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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

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

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

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

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

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

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

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

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

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