Ninja 1000 SX in 2020, test rider Morgan Gales noted, “The Ninja 1000 SX is a do-it-all motorcycle that makes little compromise. If you want to head out for a weekend of cruising, this is a great bike for that. Chasing after your buddies on supersports? It can do that too.” 2024 Kawasaki Ninja 1000 SX ABS. (Kawasaki/) Pricing and Variants The 2024 Kawasaki Ninja 1000 SX ABS is only available in Metallic Matte Graphite Gray/Metallic Diablo Black for $13,699. But for those who want even more touring accommodations, Kawasaki offers the Ninja 1000 Touring Package which is available at dealers for $2,237.95. This package includes a DC power outlet, USB outlet, frame sliders, Ergo-Fit extended reach seat, 28-liter saddlebag set, fitting kit, and a one key system. 2024 Kawasaki Ninja 1000 SX ABS. (Kawasaki/) Competition <a href="https://suzukicycles.com/sport-touring/2024/gsx-s1000gt-plus"><b>Suzuki GSX-S1000GT+, $14,199</b></a> <a href="https://www.bmwmotorcycles.com/en/models/sport/s1000xr.html"><b>BMW S 1000 XR, starting at $17,495</b></a> News and Reviews <a href="https://www.cycleworld.com/story/motorcycle-reviews/2020-kawasaki-ninja-1000-sx-first-ride-review/"><b>2020 Kawasaki Ninja 1000 SX First Ride Review</b></a> <a href="https://www.cycleworld.com/story/buyers-guide/2020-kawasaki-ninja-1000sx/"><b>2020 Kawasaki Ninja 1000/SX</b></a> 2024 Kawasaki Ninja 1000 SX Claimed Specs MSRP: $13,699 Engine: DOHC, liquid-cooled, 4-stroke inline-four; 16 valves Displacement: 1,043cc Bore x Stroke: 77.0 x 56.0mm Compression Ratio: 11.8:1 Transmission/Final Drive: 6-speed/chain Fuel System: DFI w/ (4) 38mm Keihin throttle bodies; ride-by-wire Clutch: Wet, multiplate; cable operation Frame: Aluminum backbone Front Suspension: 41mm inverted cartridge fork, preload, compression and rebound damping adjustable; 4.7 in. travel Rear Suspension: Horizontal back-link, rebound damping, preload adjustable; 5.7 in. travel Front Brake: 4-piston radial-mount Monoblock calipers, 300mm discs w/ ABS Rear Brake: 1-piston caliper, 250mm disc w/ ABS Wheels, Front/Rear: Cast spoked; 17 in./17 in. Tires, Front/Rear: 120/70-17 / 190/50-17 Rake/Trail: 24.0°/3.9 in. Wheelbase: 56.7 in. Ground Clearance: 5.3 in. Seat Height: 32.3 in. Fuel Capacity: 5.0 gal. Wet Weight: 514 lb. Contact: kawasaki.com View the full article