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Both the Speed 400 ($4,995) and Scrambler 400 X ($5,595) are meant to grab Triumph customers and keep them for life. (Triumph Motorcycles/) Triumph’s 2024 Speed 400 and Scrambler 400 X are good, real good. Scratch that, one is great, and one is really good. Which is which? The answer might surprise you. After riding both back to back, one of the new Indian-manufactured singles sits near the top of the best motorcycles I’ve tested in the last couple of years. How Triumph has done it is nothing short of remarkable. It knows the stakes in the smaller-displacement space is high (this is where new lifelong customers are captured) and it delivers. In 2023, our UK contributor Adam Child got a “Western” exclusive (Indian media got first crack at the models in 2023) on preproduction versions of the Speed 400 and Scrambler 400 X, and his reviews were nothing short of glowing. Those were not production bikes so we had to wait to get the full story on these two, and now that time has come. 398cc Liquid-cooled DOHC Single Both models share a 398cc DOHC liquid-cooled single that Triumph claims puts out 39.5 hp and 8,000 rpm and 27.7 lb.-ft. of torque at 6,500 rpm. An oversquare design allows the Speed and Scrambler to rev to that 8,000 rpm peak power, but down low there is still plenty of torque on tap. This engine does not require tap dancing on the shift lever to make time, instead it torques out of the corner or from a stop and then picks up steam as it revs to that 8K peak. On the tight, dizziness-inducing roads above Valencia, Spain, both the Speed 400 and Scrambler 400 are more than happy to live in third and fourth gear all day. An identical 398cc DOHC single powers the Speed 400 and Scrambler 400 X. (Triumph Motorcycles/) Final-drive gearing is slightly different between the taller-geared Speed and shorter-geared Scrambler X, but they both jump forward with the same vigor, keeping in mind we are talking about 398cc singles. The Scrambler X carries 20 more pounds than the Speed. Overall, gearing is low enough to really highlight the engine’s torque and both run out of steam just before or right at 100 mph. The Speed 400 will just click past the ton if you give it enough space. A counterrotating balance shaft controls engine vibration, though the mirrors at the end of the Scrambler’s wider bars become blurry as you approach maximum revs. The rest of the body gets just the right amount of giggle and buzz to portray a robust engine, although there is no lumpiness that would have come from a long-stroke single—think more of a twin-ish character. Traction Control and ABS There are no ride modes on Triumph’s singles, but there is traction control and ABS—neither are lean sensitive. Hey, for $4,995 and $5,595, you can’t have it all. Not once during our testing on the Speed was the limit of traction found on dry pavement. There’s so much traction from the Metzeler Sportec M9 RR tires, you’d be hard-pressed to lose the rear tire on the throttle. Same can be said for the Scrambler’s Karoo Street. Connection to the rear tire through the ride-by-wire throttle is excellent when at speed, but around town there’s a bit of herky-jerky snatch that requires familiarity with the quirk and the easy-to-modulate clutch for smoothness. Disabling traction control is an easy process using the left switch gear and LCD dash. Our testing on this press launch included just a short section of dirt for the Scrambler 400 X, but it is preferable to let the rear tire loose on fire roads and soft surfaces. On dirt, dropping the hammer with TC on results in a fairly sharp cut of the throttle when there is no firmness in terra firma. A simple LCD and analog dash conveys the needed info clearly. (Triumph Motorcycles/) On both models dual-channel ABS is excellent and doesn’t step in until absolutely needed, which did happen a few times on the Scrambler 400 X as it has a less aggressive pad compound squeezing the 320mm front disc for friendliness in the dirt. It would be hard to notice the difference in brake feel and bite without riding the bikes back to back, but stepping from the Speed’s sportbike-strong pad compound, 300mm front disc, and radial-mount ByBre four-pot caliper to the X’s setup, the there is a difference. When the ABS does kick in at the front, vibration at the lever gives you the cue it is sorting out the lack of traction. Stomping on the rear lever produces a pulse into your foot and is felt at the rear tire. Off-road mode on the Scrambler 400 X removes ABS from both ends. Both the Speed and Scrambler 400 X use a four-piston radial-mount caliper, but the Speed has a more aggressive pad compound. (Triumph Motorcycles/) Chassis Differences Differences in chassis are few but significant. The Speed 400 has a 1-inch-shorter frame than the Scrambler. The X gets the longer steel tube main frame to make room for the larger 19-inch front wheel with more travel; rake is 1.4 degrees steeper at 23.2 while trail is a quarter inch longer at 4.25. Suspension on both models feature a 43mm nonadjustable Showa Big Piston Fork with 5.9 inches of travel on the Scrambler 400 X and 5.5 inches on the Speed 400. A preload-only adjustable monoshock delivers 5.9 inches of travel on the Scrambler 400 X, while the Speed has 5.1 inches. Both units use the same swingarm, however the wheelbase is 1.6 inches longer on the X. The Scrambler also gets a wider and taller handlebar along with a host of off-road touches like a screen on the headlight and radiator, hand guards, a skid plate, and an upswept dual-tip muffler. Triumph’s Scrambler 400 X gets a host of parts to set it apart visually from the Speed 400: a headlight grille, skid plate, dual-tip muffler, and hand guards. It also has a taller, wider handlebar. (Triumph Motorcycles/) The Scrambler 400 X’s suspension is plush and eats up road imperfections and small off-road bumps. It is not going to eat whoops for breakfast, lunch, and dinner, but you wouldn’t expect it to. It will get you down that dirt road in the mountains without drama and even with a little fun—just like a scrambler should. For a suspension setup that offers only rear spring preload adjustment, performance is exceptional, with great damping control front and rear and no egregious fork dive on braking or squat at the rear while accelerating. It’s darn near the best lower-budget suspension going—if it weren’t for the Speed 400 it might just be tops… A stepped preload collar is the only suspension adjustment available on the Speed 400 and Scrambler 400 X. (Triumph Motorcycles/) Just like the X, the Speed 400′s suspension settings are dialed in. The ride is just soft enough to be comfortable on beat-up downtown asphalt, but stiff enough—even for my 235 pounds—for a truly sporty ride. Damping is marvelous; even on midcorner bumps while on the gas, the chassis will not pogo or buck. Again, how has Triumph done it? It nearly defies logic for a motorcycle build at a price. Handling The Speed 400 is a masterpiece on the road: light, and flickable while being stable and confidence inspiring. (Triumph Motorcycles/) On the road those seemingly insignificant differences translate to a completely different experience. On the Scrambler 400 X, turn-in is slightly heavy—even with those wider moto-bars. It fights you going into the corner, but once leaned over the effort decreases and all is good. Then you get on the Speed 400, and your opinion shifts. Bending the Scrambler 400 X into a corner takes more effort than the Speed 400. (Triumph Motorcycles/) The Speed 400 lives up to its inclusion into Triumph’s Sport Classic range. Just like our 2022 and 2023 Best Standard motorcycle, the Speed Twin 1200, the little 400 is a canyon-carving weapon in disguise. Effortless turn-in with pinpoint precision and rock-solid stability is the name of the game for the Speed 400. Feedback from the Sportec M9 RR tires is near telepathic. More than once the question had to be asked and tested, does the charm and cool factor of the Speed 400 trick you into thinking it is better than it really is? Absolutely not. It’s epic, it’s a steal, it’s a motorcycle you can grow with and perhaps never part with. Switchable ABS and TC let the Scrambler 400 X sling some dirt. (Triumph Motorcycles/) Ergonomics Seat to footpeg space on the Speed is tight but not cramped. For anyone over 5-foot-10, you might feel the closer relation at the end of the day in the knees. However, the rest of the body will be no worse for wear. The 31.1-inch-high seat is all-day comfortable, and the reach to the bars is slightly canted forward but light enough to go easy on the wrists and back. You can hunker down when needed, but sit nearly upright when cruising through town. Legroom is just slightly cramped on the Speed 400. (Triumph Motorcycles/) There’s more space on the Scrambler 400 X thanks to that wide and tall handlebar and footpegs that are slightly lower combined with a taller 32.9-inch seat height. If you’re taller, the dirt-slinger is the way to go while shorter inseam may struggle with getting two feet flat on the ground. There’s more space behind the bars on the Scrambler 400 X than the Speed 400. (Triumph Motorcycles/) Fit and Finish There’s no discussing a Triumph without touching on the subject of fit and finish. The brand is well known for its attention to detail, brushed aluminum, glossy paint, and high-quality hardware, and both the Speed 400 and Scrambler 400 X live up to that reputation. Paint finishes are 90 percent of the quality you’d find on Triumphs three times the cost. Run your eyes over the hardware holding the machines together and you’ll find the same level of kit on the top-shelf Sport Classics and Scramblers. Paint is glossy and smooth—nearly as good as Triumphs that cost three times that of the Speed 400 and Scrambler 400 X. (Triumph Motorcycles/) There are only a few misses, and even those aren’t huge, one being the cheap-looking levers and the other being the banjo bolts on the brake system. Really, that’s it. Sure, they don’t have a TFT screen dash, but the LCD unit with the analog speedo gets the job done with no muss and no fuss. There’s even a USB-C plug on the side to charge your smartphone if you need navigation. A hard look at the hardware on the Speed 400 and Scrambler 400 X shows the quality of these models. (Triumph Motorcycles/) Which One Is Right for You? Being so similar, you might find it hard to choose between the Speed 400 and Scrambler 400 X, but it’s rather simple and comes down to one element: dirt. If you want to venture off asphalt, it’s the Scrambler 400 X. It’s got the same great engine of the Speed, it’s roomy, and looks cool as hell. But know this, it does give up points in on-road handling versus its stablemate. The Scrambler 400 X will get you down a dirt mountain road without any issue. (Triumph Motorcycles/) No dirt? It’s the Speed 400—without question. This is one of the greats in entry-level motorcycling; hell, it’s one of the great motorcycles of 2024. Handling is far better than it should be for a $4,995 motorcycle, the engine is punchy and fun, the ergos are comfortable, and you won’t get tired of looking at it. It’s a full package at a discount.. Triumph’s Speed 400 is one of the best motorcycles of 2024. (Triumph Motorcycles/) These motorcycles are Triumphs through and through and make good on the brand promise better than any other manufacturer’s entry-level motorcycles. You really can’t go wrong with either. What a time to enter motorcycling! 2024 Triumph Scrambler 400 X ($5,595). (Triumph Motorcycles/) 2024 Triumph Scrambler 400 X Specs MSRP: $5,595 Engine: DOHC, liquid-cooled single-cylinder; 4 valves Displacement: 398cc Bore x Stroke: 89.0 x 64.0mm Compression Ratio: 12.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 39.5 hp @ 8,000 rpm Claimed Torque: 27.7 lb.-ft. @ 6,500 rpm Fuel System: Bosch electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slipper/assist; cable actuated Frame: Hybrid spine/perimeter, tubular steel; bolt-on rear subframe Front Suspension: 43mm inverted Showa Big Piston Fork; 5.9 in. travel Rear Suspension: Gas monoshock w/ external reservoir, spring preload adjustable; 5.9 in. travel Front Brake: 4-piston radial caliper, 320mm fixed disc w/ ABS Rear Brake: 1-piston floating caliper, 230mm fixed disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 x 2.5 in. / 17 x 3.5 in. Tires, Front/Rear: Metzeler Karoo; 100/90-19 / 140/80R-17 Rake/Trail: 23.2°/4.25 in. Wheelbase: 55.8 in. Seat Height: 32.9 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 395 lb. Contact: triumphmotorcycles.com 2024 Triumph Speed 400 Specs MSRP: $4,995 Engine: DOHC, liquid-cooled single-cylinder; 4 valves Displacement: 398cc Bore x Stroke: 89.0 x 64.0mm Compression Ratio: 12.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 39.5 hp @ 8,000 rpm Claimed Torque: 27.7 lb.-ft. @ 6,500 rpm Fuel System: Bosch electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slipper/assist; cable actuated Frame: Hybrid spine/perimeter, tubular steel; bolt-on rear subframe Front Suspension: 43mm inverted Showa Big Piston Fork; 5.5 in. travel Rear Suspension: Gas monoshock w/ external reservoir, spring preload adjustable; 5.1 in. travel Front Brake: 4-piston radial caliper, 300mm fixed disc w/ ABS Rear Brake: Floating caliper, 230mm fixed disc w/ ABS Wheels, Front/Rear: Cast aluminum; 17 x 3 in. / 17 x 4 in. Tires, Front/Rear: Metzeler Sportec M9 RR; 110/70R-17 / 150/60R-17 Rake/Trail: 24.6°/4.0 in. Wheelbase: 54.2 in. Seat Height: 31.1 in. Fuel Capacity: 3.4 gal. Claimed Wet Weight: 375 lb. The Speed 400 is not too sporty to be comfortable on the city streets. (Triumph Motorcycles/) GEARBOX Helmet: Bell Custom 500 Six Day McQueen Jacket: Alpinestars Oscar C-10 Pant: Alpinestars Copper V2 Gloves: Alpinestars Techdura Boots: Alpinestars Tech-T View the full article

Aprilia All Stars 2024 - 8 June in Misano (Aprilia/) Aprilia Press Release: The Aprilia All Stars event is back, the huge Aprilia festival that gives motorsport fans a unique day of incredible bikes and legendary champions. Misano World Circuit, Saturday, 8 June is the date and place that fans will want to put on their calendars and not miss. A unique opportunity - entirely free - to see and enjoy firsthand the on-track performance of the magnificent Aprilia RS-GP machines participating in the MotoGP championship and meet the riders. As always, the brightest stars will be the Aprilia Racing riders, Aleix Espargaró, Maverick Viñales, Lorenzo Savadori, Miguel Oliveira, and Raúl Fernández, MotoGP competitors. Champions who will be protagonists, not only on the track but, in true Aprilia All Stars tradition, they will also be among the fans in the paddock to celebrate Aprilia, the European brand with the most victories in World Championship GP Motorcycle Racing, with 297 GP triumphs. All the greats of Aprilia history will be with them, led by six-time world champion Max Biaggi. Something new for this edition will be the participation of Jacopo Cerutti and Francesco Montanari, fresh from the triumphant début astride the Aprilia Tuareg in the Africa Eco Race. Cerutti, dominator of the African race, and Montanari will also meet their fans in the festive and informal atmosphere of Aprilia All Stars and they will be showing off the fabulous Aprilia Tuareg, dominator of the desert. As always, Aprilia All Stars will be an all-around festival for fans and for the entire family. The paddock will be constantly buzzing with fabulous test rides where enthusiasts will be able to put the bikes from the Aprilia range through their paces on the Romagna roads, all free of charge, as well as the Racing Museum, with the racing bikes that built the legend of the Italian brand, a must-see for any enthusiast. The music of Radio DeeJay will provide the soundtrack of an event which will be rich with initiatives, such as the “Aprilia vista dall’Oriente” exhibit, with the spectacular photos of Japanese photographer Aki Kusudo, a total immersion in the racing world that tells the story of Aprilia’s commitment in the MotoGP championship. There will also be spaces for eSport, shopping dedicated to Aprilia Racing brand apparel and merchandising, food areas, and much more. 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/) The spark ignition piston engines that power most motorcycles burn a mixture of a volatile liquid hydrocarbon and air. Mixture formation is the process of achieving an accurately proportioned, uniform, and easily ignitable mixture of air and fuel vapor. In combustion, the hydrogen and carbon atoms in the liquid fuel are allowed to combine with the 21 percent of atmospheric air that is oxygen, transforming higher-energy molecular structures into others of lower energy. The energy difference is released as heat. The word “hydrocarbon” tells the tale: The heat of combustion, expressed as molecular motion of much-increased velocity, knocks hydrocarbon molecules apart, allowing them to combine with oxygen to form di-hydrogen oxide (better known as water, or H2O) and carbon dioxide (the Bad Guy in the present global warming predicament). We’ve all seen water dripping from the tailpipes of vehicles whose engines have just been started. Water vapor in the exhaust gas—a product of combustion—condenses when it hits the cool metal of the exhaust system. Drip-drip it goes, puzzling interested seven-year-olds. In so-called “chemically correct” fuel-air combustion, the proportions of fuel to air are such as to produce only water and carbon dioxide—no left-over hydrogen, carbon, or oxygen. This is how the oxygen sensors of modern digital fuel injection systems operate by monitoring leftover oxygen). If there is too much fuel for the oxygen supplied, the mixture of fuel and air is said to be rich. If there is too much air for the fuel supplied, the mixture is termed lean. In either case, because the uncombined excess molecules carry away some heat but generate none, energy release is reduced and flame speed slows. Experiment has shown that an electric spark cannot reliably ignite fuel-air mixtures that are more than either 20 percent lean (approximately 18 parts air to one part fuel) or 20 percent rich (10 parts air to one fuel). Although there are now engines that use other means of ignition to burn mixtures leaner than 18-to-one, let’s stick to spark ignition for now. Carburetion The earliest way to create an ignitable fuel-air mixture was by evaporation. The engine’s intake air was passed through layers of fuel-soaked cloth on its way to the cylinder. This was the wick carburetor. Because of the difficulty of controlling the mixture, it worked best at constant engine load. In 1893 Wilhelm Maybach patented the spray carburetor. It made use of the fact that moving air has less pressure than still air: The partial vacuum in fast-flowing intake air allowed the higher pressure in a nearby fuel reservoir (aka float bowl) to push fuel into that intake airstream. As air moves through the carburetor, fuel is pushed into the airstream. (Mark Hoyer/) In the collision of fuel with intake air moving at hundreds of feet per second, the fuel stream was broken up into particles held in roughly spherical form by the fuel’s surface tension (surface tension is what allows the insects known as “water striders” to walk on water). The pressure of the air upon hitting such droplets first flattens, then punches in their upstream faces. Surface tension then pulls them into the form of tiny rings whose wobbly instability causes them to break up into even smaller droplets. The higher the air velocity, the finer the droplet size. Droplet breakup increases the total fuel surface area exposed to the surrounding air, accelerating fuel evaporation. Fuel Injection In the port fuel injection employed on most motorcycle engines of today, the fuel injector is a solenoid-operated valve, usually with eight or 12 tiny holes through which fuel sprays. The droplet breakup process described above operates here as well, but is given a head start by the finer initial droplets produced by the multi-hole injector. Port fuel injection produces finer fuel droplets than a carburetor. (Yamaha/) Early single-orifice injectors tended to work less well than carburetors because many of the droplets they produced were quite large. At least one brand of early fuel-injected bike engine puzzled owners because engine oil level increased during use! Large unevaporated fuel droplets were able to reach the cylinder walls and be scraped down into the crankcase by the piston’s oil scraper ring, diluting the crankcase oil and gradually raising its level. In both carburetors and port fuel injection, fuel moves toward the engine in three forms: as evaporated fuel vapor, as some remaining droplets, and as “wall wash” (liquid fuel sliding along the inner walls of the intake duct). Direct Injection A third technology of mixture formation is Gasoline Direct Injection (GDI), by which an injector operating at much higher fuel pressure (typically up to 2,200 psi) sprays fuel directly into the cylinder’s combustion chamber. Time Time is an important variable in mixture formation. Because carburetors are located at some distance from the intake valve(s), they provide the longest “time-of-flight” during which fuel droplets and wall wash can evaporate. Port fuel injection of the kind presently most used on auto and motorcycle engines provides shorter time-of-flight, so for engines of high peak rpm a second set of “showerhead” injectors may be provided, located just above each intake pipe’s bellmouth. At higher revs, showerhead injectors take over most of the fueling, providing more time for droplet evaporation. Fuel evaporation can also be sped up by heating the fuel. Many snowmobiles were given carburetor fuel bowls heated by engine coolant. In F1 racing, Honda in the 1980s era of turbo engines running on highly antiknock but slow-evaporating toluene-based fuel were provided with fuel heaters. Carbureted auto engines for many years assisted fuel evaporation by use of exhaust-heated intake manifolds. In general, the harder a blender of racing fuel tries to increase its octane number (a measure of resistance to engine knock or ping), the slower-evaporating the fuel becomes. Another technique of assisting fuel evaporation was to point the injectors upstream. Not only did this increase the relative velocity of collision with the airflow, it also extended evaporation time. The shortest time of evaporation is provided by GDI, injecting into the combustion chamber itself. To compensate, injection pressure is increased. Higher injection pressure accomplishes two things: It can get the desired fuel charge into the cylinder quickly enough to leave adequate time for evaporation. It increases the velocity with which the fuel hits the air, thereby achieving smaller fuel droplet size. Direct injection is not a new technology, having been applied to German military aircraft piston engines in World War II, and in the mid-1950s to Mercedes racing cars. It was later (late 1980s to early ‘90s) developed in a form suitable for two-stroke engines as a means of greatly reducing their UHC exhaust emissions. It appears that once fuel droplets become 10 microns (0.00036 inch) or smaller they behave during combustion as if fully evaporated. Modern auto and motorcycle port fuel injection is not constant-flow. Each cylinder has its own solenoid-operated injection valve, located under the throttle butterfly. The valve is opened by sending current to the solenoid, and is closed by a spring when the current is switched off. Fuel delivery is controlled by how long the injector is held open each 720-degree cycle, called “on-time.” The accurate control over air-fuel mixture this makes possible is an essential technology in delivering high performance while meeting exhaust emissions limits. Older riders and drivers will remember the “stutter-and-stall” era of the 1970s and ‘80s, when lean carburetor jetting was required to meet those limits. There have been many constant-flow injection systems, most famous of which is Hilborn injection, used on Champ cars from the late 1940s to the 1970s, and remaining in use in specialized off-road applications to this day. View the full article

Harley-Davidson Factory Race Team Launches For 2024 MotoAmerica Mission King of the Baggers Racing Series (Harley-Davidson/) Harley-Davidson Press Release: The Harley-Davidson® Factory Race Team today launches its 2024 season with an exciting video featuring team riders Kyle Wyman and James Rispoli aboard new race-prepared 2024 Harley-Davidson® Road Glide® motorcycles based on the all-new touring platform for the MotoAmerica Mission King Of The Baggers road racing series. The video, with exclusive behind-the-scenes footage of the team, dials up the fun and irreverence of the King of the Baggers series, and will debut today on the Harley-Davidson YouTube Channel and other social channels. An exciting special round was recently added to the 2024 Mission King Of The Baggers Championship by appearing during the third round of the FIM MotoGP World Championship at Circuit of The Americas in Austin, Texas, April 12-13. This two-race appearance during the Red Bull Grand Prix of The Americas weekend will mark the first time an international audience will see the thundering King Of The Baggers bikes in competition. In addition to the two points-paying races on Saturday, April 13, there will be a three-lap Mission Challenge on Friday afternoon with the six fastest qualifiers battling for a $5000 winner-take-all purse. This special round expands the 2024 Mission King Of The Baggers schedule to 18 total races. Wyman and Rispoli will compete aboard race-prepared 2024 Harley-Davidson Road Glide® motorcycles powered by modified Screamin’ Eagle® Milwaukee-Eight® 131 Performance Crate Engines. These motorcycles are based on the all-new 2024 Road Glide model, including the sleek new next-generation sharknose fairing design. Many of the race motorcycle body panels are formed with the same lightweight forged carbon fiber material featured on the 2024 CVO™ Road Glide® ST model. The team bikes also feature upgraded suspension components, including Screamin’ Eagle/Öhlins Remote Reservoir Rear Shocks, and competition Screamin’ Eagle exhaust, along with upgraded Brembo® Racing braking systems, Marchesini® wheels, and premium Harley-Davidson racing components produced by Protolabs®. The team motorcycles will appear in all-new livery featuring the classic Legendary Racing Orange color long associated with Harley-Davidson Factory Team racing bikes. Wyman returns for a fourth season with the Harley-Davidson Factory Race Team. He won seven races during the 2023 King of the Baggers season and finished third in the season championship. Wyman is the most winning racer in MotoAmerica King of the Baggers history, with 12 total race wins in the 24 events since the start of the series in the 2021 season, plus the 2021 season championship to his credit. Wyman won the Daytona 200 in 2019. Rispoli joins the team for the 2024 season after placing second in King of the Baggers series points in 2023 riding for the Vance & Hines Harley-Davidson team. In 2023, Rispoli won two races, and scored five second place finishes and three third place finishes. Rispoli began racing Harley-Davidson motorcycles as a teenager and earned the nickname “Hogspoli” after winning the 2020 American Flat Track Production Twins championship aboard a Latus Motors Racing Harley-Davidson XG750R. He also won back-to-back AMA Pro Racing Supersport championships in 2011-2012. For the 2024 season, the Harley-Davidson® Factory Race Team is sponsored by Mission® Foods, Rockford Fosgate®, Brembo®, Öhlins®, Protolabs®, SYN3® lubricants, and Screamin’ Eagle® Performance Parts and Accessories. The MotoAmerica King Of The Baggers series offers exciting competition between American V-Twin touring motorcycles prepared for competition and equipped with a fairing/windscreen and saddlebags. The 2024 series has expanded to 18 races over nine double-header weekends held in conjunction with the MotoAmerica Superbike Series. The series opens on the high banks of Daytona International Speedway in Daytona Beach, Florida, March 7-9. To experience all the King Of The Baggers action in 2024, check out the Harley-Davidson Factory Race Fan Ticket Packages. 2024 MotoAmerica Mission King Of The Baggers Season Schedule (Two races each weekend) March 7-9: Daytona International Raceway - Daytona Beach, Fla. April 12-13: Circuit of The Americas - Austin, Texas (Red Bull Grand Prix of The Americas) April 19-21: Michelin Raceway Road Atlanta - Braselton, Ga. May 31-June 2: Road America - Elkhart Lake, Wis. June 14-16: Brainerd International Raceway - Brainerd, Minn. July 12-14: WeatherTech Raceway Laguna Seca - Monterey, Calif. August 16-18: Mid-Ohio Sports Car Course - Lexington, Ohio September 13-15: Circuit of the Americas - Austin, Texas September 27-29: New Jersey Motorsports Park - Millville, N.J. View the full article

When news broke in late 2022 that Pierer Mobility (KTM, Husqvarna, and GasGas parent company) entered a partnership with MV Agusta many believed the Italian manufacturer would morph into a rebranded KTM. So far that hasn’t happened. The two major points of emphasis in the partnership with KTM is to support MV Agusta’s supply chain management and acquire its purchasing department in an effort to improve component acquisition from suppliers. In essence, the partnership is an attempt to make MV Agustas more accessible to riders. As of now, MV Agustas are through and through MV Agustas. There are no orange parts on the Italian bike. MV Agusta currently manufactures a 998cc inline-four (found in the Rush, Brutale 1000 RS, RR, and RR Assen) and inline-triples available in 931cc (as seen in the recently announced LXP Orioli) and 798cc. The 2023 MV Agusta Turismo Veloce Lusso SCS utilizes the latter. This 798cc liquid-cooled DOHC four-valves-per-cylinder inline-three features a Rekluse-developed SCS (Smart Clutch System) automatic clutch eliminating the need to use the clutch for starts and stops. The MV Agusta Turismo Veloce Lusso SCS is the first production motorcycle to be fitted with an automatic clutch from the manufacturer. Other equipment includes Sachs semi-active suspension offering 6.3 inches of travel up front and 6.5 inches at the rear, Brembo calipers, steel trellis frame, electronic quickshifter, and adjustable rider aids. 2023 MV Agusta Turismo Veloce Lusso SCS Dyno Chart. (Robert Martin/) Before hitting our in-house Dynojet 250i dynamometer, the sport-tourer measured 528 pounds on our automotive scale. On the Cycle World dyno, the 2023 MV Agusta Turismo Veloce Lusso SCS produced 98.3 hp at 11,010 rpm and 55.3 lb.-ft. of torque at 8,530 rpm. For reference, the 2019 Yamaha Tracer 900 GT produced 104.9 hp at 9,930 rpm and 59.8 lb.-ft. of torque at 8,340 rpm on the same dyno. Recognizing the Yamaha’s 49cc displacement advantage over the MV Agusta, the Turismo Veloce Lusso’s power figures are competitive in its class. The Turismo’s extremely flat torque curve and linear power delivery offer the smooth, tractable power we’ve come to expect out of an inline-triple. View the full article

AGV's Limited Edition Mono Ghiaccio (AGV/) AGV Press Release: The Mono Ghiaccio stands as an authentic replica of the AGV helmet utilized by champions in the MotoGP™ World Championship. Hence it has attained the new FIM homologation, affirming its top-tier protection against hazardous head twisting. This limited edition racing helmet is crafted from a 100% carbon fiber shell adorned with icy shades with exclusive metallic silver-green finish, white metal alloy air vents, magenta iridium PRO Spoiler and incredibly small visor mechanisms. Meticulously crafted for optimal performance, the Extreme Carbon shell, composed of 100% carbon fiber, ensures exceptional lightness for effortless wear. Its shapes and metal air vents undergo thorough wind tunnel analysis and testing by AGV athletes to guarantee optimal aerodynamic penetration and superior stability at high speeds, facilitated by the innovative profile of the rear PRO Spoiler. Featuring a 5mm-thick optical class 1 Ultravision visor, integral to the protector, it provides a 190° panoramic vision. This expansive field of view allows riders to discern the track, adversaries, and obstacles with unparalleled clarity, gaining an advantage over others. The exclusive 360° Adaptive Fit system enables complete customization of the interior, allowing riders to choose the ideal thickness for the upper head, nape, and cheeks. This bespoke comfort level liberates riders to focus solely on their goals. Features: 100% carbon fiber Metal Air Vents - Ensure aerodynamics and stability at high speeds Ultravision Visor - At 5 mm thick, this visor protects and allows 190° horizontal field of view 360° Adaptive fit Hydration system $1,924.95 USD For further details, please contact your preferred dealer. View the full article

Triumph’s Tiger 1200 GT Explorer (accessorized shown) gets engine refinements, added features, and ergonomic tweaks for 2024, but otherwise retains the same spec as last year. (Triumph Motorcycles/) When Triumph introduced the latest-generation Tiger 1200 line in 2022, the brand called out BMW’s R 1250 GS as a benchmark and piled all the requisite adventure-class features it could onto the new bikes, with things like a lightweight frame, semi-active Showa suspension, IMU-enabled premium brake components, multiple ride modes, and of course, that rorty 147 hp T-plane triple engine. But at the intro, we called out a few nitpicks, like noticeable vibes through the bars, and low-speed handling and ground clearance issues, and now Triumph has decided it was time to address the warts with a series of updates across the range. It’s not a whole-hog redesign of the Tiger 1200 family, mind you, but rather a refinement of the existing package with a focus on the aforementioned rough spots and key revisions to ergonomics, comfort, and standard amenities. In the presentation, Triumph seemed to indicate that the so-called “enhancements” would affect all five Tiger 1200 models—the base 1200 GT, the 1200 GT Pro, the 1200 GT Explorer, the 1200 Rally Pro, and 1200 Rally Explore—though only the two 2024 Explorer versions were addressed in the release, so that’s what we’ll focus on here. As a reminder, the main differences are that the road-focused Tiger 1200 GT Explorer rolls on cast 19/18-inch wheels while the more dirtworthy Tiger 1200 Rally Explorer relative gets longer-travel suspension and a 21/18 tubeless spoked-wheel combo. Both feature the larger 7.9-gallon gas tank versus the standard 5.3-gallon unit. The 2024 Tiger 1200 GT Explorer still rolls on 19-inch front and 18-inch rear aluminum wheels, but now has the Active Preload Reduction feature as standard, along with an updated clutch design. (Triumph Motorcycles/) Engine The main focus for 2024 was the Tiger 1200′s triple-cylinder engine, which was in need of some smoothing. To remedy the vibes, the 1,160cc triple received changes to the crankshaft, alternator rotor, and balancer to increase engine inertia, with additional engine calibration changes that is claimed to result in smoother and more precise low-rev torque, while still retaining that T-plane character. The refinements will allegedly be felt while accelerating or decelerating, especially at low speeds, while an updated clutch design is meant to offer smoother engagement when shifting into first gear. Taken together, says Triumph, the changes should result in a smoother ride overall. With that said however, the engine’s underlying mechanics didn’t get a major overhaul as the spec sheet reveals the same 147 hp at 9,000 rpm and 95.8 lb.-ft. at 7,000 rpm, with the T-plane triple crank’s uneven firing order, six-speed gearbox with slip and assist, and a low-maintenance shaft drive. The 1,160cc triple engine carries over for both models unchanged, save for tweaks to the crank and alternator rotor balancer to increase engine inertia. Triumph says it also addressed the bike’s pitch, roll, and yaw characteristics to be less invasive. (Triumph Motorcycles/) Comfort and Ergonomics Next to be addressed were the Tiger 1200′s ergonomics, which got only slight refinements. The redesigned rider seat gets a flatter profile so pilots can freely move their positions on longer trips, with the corresponding accessory low seat option that reduces height to 32.7 inches on the GT Explorer and 33.7 inches on the Rally Explorer also redesigned to be more comfortable. Other ergo tweaks include a longer clutch lever to make more room for riders’ fingers. Otherwise the same electronic enhancements and rider aids carry over from 2023, with Blind Spot Radar System coming standard (though no adaptive cruise control) along with multiple riding modes, traction control, and Showa semi-active suspension. In the cockpit you’ll still see the 7-inch TFT display with integrated My Triumph Connectivity System, with other standard features including hill hold and heated grips and seats. The 2024 1200 Rally Explorer gets all of the same refinements to engine, suspension, seat, and ground clearance. The Rally Explorer gets 21/18 wheels and offers a longer travel (8.6 inches) from its 49mm USD Showa fork. (Triumph Motorcycles/) Suspension and Clearance Triumph’s also touting the new Active Preload Reduction feature for the 2024 Tiger 1200s, which is not really new—-we first saw it released last year as an available upgrade. The Active Preload Reduction is said to lower the seat heights of both the Rally Explorer and GT Explorer by up to 0.8 of an inch when the bike comes to a standstill (depending on the combined weight of rider, pillion, and luggage) by pressing the “Home” button on the right switch cube. For 2024 it will come standard on all new Tiger 1200 motorcycles. As for the pronounced peg-scraping on the outgoing model? Triumph addressed the issue on the 2024 bikes by positioning the footpeg higher and closer to the bike, giving it more ground clearance. Both Explorer models have the larger 7.9-gallon tank. New Matte Sandstone color shown. (Triumph Motorcycles/) Lastly, of course are the cosmetics, and both variants of the Tiger 1200 Explorer will get new colors for 2024. The Tiger 1200 GT Explorer adds Carnival Red to the existing Snowdonia White and Sapphire Black choices, while the 2024 Tiger 1200 Rally Explorer steps up with the new Matte Sandstorm paintwork to go with the Jet Black and Matte Khaki colors. All the current 50-plus accessory options are still on tap too, with everything from luggage systems to engine and tank protection to seat options available for both models. Redesigned rider seat gets a flatter profile, and standard Active Preload Reduction can lower height by up to 0.8 of an inch. The addition of an accessory low seat gets you even lower. (Triumph Motorcycles/) To reiterate: The new 2024 Tiger 1200 GT Explorer and Tiger 1200 Rally Explorer are expected in dealers by the beginning of May. The Tiger 1200 GT Explorer will list at an MSRP of $23,795, with the Tiger 1200 Rally Explorer costing $24,895; both come with a three-year unlimited-mileage warranty. Triumph also indicated it plans to bring the Rally Pro and GT Pro models in at some point, likely for model year 2025, which it will announce at a future date. There’s no word on the fate of the base Tiger 1200 GT. The 2024 Triumph Tiger GT Explorer in Cardinal Red. MSRP is $23,795. (Triumph Motorcycles/) View the full article

A host of small improvements add up to greater rider comfort in the saddle, says the house of Hinckley.View the full article

Triumph’s 2024 Tiger 900 models get more power. (Triumph Motorcycles/) Triumph’s Tiger 900s—as well as the 800 models before it—have been that “other” middleweight in the adventure-bike world. They do all things that an ADV should do: Covering distance with ease while handling off-road excursions without worry. Triumph says it has sold 45,000 Tiger 900s since its 2019 introduction. Yet, BMW and KTM have received the lion’s share of press, rider attention, and sales success in the US. After two days of testing the 2024 Tiger 900 GT Pro and Rally Pro, that may be about to change. The Tiger 900 has something going for it that no other middleweight ADV does: the sweet, sweet growl of a “T-plane” triple. For 2024, Triumph has cranked up that three-cylinder’s claimed horsepower output by 13 percent. This means the Tiger has gone from one of the least powerful in the class to the most powerful. Triumph also cut weight ever slightly, further improving the power-to-weight ratio. Other cuts include two models from the lineup—now just three: Tiger 900 GT, GT Pro, and Rally Pro. Triump’s Tiger 900 GT Pro ( $16,895). (Triumph Motorcycles/) Is this enough to push it to the front of mind? As I diced with six-time motocross/supercross champ and Triumph ambassador Jeff Stanton on the Tiger 900 Rally Pro on Spanish mountain fire roads, that newfound power mixed with the do-it-all chassis had all of my attention. Cut! Thrust! Slide! Wheelie! Repeat. No one should fall asleep on this ADV machine. Tiger 900 Engine and Electronics All three Tiger 900 models share features and architecture, most notably the engine. In 2019, Triumph came out with its T-plane crank that produces a more “V-twin” like torque delivery and sound with long rpm legs like an inline-four. Despite the character, it was down on power to its twin-powered competition. It isn’t anymore. A new cylinder head gets larger intake ports along with revised exhaust ports, higher-lift intake and exhaust cams, and 15mm-longer intake trumpets. While new pistons increase the compression ratio from 11.3:1 to 13.0:1, the key focus is letting the 888cc triple breathe. Triumph removed one catalyzer from the exhaust system, reducing heat and weight along with opening up the path for exhaust gases. Related: 2024 Triumph Tiger 900 Aragón Editions First Look The Tiger 900’s T-plane crank triple now has 106.5 hp—that’s 13 percent more than in 2023. (Triumph Motorcycles/) All of this gets Triumph to that 13 percent increase in horsepower. Triumph now claims a peak output of 106.5 hp—the outgoing model had 93.7. That’s top-of-class horsepower. Torque has increased by 2.2 lb.-ft. to 66.4. Horsepower closely follows the previous model until 7,000 rpm and then it just keeps building to its 9,500-rpm peak. Even with the added go, Hinckley says that emissions have been reduced by 9 percent while fuel economy gets a 9 percent bump. Valve inspection interval has now gone from 12,000 to 18,000 miles. A new 7.1-inch TFT display lifted from the Tiger 1200 is bright and beautiful. The interface for Bluetooth functions such as calls and audio as well as adjusting modes, traction control, and ABS through Triumph’s slick switch cube on the left side of the handlebar is intuitive and easy to use. Mode selection also has its own button, and there are four in total to choose from on the GT: Sport, Road, Rain, Off-Road. The GT Pro gets an additional User mode, and the Rally Pro goes one more with a Off-Road Pro mode. A 7.1-inch TFT dash is bright and easy to read in any lighting conditions. (Triumph Motorcycles/) Sport mode delivers the full force of the Tigers’ newfound horsepower with a quick and snappy throttle response. The lean-sensitive traction control kicks in only when you ask too much of the rear tire—though it does allow for a little bit of slip or squirm before it imperceptibly helps you out. Road mode is still stout in character without the aggression of Sport, with the traction control keeping everything in a line. Rain mutes everything for total control in slippery conditions. Off-Road lets the rear wheel loose for both sliding in the dirt as well as moving forward in softer terrain. The Rally Pro’s Off-Road Pro shuts the TC off completely—a handy feature in sand or mud. User mode lets you set up throttle response, TC, and ABS. When keyed off, the Tiger reverts from the User and Off-Road modes to a road mode unless you confirm those modes on start-up with a two-button push sequence. As you spend time with the Tiger off-road, those two presses become nearly automatic. A press of two buttons reinstates all settings from before the bike was shut off. (Triumph Motorcycles/) The ride modes are also tied to the ABS settings. In Sport and Road, the Continental MK MIB Evo brake control module links the front 320mm rotors squeezed by four-piston Brembo Stylema Monoblocks to the rear 255mm disc and single-piston Brembo caliper. An overzealous stab at the front lever or rear pedal results in a strong yet metered braking response that keeps the wheels in line and skid free. Off-Road unlinks the brakes and turns off the rear ABS, while in Off-Road Pro the ABS is shut off completely; this is the most important reason to memorize that two-button dance on start-up while riding off-road—you’ll only forget once after trying to slow down a 503-pound ADV on a high-speed dirt road with road ABS. Brembo four-piston Stylema calipers clamp 320mm dual front discs on the GT Pro and Rally Pro. (Triumph Motorcycles/) While Triumph says engine power is only slightly enhanced below 7,000 rpm, it is livelier with noticeably more low-end grunt. Then as you cross into the upper rev range, the engine continues to pull strongly to just before the 10,000-rpm redline. The previous model just flattened out on top. That top-end rush is so much more satisfying and useful, especially on tighter roads that used to require a shift up between the bends to maximize the drive. Now, just wring it out; there’s less dancing on the precise up-and-down quickshifter. Tiger 900 GT Pro and Rally Pro Chassis and Suspension While the engine is shared between all three Tiger 900 models, the GT and Rally models get different suspension, wheels, tires, and frames—all of which gives the GTs and Rally Pro very different handling and capability. Up front, the GT and GT Pro share a 45mm Marzocchi fork that moves through 7.1 inches (180mm) of travel and is adjustable for compression and rebound damping. At the back of the GT, a Marzocchi monoshock is manually adjustable for preload and rebound; the GT Pro gets electronic adjustment of preload and rebound with presets for passenger and load configurations but can be adjusted in the menu to your liking as well. Both GTs have 6.7 inches (170mm) of travel at the rear. Wheels are cast aluminum units in a 19-inch front and 17-inch rear wrapped with Metzeler Tourance Next tires that are meant for on-road performance. Rake is 24.6 degrees with 4 inches of trail. Front suspension on the Tiger 900 Rally Pro is adjustable for preload, compression, and rebound. (Triumph Motorcycles/) On the Rally Pro, rake is slightly steeper at 24.4 degrees with more trail at 4.6 inches. Wheels are tubeless spoked units with Bridgestone Battlax Adventure tires in 21/17-inch sizing. Suspension is by Showa with a 45mm fork that is adjustable for preload, compression, and rebound with 9.4 inches (240mm) of travel. At the back, a fully adjustable monoshock delivers 9.1 inches (230mm) of travel. All adjustments are manual. This raises the seat height to a minimum seat height of 33.9 inches (34.7 in the high position) over the 32.2/33.1 inches of the GT and GT Pro. Triumph Tiger 900 GT Pro on the Road The first day of our testing was on wonderfully twisting asphalt above the coastal Spanish city of Malaga on the GT Pro and Rally Pro, most of our time was on GT Pro as we were most interested in ascertaining the touring and sporting capabilities of this road-biased model. The day was cold (40–55 degrees Fahrenheit) and the roads were less than pristine with dust and dirt. Right out of the gate, the GT Pro did not supply the road-holding confidence I was expecting from a “GT” ADV model. Heavy handling with some resistance to tip-in followed by a lack of feedback on the side of the tire immediately raised questions. Was the preload set wrong at the rear, was the compression damping off on the front, was it the tires? Throughout the day, with setting change after setting change I struggled with connection to the pavement. Worse, the GT Pro pushed wide when finishing a corner with any sort of throttle. A switch to the Rally Pro proved that it turns in easily with excellent feedback and connection to the pavement, allowing for a quicker and more comfortable pace. Although handling improved greatly after adjustment, the Tiger 900 GT Pro has a heavy feel, especially when compared to the Rally Pro. (Triumph Motorcycles/) Relaying my feedback to Triumph’s mechanics and engineers resulted in a bike check over and test ride. They returned with a corrected setting that was just a tick off my final setting with less preload and less rebound damping. Turn-in was lighter with more composure, and feedback had improved greatly, but still not to the level of the Rally Pro. Let’s call it an eight out of 10. There is too much sensitivity to changes on the GT Pro. Just one step of adjustment in preload and rebound radically changes the GT Pro’s handling; big changes should only be realized after larger adjustments, not moves that would normally be seen as fine-tuning. On the throttle and leaving a corner, the GT Pro wants to push wide. (Triumph Motorcycles/) Suspension action itself is well damped for street duty without any harshness while providing excellent front-to-rear balance during acceleration and braking. Even big bumps won’t upset the GT Pro, both on straightaways and corners. Settings are well suited for sport-touring and crushing miles. Tiger 900 Rally On and Off-road While there is some disappointment in the GT Pro’s road manners, the Rally Pro absolutely shines on the street. Snappy reaction to inputs with excellent traction and feedback seems counterintuitive to a off-road-ready model with chunkier tires and a 21-inch front wheel, but it excels not only on cut-and-trust hairpins but is rock solid and composed in high-speed sweepers. Midcorner line changes are quick and drama free. This is what the GT Pro should be. Despite longer suspension travel and a 21-inch front tire, the Tiger 900 Rally Pro is excellent on the street. (Triumph Motorcycles/) Off-road, the Tiger 900 Rally Pro is just as connected and rock solid. Off-road mode is excellent for fire road shredding with its dirt-specific front ABS confidently slowing the bike without the front wheel completely locking; not once was there a need to completely remove ABS from the front tire for fire roads and two-track. During our very limited time at Triumph Adventure Experience Spain’s off-road training area, Off-Road Pro mode was the ticket, allowing for ultimate braking control on its single-track and small MX-style obstacles. Jumping the Tiger 900 Rally Pro will find the limits of the Showa fully adjustable suspension. (Triumph Motorcycles/) Right out of the box, suspension settings are dialed in for chunky fire road blasting, sucking up chop and holes without deflection or harshness. Both ends roll over all but the biggest rocks straight and true. Airing out the Rally Pro does find the limits of its 9-plus inches of travel, but even when the end of the travel is reached, the bike remains in control. It’s not the most aggressive ADV in the dirt, but its abilities are at a high level within the class. The Tiger 900 Rally Pro is a fire road slayer. (Triumph Motorcycles/) Comfort and Ergonomics Both the GT Pro and Rally Pro dish out plenty of comfort with comfortable seats with a slim profile in the front and more width and support at the rear. Seat-to-footpeg space is a little cramped in the seat’s low position for my 31-inseam and motocross boot combo; however, the extra three-quarters of an inch in the high position is just right. Reach to the bars on the GT is comfortable and relaxed. While the wider and farther set back (15mm) bars of the Rally Pro offer more leverage, when standing the 15mm setback is a bit cramped for aggressive dirt duty—a small complaint on an otherwise fantastic cockpit. Wind protection from the easy-to-adjust windscreen is quite good for my 5-foot-10 frame, adjusting through 2 inches in five positions. Wider bars on the Rally Pro give plenty of leverage to muscle it around off-road. (Triumph Motorcycles/) Conclusion Triumph’s Tiger 900 GT Pro and Rally Pro set a new standard for Hinckley’s middleweight adventure motorcycles. Powered by one of the most engaging engines in the class, both machines now stand toe-to-toe with the competition when the throttle is whacked wide open. The refinement, fit and finish, and overall solid feel are undeniable, and the updated bodywork is modern and clean. Triumph’s Tiger 900 Rally Pro is the clear winner in the brand’s middleweight ADV lineup. (Triumph Motorcycles/) While the GT Pro doesn’t fully live up to the promise of its updated chassis and engine, the Rally Pro is a stunner, nearly negating the need for the GT and GT Pro if you can deal with the taller seat height and no electronic shock adjustment. Triumph doesn’t want its Tiger 900 to be a “well-kept secret” but Tiger 900 Rally Pro owners will nod to the ADV world’s bandwagon chasers and give a sly smile, for they know how good it can get. You should look into joining the club, initiation is $17,395. 2024 Triumph Tiger 900 Rally Pro ($17,395). (Triumph Motorcycles/) 2024 Triumph Tiger 900 GT Pro Specs MSRP: $16,895 Engine: DOHC, liquid-cooled, inline 3-cylinder; 12 valves Displacement: 888cc Bore x Stroke: 78.0 x 61.9mm Compression Ratio: 13.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 106.5 hp @ 9,500 rpm Claimed Torque: 66.4 lb.-ft. @ 6,850 rpm Fuel System: Multipoint sequential electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slip/assist Frame: Tubular steel trellis; bolt-on aluminum rear subframe Front Suspension: Marzocchi 45mm USD fork, compression and rebound damping adjustable; 7.1 in travel Rear Suspension: Marzocchi RSU, electronic spring preload and rebound damping adjustable; 6.7 in. travel Front Brake: Brembo Stylema 4-piston Monoblock calipers, twin 320mm floating discs w/ Optimized Cornering ABS Rear Brake: 1-piston sliding caliper, 255mm disc w/ Optimized Cornering ABS Wheels, Front/Rear: Cast aluminum; 19 x 2.5 in./17 x 4.25 in. Tires, Front/Rear: Metzeler Tourance Next; 100/90-19 / 150/70R-17 Rake/Trail: 24.6°/4.0 in. Wheelbase: 61.3 in. Seat Height: 32.2/33.1 in. Fuel Capacity: 5.3 gal. Claimed Wet Weight: 489 lb. 2024 Triumph Tiger 900 Rally Pro Specs MSRP: $17,395 Engine: DOHC, liquid-cooled, inline 3-cylinder; 12 valves Displacement: 888cc Bore x Stroke: 78.0 x 61.9mm Compression Ratio: 13.0:1 Transmission/Final Drive: 6-speed/chain Claimed Horsepower: 106.5 hp @ 9,500 rpm Claimed Torque: 66.4 lb.-ft. @ 6,850 rpm Fuel System: Multipoint sequential electronic fuel injection w/ electronic throttle control Clutch: Wet, multiplate slip/assist Frame: Tubular steel trellis; bolt-on aluminum rear subframe Front Suspension: Showa 45mm USD fork, compression damping, rebound damping, and spring preload adjustable; 9.4 in. travel Rear Suspension: Showa RSU, spring preload and rebound damping adjustable; 9.1 in. travel Front Brake: Brembo Stylema 4-piston Monoblock calipers, twin 320mm floating discs w/ Optimized Cornering ABS Rear Brake: 1-piston sliding caliper, 255mm disc w/ Optimized Cornering ABS Wheels, Front/Rear: Spoked tubeless; 21 x 2.15 in./17 x 4.25 in. Tires, Front/Rear: Bridgestone Battlax Adventure; 90/90-21 / 150/70R-17 Rake/Trail: 24.4°/4.6 in. Wheelbase: 61.1 in Seat Height: 33.9/34.7 in. Fuel Capacity: 5.3 gal. Claimed Wet Weight: 503 lb. Contract: triumphmotorcycles.com Off-road ABS is well calibrated for fire road surfaces. (Triumph Motorcycles/) Gearbox Helmet: Arai VX-Pro4 Jacket: Alpinestars Techdura Pants: Alpinestars Techdura Gloves: Alpinestars Techdura Boots: Alpinestars Tech 11 View the full article

You might think the Ducati Streetfighter V4 SP2 looks like a naked MotoGP bike as it flashes by. And you wouldn’t be completely wrong. No, it’s not the GP23 that Francesco Bagnaia raced every Saturday and Sunday in 2023. But some of the technology developed in grand prix racing has trickled down into Ducati’s production lineup. At the heart of this Bologna bullet is a 1,103cc liquid-cooled Desmosedici Stradale 90-degree V-4 engine. Ducati rotates the engine rearward 42 degrees for chassis balance just like it does in its MotoGP bikes. Along with a comprehensive electronics suite, the V4 SP2 also receives carbon fiber wheels, winglets, Öhlins suspension, and Brembo Stylema R brake calipers. Are you sure this isn’t a racebike? Well, it’s both. Ducatis “enhanced Fight Formula” is to deliver an easy, comfortable ride with Panigale V4 performance. Just to set the scene of how potent the Streetfight V4 SP2 is in comparison to its Panigale sibling: Leading up to our 2022 Superbike Shootout, we measured the Ducati Panigale V4 SP2 on the Cycle World dyno. As the shootout winner and 2022 Cycle World Best Superbike, it produced 182.2 hp at 12,890 rpm and 79.2 lb.-ft. of torque at 9,340 rpm. For reference, the 2022 BMW M 1000 RR produced 179.2 hp and 76.3 lb.-ft. of torque and the 2022 Aprilia RSV4 Factory produced 189.7 hp and 84.9 lb-ft of torque. A year later, we stacked the Ducati streetfighter V4 SP2 up against the same manufacturers represented in our superbike shootout to compete in a hyper-naked comparison. Again, the Ducati won with flying colors earning it the title of Cycle World’s Best Open-Class Streetbike for 2023. 2023 Ducati Streetfighter V4 SP2 Dyno Chart. (Robert Martin/) Before measuring for max power output, the 2023 Ducati Streetfighter V4 SP2 weighed 451 pounds on our automotive scales. On our in-house Dynojet 250i dynamometer, the Streetfighter V4 SP2 produced 172.8 hp at 13,490 rpm and 75.2 lb.-ft. of torque at 9,280 rpm. That’s less than the 2023 BMW M 1000 R with a Cycle World–measured 185 hp and 76.2 lb.-ft. of torque. But the Ducati’s nearly flawless power curves are picturesque. I mean seriously, if an emoji of a dyno chart existed, it would look like the Streetfighter’s. Cycle World In-Market Editor Bradley Adams may have said it best, “It has tons of low-end grunt, pulls hard through the midrange, and is still wickedly strong on top. Ducati’s Desmosedici Stradale V-4 has earned a spot in any conversation about the best engines in motorcycling.” View the full article

Dr. Brian Gillen has left MV Agusta and is moving to Norton. (Bruno dePrato/) Dr. Brian Gillen has left MV Agusta where he served as chief project engineer for 15 years. During that time he proved capable of identifying and fixing the numerous problems of MV Agusta models, particularly the power units, in terms of both reliability and performance. He was able to extract the best from the 675cc three-cylinder F3 and let it safely grow to 800cc with excellent performance that made the F3 800 RR a very attractive middleweight sportbike. Maybe the most remarkable technical achievement by Gillen was a complete revision of the 1,000cc F4 inline-four, that through its life had accumulated more reliability problems than was expected at MV Agusta. The F4 unit was almost dead when Gillen took on the challenge. He fixed all problems and made it a very powerful and solid engine. It took a lot of very hard work, but it paid off. Gillen’s last accomplishment was the new LPX Orioli 931cc engine. The new unit has partly been derived from the MV Agusta 800cc three-cylinder unit, though it is new with potential, mainly because it is fully Euro 5 compliant with large margins that will make its further evolution to Euro 6 easy. In the LPX Orioli it generates a claimed 124 hp at 10,000 rpm, with a massive 75.3 lb.-ft. torque peaking at 7,000 rpm. Gillen’s last completed project was the 931cc engine powering the new LPX Orioli. (MV Agusta/) For the past three years Gillen also acted as director of CRC, the MV Agusta advanced research center in Repubblica di San Marino. He was the man behind bringing MV Agusta out of bad times and into a condition positive enough to attract the attention of Pierer Group. To be clear, Gillen is leaving MV Agusta upon his own decision in order to accept an offer from India’s TVS Motor Company to become the chief project engineer and member of the board of directors of Norton. Gillen has always loved and considers Norton one of the most iconic in the motorcycle industry. Gillen admitted that his departure from MV Agusta was highly emotional. He added that he looks forward to teaming up with the Norton engineering team to conceive and develop highly advanced and prestigious Norton models that will compete on the highly competitive worldwide motorcycling arena. View the full article

Welcome to the wonderful world of street-legal supermotos. The Hypermotard 698 Mono will fit in well. (Ducati/) Ducati’s Hypermotard 698 Mono is not an entry-level addition to the Hypermotard family. Yes, it’s the smaller-displacement, less-expensive alternative to the Hypermotard 950 V-twin, but it’s also a wicked, eye-opening extension of the family. It’s Ducati’s new approach to the street-legal supermoto category, made possible through an extreme emphasis on light weight, performance, and tech. Unique as that approach is to Ducati, it’s not a substantially different approach than what KTM, Husqvarna, and GasGas have taken with their similarly spec’d but uniquely styled 690 SMC R, 701 Supermoto, and SM 700, which have been the go-to-big-bore option in the supermoto class. Those bikes—and now the Hyper 698 Mono—are designed to offer vastly more performance than entry-level options like the Kawasaki KLX300SM and Suzuki DR-Z400SM, which round out this much-loved but relatively niche, low-volume category. The Hypermotard 698 Mono lineup consists of two bikes: a base model ($12,995) and quickshifter-equipped RVE ($14,495), which also gets a special Ducati graphic treatment. (Ducati/) If you’re wondering why Ducati decided to invest in a category with such limited competition, you’re not alone. Ducati says that the decision was born from the desire to create something fun and exciting (read: a passion project), which isn’t far from what you’d expect from the omni-passionate Italian firm. But that doesn’t tell the whole story. The other, more likely reason is that Ducati wants to highlight the insane performance of the all-new Superquadro Mono single-cylinder engine that was actually unveiled ahead of the Hyper 698. What better way to showcase a new, high-performance single than in a supermoto that exists almost purely for unadulterated fun? To love the new Hypermotard 698 Mono will be to love the engine that gives the bike its personality. Related: 2024 Ducati Hypermotard 698 Mono First Look The 698 Mono has a more svelte, off-road-inspired look than any Hypermotard model to come before it. (Ducati/) How much personality is there (spoiler alert: a ton), and how does that play into the riding experience (ditto)? We headed to a kart track just outside Valencia, Spain—a proving grounds and training area for the local racing elite—to find out. First, a look at what makes the new bike so hyper. About the Bike We should say bikes, or at least versions, as Ducati will sell a base-model Hypermotard 698 ($12,995) alongside a more stylish 698 Mono RVE, which has a “graffiti” livery and bidirectional quickshifter, but sets you back a little extra coin with its $14,495 msrp. The heart of the Hyper Mono 698 is Ducati’s all-new Superquadro Mono single-cylinder engine, which is now the most powerful single-cylinder engine on the market, edging out the Austrian competition by a few (claimed) horsepower. It does, however, make a few less pound-feet of torque. (Ducati/) The bike is powered by an engine that’s loosely referred to as half of a 1299 Panigale engine, since much of its design and hardware comes from that iconic V-twin. Bore and stroke are an eye-opening 116.0 x 62.4mm, the former making room for the same valve diameters as in the 1299: 46.8mm titanium intakes and 38.2mm steel exhausts. The piston and combustion chamber shape are exactly as they were on the Panigale. The desmodromic-equipped head uses a dedicated set of rocker arms and cam lobes to shift power into the midrange. Ducati claims 77.5 hp at 9,750 rpm and 46 lb.-ft. of torque at 8,000 rpm. More than 70 percent of the max torque is available at 3,000 rpm, and more than 80 percent between 4,500 and 10,250 rpm. A Termignoni exhaust drops 3.3 pounds and adds 7 hp. Related: Ducati’s New Superquadro Mono 660 Single Business in the front, party in the back. Stock exhaust noise is by necessity a bit muted, but stepping up to a Termignoni exhaust wakes the bike up, both in terms of sound and power. (Ducati/) Weight management was a key focus during design and therefore the Superquadro Mono uses magnesium engine covers and an aluminum cylinder sleeve, like what Ducati used on the 1299 Superleggera (the standard 1299 Panigale used steel). Total engine weight is 98.3 pounds, which is light, but, thanks most likely to the desmo valvetaine, still 2 pounds heavier than the claimed engine weight for the KTM, Husqvarna, and GasGas. Those engines also make more torque (a claimed 54 lb.-ft. at 6,500 rpm), but less peak power (74 hp @ 8,000 rpm). Two balance shafts are used to cancel vibration, as is the case with the KTM-based competition, the only difference being that the Ducati’s balance shafts are both located in the crankcase (versus one in the head), since the desmodromic system reduces available space up top. The single, 330mm front brake disc is 10mm bigger than the brake disc on KTM, GasGas, and Husqvarna models. That and an M4.32 caliper offer enough feel and power to drive the Hyper 698 deep into the corner. You won’t think of this as another “basic” single-disc setup. (Ducati/) We wouldn’t normally draw so many comparisons between competing models, but given the focused scope and nearly identical figures, it makes sense here. For example, the Hyper has 26.1 degrees of rake and 4.2 inches of trail, which is easily comparable to the 26.4 degrees of rake and 4.2 inches of trail on the GasGas SM 700. The only big difference is in the wheelbase; Ducati opted for a shorter, 56.8-inch wheelbase compared to the 57.9-inch gap between the GasGas’ axles. That shorter wheelbase comes from a short, 22.5-inch swingarm, which Ducati is using to keep the bike agile and “playful.” An all-new, steel trellis frame is designed with differentiated thicknesses and sections to optimize weight and stiffness. Total frame weight is 15.9 pounds. Related: Should You Buy Kawasaki’s KLX300 or KLX300SM? That stance! Not only does the swingarm pop, it’s also short front to back and contributes to a shorter wheelbase compared to the competition. (Ducati/) More weight-saving measures come in the form of cast aluminum wheels, which are 1.1 pounds lighter than equally sized spoked wheels, like what are found on the KTM and Husqvarna (the GasGas also rolls on cast wheels). Claimed wet weight (sans fuel) is 333 pounds, whereas most of the competition comes in at around 324 pounds dry. Weight differences will vary a bit more considering the Ducati has a smaller, 3.0-gallon gas tank, compared to 3.6 gallons on the GasGas. Small differences, but something to consider. Final judgment on weight will come on the Cycle World scale. Suspension consists of a fully adjustable Marzocchi fork and fully adjustable Sachs shock. Front and rear suspension travel are 8.5 and 9.4 inches, respectively (same as on the GasGas), while the seat height measures a staggering 35.6 inches—0.2 inch more than the GasGas but 0.2 less than the Husqvarna, which has a taller seat height than its cousins. A 3.8-inch LCD display outclasses the competition, but is difficult to reference at speed. Perhaps the move to large TFT displays across all of motorcycling has spoiled us. (Ducati/) More differences? The Ducati’s front brake disc is 10mm bigger than the competition’s, plus tied to a much more expansive electronics package that includes four ABS settings, for easier sliding. Or not, in case you’re still getting used to the whole supermoto thing and want to keep your wheels in line. The electronics package also consists of lean-angle-sensitive Ducati Wheelie Control (four levels, plus off), Ducati Traction Control (eight levels, plus off), and Engine Brake Control (three levels). Ride modes include Sport, Road, Urban, and Wet. Related: 2025 KTM 690 SMC R and Enduro R Spied Navigate through menus and available settings with the top right switch, then select with the Mode/Enter button. (Ducati/) Settings are adjusted via switches on the left-hand side of the handlebar and confirmed through a 3.8-inch LCD display that’s small but more stylish and modern than what you’ll find on the competition. The rest of the bike’s design hints at its performance-first build. Lines are sharp, and cowlings are minimal. Compared to the bigger V-twin Hypermotards, this has a much more dirt-bike-like presence. A closer look at the Hyper 698 Mono’s electronics package. That’s a lot of tech for a street-legal supermoto, and Ducati wouldn’t have it any other way. (Ducati/) Riding Impressions While we’ve ridden a handful of those V-twin-powered Hypermotards at the track, they always felt a bit out of place—too big for tight, technical kart tracks, but too pointed to accomplish anything at a proper racetrack. That’s fine considering that the plus-sized Hyper is intended to be more urban hooligan than track weapon, but also worth mentioning here, because the different design helps you better understand the Hyper 698 Mono’s intentions—and what you’re signing up for. No, the latter is not as sharp as a purpose-built, 450 motocrosser-turned-supermotard, but the gap between those two concepts feels smaller than was the case with any Hyper that came before it. Most of that sensation comes from the spicy (and absolutely gorgeous) single-cylinder engine, which has more off-bottom grunt than the numbers and talk of “high-revving performance” suggests. Revs build quickly though, and you’re into the 10,250 rpm rev limiter sooner than expected. It’s a more lively, on-edge package than what we’ve experienced from the competition, and at the racetrack especially, it keeps you on your toes. There’s very little of that lumpy, big-bore single sensation down low. Ducati says that ergonomics were designed to work for knee-down or foot-out riding. We preferred knee-down, as did most of the people we rode with. (Ducati/) A tall first gear means you’re not immediately into the rev limiter when leaving a stop, but with a light clutch pull, you have to be diligent with the throttle to make sure you don’t stall the bike as you motor out of the pits. Or probably more fittingly, as you pull away from a stoplight. Because let’s be honest, the vast majority of these bikes will spend most of their time on the street. We spent a handful of laps cruising around the track at an around-town pace to better understand low-speed mannerisms, but there was nothing to suggest this engine was too hard-edged for casual riding. Thanks to those counterbalancers, vibration is kept to a respectable level. That said, throttle response is pretty aggressive in Sport. Road offers a more manageable on/off transition and helps knock some of the edge off. Assuming you want to knock some of the edge off… A fully built 450 supermoto might get around the track a bit faster, but you can ride the 698 Mono to and from the track. (Ducati/) Steering is fast as you want with a short wheelbase and heavy front-end weight bias. It feels like you can flick the bike through tight right-left-right chicanes by just sneezing on the inside bar and peg, which, more importantly, means the bike should carve through city streets with ease. It’s usually on the right side of twitchy, with enough stability to feel comfortable in faster corners. The best part is front end feel at corner entry; it’s shocking how hard you can load the tire as you stab the brakes and pitch the bike into a turn. Handling is not perfect though. As is the case with the engine, you can feel the chassis flirting with that line between predictable and on-edge, and it occasionally veers over the wrong side of that line. Things happen quickly, which makes you feel alive, but also like you’ve had a few too many Monsters and should try to calm down a bit. Then again, were supermotos ever meant to be mellow? Front end feel at corner entry is great, especially when the rear suspension is stiffened up and preload is added. Otherwise, the bike can be a bit hard to get down to the apex in faster corners. (Ducati/) Tuning the suspension helps keep things in check. We tested stock settings in the morning and a setup with more preload and compression/rebound damping in the afternoon. The latter offered more stability and highlighted the suspension’s nice adjustment range, but given the long travel (good for weight transfer at the track), there’s always some movement through the fork and shock as you put inputs into the bike. A lighter and shorter rider (this test rider is 6-foot-3-inches and 210 pounds with gear) might have it a little easier. Electronic rider aids provide an admirable safety net, with a level of refinement that you wouldn’t have found on a bike like this 10 years ago—or maybe even a literbike. Gone are the days where safety meant having to deal with aggressive ignition cuts. Now you have subtle intervention that prioritizes forward momentum, whether you’re on this, or a Panigale. Mind you, those electronics limit how much of a hooligan you can be, so adjust accordingly. The stiffer the better. Bigger riders will notice that the rear moves quite a bit under acceleration. Front/rear weight bias is 48.5/51.5. (Ducati/) Speaking of, while we appreciate the dash’s added moderness over the competition, the display feels busy and leaves us wanting more. Supermotos are about simplicity, but if you’ve got ride modes and multiple electronic systems to adjust, bigger might just be better. The current, rather small display is difficult to read at a glance, and it takes time to get comfortable navigating the rider-aid settings. The system we liked playing with most was ABS, which has a slide-by-brake feature specific to this bike. Depending on the mode (1 through 4) and bike positioning, the system adjusts ABS pressure to enable the rear tire to step out as you slide into a corner. The hard part? Granting enough trust in the system and not trying to override it with choppy inputs once a slide begins. We’ll get there, just not on day 1. That’s important to mention, because it’s also one of Ducati’s goals; to have enough performance and technology that riders can hone their skills and grow with the bike. This electronics package allows for that. Ducati says that its biggest challenge was to make the Hyper 698 precise but still have some playfulness to it, as well as a willingness to wheelie. We’d say they’re closer to playful than stable, but still with a package that’s an absolute blast around a kart track. (Ducati/) Final Thoughts The idea of using a supermoto as a training tool is nothing new, but the reality is that Ducati’s bigger Hypermoto models were intended to evoke a feeling on the road more than fast laps around the local kart track. The Hypermotard 698 Mono is different in that it’s a legitimately good time at the track, and fully willing to be pushed to its limits. No plans to hit the track? No worries, that lighthearted personality will make it just as much fun to cruise around town on. That, of course, is about as much as you’ll probably want to subject yourself to. Fun as a supermoto might be, they aren’t winning any awards for long-range comfort or versatility, and that’s especially the case with this more pointed offering. Cramped? The handlebar can be moved 8mm (0.3 inch) forward by inverting the clamp. This will also put more weight over the front of the bike. (Ducati/) Rowdy is the name of the street-legal supermoto game though, and in the case of the Hypermotard 698 Mono, that’s exactly what you get. Now, where will that Superquadro Mono engine end up next? 2024 Ducati Hypermotard 698 Mono Specs MSRP: $12,995 / $14,495 (RVE) Engine: Liquid-cooled, desmodromic timing single; 4 valves/cyl. Displacement: 659cc Bore x Stroke: 116.0 x 62.4mm Compression Ratio: 13.1:1 Transmission/Final Drive: Six-speed/chain Claimed Horsepower: 77.5 hp @ 9,750 rpm Claimed Torque: 46.5 lb.-ft. @ 8,000 rpm Fuel System: EFI w/ 62mm throttle body; ride-by-wire Clutch: Wet, multiplate slipper and self-servo function; hydraulic actuation Frame: Tubular steel trellis Front Suspension: 45mm Marzocchi fork; fully adjustable; 8.5 in. travel Rear Suspension: Sachs monoshock; fully adjustable; 9.4 in. travel Front Brake: Brembo M4.32 caliper, 330mm disc w/ Bosch cornering ABS Rear Brake: 1-piston floating caliper, 245mm disc w/ Bosch cornering ABS Wheels, Front/Rear: Y-shaped 5-spoke alloy; 17 x 3.5 in. / 17 x 5.0 in. Tires, Front/Rear: Pirelli Diablo Rosso IV; 120/70ZR-17 / 160/60ZR-17 Rake/Trail: 26.1°/4.2 in. Wheelbase: 56.8 in. Seat Height: 35.6 in. Fuel Capacity: 3.0 gal. Claimed Wet Weight: 333 lb. Contact: ducati.com Ducati Hypermotard 698 Mono gear bag. (Ducati/) Gearbox Helmet: Arai Corsair-X Nicky Reset Racing Suit: Alpinestars Racing Absolute V2 Gloves: Alpinestars GP Tech V2 S Boots: Alpinestars Supertech R The first thing you realize as you throw a leg over Ducati’s Hypermotard 698 Mono is that, even though it’s a smaller-displacement, less-expensive alternative to the Hypermotard 950 V-twin, it’s in many ways the rowdier and more exciting option. It’s not an entry into the Hypermotard family, but a more aggressive approach to the street-legal supermoto category, made possible through an extreme emphasis on light weight, performance, and tech. View the full article

The 2024 MY comes with a host of improvements to both the Africa Twin and Africa Twin Adventure Sports models.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/) The King of the Baggers class presented by MotoAmerica at roadrace events has been a big success, pitting highly modified Harley-Davidson Road Glides against Indian Challengers. Horsepower numbers somewhere in the 165 to 185 range are spoken of in low tones. And these bikes, built to a minimum weight of 620 pounds, have changed a lot of minds by their ability to lay down really fast lap times. It was high time that Harley riders remembered that, while it’s fun to be cool, it can be really big fun to be fast as well. The Motor Company now offers its CVO Road Glide ST with the 121 HO engine—121 HO translates to 121ci (1,977cc) High Output—influencing the rear wheel strongly with a claimed 127 hp at 4,900 rpm and 145 lb.-ft. of torque at 3,000. H-D’s 121 HO engine puts out 127 hp and 145 lb.-ft. of torque. (Brian J. Nelson/) This engine puts aside the variable valve timing of non-ST 121 engines in favor of a camshaft with longer, race-inspired valve timing, redlined at 5,900 rpm. To put these delicious changes in perspective, remember that for generations, Harleys have been known for their impressive bottom torque, which they needed to heave their not inconsiderable weight away from rest. Torque peaked low down, then sloped downward as the engine revved up. The reason for this was very short valve timings, rather like those of a classic VW Beetle—almost what we were taught in high school: Intakes open at TDC, intakes close at BDC. On the other hand, having the valves open for such a short time makes the engine more and more short of breath as it revs up, trying to fill the cylinders in shorter and shorter time. As the Interstate Highway System was built, riders could cruise at higher speeds and for longer. Keeping up with traffic has required more performance from time to time, and that has been provided by increases in engine displacement—without changing that feeling of strong bottom torque. The original Big Twin, the EL or “Knucklehead” of 1936, had 61ci of displacement, soon growing to 74 and continuing upward ever since. Harley’s traditional feel never changed. For on-ramp and passing acceleration, variable valve timing (VVT) has been useful. What it does is change the phase angle between cam and crankshaft as the engine accelerates, first providing the valve timing best for lower revs, then altering it as engine revs rise, shifting cam phase to what works best at higher revs. Cam phasers just advance or retard the camshaft; they cannot vary the valve duration (number of degrees during which the valves are open) or the valve lift. I suspect that the experience of the Harley KOTB racing team (Yes! Harley again has a factory race team for pavement racing, with permanent staff and “Harley Racing” T-shirts!) has shown ways to combine strong bottom performance with big horsepower on top. Such a cam surely opens the intakes before TDC, giving the intake process a head start, then closes the intakes significantly after BDC, giving more open time for cylinder filling. Related: 2024 Harley-Davidson CVO Road Glide ST First Look Tech from Harley-Davidson’s King of the Bagger racing efforts is beginning to trickle down to production models. (Brian J. Nelson/) Another element is the KOTB-derived intake Y-manifold, claimed to flow 26 percent more air from the 58mm throttle body. Another item mentioned is an updated cylinder head. Could it be that racing still improves the breed? Could it be that higher performance still brings excitement? Be sure also that a front pulley now with 30 teeth instead of the previous 32 increases torque at the rear wheel by 6.7 percent. More power means more heat, continuing to underline the usefulness of liquid-cooling around the exhaust valve seats. Many problems of heat engines are caused by high temperature “creep,” which is the slow yielding of metals under stress, even far below their melting point. When the material around the exhaust valve seats and port runs too hot, creep may become a problem, loosening seat inserts or distorting/displacing exhaust valve seats. This causes valve leakage that heats the parts even more. Liquid-cooling keeps the aluminum in critical locations at safe temperatures. Liquid-cooling is used in the heads to fend off damage to the valve seats by high temperature. (Brian J. Nelson/) Fun does not go out of style. Seeking it is part of being human. View the full article

Power Up For The Nationwide 2024 KTM Street Demo Tour (KTM/) KTM Press Release: The KTM STREET DEMO TOUR is touring the United States once again in 2024, offering orange bleeders the ultimate chance to sample the latest models in the KTM STREET range. Commencing between March 1-9 during Daytona Bike Week in Florida, U.S. consumers will have the opportunity to take part in the tour to be staged alongside a wide selection of premier motorcycle events across the nation. Organized by KTM North America, Inc. in association with participating dealers, you’ll be able to get up close and explore the 2024 range, together with knowledgeable KTM experts on location. Following that, it will be your time to take to some of the most enjoyable roads in the country. Each ride will take place on pre-planned routes that will be sure to deliver an exceptional experience at this year’s KTM STREET DEMO TOUR. With the NAKED bike range celebrating 30 YEARS OF DUKE in 2024, KTM brings the ferocious, all-new KTM 1390 SUPER DUKE R EVO – THE BEAST, REBORN – the sniper-like KTM 990 DUKE, as well as the powerful yet rideable KTM 390 DUKE and KTM 250 DUKE. Joining this lineup of all new naked bikes is the original SCALPEL, the KTM 790 DUKE. Throw a leg over these class-leading machines and discover why the KTM DUKE nameplate has stood the test of time. In addition, the current ADVENTURE range including the KTM 1290 SUPER ADVENTURE R, KTM 1290 SUPER ADVENTURE S, KTM 890 ADVENTURE R, KTM 790 ADVENTURE, KTM 690 ENDURO R, and KTM 390 ADVENTURE will also be star attractions across as many as 10 events scheduled for 2024. Plus, don’t miss the KTM 500 EXC-F and KTM 350 EXC-F dual-sport models. 2024 KTM STREET DEMO TOUR MODELS: KTM 1390 SUPER DUKE R EVO KTM 990 DUKE KTM 790 DUKE KTM 390 DUKE KTM 250 DUKE KTM 1290 SUPER ADVENTURE R KTM 1290 SUPER ADVENTURE S KTM 890 ADVENTURE R KTM 790 ADVENTURE KTM 690 ENDURO R KTM 390 ADVENTURE KTM 500 EXC-F KTM 350 EXC-F Please note that the model list is subject to change and may vary by demo location. Participants at the KTM STREET DEMO TOUR will receive a VIP voucher (valued up to $500 MSRP), redeemable on KTM PowerParts, KTM PowerWear and/or KTM SpareParts at an authorized KTM dealer with the purchase of a new KTM STREET model. Registrations for each stop of the 2024 KTM STREET DEMO TOUR open at 9:00am on the morning of that event, with riding to take place between 10:00am-3:30pm. Demos are first come, first served. The KTM STREET DEMO TOUR is open to riders 21 years and older who hold a valid motorcycle endorsement. 21 to 24 year olds can ONLY ride motorcycles 500cc and under. Riders who are 25 years and up may ride any displacement. Experienced riders only (no beginners). NO passengers are allowed at any time and KTM staff can revoke riding privileges at any time for any reason deemed necessary. All riders must show a government-issued photo ID with motorcycle endorsement and will be required to complete a signed waiver prior to any demo rides. Proper riding apparel is essential, including but not limited to a DOT-approved helmet, eye protection, gloves, long sleeves, pants, and sturdy footwear. For a complete list of 2024 KTM STREET DEMO TOUR locations and to connect with your local participating dealer, please visit www.ktm.com/en-us/ktm-world/ride-orange-demo-tour-2024.html or email [email protected]. Follow KTM USA on all social media platforms for the most up-to-date information on events. View the full article

Attack Performance Progressive Yamaha Racing to Field Daytona 200 Effort with Fores (Yamaha/) Yamaha Press Release: Attack Performance Progressive Yamaha Racing is excited to announce that Xavi Fores will head their campaign for top honors aboard the Yamaha R6 at this year’s 82nd running of the Daytona 200. The 2023 MotoAmerica Supersport Champion will fill in for Cameron Petersen, who is focusing his efforts on returning to 100% for the 2024 MotoAmerica Superbike season. Fores brings with him a wealth of experience from both World and National Superbike Championships, as well as the Endurance World Championship. Last year, the Spaniard enjoyed a successful debut season in the MotoAmerica Supersport Championship, earning nine wins en route to securing the crown at the penultimate round at the Circuit of The Americas. Since MotoAmerica took stewardship of the legendary endurance race in 2022, the team has entered their potent Yamaha R6 and enjoyed podium success as a one-off effort during the pre-season before shifting back to the main objective of defending their MotoAmerica Superbike Championship. Tom Halverson - Yamaha Racing Assistant Department Manager for YMUS” Yamaha is very proud of its record as the winningest manufacturer at the iconic Daytona 200. Since Don Emde’s first win for Yamaha in 1972, we’ve won 27 times, and every one of them has been special to our brand. We are very excited to have Xavi join our team for this effort. He is a very talented and fierce competitor with a winning mindset. Attack Performance has a proven track record at the 200 where every team member makes a difference in the run to the checkered flag.” Richard Stanboli – Attack Performance Progressive Yamaha Racing Team Manager ”We welcome Xavi to our pre-season Daytona 200 race team. The race is always fun and a nice warmup for the Superbike season. We are fortunate to have Xavi step in for Cam and race our Yamaha R6. He showed us all last year that he is very capable, easily winning the Supersport Championship. We are excited to see what he can do with the Yamaha R6. The race will be fun, but more importantly, we’re going there to win.” Xavi Fores – Attack Performance Progressive Yamaha Racing Team Manager ”I’m very excited to race the Daytona 200 for a second time and this time with the iconic Attack Yamaha Team. I’m very happy to join them and really highly motivated to achieve a strong result together. I’ve seen the Attack team fighting for victory with the Yamaha R6 several times in Daytona, and I can’t wait to get on the bike. It is going to be challenging with a new bike and team, but I know how well the team works, and I’m going to put my World Endurance experience into it as well to bring a strong result back home. I want to thank Yamaha U.S. for the opportunity to ride for them and Richard for trusting me with the ride.” View the full article

Based on its V.02 NK concept bike from the EICMA show back in 2017, the 1250NK looks like it will soon become a production model. (CFMoto/) A little over a year ago we got the first glimpse of CFMoto’s project to create a production version of its 2017 V.02 NK concept bike, which is a KTM-engined, V-twin streetfighter to rival the likes of the Super Duke. The V.02 NK was a flight of fancy with futuristic styling and engineering including an underseat radiator. The showroom-bound version seen in the company’s patent documents will adopt similar styling themes but more conventional mechanicals with a conventionally positioned radiator. Both the concept and the prospective production model do share a KTM-derived V-twin. It’s likely to be the same 1,279cc engine that’s used in CFMoto’s Chinese-market 1250TR-G tourer, a motor that’s loosely based on KTM’s LC8 V-twin but with a different capacity and design details. In the TR-G, the CFMoto engine puts out 140 hp. CFMoto’s 1250TR-G sport-tourer uses an engine loosely based on KTM’s LC8. (CFMoto/) The latest documents show the same machine that we saw in CFMoto’s patent from early 2023, but the illustrations now include more detailed drawings of several major components including the frame and parts of the bodywork. All of the pictures show a level of detail that points toward a machine that’s close to production. The frame is a steel trellis unit. (CFMoto/) The frame is a steel trellis design, similar to the layout CFMoto uses on several of its current models, and while there are external covers on the complete bike that give the impression of an aluminum section at the swingarm pivot, the reality is that they’re purely cosmetic. The steel tubes run all the way to the swingarm. At the back, there’s a bolt-on subframe, again made of steel but with a separate cast-aluminum structure at the very rear, under the passenger-seat section. Unlike the concept V.02 NK’s underseat radiator, the production bike will use a conventional radiator. (CFMoto/) Any doubts over the radiator position are firmly answered by the latest patent, which shows detailed drawings of a curved, front-mounted radiator with twin, low-mounted cooling fans that direct hot air out through vented side panels. The underseat radiator of the 2017 concept is clearly not reaching production. However, the single-sided swingarm that was a feature of that bike does remain on the latest design, albeit with its visual impact dulled by a large exhaust muffler on the right-hand side. Illustrations in the new patent show detail of the rear wheel, including an eccentric chain adjuster that includes the mount for the bike’s rear Brembo brake caliper. The huge exhaust silencer partially obscures the view of the open wheel and single-sided swingarm. (CFMoto/) The latest patents also give a detailed look at the bodywork that’s designed to wrap over the fuel tank and airbox, made of six distinct pieces and featuring air outlet vents on either side. With an NK range that already includes 300cc, 450cc, 650cc, and 800cc models, and a 125cc version expected to be launched imminently after being previewed with the 125NK concept at last year’s EICMA show, CFMoto’s next logical step is to launch a large-capacity range-topper, as seen here. If the company follows its usual route, a full-faired SR version could follow, joining the growing ranks of Chinese-made, large-capacity sportbikes that have emerged over the last few months. CFMoto’s 800NK should give us an indication of what the final styling will look like. (CFMoto/) View the full article

Baggers on a racetrack? Oh my! (Brian J. Nelson/) In the automotive industry, many companies are winding some of their most high-performance internal combustion offerings but are sending them out with a bang. Makers like Ram (TRX), Dodge (Challenger, Charger, Durango), Ford (Raptor and Mustang) are building their most potent internal-combustion-powered vehicles ever while plans for future models remain unclear in the face of electrification of many models. Fortunately for performance motorcycle buyers the switch to EVs is a bit further off than with their four-wheel counterparts. Harley-Davidson’s CVO line celebrates 25 years of production, with the brand-new CVO Road Glide ST joining three other models for 2024. (Brian J. Nelson/) King of the Baggers Racing Inspiration Companies like Harley-Davidson are keen to keep riding on the factory hot-rod bandwagon, building special-edition motorcycles that get snapped up year after year. 2024 marks the 25th anniversary of the Custom Vehicle Operations line, and the new CVO Road Glide ST is undoubtedly The Motor Company’s most formidable, performance-oriented limited-edition model to date. As a matter of fact, Harley says that this model was inspired and influenced directly by the company’s involvement in the MotoAmerica Mission King of the Baggers Championship, which it says is the first time that development has gone directly from track to the showroom. Kyle Wyman returns to ride the factory Harley-Davidson in the 2024 MotoAmerica Mission King of the Baggers series. (Brian J. Nelson/) If somehow you haven’t seen a King of the Baggers race in person or on TV, do yourself a favor and check it out. In the few short years since the category’s humble beginnings as a one-off exhibition race, the series has gone from an interesting novelty to a huge commercial success with spectacular racing. But that wouldn’t have been possible if it wasn’t for the almost ridiculous performance the machines are putting out. Harley’s factory race team isn’t about to quote horsepower figures for its KOTB Road Glide racebikes, but the on-track performances speak for themselves. Last year, at Road America for instance, Vance & Hines’ Hayden Gillim ran a 2:20.834 qualifying lap which was only 2.6 seconds off of Stefano Mesa’s pole time in Supersport. The weight (620-pound minimum weight limit) and aerodynamic differences (stock-sized touring fairing) are massive compared to 600cc sportbikes, so that gives us an indication of what kind of ludicrous horsepower these heavily modified baggers are putting out. The CVO Road Glide ST isn’t the only new Harley-Davidson bagger, as The Motor Company has just taken the wraps off its 2024 Street Glide and Road Glide motorcycles. And while those machines have a host of updates, changes, and advancements, this CVO ST takes the base Road Glide and ups the ante. The CVO version receives a unique engine, up-spec suspension, enhanced electronics, is a bit lighter, and of course features some unique touches that can only be found as standard on a CVO model. H-D’s Chief Engineer Scott Nash says that this model is much more about performance than profiling. Exclusive to the CVO Road Glide ST is the 121 High Output engine. (Brian J. Nelson/) Harley’s 121 High Output Engine CVO buyers have always wanted exclusivity, and the CVO ST delivers an unique engine that isn’t currently shared by any other models in Harley’s lineup. For starters, the ST gets a 121ci engine (1,977cc), a displacement that was first introduced last year in the CVO models, however, this version is called the 121 High Output. Whereas Harley’s other CVO Road Glide and Street Glide models feature engines with VVT (variable valve timing) to broaden the torque across the rev range, the 121 HO is focused on maximum power output with a high-performance camshaft and increased redline of 5,900 rpm. Claimed output is 127 hp at 4,900 rpm and 145 lb.-ft. of peak torque at 4,000 rpm. The standard VVT-equipped 121 produces a claimed 115 hp at 4,500 and 139 lb.-ft. at 3,000 rpm. Eliminating the VVT system from the 121 engine reduces weight by 2 pounds. The air cleaner and intake are unique to the 121 High Output. (Brian J. Nelson/) Another change compared to the standard 121 VVT is a race-inspired intake unique to the HO that flows 26 percent more air through the 58mm throttle body, with the tract length designed for maximum power and torque at the expense of broader power. At the opposite end, a pair of Screamin’ Eagle Extreme Flow Titanium slip-on mufflers offer the maximum airflow possible while remaining noise and emissions legal. The mufflers have titanium shells with forged carbon fiber end caps for weight savings. Like the standard 121, the HO shares the same updated cylinder head design, the 11.4:1 compression ratio, and redesigned aluminum intake manifold. The HO also shares the liquid-cooled cylinder heads that circulate coolant around the exhaust valves with the flow path cooling the more enclosed rear cylinder first and then the front cylinder before passing through the lower-front-frame-mounted heat exchanger. In an effort to give the CVO Road Glide ST another advantage in performance, the final drive ratio has been lowered by reducing the output pulley from 32 to 30 teeth, for better off-the-line acceleration. This is also likely to counteract the reduced low-rpm output that came with the elimination of VVT. A view of the liquid-cooled cylinder heads. (Brian J. Nelson/) How confident is Harley-Davidson that the CVO Road Glide ST is a real performance animal and not just a flashy coffee shop poser? The press event for the bike was held at the Las Vegas Motor Speedway’s outside road course, with factory Harley-Davidson riders Kyle Wyman and James Rispoli on hand to show us the way around. A few years ago, if you told us we’d be attending a touring bagger launch at a racetrack, we’d have snickered and been highly skeptical. But the KOTB series has changed perceptions. Of course, this Road Glide ST is a far cry from the factory racebikes, but the fact that H-D has focused on every aspect of the bike’s performance from the engine to the chassis to electronic rider aids proves that this CVO isn’t just dunked in fancy paint and adorned with showy accessories. 2024 CVO Road Glide ST on the Track Our trackday wouldn’t just involve straight-up lapping, but would also include a gymkhana-style double U-turn on the back straight to keep speeds at a reasonable level, while also highlighting the bike’s slow-speed agility. But before we headed out, we got familiar with the new rider aids. New to the Grand American Touring range this year are selectable ride modes, which have pre-mapped settings for power delivery, engine-braking, cornering ABS, and cornering traction control. The standard modes are Road, Sport, and Rain, while the ST gets four custom modes (three more than the base Road Glide), and then two more exclusive modes, including Track and Track Plus. We’d start out in Sport in the first session and then progress to the two track options. The CVO Road Glide ST gets a total of nine modes, including four custom and two exclusive Track modes. (Brian J. Nelson/) Chasing Rispoli out of pit lane, it’s instantly obvious—even in Sport mode—that this engine is awesome. Last year, when we tested the 117-equipped Breakout, we had a ball leaving stoplights and leaping off the line. The 121 HO, however, is on an entirely different level. It still has that low-end grunt that you expect from 145 lb.-ft. of torque, but the way it keeps revving toward redline is like nothing we’ve experienced on a factory Harley Big Twin. After our “warmup” session, we switched over to Track mode, which has more aggressive throttle delivery, unlinks the brakes rear to front (meaning that if you use the rear brake it won’t also activate the front), reduces ABS intervention, and allows more spin from the rear tire before stepping in. Track Plus takes it a step further and eliminates the linked braking altogether, greatly reduces ABS and lowest intervention from the traction control system (which can also be switched off from a button on the left handlebar). On the track, the 121 HO revs and pulls hard, making us wish we had a quickshifter. (Brian J. Nelson/) Available engine performance, particularly when accelerating onto a straight, actually made us wish the ST had a quickshifter, as the bike picks up speed like no factory bagger before it. In the track modes, throttle delivery is snappy and aggressive and makes you appreciate the fact that there is some TC watching your back, especially considering that we were riding on the bike’s standard Dunlop Harley-Davidson Series bias-ply blackwall (130/60-19 front, 180/55-18 rear) tires. On the ST, the modes are a welcome addition. For aggressive riding, either on the street or on the track, Track modes provide mostly unchained performance, but we’d also argue that those same settings wouldn’t make for the most relaxing time just cruising down the boulevard. That’s why it’s nice to be able to toggle the right bar-mounted mode into a more street-oriented setting which provides smoother, less abrupt engine response. Having ridden the brand-new Street Glide (powered by a non-VVT 117ci engine) a day later, we can confidently say that the 121 HO is as good as it gets without ordering up a 131 or 135 crate motor. The 117 is a very nice standard engine with a lot of performance parts available, but the 121 HO’s performance is addicting. If you’re willing to spend CVO money, do it. The titanium exhaust silencers are finished with forged carbon fiber end caps. (Brian J. Nelson/) If straight-line performance was the ST’s only trick, that wouldn’t be the end of the world, but it would leave you wanting more. Fortunately, this model has received an equal amount of attention to the chassis. It’s not just the suspension and braking components that have been upgraded; the Road Glide ST has gone on a diet. The claimed wet weight is 838 pounds, which is a few pounds lighter than the 2023 Road Glide ST, and 24 pounds lighter than the 2023 CVO Road Glide. Part of the weight reduction (and unique look) here comes from forged carbon fiber parts like the tank console, front fender, seat cowl, and exhaust end caps. These pieces don’t have a traditional weave pattern; random-sized pieces of carbon fiber material are put into a mold and impregnated with resin and then formed under pressure and cured. THis method allows thicker, sturdy parts to be quickly made without the labor and cost of laying up layer upon layer of woven carbon sheet fabric.. Forged carbon fiber pieces are found on the ST model. (Brian J. Nelson/) Handling and Suspension Suspension is obviously a key to handling performance, and Harley has given the ST an impressive package that includes an inverted 47mm Showa 1x1 fork with Diamond-Like Carbon coating on the inner stanchions. The unit is fully adjustable with spring preload, compression, and rebound damping adjustment, and provides 4.6 inches of travel. Like the new base-model Road Glide, the CVO ST gets 50 percent more rear-wheel travel, now measuring 3 inches. The rear suspension is also by Showa, with a pair of fully adjustable shocks that utilize remote reservoirs for better performance when they are working hard. The fully adjustable 47mm inverted Showa fork is equipped with radial-mount, four-piston Brembos working on 320mm wave rotors. (Brian J. Nelson/) Make no mistake, an 838-pound bagger’s suspension is a big task to manage just riding around town or on the highway, but adding to the complexity is the desire to give the CVO ST high-performance handling attributes. Bombing out onto a racetrack—however unlikely this may be for the average buyer—would surely be the ultimate test, which was clearly H-D’s intent. In the case of a production bagger with forward foot controls, cornering clearance is always going to be the limiting factor, but on the ST the available lean angle when the downsized floorboard’s feelers scrape the asphalt is reasonable. Grind too deep into the feelers and the exhaust’s beautiful mufflers and then other hard parts are next in line, so a bit of sympathy is in order. Careful when kissing down the carbon fiber pipes. (Brian J. Nelson/) From a suspension performance standpoint, the Showa units both front and rear do an excellent job of keeping the ST on line with very good compression damping to control the suspension’s stroke when encountering bumps on track and the rebound damping keeping the big bike from wallowing or weaving on extension. The latter was the most impressive, as we really expected that the bike would struggle staying composed, but that was never the case. Peeping above the ST’s bags are the remote reservoirs for the fully adjustable Showa shocks. (Brian J. Nelson/) Comfort and Ergonomics Unique to the CVO ST is the Moto Bar and riser that sets the handlebar 6 inches above the top clamp and leaves the arms resting at a comfortable bend. In 90 percent of riding situations, the bar is great, it was only when trying to navigate the double gymkhana-style U-turns that the outside bar suddenly feels really far away for this 5-foot-11 tester (as with most apes or tall bars). The CVO Road Glide ST gets the Moto Bar with a 6-inch rise above the triple clamp. (Brian J. Nelson/) Speaking of those U-turns, they definitely provided contrast to every other section on the track. Yes, this ultraslow chicane was a challenge after braking from 95 mph, but it proved that the ST could slow dance too. As for the brakes, up front are a pair of Brembo Monoblock, radial-mount four-piston calipers that pinch a pair of 320mm wave-style discs, while in the rear is another four-piston Brembo and a 300mm disc. The hardest braking zone on the track was heading off the back straight into the makeshift chicane. Scrubbing speed from just under 100 mph down to 10, was never an issue. After multiple laps there was an ever-so-slightly softer feel at the front lever, but nothing that would ever lead you to believe that performance was being sacrificed. The lever itself has a slick and hidden span adjuster to help compensate for different hand sizes and or preference. The solo seat locks the rider into a comfortable yet sporting position. (Brian J. Nelson/) Without the chance to ride the CVO ST on the street, we can’t really speak to its long-range comfort, but our time in the saddle proved that the ergonomics and seat are bagger-comfortable. Legs are bent comfortably, while the seat supports your lower back and puts you in a neutral position. Wind protection from the revised upper fairing is said to reduce helmet buffeting by 60 percent and airflow can be fine-tuned with the adjustable air vanes above the info screen. On track the air flowed over the helmet smoothly while the shape of the upper fairing never obscured the view of the track ahead. CVO Road Glide Dash and Infotainment One of the view options is cruise, that provides the most overall info. (Brian J. Nelson/) One of the best views from the saddle has to be the new Skyline OS infotainment system. The huge 12.3-inch-wide full-color TFT display replaces all analog instrumentation (and the previous 6.5-inch display) and has an anti-glare coating. The bright screen offers multiple viewing options including a superbright high-contrast mode. The rider can also choose between three display options including Cruise, Sport, or Tour. The Tour mode offers the largest departure from the other two, and puts the navigation map front and center with the speedometer, fuel gauge, and gear position minimized off to the left of the screen. Unlike the standard Road Glide, the CVO ST comes with navigation included (which is otherwise a $350 option). Tour view makes navigation (standard on all CVOs) up front and dominant on the display. (Brian J. Nelson/) Navigating the menus and screens can be accomplished from the left-bar-mounted control pod, or you can utilize the touchscreen function which works very well with gloved hands and allows most features to be accessed on the fly. We found that the system takes a few seconds to load upon switching the ignition on, but the menu organization and logic is solid with only a few quirks. Users will learn their way around the system quickly. For owners wanting to utilize a smartphone for music and calls, you can either connect via Bluetooth or plug into the handy console cubby that also has a USB C lead inside for charging and connection. Our only complaint here is that if you want to utilize Apple CarPlay and navigate from a third-party app, you also have to have a helmet communicator (like a Sena or Cardo) tethered to the system. Apple requires voice control for the system to work. The left bar control pod is busy but the layout is logical. The rider can also utilize the touchscreen for most menu/feature navigations. (Brian J. Nelson/) You can either control your music via the dash and send the audio to a helmet-mounted communicator, or you can blast the 500-watt Rockford Fosgate Stage II audio system that features a pair of 6.5-inch speakers in the fairing. Cruising around town at urban speeds or while stationary provides the best sound, as once you hit highway speeds (especially with earplugs in) your music is all but faint background noise. The CVO Road Glide ST is fitted with more performance-oriented components than any other Touring model in the range. (Brian J. Nelson/) Part of the appeal of a Harley-Davidson CVO model is getting a factory-built bike with a ton of special features and finishes, while getting the latest and largest powerplants available before they trickle down to the standard models. In the case of the CVO Road Glide ST, there is no question that all of those boxes are checked. You get the most powerful production engine the company has ever offered, high-performance suspension that is equally at home even on a racetrack, and a lot of added features that you would normally have to shop for in the accessory catalog. The bike is available in two colors, Raven Metallic or Golden White Pearl. And while the CVO Road Glide ST isn’t the first Harley aimed at on-track performance, it is surely the first touring bagger to really take a full crack at it, and we’d have to say it’s a huge success. There is no question that this is the best handling and most powerful production Harley-Davidson bagger we’ve ever ridden. Exclusivity and high performance doesn’t come cheap, but in the case of the CVO ST, you can make the argument that you get a whole lot of additional performance for its $42,999 asking price. The ST’s bags offer lots of space for a day trip or even an overnighter. (Brian J. Nelson/) The Road Glide’s LED headlights get a makeover for 2024. (Brian J. Nelson/) The right bar control pod has stereo, communicator, and mode controls. (Brian J. Nelson/) 2024 CVO Road Glide ST left side. (Brian J. Nelson/) 2024 CVO Road Glide ST in Raven Metallic. (Brian J. Nelson/) 2024 Harley-Davidson CVO Road Glide ST Specs MSRP: $42,999 Engine: Liquid-cooled, 45-degree V-twin; 4 valves/cyl. Displacement: 1,977cc Bore x Stroke: 103.5 x 117.5mm Compression Ratio: 11.4:1 Transmission/Final Drive: 6-speed/belt Claimed Horsepower: 127 hp @ 4,900 rpm Claimed Torque: 145 lb.-ft. @ 4,000 rpm Fuel System: Electronic Sequential Port Fuel Injection w/ 58mm throttle body Clutch: Wet, multiplate slipper/assist Frame: Steel tube w/ two-piece backbone and bolt-on rear subframe Front Suspension: 47mm Showa inverted 1x1 fork, fully adjustable; 4.6 in. travel Rear Suspension: Twin Showa shocks w/ remote reservoirs, fully adjustable; 3.0 in. travel Front Brake: Brembo 4-piston radial-mount calipers, floating 320mm discs w/ ABS Rear Brake: Brembo 4-piston caliper, 300mm disc w/ ABS Wheels, Front/Rear: Cast aluminum; 19 x 3.5 in. / 18 x 5 in. Tires, Front/Rear: Dunlop H-D Series bias blackwall; 130/60-19 / 180/55-18 Rake/Trail: 26.0°/6.7 in. Wheelbase: 64.0 in. Ground Clearance: 5.1 in. Seat Height: 26.7 in. Fuel Capacity: 6.0 gal. Claimed Wet Weight: 838 lb. Contact: harley-davidson.com Gearbox: Helmet: AGV K5 S Mono Jacket: Vanson Model B (custom) Pant: Aether Gloves: Alpinestars Celer V2 Boots: Alpinestars J-6 Waterproof View the full article

Honda has been working on advanced rider-assist features for years. The latest ideas revolve around lane warning and crosswind assist systems. (Honda/) Honda has been hard at work on self-steering rider-assistance systems for years now. We saw details of the mechanical components back in 2022. The firm is still finding new applications and modes for the idea with the latest being a crosswind-countering system. Rider assist is always a contentious subject, and in cars we can see how the objective of a machine that intervenes only when you really need its help isn’t always met. Oversensitive systems that try to overrule you unnecessarily are as frustrating as those that fail to spot real threats, but well-calibrated and subtle setups can be exactly the sort of unobtrusive aids promised by their on-paper claims. Whether Honda’s motorcycle rider assist—whenever it finally reaches production—manages to hit that fine balance that distinguishes a help from a hindrance remains to be seen, but on the basis of patents being applied for, no other company appears to be as actively involved in the development of such systems. One of the features Honda would like to solve is a crosswind assist system, which would nudge the bike back into the center of the lane when a gust or steady wind is affecting the bike’s travel path. (Honda/) Like previous Honda patents, the latest one revolves around a servo-assisted steering device that falls somewhere between an active steering damper and an auto-steering system. The actuator itself is mounted behind the steering head, attached to the triple clamps via a simple arm and linkage. Visually, it’s not unlike a rotary steering damper, but rather than simply preventing rapid movements of the bars it can introduce steering of its own at the command of an onboard computer. That computer is fed information from an array of sources including acceleration and speed sensors, steering torque and angle sensors, radar, and a camera, with the aim of working out what you want the bike to do and how best to achieve that goal. There is a complex suite of systems necessary to achieve the goal of crosswind assist. (Honda/) In normal conditions the actuator would do nothing, leaving you in complete control of the bike, but when needed it can step in, just like ABS on brakes or traction control for your throttle, to add a layer of additional safety. The latest Honda patent application related to the system shows how it hopes to be able to counter the effects of crosswinds, whether they’re steady or gusting, to keep the bike on your chosen line. To do this, the computer splits the lane you’re traveling in into several, narrow “virtual lanes,” shown by dotted lines in the patent drawings, and attempts to keep the bike within one of those lanes. The system is intended to be tied into a suite of rider aids including adaptive cruise control, so it’s aware of the positions of other nearby vehicles as well as the edges of the road, so the intervention can be tailored to be more, or less aggressive depending on how urgent the need is to get the bike back on track. Another idea is a lane warning system that would alert the rider with haptic (vibration) feedback through the bars to alert them that the bike is veering off the intended path. You can see the units that would vibrate in the end of the bars (56, 46). (Honda/) Simultaneously, Honda has filed another patent for a simpler part of its planned rider-assist system in the form of haptic feedback for the rider. Again, cars already use this idea, with some having systems that vibrate the steering wheel or seat if you’re starting to drift out of lane or encroaching on another vehicle’s space, often as a precursor to actively intervening. Since audible warnings are of little use on a bike and dashboard lights are easily missed, Honda’s idea is to vibrate the left or right bar (or both at once) to provide a physical form of feedback. A close-up look of the vibration mechanism in the bar, which is essentially an offset weight attached to a motor. (Honda/) The vibrations are achieved by using the same idea that’s already familiar from the sort of “rumble” systems that have been used in video game controllers for many years. An offset weight is attached to an electric motor, creating a vibration that can be controlled by the computer. Honda’s patent proposes putting one of these vibration motors into each bar-end weight. Just as in a game controller the vibrations could be given different speeds and rhythms, to convey a variety of messages, but lane keeping or blind spot monitoring warnings are the most obvious use for the idea. View the full article

Marc Márquez is fast on his Ducati, but he says there’s more to learn and a gap to close. (MotoGP/) The first MotoGP winter test is like the first days of school: an important moment that marks the start of the new racing season. Manufacturers show updates developed during the winter and study their opponents; the riders study each other and start to play their psychological game. Sport at the highest level is both physical and mental, and the 2024 season started as it finished. Reigning world champion Francesco Bagnaia topped the lap times on the final day of the Sepang test renewing the rivalry with Jorge Martín on the same Ducati. The factory rider fired a 1:56.682 during a blistering opening hour of action to better the Spaniard of Pramac Racing (1 minute, 56.854 seconds), followed by Enea Bastianini (Lenovo Ducati) in 1 minute, 56.915 seconds, and Alex Márquez (Ducati Gresini) in 1 minute, 56.938 seconds. These four riders joined Sepang’s exclusive 1:56 club as the top 10 all went under the outright lap record. Not surprisingly, the top four bikes are all Ducati. Behind them was the Aprilia of Aleix Espargaró (1:57.091) and in P6 a man on a mission: Marc Márquez (1:57.270) on the Ducati Gresini. Márquez was under the spotlight as he was making his real debut on the Ducati. Result? Watch out for No. 93. He will be the third wheel this year. Many MotoGP fans were dubious about Marc’s switch from factory Honda rider to independent-team Ducati rider for the current season. The six-time MotoGP king hasn’t won a title since 2019, struggling through the last four seasons with a right-arm injury sustained at the start of the 2020 MotoGP championship. Several operations followed, and perhaps his best results are still to come. With his fiery determination, Márquez is ready to prove himself and the world that he is able to win more titles. Can Márquez earn another MotoGP championship? If so, it may be the biggest of his career. (MotoGP/) Only three days of testing in Malaysia, and already you are just over half a second behind the world champion. “Yes, I can say that I am satisfied because we progressed really well. I never felt tired and we improved every time. The first day was a bit chaotic because we had several technical issues, but on the following days everything ran smoothly in the garage and the rhythm improved. We did two race simulations on days 2 and 3. Keep working is the key.” The race pace is very promising. “Yes, we improved every time and now I need to focus on the time attack, as we are struggling with it. Now we need to verify if I will be able to reach the level of the front-runners. I’m still not there with the first top four who run in 1:56.” Overall it was good; does this give you more confidence? “I’m not too far in terms of race pace, but in terms of time attack I’m half a second behind. I’m not worried, but the key is to understand how many laps do I need to reach a good level. With Honda, two laps were enough to reach already the maximum potential—what we call the limit of the bike. This time I reached a limit, and then I saw that I could go a bit further, a bit further… So it takes more time because I am still understanding that bike.” Are you already in love with your new bike? “It’s never enough. Step by step I feel better, but I am still too stiff on the bike and I cannot play with my body as Jorge (Martín) or Enea (Bastianini) do. Pecco (Bagnaia) is not playing too much with the body, but he is fast. I am still in the study phase, and I need to improve the exit of the corner because this is where you make the lap time with a Ducati. With Honda was the opposite: The time attack was more in the entry of the corner. Of course, I need to change something in my riding style because especially in the time attack Honda and Ducati are very different.” What about the difference between the Ducati bikes? “I am studying the data of Bagnaia and Martín, but more than the bikes, I compare the riding styles, because I need to improve that, and also the setup and some electronics to adapt better to my style.” Is the fact that Alex Márquez is fast good news for you? “Last year he did very well here; he won the sprint and was second in the race. This is very good for the team, and in the test he did a strong time attack claiming a fantastic lap time behind the three factory riders. Then in the race pace we were closer, but I wish the best for my teammate and my brother.” Are the results as you expect? “If you create expectations, then it is easy to shift into panic if you don’t meet them. I am very clear what my personal target is this year—what I am looking for and I want to enjoy it in my garage and on track.” How did you get along with the new team? “We are starting to know each other. It is only four days. So it is different from my previous team where information was flowing after many years we were together.” What is the minimum target for the first races that will be satisfactory? “My target is a consistent progression. Then we will know; there will be ups and downs but I’m confident. Many people were dubious about Jorge Lorenzo’s move to Ducati. He had to adapt at the beginning, but then he started to win. Let’s see if every time I can close the gap a bit, because I’m close but not at the same level of the front-runners. Of course, I’m farther than where I would love to be.” Describe the feeling when you ride the Ducati. “When you ride, you don’t really feel the margin. This never happens to any rider, but what is true is that I feel that I am still rigid on the bike. This is why I wanted to do more laps to continue to play with my body and test new things.” How do you proceed with the adaptation? Area by area? “Regarding the adaptation, on a test, you can proceed area by area. But on a race day, you need to give it all. On day 3 I could ride with less mistakes and more fluid—and also the pace improved. On day 1 I couldn’t do too many laps, but day 2 was very useful to understand where we could improve the bike and where I had to change my riding style, and this helped a lot. In total we did two sprint race simulations.” All in all, are you satisfied with your adaptation process? “In total, I have been four days on the bike. Valencia is a very special track for me. I know I can be strong there and, in fact, even with the Honda I was fighting for the podium that weekend. I knew that the reality check would have been at Sepang. My focus is my riding style. I hope to return, riding by instinct and to fight at the top level. I know the level is there, but to be fast you need to ride a lot.” What is the main difference between working with an Italian team and a Japanese one? “Gresini is a family, a private team, and you cannot compare with Honda HRC, but in the end the way to work is similar. In this moment, we need to improve the flow of communication. More than the nationalities, the main difference is working with a satellite team compared to a manufacturer where you have always many things to try, and this means also that you have to be very precise and focused on the comments because this will affect the development of the bike. Here I’m focusing on understanding and studying the bike.” View the full article

BMW Motorrad USA and Backcountry Discover Routes Unveil New Northern California BDR Route (BMW/) BMW Press Release: <b>Third route collaboration between BMW Motorrad USA and BDR.</b> <b>Official Documentary Film Premiere on Saturday, Feb. 17, 2024.</b> <b>Free GPS tracks and map to be available on Feb. 17th.</b> BMW Motorrad USA, in partnership with non-profit organization Backcountry Discovery Routes proudly announces the Northern California expedition film premiere of the third BDR route collaboration between the two partners. The CABDR-North is the thirteenth dual-sport adventure route from BDR, and will feature free GPS tracks, travel resources, and a BDR Motorcycle Map scheduled to accompany the expedition documentary film premiere. Resources will be available on the www.ridebdr.com website starting on Feb. 17. The film premiere will take place at the Sofia Performing Arts Center (Sutter Theatre) in Sacramento, CA on Saturday, Feb. 17th, 5:00 pm PST. Premier tickets may be purchased at BDR Film Premier. “This route, born of countless scouting trips over the last five years, captures the essence of a remote and beautiful Northern California, one that may be difficult for the casual tourist to comprehend. But we found it! Just as countless adventurers before you from California’s earliest days seeking gold or a new beginning, so can you find your adventure by simply downloading and following the tracks laid before you. Eureka!” said Ron West, Northern California BDR Route Architect & BDR Board Member. The Northern California BDR expedition film takes the viewers along as the BDR team, and special BMW Motorrad guest rider, Richard Few, instructor at the BMW U.S. Rider Academy in Greer, SC, explore the breathtaking landscapes and history of Northern California. “Riding the BDR on a BMW R 1250 GS gave me new insights that will definitely help us better prepare students who are training for their first or fifth BDR.” said Richie Few. “We have been teaching students important skills, from their very first MSF course to getting them ready for a once-in-a lifetime ride through Africa, for many years. If you can dream it, we can get you ready for it. So, I invite everyone to join us in South Carolina and take a class at the BMW U.S. Rider Academy. Together, we can help make that dream a reality.” The newest BDR route takes riders from Mammoth Lakes, CA on a 940-mile experience through the forests, meadows and slopes of the Great Sierra Nevada and the high desert of Madoc Plateau before concluding at the Oregon border outside of Alturas, CA. Riders will delve into California’s history as they pass towns and locations dating back to the 1880′s. “BMW Motorrad is very excited to partner with DBR on their newest route, Northern California. We strongly believe in and support BDR’s mission of making our great country more accessible to the adventure riding community.” said Luciana Francisco, Head of Brand and Marketing, BMW Motorrad USA. “BDR routes not only bring riders to memorable locations, but they also bring economic support to the communities that exist in these regions. This is a cause that BMW Motorrad USA will always champion.” On March 16th, BDR will be hosting a film screening and mini-ADVExpo at Bike Shed Moto in the Los Angeles Art District. For those in Southern California, BDR is hosting a film screening and a mini-ADVExpo event on March 16th in the Los Angeles Arts District. Check the Film Tour page for a schedule of upcoming CABDR-North premiers. Dealerships and/or clubs interested in hosting a film screening, can get more information and reserve their screening date on the BDR Dealership Page. View the full article

The 2024 Suzuki GSX-8R sportbike was a natural choice for two of racing’s most heralded programs: Team Hammer and Vance & Hines Motorsports. (Suzuki/) Suzuki Press Release: Suzuki Motor USA LLC (Suzuki) named two MotoAmerica Twins Cup race teams today. In partnering with Team Hammer and Vance & Hines Motorsports, Suzuki takes another step toward its objective to race the new GSX-8R following the recent homologation of the latest Suzuki middleweight sportbike. Team Hammer will race the GSX-8R in the team’s new 2024 Twins Cup effort. Racing the GSX-8R is in addition to Team Hammer’s efforts racing Suzuki GSX-R sportbikes in Superbike and Supersport. As one of roadracing’s most successful programs, Team Hammer has earned over 130 pro race wins, 11 championships, and over 360 podium results. The team will race in the Twins Cup class as Vision Wheel M4 ECSTAR Suzuki. Also bringing the GSX-8R to the starting grid in 2024 is Vance & Hines Motorsports, which fields an all-new Twins Cup effort. Vance & Hines partnered with Suzuki to win the 2023 NHRA Pro Stock Motorcycle (PSM) World Championship drag racing Suzuki’s legendary Hayabusa. Vance & Hines Motorsports’ new twins class effort is a natural addition to this successful partnership. The team will race the GSX-8R as RevZilla/Mission/Vance & Hines Suzuki. Each team will name riders for the Team Hammer and Vance & Hines Motorsports efforts shortly. The 2024 Suzuki GSX-8R sportbike offers a new, powerful parallel-twin engine in a strong and compact chassis. The GSX-8R is ideal for middleweight sportbike enthusiasts seeking dynamic, real-world performance and is anticipated to be the motorcycle of choice in MotoAmerica Twins Cup racing. “The GSX-8R is engineered to satisfy Suzuki riders wanting a versatile, middleweight sportbike, to deliver on our dealers’ business needs, and to prevail in competition. The GSX-8R is an important motorcycle in today’s market,” said Kerry Graeber, Senior Vice President, Division Manager, Sales and Marketing at Suzuki, “The GSX-8R also represents an exciting new chapter in Suzuki racing and it is a perfect complement to the Suzuki racing efforts in MotoAmerica’s Superbike, Stock 1000, and Supersport classes. Partnering with these two well-respected teams, we anticipate the GSX-8R to be a natural extension of Suzuki’s existing roadracing programs,” added Graeber. The six-round 2024 Twins Cup series runs middleweight, twin-cylinder motorcycles enabling young, up-and-coming racers from around the world to compete at the national level. Twins Cup along with the entire 2024 MotoAmerica Championship kicks off at Daytona International Speedway on March 7 through March 9, 2024. View the full article

Instead of building a dedicated chassis for the new CFMoto electric sportbike, it utilizes the chassis of its 450SR/NK. (CFMoto/) Most of the dedicated electric motorcycles, either on sale at the moment or under development, are purpose-made designs—with many adopting the idea of using the battery case as the main structure to cut down on size and weight. But the latest idea from CFMoto is a sportbike that’s based directly on the existing 450SR but with a bolt-in electric power pack that replaces the combustion engine. Although the idea is inevitably likely to sacrifice the edge in terms of battery capacity to dedicated, clean-sheet electric bike designs—CFMoto also has those, as we wrote about here—it could have substantial cost savings by sharing most of its components with a gas-powered model. Related: BMW Patent Shows Glimpse Electric Future The tubular-steel frame is borrowed from other models in CFMoto’s lineup. (CFMoto/) The new patent shows a tubular-steel trellis frame that’s visually identical to that of the 450SR and 450NK models, with the same seat, subframe, swingarm, and suspension, but with a battery pack and electric motor nestling underneath it. It uses the same mounting brackets as the combustion engine that would normally be there, albeit with an additional pair of bolt-on lower frame tubes wrapping beneath it for more strength and battery protection. As such, both the electric bike and the ICE version could be built side by side on the same production line. CFMoto’s 450SR sportbike is powered by an internal combustion engine, but will lend its chassis to the new electric. (CFMoto/) It’s a similar idea that many car makers have adopted. While many of the best electric cars are clean-sheet designs, often with the batteries built into a “skateboard” chassis underneath them, there’s an entire stratum of more affordable EVs that borrow their structures from existing mass-made ICE models. Economies of scale inevitably come into play, and during this transitional era, where there’s little consensus on the direction that future models will take, it’s a valuable tool for manufacturers. Notably, Kawasaki’s new pure EV bikes also borrow many of their components from existing ICE models. CFMoto’s design is aimed at solving some of the problems of using both electric and ICE powertrains in different variants of the same chassis. Notably, it includes a metal battery case, shaped to wrap over the motor and the control electronics that sit below and behind it. The battery case doesn’t just provide a strong protective housing for the batteries within, it also acts as a structural part of the bike’s chassis. That’s because the engine is partly structural in the ICE version, so the replacement powertrain needs to do that job as well. Related: White Motorcycle Concepts’ WMC250EV Aims for New Land Speed Record CFMoto will also utilize the bodywork and styling from the 450SR. (CFMoto/) Although the frame is borrowed from the 450SR, the size of the battery case and motor suggest that this electric version will have performance more akin to a 125cc bike, and probably a relatively limited range. However, the wheels, brakes, and suspension all appear to be identical to the 450cc machine, and even the bodywork is borrowed from the 450SR, at least in these illustrations. One key difference, of course, is that there’s no gear shifter or clutch lever. Like most electric bikes, the CFMoto design is a single-speed machine with a simple reduction gearbox between the motor and the front sprocket. Like many EV motorcycles, there’s a very large rear sprocket as a further reduction ratio to convert the power of the high-revving electric motor to more realistic road speeds and multiply torque. There’s no need for a fuel tank, of course, and the drawings show that the batteries and electronics don’t extend into that area, suggesting that the space will instead be used for storage. The hole where the fuel filler would normally be is, presumably, to be used for the charging socket. View the full article

Suzuki revamped its middleweight lineup with the addition of an all-new parallel twin. The 776cc DOHC liquid-cooled parallel twin with a 270-degree crank is used in Suzuki’s new V-Strom 800DE, GSX-8S, and the recently announced GSX-8R. Having one versatile plug-and-play engine for different models is a strategy Yamaha has been successful with for years in the MT-07, XSR700, Ténéré 700, and the YZF-R7. Honda has also followed this trend with its Transalp and CB750 Hornet. But why? Check out this article by Kevin Cameron that explains the push toward torquey, efficient parallel twins. The 2023 Suzuki GSX-8S utilizes the new 776cc parallel twin with a 270-degree crank connected to a six-speed transmission with a bidirectional quickshifter, steel frame, nonadjustable suspension, 17-inch cast alloy wheels, dual Nissin radial-mount four-piston calipers with 310mm disc up front, and a single-piston caliper with a 240mm disc at the rear. A 5-inch color TFT display gives access to the electronics suite offering three ride modes and three levels of traction control. Rider aids are not lean sensitive and ABS cannot be disabled. 2023 Suzuki GSX-8S Dyno Chart. (Robert Martin/) Before rolling onto our in-house Dynojet 250i dynamometer, the 2023 Suzuki GSX-8S measured a wet weight of 446 pounds on our automotive scales. On the Cycle World dyno, the 2023 Suzuki GSX-8S produced 74 hp at 8,380 rpm and 52.3 lb.-ft. of torque at 5,580 rpm. For reference, the 2023 Suzuki V-Strom 800DE produced slightly less power at 72.2 hp and 50.2 lb.-ft. of torque. In both models, this engine is a gem—an office favorite due to its visceral acceleration from low rpm. The GSX-8S’ punchy character earned it Cycle World’s 2023 Best Middleweight. An abundance of torque available right off idle and a linear power curve provide a direct snap all the way through the midrange. Whether you are traversing a twisty backroad or commuting to work, these engine characteristics provide a thumpy response where riders need it most. View the full article

It’s scheduled for availability in the fall of 2024. View the full article