For this Church feature, we look back at the 1996 version of the Rebel 250 and see if current memories align with what MO testers thought of the bike back in the day. Did a new Rebel provide a little more enjoyment than an old, abused one?

First Impression: 1996 Honda Rebel 250

Rebel With A Cause

The Rebel 250 has wandered in and out of Honda’s lineup for several years. For 1996 the Rebel is in, and Honda will probably find it in their heart to forgive you if you didn’t notice this while drooling over the CBR900RR or the Valkyrie.

Yes, the Rebel is back to fill a small but stable market niche for a lightweight novice bike with a low seat. There’s only one way to say it: This bike was made for short people.

Very short people, actually. At a relatively stubby 5’6″, our shortest tester was barely small enough to fit on the bike. The suspension didn’t bottom out and his elbows didn’t touch his knees, but it would have been much more comfortable if the bars, pegs, and seat had all been about an
inch further from each other.

The only normal-sized feature of the Rebel is its handlebar. The wide, flat bar puts your hands far apart. It also makes lane-splitting slightly more difficult than it should be: if the bar was a few inches narrower this 250 could be the ultimate commuter bike. But that same tiller allows you to push the front end around with ease. The bike is very flickable at low speeds.

This flickability makes the Rebel an entertaining ride. It has more ground clearance than most cruisers, and the light weight actually makes riding the local canyons fun. There is sinful pleasure in pushing this little bike through a corner with the peg grinding away.

For a rider with any experience, the lack of power from the air-cooled twin would be a problem. Tucked in as tightly as we could get, we saw an indicated 80 mph on the speedometer. To its credit, the bike was quite happy to deal with this sort of abuse, and displayed no scary traits at speed. Of course, Honda hasn’t aimed this bike at experienced riders, and novices will find the power output unintimidating.

As you would expect, this 250 is built to a price. Unfortunately, it shows. Most of the fit and finish of the bike is up to a high standard. But little details, like a missing oil light (never mind the lack of a tach), budget OEM tires, and a weak non-halogen headlight stick out. Also, the transmission was always balky, and we had trouble getting into neutral while stopped and experienced occasional false neutrals while moving through the gearbox.

All nitpicking aside, the only real problem is that Honda hasn’t priced this motorcycle as cheaply as we would like to see. At $3999, it is a hundred dollars more than a Yamaha Virago 250, and only a hundred dollars less than Suzuki’s GS500E. So who wants a Rebel? If you’re looking for a novice-level motorcycle and can’t find another bike on the market that will fit you, then the little Honda could work out nicely.

Specifications

Manufacturer:  Honda
Model: 1996 CMX250C
Price:  $3,999
Engine: sohc, 2-valve Twin
Bore x stroke: 53mm x 53mm
Displacement: 234cc
Carburetion:  26mm Keihin CV
Transmission:  5-speed
Wheelbase: 57.1 in.
Seat height: 26.6 in.
Fuel capacity: 2.6 gal.
Claimed dry weight: 306 lbs.

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Best Motorcycle Phone Mounts

You’ll find these chargers lumped into two basic categories. One gets hard-wired into your bike’s electrical system, while the second is an adapter that plugs into your 12V socket on the bike. Either way, they then convert the power to 5V and deliver it via the cable that is appropriate for your phone. When it comes to installing your phone charger, we highly recommend that you use a switched circuit because they will otherwise place a constant small load on your motorcycle battery that could run it dry during storage.

The Stealth Approach: Battery Tender Quick Disconnect USB Charger Adaptor

For motorcyclists who have their bike’s battery set up to be maintained by a smart charger, the Battery Tender Quick Disconnect USB Charger Adaptor is as easy as it gets. Simply plug the SAE connector used for maintaining the motorcycle battery into the Battery Tender USB Charger, and you have an instant USB port, delivering 2.1 Amps of power to your phone. If you have more than one motorcycle, you can move the Battery Tender from one bike to the next with ease. Easy peasy!

Bottom Line/As simple as it gets

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A Permanent Solution: USB C Car Charger Socket, Qidoe 12V/24V Dual USB Outlet PD3.0 & QC3.0

The Qidoe 12V/24V Dual USB Outlet PD3.0 & QC3.0 is a powerhouse charger that you mount into your motorcycle’s dash or body panels via a 30mm hole. The USB-C Power Delivery 3.0 outlet has enough oomph to deliver a total output of 20W to charge: iPhone 14/13/12/11/Pro Max/X/XR, iPad, AirPods, and Tablets. The USB-A Quick Charge 3.0 port offers a maximum output of 18W, providing a 4x faster charging speed to compatible devices. In addition to the charging capabilities, the Qidoe 12V/24V Dual USB Outlet also has a built-in voltmeter that can help you keep track of your motorcycle’s electrical health out on the road.

The unit has an on/off switch to keep your motorcycle’s battery from being drained when idle, and we recommend installing the Qidoe 12V/24V Dual USB Outlet on a switched circuit. Finally, the USB plugs are protected from dust and water by the flip-down cover, making it suitable for both motorcycle and marine applications.

Bottom Line/Used on my personal bike

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Go Wireless: Quad Lock H2O Wireless Charger

Now, we’re stepping out of true charger territory into the phone mount zone. Still, it’s hard to ignore how nice it is to mount your phone to your bike and charge it at the same time. The Quad Lock H2O Wireless Charger requires one of Quad Lock’s variety of phone mount systems. Additionally, you’ll need one of the USB chargers listed here to power the device, but once you’ve got that package together, there is no difference between your mount and the charger, and you’ll be able to charge your phone wirelessly while you ride. This is the area of motorcycle phone chargers that is most in flux. So, check back here often.

Best Motorcycle Phone Mounts

Bottom Line/An ideal combination of mount and charger

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Syncwire USB C Car Charger 38W Fast USB

This is an easy-to-use adapter for riders whose motorcycle comes with a 12V “cigarette” lighter plug. However, there is a major caveat: These adapters are not waterproof since they are primarily used in the automotive industry in dry settings. If you can live with that limitation, then you get two independent ports that are capable of delivering 38W of power total. The PD 3.0 & QC 3.0 Fast Charge USB ports are buzzword compatible, with the USB-A port delivering 5V/3A、9V/2A、12V/1.5A (Max 18W). The USB-C port follows up with 5V/3A、9V/2.22A、12V/1.5A (Max 20W). Both ports support a variety of fast-charge specifications. So, your electronics will be well cared for.

Bottom Line/For bikes equipped with cigarette lighter 12V ports

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Vemote Motorcycle USB Phone Charger, Waterproof 6.8A Dual Port QC3.0 Fast Charging

If you are more of the handlebar-mount than the dash-mount persuasion, the Vemote Motorcycle USB Phone Charger, Waterproof 6.8A Dual Port QC3.0 Fast Charging has got the hot setup for you. First, it conveniently mounts to your handlebar, placing it right where you need it for your phone mount or tank bag. Second, it has a built-in on/off switch to keep it from draining your battery. The SAE connector means that you can use the power feed to your battery for other purposes, like a smart charger. Most importantly, the Vemote has two QC3.0-capable USB ports that deliver fast charging to compatible devices, like smart phones. When things get wet, the waterproof cover snaps in place to protect the USB ports. Finally, the Vemote has a voltmeter to monitor your bike’s electrical system. All-in-all, a pretty tidy package.

Bottom Line/Convenient handlebar mount

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MOTOPOWER MP0609A 3.1Amp Motorcycle USB Port Kit

This is as basic as it gets. You connect in the included fused wires, find a place to screw, rivet, or zip-tie the USB port, and join the SAE connectors. At the end of your labors you’ll get 5V DC and 3.1 Amp charging capabilities. No frills, just a waterproof cover. After all, that’s really all you need.

Bottom Line/A bare-bones but permanent solution

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All of that leads into what we have here. This is a really clean example of a CTX1300 that has clearly been used for what it was meant for – burning away miles in absolute comfort. Judging by how the paint shines and the chrome pops in these photos, you’d think this was a new bike with no miles. But that’s far from the truth. With a tick over 19,000 miles on the odometer, this owner takes care of their CTX just as much as they ride it. They even claim that not a single body panel tab has been broken, which is actually an impressive feat on today’s motorcycles.

Sure the title of the post is a bit over the top, but you do need to admit it’s a clean bike. With an asking price of $8,499, it’s also a decent deal for the right person. See the full listing below.

THERE IS NONE LIKE HER

2014 Honda CTX 1300 Deluxe.
This rare bike has established a cult-like following for all the good reasons. But none in the world looks like this one. As the original owner, I have pampered her from mile 1. Always garaged & under Dust Cover, meticulously broken inn & maintained, never dropped, never abused, & only ridden 19,364 pleasure miles, on fair weather days. And it shows, as People are all ways just stunned that this is not a brand new bike. All accessories shown will be included in the asking price of $ 8,499.00

• Givi V47 color matching Top case with integrated full light kit
• Show chrome accessory power module
• Pannier luggage inserts, one regular & one as a cooler.
• Color-matching Valve Covers
• Center Stand
• Air Hawk adjustable seat cushion
• Accessories Lights
• Accessories Bar Ends
• Accessories power outlets with voltage meter
• Gear Indicator
• Rox anti-vibration Handlebar Riser
• Garmin Zuemo GPS ( hardwired)
• Tire Monitoring System
• Puig Windshield with add-on spoiler
• NO BROKEN TAB ( so all panels still align perfectly )

To the serious buyer, interested in a CTX 1300 Deluxe- if you see her in person, you will agree with me that she looks Better than New!

See the original post at the CTX1300 Forum.

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The post Friday Forum Foraging: 2014 Honda CTX 1300 Deluxe appeared first on Motorcycle.com.

The Ibex 800 is powered by a 799cc DOHC Parallel-Twin with a 75° offset crankshaft that is heavily based on KTM’s 790 engine. CFMOTO claims 94 hp at 9,000 rpm and 56.8 lb-ft. at 7,500 rpm.

The Bosch electronic fuel injection system offers two ride modes: Sport and Rain. Cruise control and cornering ABS come as standard, with a 7-inch TFT full color display as the interface. The screen is also Bluetooth enabled, allowing connections to smartphones for navigation.

J.Juan provides the brakes, with dual radial mount four-piston calipers and 320 mm discs up front, and a two-piston floating caliper with 260 mm disc at the rear. KYB supplies an inverted fork and single rear shock.

The Ibex 800 S comes equipped with aluminum alloy wheels, while the Ibex 800 T uses tubeless wire-spoke wheels. Both versions use an 19-inch front wheel and a 17-inch rear wheel. The T model also adds a steering damper tuned for off-road riding, an aluminum skidplate, a center stand, a quickshifter, hand guards, and heated grips and seat. The Ibex 800 T also comes standard with a tire pressure monitoring system (TPMS).

Protection bars, fog lights, luggage mounts, and an adjustable windscreen come standard for both models.

The 2023 Ibex 800 T comes in Twilight Black while the S model comes in either Twilight Black or Nebular Blue.

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As previously alluded to, the GSX-8S follows on the heels of the 2023 V-Strom 800 DE as the second model to use the all-new 800 platform. The two models share the engine and the steel main frame that the Twin bolts into as a stressed member. The 776cc DOHC Parallel-Twin gets its capacity from a couple of 84mm bores with 70mm strokes, while the compression ratio comes in at 12.8:1. The 2023 Suzuki GSX-8S is said to produce 82 horsepower at 8,500 rpm, with 57.5 pound-feet of torque topping out at 6,800 rpm. Redline cuts in at 9,250 rpm.

Ergonomics seem pretty spot on for a guy who’s 5-foot 8-inches tall with a 30-inch inseam (I could flat foot both boots).

The name of the game with Suzuki’s new mill is its low- and mid-range power. After riding the V-Strom 800 DE about six weeks ago, I was actually surprised by the low-end punch on the GSX-8S. Suzuki told us previously that there was little change in mapping between the two bikes, but the 8S still feels punchier – if my perma-jetlagged brain can be trusted. This also makes it a wheelie machine in the hands of those well versed in the art. There is a noticeable hit of power in the mid-range as well around 7,000 rpm that tugs the corners of your mouth into a grin every time. That said, once you’ve made it much further into the rev range, power begins to sign off as you approach redline, so there really isn’t much reason to have the motor screaming at the top of its lungs.

776cc of brand spankin’ new Parallel-Twin.

Speaking of lungs, as it was on the ‘Strom 800, the 8S uses a horizontal six-liter air box that is situated under the seat and breathes out of what Suzuki says is its first “short muffler” which keeps weight central and low. The cooling system uses a thermostat control valve which we’re told aids in quicker warm up times and more stable combustion temperatures, leading to reduced exhaust emissions. A dual-counter balancer is also used to quell unwanted vibration and does a good job up until the point where you probably don’t mind under liberal throttle twistage.

The 3.7-gallon fuel tank is fairly common in this category, and although we weren’t able to verify mpg figures, it’s likely safe to assume the ballpark it’ll be playing in will be mid-40s.

A non-adjustable fork and preload adjustable (with a tool) shock are both supplied by KYB, and both offer 5.1 inches of travel. The seat is a manageable 31.9 inches from the ground, and it’s a comfy perch, indeed. A couple of 17-inch cast wheels are right for this sporty steed and are shod in Dunlop Roadsport 2 rubbers. Trail and rake is 4.1 inches and 25 degrees, respectively. Combined with the 57.7-inch wheelbase, the chassis geometry leads to a stable, well-handling ride. Curb weight is said to be 445 drippin’ wet. 

Riding the GSX-8S is a thoroughly digital affair thanks to the ride-by-wire throttle. Unfortunately, cruise control was not bestowed upon the 8S.

The GSX-8S features many of the same electronics, which Suzuki refers to as the Suzuki Intelligent Ride System (S.I.R.S.) seen on the V-Strom 800, and they’re controlled via the left switchgear through the five-inch TFT display. S.I.R.S. includes the Suzuki Drive Mode Selector (SDMS) which gives the rider three options for throttle response, the Suzuki Traction Control System (STCS) offers three levels of intervention including off, and the bi-directional Quick Shift System (QS) does exactly what its name implies. SDMS and STCS can be adjusted on the fly. ABS has a single standard setting which can’t be altered, and none of the electronics are IMU-based.

To the Route

I can’t say the roads we spent time on didn’t play into most of the GSX-8S’s strengths – that’s why it’s always nice to get the bike back home for a follow up review or comparison test. Making our way inland from the Côte d’Azur toward the Route Napoleon required first navigating our way out of the maze-like small streets of a town whose official incorporation dates back to 43 BC. That is to say, the roads were tight, twisty, touristy, and offered varying levels of traction. In this, the GSX-8S’ low seat height, generally nimble low-speed handling, size, and low-to-mid-range power all made for an excellent machine to attack the busy city. I did find the SDMS A mode (the most direct throttle response) to be a bit much. I chose to crank up the TC to 3 and switch the mode to B while in town to have one less thing to think about as we navigated traffic in what I’m sure was a perfectly reasonable and legal manner for southern France. The people honking must have been tourists.

While the GSX-8S comes standard with a quickshifter, it pales in comparison to the excellent one used on the GSX-S1000 GT, requiring much more pressure to shift. After sampling a couple of bikes, it seemed some were better than others.

Once we’d wrestled our way out of town, we set off to follow in the footsteps of the controversial French emperor. The road was bumpy, wet, and strewn randomly with gravel as we set off into the mountains, but the scenery was incredible. I managed to take in some of it between getting hard on the gas and then, likewise, on the brakes as we dove into hairpin after hairpin. The Nissin binders provide good initial bite and plenty of power as they squeeze the dual 310mm discs, even if feedback at the lever is dull. I kept the TC turned up and left the bike in B mode during this portion. The bumpy road also began to reveal the suspension’s limits all too quickly. Mind you, we were taking it at a fairly hot pace. The lack of sophisticated damping was quickly apparent as the bike compressed and rebounded all too quickly. Bringing up the rear with some preload certainly helped, but there’s no replacement for… damping. 

The GSX-8S might not handle as quickly as some others in the category, but it’s a more than willing dance partner.

Eventually, we snaked our way higher up into the mountains, and although the temperatures dropped, the road was (mostly) clean and dry – A mode was selected, TC was backed off, and I never switched it back. The GSX-8S is an absolute blast to ride at a quick clip in the mountains. Yes, the suspension is a weak point, but it didn’t keep any of us from thoroughly enjoying the route that Suzuki France had planned for us. Even with the stout punch available from the P-Twin, it’s easy to modulate at the right grip. There is some noticeable driveline lash, but that could have likely been smoothed out somewhat by tightening up the chain (probably from all the journos before me pulling horn monos).

During one of our photo passes, we started checking out each other’s assigned bikes and came to realize that despite all of the bike’s preload being set at “2” on the stepped preload adjuster, at least one of the other bike’s shock felt markedly stiffer. After we had the chance to swap machines, I also noted less driveline lash and a more sensitive quickshifter on another bike. These inconsistencies between at least three of the motorcycles at the introduction do give pause. Some of those things may be able to be adjusted out, or at least to the same effect, but the difference between shocks was puzzling. 

As far as the competition goes, the GSX-8S slots itself right between something like 12 bikes that can be considered “middleweight nakeds.” You have the bikes at the 650-ish cc range and, then, the upperclassmen around 900cc. At $8,850, the GSX-8S is reasonably priced for the bigger bikes, but somewhat expensive for the smaller ones. In terms of weight, 445 pounds is hefty no matter which end of the spectrum you’re looking at, though the bike masks the heft very well. Its power figures lean more toward the smaller middleweights, too. That said, the experience of riding the bike and the technology included, to me, have this bike punching toward the higher end of its weight class. 

Stepping back into my initial riding impressions and away from how the GSX-8S might compare to others in the category, I came away more impressed with the engine than I had expected. Despite the soft suspension, the bike maintains stability on smoother roads (and even bumpy ones if you’re willing to dial your right wrist back) and the electronics are useful without being over the top. Suzuki has a history of making excellent motors, and I think this 800 platform is an example of just that. In the GSX-8S, the engine steals the show, but the entire machine is a blast to ride, even with the nits that I’ve picked. 

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In the Chieftain’s case, this is a return to the Elite category. It gets a similar Super Graphite Smoke color and bronze accents as well. In addition, an open fender shows off a catchy 10-spoke wheel. Both the Pursuit and the Chieftain Elite will benefit from a slew of amenities and electronic rider aids to make the bikes as outfitted – and as safe – as possible. The full extent of those features can be found in the press release below.

But there’s one more thing that makes an Elite model elite – rarity. Indian only plans on making 150 units of the Pursuit Elite worldwide, and each will retail for $39,999. The Chieftain Elite will see slightly higher production numbers – 175 units worldwide – and it will retail for $35,499. If one of these models is what you need to fill out your collection, then you better act fast as supplies are extremely limited.

See the full press release below for more information.

INDIAN MOTORCYCLE DELIVERS SOPHISTICATED STYLE & BEST-IN-CLASS 
V-TWIN TOURING PERFORMANCE WITH NEW INDIAN PURSUIT ELITE, 
ANNOUNCES RETURN OF HIGHLY EXCLUSIVE CHIEFTAIN ELITE 

Crafted as the Ultimate in American V-Twin Style & Exclusivity, Indian Pursuit Elite & Chieftain Elite Combine Eye-Catching Style with Premium Componentry

Indian Motorcycle, America’s First Motorcycle Company, today introduced the Indian Pursuit to its limited-edition Elite class of motorcycles and announced the return of its ultra-premium Chieftain Elite. Featuring premium componentry, each Elite model is crafted as the ultimate in American V-Twin style and exclusivity. 

“When we first introduced the 2018 Chieftain Elite, we wanted to create an offering that was not just limited in quantity, but exclusive in nature with custom details straight from the factory,” said Aaron Jax, Vice President of Indian Motorcycle. “Today, with jewel-like finishes, our Elite line of baggers and touring models truly represent the best-of-the-best and deliver a statement like nothing else on the road.” 

Indian Pursuit Elite

With only 150 units available worldwide, 2023 marks the debut for the Indian Pursuit Elite. Known as the most capable and refined American touring machine on the road, the Indian Pursuit Elite offers sophisticated style and unparalleled comfort and performance. Designed for riders who value the journey as much as the destination, the Indian Pursuit Elite is packed with premium amenities and advanced ride-enhancing technology to achieve a more comfortable ride. 

Sophisticated Style

The Pursuit Elite’s premium Super Graphite Metallic and Black Metallic paint with Shadow Bronze Chrome accents exude sophistication. Color-matched Elite badging and premium components complete the bike’s beautiful design. 

Best-In-Class Performance

Taking center stage of the Indian Pursuit Elite is the 108 cubic-inch, liquid-cooled PowerPlus engine. With best-in-class 122 horsepower and 128 ft-lbs. of torque, the Indian Pursuit Elite delivers incredible V-twin touring performance with unmatched passing power. 

Premium Amenities & Ride Enhancing Technology

The Indian Pursuit Elite allows riders to enjoy long, epic rides in comfort and style. Electronically adjustable rear suspension preload from Fox allows riders to adjust their preload for optimal comfort and handling under varying conditions. Whether riding solo, two-up or carrying more cargo – the electronically adjustable rear suspension preload is managed from the convenience of the bike’s infotainment system. Plus, the Indian Pursuit Elite offers Smart Lean Technology using a Bosch® Inertial Measurement Unit to tune traction control, ABS, and torque for even more control and unsurpassed handling. Backlit switch cubes improve the rider’s ability to see the bike’s controls at night, while the Pathfinder Adaptive LED Headlight combined with Pathfinder S LED driving lights and saddlebag lights deliver improved visibility and more eye-catching style in dark conditions. Providing a luxurious ride experience, both rider and passenger get a heated seat with adjustable controls on the seat and infotainment system, and premium styling. 

In addition, each Indian Pursuit Elite is equipped with an industry-leading seven-inch touchscreen powered by RIDE COMMAND and offers Apple CarPlay integration, turn-by-turn navigation, Bluetooth connectivity, one year of RIDE COMMAND+ connected features, and more. Riders can cut through road and engine noise with Powerband Audio which works seamlessly with the RIDE COMMAND system to set the mood for the trip. Built-in amplifiers, a 9-band equalizer, and 16 speakers provide crystal-clear sound at any speed. Equipped with remote-locking storage, riders can keep all cargo protected inside the spacious, weatherproof saddlebags and trunk. For riders looking to achieve further customization, a quick-release low-profile trunk is available as a color-matched accessory. 

Chieftain Elite

Designed for riders who demand the best of the best and want to stand out from the crowd, the 2023 Chieftain Elite features meaner and more aggressive styling with custom-inspired details straight from the factory. With only 175 units available globally the Chieftain Elite is a limited build and highly exclusive. 

Custom-Inspired Style

The new Chieftain Elite’s eye-catching paint scheme featuring Super Graphite Smoke is complemented by premium Shadow Bronze chrome finishes and Indian Motorcycle headdress floorboards. 

Offering an even more custom look, the Chieftain Elite’s open fender showcases a new 10-spoke precision machined front wheel. Standard to the Chieftain Elite is fender-to-fender, as the Adaptive Pathfinder LED headlight and rear saddlebag LED lights provide head-turning style at night. An adjustable tinted flare windshield raises or lowers to the rider’s preferred position with the push of a handlebar-mounted button for ultimate comfort. 

Unmatched, Air-Cooled Performance

Packing the most powerful Indian Motorcycle air-cooled engine, the Thunderstroke 116, the Chieftain Elite delivers 126 ft-lbs of torque. Rear cylinder deactivation improves rider comfort when riding through slower traffic, while three selectable ride modes, including Tour, Standard, and Sport, allow riders to adjust the bike’s throttle response to match their riding style. 

Premium Amenities & Ride-Enhancing Technology

Like the Indian Pursuit Elite, the Chieftain Elite features the seven-inch touchscreen display powered by RIDE COMMAND with Apple CarPlay, GPS with navigation, and RIDE COMMAND+ features, like live traffic and weather overlays, and a vehicle locator feature. As standard equipment, the 2023 Chieftain Elite features backlit switch cubes, an integrated PowerBand audio system, and includes ABS, keyless ignition, tire pressure monitoring, as well as weatherproof and remote-locking saddlebags with more than 18 gallons of storage. For riders looking to personalize their ride, color-matched accessories are available including a quick-release touring and low-profile trunk, as well as hard lower fairings. 

Pricing for Indian Pursuit Elite and Chieftain Elite begin at $39,999 and $35,499, respectively, and will begin shipping to dealers around the world in spring 2023.

Riders can learn more at their local Indian Motorcycle dealership, by visiting IndianMotorcycle.com.

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The update would bring the retro RS model in line with the more modern-styled Z650 and the Ninja 650, both of which were updated with traction control for 2023, as well as the Versys 650 which received traction control in 2022.

Below, we present the executive order for 2023 model updates. In past filings, Kawasaki tends to refer to new or updated motorcycles by its model code for engine certifications instead of its marketing name (you know, to keep them secret from the likes of yours truly). For the 2023 executive order, Kawasaki referred to the Z650 and Ninja 650 (plus their ABS-equipped versions) by model codes along with the previously updated Versys 650 ABS.

Executive order number M-001-0735 was issued last year for the 2023 Z650 ABS (ER650NP), Z650 (ER650PP), Ninja 650 ABS (EX650PP), and Ninja 650 (EX650RP), as well as the Versys 650 ABS. As per industry standard, the P in the evaporative family (EVAP) codes on the right column and at the end of each model code, stands for the 2023 model year.

A new 2024 executive order dated March 13, shown below, includes the Versys, Ninja and Z650 models by name, but adds a new “ER650RR” model code. The 2023 Z650RS went by the model code ER650MP and had its own executive order, as it was not updated along with its brethren last year. Seeing as Kawasaki hasn’t received a separate executive order for it yet, our assumption, therefore, is that the ER650RR is for a revised 2024 Z650RS.

If we are correct that the ER650RR is the Z650RS, then that would leave the Vulcan S as the only member of Kawasaki’s 649cc Parallel-Twin family that has not received the same update. The Vulcan S (codenamed EN650) has a different exhaust from the other 649cc Twin models and is therefore subject to its own executive order, and it has not yet received one for 2024.

So, why did Kawasaki wait a year to update the Z650RS instead of doing it alongside the Z650 and Ninja 650? For one, the Z650RS was still relatively new, only introduced for 2022. Updating it with traction control after just one year would be a bad look, as customers that bought the first year of production would have been left out. As it is, introducing it for 2024 would still leave two years’ worth of Z650RS owners out.

The other issue is the Z650RS’ retro-inspired instrumentation. Unlike the other 650 models, which employed a 4.3-inch TFT display, the RS uses two analog dials and a small LCD screen. Adding traction control would require new instrumentation; whether that means ditching the analog dials or replacing the LCD with a new digital display, Kawasaki would have needed to modify the instrumentation to include traction control information.

As Kawasaki didn’t make any other changes when it updated the Z650 and Ninja 650 models, we don’t expect any other changes to the Z650RS for 2024 beyond traction control, a new dashboard, and likely new colors. We can’t entirely rule it out either, but with the Z650RS still being relatively new, we don’t believe it is likely. We also don’t know whether the update would lead to a change to the Z650RS’ MSRP of $9,099.

We’ll know for certain when Kawasaki officially announces the ER650RR model later this year.

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The post CARB Filings Hint at Updated Kawasaki Z650RS for 2024 appeared first on Motorcycle.com.

HEY! Did you know you could help support us MOrons by buying stuff at Revzilla? It’s true. Whenever you click on over there after seeing a thing here, we get a piece of the pie. It’s a win/win situation – especially when the thing is on sale. You get a deal on what you needed anyway. We get to keep eating. Here are a few of this week’s retail therapy opportunities.

Biltwell Moto Gloves

The Biltwell Moto Gloves are designed for riding and working on motorcycles—no carbon fiber, no fringes, and no compromises.

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Alpinestars Booster V2 Gloves

The multi-panel Booster v2 Glove is made from premium leather and incorporates an over-molded viscoelastic knuckle guard for optimized levels of protection. Featuring Alpinestars’ stretch palm insert as well as grip panels, the multi-purpose Booster v2 Glove provides excellent sensitivity on the bike’s controls.

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Dainese X-Ride Gloves

The Dainese X-Ride leather gloves use Ergo-Tek knuckle protection technology which was created by mapping those areas of MotoGP riders gloves most susceptible to impact. The result is a glove that combines maximum protection, thanks to its nylon-carbon plates, with significant freedom of movement. The pinky finger is one of the most sensitive and fragile parts in an impact. It is protected with a special thermoplastic plate which limits any damage owing to friction against the asphalt or other surfaces. The integrated DCP system also protects it against any twisting. For maximum comfort regardless of hand movement, large stretch areas are inserted on the back, upper fingers and thumb. The goatskin used to create X-Ride offers excellent abrasion resistance, maximum softness and flexibility. Smart Touch technology inserts on the fingers allow for the use of a smartphone, GPS or other touchscreen system with no need to remove the glove.

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Knox Handroid MK4 Gloves

The latest version of the award winning Knox Handroid long cuff glove, is the MK4. Due to its design these are the most striking motorcycle gloves ever made. The design includes features such as the scaphoid protection system as well as the eye catching exo skeleton finger spines which cover the tops of the fingers for impact protection as well as a unique closing system which always ensures a perfect fit.

Now the latest Handroid takes all of these features and refines them. The finger spines are now softer and of a lower, more aerodynamic profile, yet no less effective when it comes to protection.  The body of the glove is made from drum dyed Korean leather. This has been chosen for its feel, light weight and strength. Complementing this is 0.8mm kangaroo hide which is used on the palm. While the strength and feel offered by this hide is exceptional it’s still responsibly and ethically sourced.

A new SPS impact system is the most recent development of the Knox patented Scaphoid protection system. This now has Micro-Lock armor incorporated into the design of each slider. Because the BOA closure system is so effective the Handroid now no longer needs a second hook and loop closure strap on the wrist. Box construction of the fingers makes for an even more comfortable glove that fits even better than previous models.

The CE testing for the Handroid covers 15 different tests. As a result independent testers have given the gloves a CE EN 13594- 2015 rating. This covers so much including the  materials used, the fit, the cut of the glove, its abrasion resistance, the all-important seam and tear strength as well as impact absorption.

Separate tests were conducted for design and construction as well as tests on the materials used. This included checking features as detailed as the pH value of the leather as well as its chromium V1 content. In addition to the sizing dexterity the cadmium content and even the water vapor transmission were also measured. Strength tests included the Handroids’ restraint tear strength, the seam strength, cut resistance, abrasion resistance and, of course the impact resistance and the size of the protective area. The Handroid passes all with flying colors.

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For non-motorcycle deals, take a look at All America Deals!

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Yamaha Motor USA, however, remained quiet about it, and we later learned the Tracer 9 GT+ was not coming to the States for 2023. In fact, even the less techy regular Tracer 9 was left out of Yamaha Motor USA’s returning model announcements.

For those who were considering the GT+, we have good news: Yamaha is preparing to add the Tracer 9 GT+ to its North American lineup for 2024. Confirmation comes to us via the California Air Resources Board which issued an executive order for a motorcycle with the model code “MTT9GPRCGY” for the 2024 model year.

For the uninitiated, Yamaha Motor USA model coding includes the product identifier, a letter for the model year, a “C” for any models meeting California’s emissions standards, and a color code. The 2022 Tracer 9 GT was assigned the model codes “MTT9GTNCR” and “MTT9GTNCS” for certification in California. “MTT9GT” stood for the Tracer 9 GT, the “N” followed the industry standard code for the 2022 model year, “C” obviously stood for California, while the R and S represented the two color options: red and Silver.

For the MTT9GPRCGY, this gives us a MTT9GP model for 2024 (“R”), certified for California (“C”), in the color gray (“GY”). The “MTT9” portion tells us the motorcycle is the Tracer 9, leaving us to surmise the “GP” stands for the GT+. Interestingly, only the Plus version has received an executive order. Yamaha can always add the regular Tracer 9 GT to the certification later, but its absence would suggest that only the GT+ is coming to the U.S. for 2024.

The Tracer 9 GT+ is the first Yamaha model equipped with a millimeter wave radar that enables adaptive cruise control. The system measures the distance between the Tracer 9 GT+ and vehicles immediately in front, and automatically adjusts the cruise control settings to maintain a safe following distance. In Yamaha’s application, ACC allows riders to select one of four different following distances, depicted as a car icon and a sequence of white bars on the Tracer 9 GT+’s 7-inch TFT display.

ACC also has a cornering assist and passing assist for the Tracer 9 GT+. Around corners, ACC adjusts corner speed and acceleration when following behind another vehicle, integrating the engine, brakes and electronic suspension to slow the bike while maintaining stability. When passing, ACC automatically accelerates past the preset cruising speed to pass when the rider activates the turn signal and begins to overtake another vehicle.

The radar system also plays a part in the Tracer 9 GT+’s unified brake system (UBS). Heralded as a first for motorcycles, UBS uses data from both the radar and the 6-axis IMU to assist with braking. The system kicks in when it detects the rider’s braking inputs may not be enough to prevent collision with a vehicle ahead, adjusting braking force for stable deceleration. As its name suggests, UBS also acts as a linked braking system, providing braking with both wheels as needed when only the front or rear brake controls are applied. As with ACC, UBS is linked to the electronic suspension, adjusting damping to maintain stability.

Along with these safety aids, the Tracer 9 GT+ also receives a new quickshifter, new integrated riding modes, a USB-A outlet, and updated rear brakes.

We don’t know how much the 2024 Tracer 9 GT+ will cost yet, though it should be an increase over the Tracer 9 GT’s $14,999 MSRP. We’ll know for certain when Yamaha formally announces the Tracer 9 GT+ for the U.S. market.

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What to look for

The reality of V-Twins is that they require a good bit of power to crank over, particularly when cold. So, you can’t just drop in any old motorcycle battery that will fit in the battery box and expect it to work. You’ll need to do a little research. One good way to measure a battery’s power is its Cold Cranking Amps (CCA) rating, which is a standardized measure that can be compared across battery models. While we, as riders of air-cooled motorcycles, probably won’t be riding the the 0 degree F environment the rating is measured in, it’s a quick way to be sure you’re making an apples-to-apples comparison among batteries. 

When it comes to CCA, your new battery should have, at a bare minimum, the same rating as the OEM one. This means that it has the power to crank your engine effectively. However, if you have done any performance modifications to your engine, like higher-compression pistons, going for a higher CCA rating is a good idea. Additionally, if you’re the type of rider who likes to sit and spend extended periods listening to the big stereo you installed, you’ll want to bump up your replacement battery’s capacity, too. 

Lead acid vs lithium ion

Although this topic can get quite heated, both types of batteries have advantages and disadvantages. First, lead-acid batteries are significantly cheaper. By being used for so many generations, these batteries are essentially commodity items. They do have some drawbacks: they are heavy and lose power when stored for extended periods without a smart charger. Lithium batteries are newer to the scene, and while they initially had some growing pains, they are now a viable option for many riders. While lithium batteries are more expensive, they are also significantly lighter, and weight savings is always good – even on a blinged out bagger. They also typically offer more cranking power than lead-acid batteries of a similar size, which is a really good thing. The power loss during extended storage is also significantly lower with lithium. The biggest drawback, however, is that in extremely cold weather, they have a significant drop off in performance until they get warmed up. This shouldn’t be an issue for your typical three-season biker, though. In the end, the choice is up to you. 

Best AGM Battery: Yuasa YIX30L-BS AGM Battery

Here’s an American Made option for your American Motorcycle that comes from the largest motorcycle battery manufacturer in the world. Over 50 years of engineering expertise ensures high-quality construction for long and trouble-free service. Spill-proof design and construction have passed vibration and pressure differential spill-proof tests. The use of Absorbed Glass Mat (AGM) Separators is an advanced battery technology that eliminates the need to ever add water, while the advanced lead-calcium alloy holds its specific gravity more than 3 times longer than conventional lead antimony batteries. This equates to a battery that can go much longer between charges when used in standby mode, like winter storage. A 385 CCA (Cold Cranking Amps) is available at the push of the starter button. 6 month manufacturer’s warranty.

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Best Lithium Battery: Shorai Lithium Battery LFX36L3-BS12

Shorai LFX Lithium motorcycle batteries are some of the lightest and most powerful replacement batteries available. How does a whopping 540 Cold Cranking Amps sound to you? Additionally, the battery can weigh as little as one-fifth as much as a comparable lead-acid battery. Ease of maintenance is a big issue for motorcycles that are only periodically ridden. Shorai LFX have a much slower self-discharge than the best lead acid batteries (1/6 to 1/7, on average), they do not sulfate as capacity drops, and they are the ultimate “deep cycle” battery. This means that they can still crank your vehicle even if the remaining capacity is quite low. A fully charged LFX can sit for a year or more and still retain adequate starting capacity, without damaging the battery. As such, any vehicle which has no current flowing when the key is OFF should not need a tender. At most this battery only needs to be charged every 6 to 12 months, depending on the use and average storage temperature.

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BikeMaster Lithium Ion 2.0 Battery BMP21L-FP

The BikeMaster Lithium Ion 2.0 Battery delivers heavyweight power in a featherweight package with a full 420 CCA available. Its internal battery management system provides individual cell voltage protection and cell balancing function. This system also allows the battery to charge to 90% capacity in 6 minutes. An entire BikeMaster Lithium Ion 2.0 Battery can weight up to 70% lighter than a traditional lead-acid battery along with the benefit of eco-friendly and noncombustible materials. The built-in voltmeter is a nice touch that allows you to easily check on the charge status of the battery. The internal battery management system automatically maintains the internal cell balance. LiFePO4 cells provide power and safety in a non-combustible cell.

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Yuasa GYZ32HL Factory Activated AGM High Performance Battery

Factory-activated batteries are perfect for riders who don’t want to have to deal with the initial acid setup of a new battery. This new generation of maintenance-free batteries delivers 500 cranking amps for vehicles that require extra starting power from the largest motorcycle battery manufacturer in the world. Over 50 years of engineering expertise ensures high-quality construction for long and trouble-free service. Absorbed Glass Mat (AGM) Separators – an advanced battery technology that eliminates the need to ever add water. Advanced lead-calcium technology that holds its specific gravity more than 3 times longer than conventional lead antimony batteries. This means much longer periods between charges when the battery is used in a standby mode, like winter storage. Leakproof valve and heat-bonded case prevent corrosion.

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FAQ

How long should my Harley battery last?

A lead-acid battery should last 2-5 years with proper care. However, extended idle time without a smart charger or repeated running of the battery flat will dramatically shorten the life span. Lithium batteries should last significantly longer. In our testing, we’ve had a lithium-ion battery last as long as nine years.

How many Cold Cranking Amps does a Harley need?

We’d always recommend getting the minimum CCA of the OEM battery, but if you lack that information, 300 CCA is a good minimum starting point. Go up in CCA if you have electrical accessories or engine performance modifications, like high-compression pistons.

Should I keep my Harley on a smart charger?

If  you have a lead-acid battery in your Harley, yes, you should use a smart charger to keep the battery in top condition if you’re not riding regularly. Smart chargers have the ability to sense when the battery is fully charged, thereby preventing them from overcharging and killing your battery.

Additional resources

Lithium Motorcycle Batteries: Myths VS Realities – Updated

Lithium Motorcycle Battery Buyer’s Guide

Battery Charger Buyer’s Guide

Lead-Acid Batteries Still Have It

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The CFMOTO 450SS engine sports a compact, modern design and a claimed 50 hp.

The 450SS is powered by an all-new 450cc parallel-Twin engine. The counterbalanced Twin features a compact layout, 270° crankshaft, and liquid-cooling. Although not mentioned in the release, we assume the DOHC operate four valves per cylinder. The bore and stroke is 77.0 mm x 55.3 mm, and the compression ratio is 11.5:1. Bosch provides the EFI, and the package produces a claimed crank horsepower of 50hp at 9,500 rpm. A claimed maximum torque of 28.8 lb-ft is available at 7,600 rpm. That power is transferred to the chain final drive via a multi-plate CF-SC slipper clutch and a six-speed transmission. One interesting feature is that the shifting pattern can easily be switched from street to race pattern to suit the rider’s desires.

The Twin is mounted to a chromium-molybdenum alloy steel frame which sports a 37 mm inverted fork and a multi-link rear suspension. With the 17-inch wheels in place, the wheelbase checks in at 53.5 in. With a rake of 24.5° and a trail of 3.74 in., steering should be pretty quick – just the way sport riders like it. The wheels receive 110/70 R17 and 150/60 R17 tires, front and rear. 

A close look at the front brake might deliver a surprise in the form of a Brembo M40.32 radially-mounted caliper squeezing a 320 mm floating disk. The sensor ring tucked in the sensor hints at the dual-channel Continental ABS unit employed in the braking system. Rear braking is handled by a single-piston caliper and a 220 mm disc. 

A surprise appearance by a Brembo M40.32 caliper and a 320 mm floating disc.

The styling is 100% on trend when it comes to sportbikes, with LED lighting all around. The split headlights feature winglets on either side that are said to provide 1.6 times the downforce at elevated speeds. The cockpit is highlighted by a 5-in. full-color TFT display which supports a Bluetooth phone connection. With the CFMOTO app installed on the phone, turn-by-turn directions can be displayed. 

LED lighting all around and functional wings! A reasonable 31-in. seat height should combine with the claimed 370 lb. curb weight to make this a confidence inspiring mount.

Although nothing more specific than Spring 2023 has been announced for the CFMOTO 450SS availability, the price starts at  $5,499, and the color options are Nebula Black and Zircon Black. If you’re anxious to see them in person, a nationwide demo truck route, which includes stops at the COTA MotoGP, Americade, Laconia, Revzilla Get On! ADV Fest – Black Hills, Bike Fest Lake of the Ozarks, select MotoAmerica locations, and dealers nationwide. 

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EVO India published the photos, spinning a yarn about photos arriving on their doorstep in a brown envelope marked “top secret” and an anonymous note. We’ve run enough of them on Motorcycle.com and seen the feedback from readers scoffing at the “spy photo” trope, but these suspiciously well composed photos with a grainy black and white filter photos were clearly sent out from Hero Motocorp.

Before we get into the photos, here’s what we know about the Harley-Davidson/Hero deal. Hero will serve as the official distributor of Harley-Davidson motorcycles in India, handling sales, service and merchandising across the country in its existing dealer network and brand-exclusive Harley-Davidson dealers. Hero will also be developing “a range of premium motorcycles under the Harley-Davidson brand name,” as part of a licensing agreement.

In other words, the engineering for the motorcycle pictured here is by Hero, with Harley-Davidson possibly providing some input on the styling. In one of the photos, showing the bike from the rear in front of a white wall, you can spot Teofilo Plaza Garcia, Hero Motocorp’s head of design, crouched down in front of the motorcycle. In the shot of the bike on the dyno, we spy someone in a white shirt that is likely Pawan Munjal, Hero’s chief executive officer.

The mystery motorcycle draws inspiration from Harley-Davidson’s air-cooled Sportsters, with the wheels looking nearly identical to the wheels of the Iron 883. The use of twin rear shocks is another nod to the Sportster formula, but up front, the bike sports inverted forks.

The motorcycle appears to be powered by an air- and oil-cooled Single-cylinder engine. The license plate reads “HD 4XX”, which leads us to believe the engine has a displacement in the 400-ish cc range. Hero doesn’t currently have an engine of that size, so it’ll be interesting to know if it’s a brand new design or an evolution of an existing engine. A shot of the round instrument cluster shows a fully digital display, with a tachometer suggesting an 8,000 rpm redline. The oil cooler is mounted vertically on the left side of the engine, with the header pipe occupying the same space on the right side.

A close-up shot of the front wheel confirms the presence of a single ByBre front brake caliper, and an ABS sensor ring. Mumbai-based CEAT supplies what appears to be its tubeless Zoom Cruz tires. The front appears to be an 18-inch tire, while the rear tire is marked as a 140/70-17, with a 66H speed rating indicating a maximum speed of 130 mph.

A single circular headlight sports a horizontal LED position light with “Harley-Davidson” branding, with more LEDs above and below it for the headlight and high beam.

There is still a lot to be revealed, including whether it will be exported outside of India. Earlier this year, Harley-Davidson and QJ Motors introduced the X 350 in a similar partnership, with QJ providing the engineering and Harley handling the styling, and the X 350 is thus far only available for sale in China, with a detuned version brought to the U.S. for Harley-Davidson’s riding academy. Unlike the X 350, a Hero-produced Harley might be a more enticing product for other markets.

We also don’t know the model’s name. We know that Harley-Davidson has previously trademarked the name “48X”, and based on the styling, the name appears to be a better fit for this bike than it does the new Revolution Max-powered Sportsters. Of course, we might just be leaning that way because of the “HD-4XX” code name.

The motorcycle in the photos looks near-production ready, so we suspect Hero and Harley-Davidson will officially reveal it soon. EVO India suggests a late summer reveal, but we wouldn’t be surprised if it comes earlier.

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For the past 10 years, Triumph Motorcycles has partnered with the DGR to not only provide financial support and resources, but to also help raise the profile of the event to a global audience. The partnership has spawned clothing collections and unique one-off builds, but now, Triumph has announced that, in celebration of its 10-year partnership, it’s launching the Limited Edition Bonneville T120 Black DGR. 

Only 250 of these DGR Bonnies will be made, with number 001 reserved for the highest fundraiser of the 2023 ride. Each of the bikes will come with a certificate of authenticity hand signed by Mark Hawwa and Nick Bloor, each with a unique number and VIN. As for the bike itself, it stands out from a standard T120 with a custom DGR paint scheme featuring two-tone metallic Phantom Black over Crystal White, which draws its inspiration from dress suits – appropriate for the DGR. Accenting the fuel tank and side panels are hand-painted gold pinstriping to mimic the gold accessories you’d wear along with your dapper clothing. Capping it off are the classy brown seat and official DGR branding. 

To get all the details about the Bonneville T120 Black DGR Limited Edition, see the press release below.

Begin press release:

CELEBRATING 10 YEARS OF TRIUMPH AND THE DISTINGUISHED GENTLEMAN’S RIDE WITH THE LAUNCH OF A STUNNING NEW BONNEVILLE T120 BLACK DGR LIMITED EDITION

The Distinguished Gentleman’s Ride (DGR) unites hundreds of thousands of classic and vintage style motorcycle fans all over the world to raise funds and awareness for men’s health. Founded in Sydney Australia in 2012, the DGR was created by Mark Hawwa as a wonderful new way to bring together motorcycle enthusiasts, focused on a common cause for good. Growing year on year, today the DGR spans the world with more than 90,000 riders taking to the streets in more than 800 cities, with more than $37m USD raised for prostate cancer research and men’s mental health to date.

Triumph became the official motorcycle partner of the DGR in 2014, bringing a commitment to increase awareness, grow participation, and ultimately increase fundraising in support of this worthy cause. Everyone involved at Triumph is proud to have played a key role, in collaboration with Mark Hawwa and his team, in growing this incredible community. From providing financial support and resources that have helped to raise the profile of the DGR globally, to rewarding its participants, sharing the passion and drive that has made the DGR the world’s largest on-road charity motorcycling event.

One of Triumph’s most significant contributions has been in growing awareness and motivating fundraisers around the world, by providing motorcycles from Triumph’s Modern Classic range as rewards for the top fundraisers. In previous years this has included unique motorcycles, such as a one-of-a-kind Triumph Thruxton RS DGR Edition and a custom ‘1959 Legends’ Triumph Bonneville T120 and matching Gibson Les Paul Standard guitar, awarded to the 2022 ride’s highest fundraiser as part of a collaboration between Triumph and Gibson.

2023 marks the 10th year of this incredible partnership and represents a huge milestone for Triumph and the DGR.  To celebrate this landmark anniversary and help make the 2023 DGR event the biggest and most successful to date, Triumph has created 250 new Bonneville T120 Black Distinguished Gentleman’s Ride Limited Edition motorcycles. 

The new Limited Edition motorcycle is designed with a stylish DGR metallic black and white paint scheme, featuring official DGR branding with a custom logo on the tank and side panels, gold detailing and distinctive brown seat. Each one comes with a numbered certificate, signed by DGR founder Mark Hawwa and Triumph CEO Nick Bloor, with edition 001 being presented to the highest fundraised for the 2023 ride.

The entire Triumph community, from our network of dealers and fans across the world, to our staff, designers and engineers are committed to continue to grow the reach and impact of the DGR in support of this incredible cause for good. 

Together we will make 2023 the biggest and most successful DGR yet.

Mark Hawwa – Founder; The Distinguished Gentleman’s Ride

“If anyone had said 10 years ago that we’d be celebrating a decade of partnership with Triumph Motorcycles, I would have laughed. That first year of signing with Triumph has always been a highlight for me. It felt exciting, and that excitement still carries on every year. Triumph has become like a family to me and to The Distinguished Gentleman’s Ride. They are passionate about getting classic styled bikes out for a ride and using the machines we love to make a positive impact for our cause. That excitement and passion has now been brought together in a product that speaks to our journey together. We are beyond proud to release the Bonneville T120 Black Distinguished Gentleman’s Ride Limited Edition motorcycle, to celebrate what we have achieved together, and to continue doing more of what we love.”

Paul Stroud – Chief Commercial Officer; Triumph

“We are delighted to be celebrating the 10th-year anniversary of our unique relationship with the DGR, which is an incredibly important partnership for Triumph and the thousands of Triumph DGR fans across the world. From the beginning it was clear that the DGR and Triumph was a perfect fit, with a shared passion for motorcycles, style, and riding for the people you love, something that is much more than sponsorship. Everyone involved over the last decade of the DGR, from the Triumph and DGR teams, to our dealers, the army of DGR organisers and ride hosts, and the legions of riders who passionately support this wonderful event and cause should be justifiably proud of the impact their efforts have had. With the launch of the new DGR edition of our Bonneville T120 Black our ambition is to mark this wonderful occasion with something truly special, that for me epitomizes the spirit of the DGR and delivers a new way to delight riders and celebrate this incredible cause.

NEW 2024 TRIUMPH BONNEVILLE T120 BLACK
DGR LIMITED EDITION

With just 250 available worldwide, this stunning and unique limited edition of
the most iconic Triumph motorcycle has been created to celebrate the landmark
10-year anniversary of the partnership between Triumph and the DGR, to help
make the 2023 DGR the biggest and most successful to date.

• BEAUTIFUL 

• Stylish and unique custom Distinguished Gentleman’s Ride edition paint scheme.
• Sophisticated monochrome metallic Phantom Black and Crystal White two-tone paint scheme follows a distinctive ‘dress suit’ inspired design, drawing inspiration from ‘dressing dapper’ for dinner.
• • Beautiful gold fuel tank stripe detailing and hand-painted gold pinstriping on the side panels, inspired by the DGR’s dapper clothing and accessory style, such as the classic gold pocket watch or tie-pin.
  • Custom DGR 2023 gold script logo featured prominently on the fuel tank and side panels.
  • Elegant brown stitched bench seat with pillion strap, enhancing the vintage custom look.

• EXCLUSIVE

• Limited to just 250 DGR edition motorcycles worldwide.

• • Each bike coming with a collector edition numbered certificate of authenticity featuring the motorcycle’s VIN reference and DGR edition number, hand signed by the DGR’s Mark Hawwa and Triumph’s Nick Bloor.
  • Edition number 001 will be presented to the highest fundraised for the 2023 DGR.

• CAPABLE
  • All the latest generation Bonneville T120 Black’s specification, with its significantly enhanced handling, high specification Brembo brakes and rider technology.

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Let’s also take a step back and shed a tear for inflation. When it was new, you could walk out with one of these GSX-R1100s for $10,000 and have some cash left in your wallet. In 2023, a motorcycle with relatively similar performance would cost you twice as much! But instead of dwelling on the current, we’ll let you enjoy the past. Happy reminiscing.

First Ride: 1995 Suzuki GSXR1100

The Big Lean: Suzuki’s 1995 GSXR1100 Drops Weight, Gains Performance

When Suzuki’s GSXR model line was first introduced way back in 1986, they were quintessential sportbikes. Light and powerful with superior handling, the GSXRs were the scourge of racetracks and canyons worldwide. Since then, the years have been cruel: The GSXRs, unequaled kings of the proverbial sportbike hill in the late 1980s, grew fat and complacent at the top.

Suddenly, it’s 1994. And the GSXR lineup is pushing around a hundred or so pounds of extra pork that was nowhere to be found on the featherweight originals, and Suzuki is getting stomped in Superbike and unlimited-class racing the world over.

So Suzuki puts the GSXRs on a diet. The GSXR600 underwent the most drastic cutback – it withered away completely! The GSXR750 was run through the weight-reduction mill last year, dropping 24 pounds in the process. This year, thankfully, the GSXR1100 got put on a fast. And the results are spectacular!

If you cough up the $9549 (American dollars) suggested retail price for a 1995, you get 493 pounds of motorcycle – replete with an awe-inspiring 1074cc, four-valve-per cylinder powerplant – that is surprisingly comfortable: With bars mounted above the triple clamps, low-mounted foot pegs, and multi-adjustable suspension at both ends, this big Suzuki is surprisingly tour-worthy. Still, it’s not for the meek – although we could see going coast-to-coast on a stock GSXR1100, we’d count on taking plenty of stops to stretch and relax aching body parts.

And the GSXR1100 sacrifices nothing for this relatively sedate riding position – ground clearance is more than abundant. Expect to never drag parts on a properly set-up GSXR1100, at least not on the street.

One caveat about the GSXR’s suspension: The factory-recommended rebound settings are too slow, meaning the bike has a tendency to “pack” under braking, and therefore, to wobble over bumps.

And these rebound settings compound a perennial flaw in GSXRs: When honking along at racetrack-like speeds, Suzuki’s GSXR line gets into slight, low-frequency wobbles when hard on the brakes – most likely from chassis flex. No worries though, as these weaves are only significant enough to scare the rider, and won’t throw you as long as you don’t panic. This year, Suzuki beefed up the frame in the steering-head area, reducing – but not eliminating – this tendency. The upper rails are also improved, and in a further effort to improve rigidity, the brackets now bolt the cylinder head directly to the upper frame tube.

The swingarm, too, has been beefed up, and now features a racer-like “bridged” brace welded on top. Additionally, the right side of the swingarm is now extruded (forcing metal, usually in the presence of elevated temperatures, through an aperture of the desired shape) rather than pressed (stamping sheet metal into form), resulting – theoretically, at least – in greater rigidity. Overall, Suzuki claims 5 percent greater torsional (twisting) rigidity without a weight increase.

But if you sit around complaining about the GSXR1100’s minor handling problems and portliness, you’re surely missing the point! The chassis and tires on this machine are merely instruments to connect the 1074cc mill to the pavement, no more, no less.

Need to squirt past some traffic in top gear on a busy rural highway while riding two-up with a trailer? No problem on the GSXR1100. The motor’s been re-tuned for 1995 to churn out 10 percent more midrange, a good thing for any street bike, even if it is over-powered to begin with. And carburetion is flawless from idle to redline. Similarly, there are no surprises in the power delivery, other than that it makes gobs of horsepower, everywhere. So watch out–this bike is easy to get into trouble with, except in first gear: Suzuki has an ignition-retard circuit that, obviously, retards the ignition in low gear (it’s a red-and-black wire located under the seat).

So for the sport-touring enthusiasts out there, you owe it to yourself to take a test ride on a Suzuki GSXR1100. Because if you like horsepower, you’ll love this bike, and if any little aspect of the GSXR1100 bothers you, look to the aftermarket, which supports this vehicle with a plethora of parts. From high-rise bars to fairing-eliminator kits and trailers (or even Nitrous Oxide!), you’ll have little difficulty building your dream bike out of a Suzuki GSXR1100.

Specifications: Manufacturer: Suzuki Model: GSXR1100 Price: $9549 Engine: dohc, 16-valve, inline-Four Bore x stroke: 75.5 x 60.0mm Displacement: 1074 cc Carburetion: (4) 36mm Mikuni Transmission: 5-speed Wheelbase: 58.5 in. Seat height: 32.1 in. Fuel capacity: 5.5 gal. Claimed dry weight: 493 lbs.

Impressions:

1. Tokico brakes were awesome, never fading or misbehaving. And it’s a good thing, because this GSXR suffers from the same wobble-while-braking that’s plagued GSXRs for years, a combination of several factors, including a still-too-weak frame. However, one full-throttle burst is enough to wipe any complaints straight out of your head: This engine is nothing short of mesmerizing. And with a proven endurance racing record of success that virtually guarantees you years of trouble-free high performance, the GRXR1100 will amuse for years to come. Based on it’s awesome acceleration, surprising comfort and track record, I give it four (out of a possible five) stars.

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The type approval data for the Roctane shows much in common with the existing R 18 models, but with some notable differences. For one, the R 18 Roctane has an internal model code of “0N61,” while the model codes for the R 18, R 18 Classic, R 18 B, and R 18 Transcontinental all have model codes beginning with “0L.” This suggests the Roctane differs from the other models in a fairly significant way, either with a chassis update or a different form factor. The variant’s name appears to be a combination of the “R” branding and “octane,” so a more performance-focused model may be in store.

This brings to mind the Concept R 18 /2, which BMW revealed in 2019. The “Slash Two” was presented as the stylistic opposite of the retro-inspired concept that eventually became the R 18. BMW described it as “a modern, dynamic custom cruiser with a performance appeal that is somewhat rougher round the edges” We’re not too crazy about the Roctane name, but it does seem a fit for the R 18 /2.

Performance focus or not, we do know the Roctane is powered by the same 1,802cc air-cooled Boxer as the rest of the R 18 range. The homologation filing confirms the same engine code and peak performance numbers as the other models: a maximum power output of 67 kW (90 hp) at 4,750 rpm, and 116 lb-ft. at 3,000 rpm. As with the rest of the range, BMW has also gained type approval for a 35 kW (47 hp) version suitable for European A2 licenses. The filing also confirms the Roctane has the same silencer code as the Classic, B, and Transcontinental models, so we can expect the same straight pipes and not the bulbous fishtail exhaust on the regular R 18.

The Roctane’s wheel sizes (including accessory options) are the same as the other R 18 models. The type approval data makes no mention of suspension, and the braking data only confirms dual front brakes and ABS. If the Roctane is indeed more of a performance cruiser, we expect these to be different from the rest of the R 18 family.

The filings are a bit more helpful when it comes to the bike’s dimensions. The Roctane has a 67.7-inch wheelbase, putting it somewhere between the 66.7-inch wheelbase of the touring R 18s and 68.1 inches of the cruiser models. A different fork rake and trail could account for this difference.

At 103 inches long, the R 18 Roctane is about 7 inches longer than the R 18 and R 18 Classic, but 2 inches shorter than the R 18 B bagger, and 1 inch shorter than the R 18 Transcontinental. This suggests the Roctane does not have side cases or a top case of the touring models, as the luggage on the B and Transcontinental extend well past the tip of their exhausts.

The listed gross vehicle weight rating further suggests the Roctane will not have luggage. At 1,234 pounds, the Roctane has the same GVWR as the R 18 and R 18 Classic, compared to 1,389 pounds for the R 18 B and R 18 Transcontinental which have non-removable cases.

The filings include a laden weight, which is the claimed curb weight plus some ballast to represent the weight of a rider and some accessories. For the R 18 models, this typically means an extra 180-186 pounds above the claimed curb weight. The R 18 Roctane is listed at 1,009 pounds, so we estimate a curb weight of around 826 pounds. This places the Roctane as being lighter than the touring models but heavier than the cruisers. Again assuming no luggage, we surmise some of the weight difference may be due to a fairing.

There is no hint of when BMW may reveal the R 18 Roctane. Since withdrawing from the major trade shows, BMW has spaced its product reveals throughout the year, but the type approval documents may suggest an official announcement may come soon.

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I don’t know much about drag bikes, but I do know a thing or two about building a bike into something to serve a specific purpose (track riding in my case): Unless you really love turning your own wrenches, and the associated costs of doing so, it’s easier and more economical to pick up someone else’s project that has most of the work already done. That seems to be the case here.

According to the seller, this rolling chassis has never been raced, will weigh well under 400lbs when ready to rock, and can get you into the mid-eight-second territory with a stock Hayabusa engine. It’s already setup to accept said Hayabusa engine, so if you have a modified one laying around, here’s the perfect home for it. Billet motor mounts, Brembo brakes, controls, wheels, tires, and bodywork are included. All this for $3800. Sounds pretty fun to us. Here’s the full listing:

Drag bike Chassis $3800
70” drag bike chassis, Chrome Moly Steel, super lightweight and super strong. NEVER RACED. Setup for a Hayabusa engine. Will run low to mid 8’s with a stock engine. Race ready will weight 340-360lbs.The motor unbolts and drops straight down (20m to remove) for easy access/maintenance.
10×26-15 rear tire on a 10” wheel.
Includes all of the following:
Powered coated chassis, billet motor mounts, front and rear Brembo brakes, master cylinders, throttle, power/start controls, front and rear wheels and tires. Fitted body. Standard front end and clip on bars. Correct offset front sprocket. Rear sprocket. Add your Busa engine and race..

See the full post at psychobike.com.

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2023 Ducati Streetfighter V4S Review – First Ride

After hopping off the bike and collecting my thoughts, an actual professional camera crew was gracious enough to put me in front of their expensive equipment, attach a lavalier to my collar, and have me attempt to talk about the bike and my experience. So, if you want a raw and unfiltered view of the new Streetfighter V4S after a day of riding at the track, I suggest you watch the video above. Ray Gauger did an excellent job editing this video to make it seem as if I’m talking from a continual stream of consciousness, but behind the scenes, I really had to think about it because there really was a lot to take in – that V4S is capable of so much.

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If you aren’t familiar, back and chest protectors are basically plastic exoskeletons with multi-density, impact-absorbing padding. Back protectors look similar to an armadillo’s shell, with numerous layers that articulate with the movement of your back, but also are difficult to hyperextend or bend backward. Chest protectors are basically trapezoidal pads that rest between your jacket and chest.    

Here, we’ve compiled a list of back and chest protectors you might want to consider before your next ride. While these products are highly rated, they are just a sample of what’s out there. Before we begin, it’s worth mentioning that, if you have the means, we recommend wearing an airbag vest instead of a back and chest protector. The level of protection from an airbag is far superior. We made an airbag buyer’s guide to show you what options are currently on the market if you’re interested. Can’t pop for an airbag right now? No problem. Here’s the next best thing.

Alpinestars Nucleon KR-3 Back Protector

While Alpinestars is considered one of the leaders in the airbag game, it hasn’t forgotten about back protectors either, and the Nucleon KR-3 is among the company’s best. The KR-3 is highly flexible and breathable thanks to its honeycomb construction that allows air to flow through it. But there’s also a hard shell backed with viscoelastic PU foam to help protect. Nucleon PU foam on the central spine offers first-rate impact absorption, while horizontal flex grooves allow the piece to move with your range of motion. As an added bonus, there are also adjustable rib protectors to help deflect impact energy to your sides. For added comfort, the shoulder straps can also be removed so they don’t get tangled under your riding gear – a nice, underrated touch.

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Forcefield Back Protector Pro L2 EVO

The Forcefield Pro L2K Evo is a back protector over ten years in the making. The sleek, slim, and low-profile back protector fits into your riding jacket without any obstruction, and it’s breathable to get some airflow back there when you’re sweaty. Constructed using Kevlar thread for strength and durability, the NitrexEvo shock-absorbing material is designed to be soft and comfortable yet provide maximum protection when you need it, even after multiple hits. The internal construction features multiple layers that are stitched and perforated in such a way that allows only limited movement – this movement follows the natural range of the human back, but also the pumping motion allows air to pass through for better ventilation. Complete with adjustable shoulder and waist straps, the Pro L2K Evo can mold to virtually any body type.

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REV'IT! Slingshot Back Protector

The Rev’It! Slingshot back protector is a little different. It uses a harness system to envelope the CE level 2 RV-style back protector. This harness is comfortable and breathable with a built-in kidney belt with off-road use in mind. 3D mesh helps reduce heat and sweat, and the back protector itself is removable for cleaning purposes. Unlike some other back protectors, the harness of the Slingshot features a sternum strap to keep everything in place up stairs. It also makes for a good companion under dirt gear, street gear, or with Rev’It’s Slingshot riding gear, made specifically without a back protector so you can add this one in.

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Dainese Wave D1 Air Back Protector

Dainese were the inventors of the back protector, so it’s only right to include the company here. The Wave D1 Air back protector has the classic shape that’s not too dissimilar from the original back protector Dainese introduced several decades ago to help protect its grand prix racers. Homologated to EN 1621.2 Standard Level 2, this back protector has rigid external corrugated plates for better impact energy distribution and a lightweight core made of aluminum honeycomb and Crash Absorb, a special visco-elastic, water repellant rubber that has excellent shape retention and energy absorption properties to make it both comfortable to wear and highly protective in a crash. Shoulder and waist straps allow for a tailored fit, or you can remove them both if you just want to insert the back protector by itself.

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Spidi Warrior Chest Protector

Moving on to chest protectors, the Spidi Warrior is a good representation of what to expect. Shaped appropriately to protect the rider’s sternum, the Warrior is composed of three layers of square block structures designed to distribute the shock of an impact evenly. The junctions are designed to allow very flexible movement – so much so that the Warrior chest protector can easily fold for storage purposes. With a thickness of 15mm and weighing in at 140g (4.9 oz), it’s light and compact protection.

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Alpinestars Nucleon KR-Cell CiR Chest Protector

At the top of this list is an Alpinestars Nucleon back protector. Here is the companion Nucleon KR-Cell CiR chest protector – the company’s highest performing impact armor for the chest. Flexible and breathable, it’s meant to be worn between a jacket or suit and the rider’s body, or placed into dedicated pockets on select apparel. The microstructure of the protector, with its honeycomb design, allows for maximum impact absorption as well as breathability and comfort. Contoured to a rider’s shape, the mesh lining on the inside is soft against the skin. Certified to CE level 2.

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Forcefield Elite Chest Protector

We couldn’t include a Forcefield back protector without also including the Forcefield Elite chest protector. Designed to be as thin as reasonably possible, this slim design is breathable and yet soft enough to curve around the body. The Forcefield Nitrex Evo armor distributes crash energy throughout the protector and is meant to withstand numerous hits. Adjustable straps help tailor the fit to the individual wearer.

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Leatt Airflex Chest Protector

Known for its neck braces in the dirt world, Leatt also makes other protective gear like this Airflex chest protector. The slim and ergonomic design is also lightweight and very well vented. You’ll find an I-Mesh impact protector in the chest, but you’ll also get back protection via Leatt’s AirFlex soft impact gel. The multi-layer, multi-plate articulating design allows the rider to move naturally, and of course, the BraceOn system is ready to accept Leatt’s neck brace, if you desire to wear it.

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FAQ

Are back protectors worth it?

Absolutely. With the caveat that no amount of gear can prevent serious injuries 100% of the time, a back protector is cheap insurance to give yourself the best chance of reducing the amount of injuries to your back and spine in a crash.

What is the difference between Level 1 and Level 2 back protectors?

It boils down to how much impact force a protector can take. Level 1 protectors can only transmit a maximum force below 18kN. Level 2 protectors can only transmit a maximum force below 9kN. Like golf, the lower the number, the better.

Are chest protectors worth it?

See the answer to the back protectors above. If you only have the means for one or the other, then go for the back protector. But chest protectors are worth it if you can afford it. Not only do they distribute impact energy in a crash, but even if you don’t fall down, they are underrated in protecting your chest from rocks and debris that can fly up from bikes and cars in front of you.

Related Reading

Best Motorcycle Airbag Jackets

MO Tested: REV’IT! Proteus Armored Jacket Review

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MO Tested: Alpinestars Caliber Jacket Review

Crash Tested: Alpinestars Copper 2 Denim Pants Review

Typically, when journalists crash test gear, how well it worked in the incident gets written up, and then, the gear is never seen again. The reasoning is simple: The gear manufacturers want us to show their products in their best light. Yes, they love positive write ups when the gear works in a crash (not so much when it doesn’t), but they’d really prefer that we not show their products in anything but pristine condition. After all, us wearing their gear is a form of advertising. The reality of all but the most well-heeled riders is really quite different. We don’t generally replace damaged gear that isn’t totaled just a couple months after acquiring it. I wore my first jacket for years with the brown scuffs of shame on the arm and torso of the black leather. What I didn’t know at the time was something most racers get familiar with at some point (just ask Troy), gear much more thrashed than mine can be brought back to almost new for significantly less than replacement.

The scuffing wore completely through the dyed surface of the leather, and one of the holes can clearly be seen on the right.

Assessing the damage

In my slide, the Caliber wore through in just three places, none of which were larger than a dime. The first hole was the inside of my left forearm, where the stretchy fabric resides. The other two were on the torso of the jacket in the area of the hand warmer pocket. One hole was caused by the aluminum EarPeace earplugs case, and the other was on the seam around the opening of the pocket itself. While the stitching around the pocket was ruined and there was a lot of scuffing on the front of the jacket, none of the damage affected the structural integrity. There’s a reason why leather has been the go-to material for motorcycle gear for generations.

The stretch fabric and its seam were both worn all the way through, necessitating a patch.

Call in the experts

While there are many places that offer leather repair services, you need to make sure that those repairs are geared towards motorcycle gear. Additionally, if you’re looking for more than having a patch sewn on, you should go to a place that specializes in repairing and restoring motorcycle leathers. Why restoring, too? Because those shops have the skills to color match the repaired leather to the original leather. When it comes to this type of service, Anthony’s Leatherworks has built a nationwide reputation as being one of the best in the business, to the point that they do factory-authorized repairs for major leather brands and for the MotoAmerica race series.

What To Do With Crashed Leathers

Once my jacket arrived at Anthony’s, I received an email estimate of all the recommended service the damage required. The physical repair of the jacket would cost just $150 and would consist of a fabric patch of the stretch panel, an internal patch on the pocket, and the restitching of the pocket itself. While it doesn’t sound like much, all of these repairs required that the internal liner of the jacket be partially disassembled to allow for the stitching. Lesser shops will sew right through the liner, and you’ll feel it every time you wear the jacket. Additionally, any seams that were compromised need to be restitched to prevent them from unraveling in the future.

The holes received interior patches, and all damaged seams were restitched. While the color is an exact match, the texture of the leather grain will never be the same where it was abraded.

The next step is redying the damaged leather to match the original finish color. While the feel of the leather surface will never be the same and you will be able to see the different texture upon close inspection, a good color match will make the leather look almost new. Also, the redying treats and protects the newly exposed fibers in the leather, preventing premature aging in the damaged areas. For the Caliber jacket this cosmetic repair cost $220, and since this $370 total repair cost reflects 65% of the jacket’s price, it might seem overly expensive since the majority of the cost could be considered purely cosmetic. 

This patch could have been avoided by replacing the entire stretch fabric panel, but the cost made it prohibitive. This patch will provide protection in a crash while not calling too much attention to itself in daily use.

Even before my days as a motojournalist, I always invested in the best gear I could afford. While it may offer similar protection, I’ve always found that the fit and finish plus the durability of the products warrant the extra cost. Since I really like the Caliber jacket and plan to wear it for a long time, I consider it worth the extra cost of repair to return the jacket to a condition that I want to be seen wearing. And perhaps, I’m paying a little penance for thrashing a nice jacket so soon after acquiring it, or maybe, I’m trying to avoid constantly retelling people the sad story of my crash on the Street Triple introduction.

Regardless, leather repair is something that all riders should be aware of when the laws of physics send them for a slide. You don’t have to resign yourself to the false choice of either replacing your gear or wearing the signs of your folly literally on your sleeve. Quality leather repair, like that provided by Anthony’s Leatherworks, can have your gear looking almost like new again.

Anthony’s Leatherworks
3401 E Coast Hwy
Corona Del Mar, CA 92625
949-486-9000

anthonysleatherworks.com

FAQ

How long do motorcycle leathers last?

When properly cared for, leather riding gear can last for decades. Over time, the air draws out the natural oils contained in the leather itself. That is why regular cleaning and maintenance, including treatment with high-quality leather oil is a must. Otherwise, the leather will dry and crack, but long before then, it will have lost much of its abrasion resistance.

How do you treat leather on a motorcycle?

Regular cleaning with a damp cloth will help get the bug guts and other grime off of it. Don’t use excessive pressure, though, or you could damage the leather’s finish. Also, periodic treatment with a high-quality leather oil will maintain its shine, flexibility, and protective qualities.

Can ripped leather be repaired?

You’re at the right article for this! A shop experienced in motorcycle leather repair can make even the most damaged leather look like new. From patching small holes to replacing entire leather panels, shops like Anthony’s Leatherworks can deliver surprising results at less than the cost of new gear.

Related Reading

MO Tested: Alpinestars Caliber Jacket Review

Crash Tested: Alpinestars Copper 2 Denim Pants Review

What To Do With Crashed Leathers

How To Clean Leather Motorcycle Gear

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The marketplace reflects evolving shopping habits that sees consumers do more and more of their research online. Through the Polaris Xchange, customers can search for a vehicle, pull up history and condition reports on pre-owned models, shop for accessories, determine trade-in value, and prequalify for a loan, all online without having to set foot in a dealership. All that needs to be done in person is signing the paperwork. Customers can then arrange for the vehicles to be picked up at the dealership, or have it delivered (though the delivery option is dependent on local laws and dealer participation).

“We are constantly infusing new ways of thinking and using our knowledge of the powersports customer to help advance our industry, introduce new people to powersports and enhance the experience for our owners and riders, and Polaris Xchange is another example of that industry leadership,” said Vic Koelsch, senior vice president, chief digital and information officer at Polaris. “Polaris Xchange simplifies the shopping process for customers, allowing them to do most of the process online before visiting their local dealership to sign the paperwork.”

The Polaris Xchange is a response to Harley-Davidson’s H-D1 Marketplace, but it takes the idea a few steps further. Launched in 2021, H-D1 is Harley-Davidson’s portal for shopping for pre-owned motorcycles, offering a wide selection of listings by accessing the inventories of hundreds of participating dealerships across the U.S.

Where Polaris’ marketplace differs is in offering both pre-owned vehicles as well as brand new ones. Polaris also offers a three-day return program on pre-owned vehicles. If customers are not satisfied with their Polaris Xchange purchase, they may submit a return request online within three days, and return the product to a dealership within the next 24 hours. Polaris will then provide a full refund, minus delivery fees and a $199 restocking fee.

People can also sell their vehicles through the Polaris Xchange. After submitting a description of the used vehicle along with a few photos, sellers can then receive an estimated trade-in price range, as well as an upfront offer. After agreeing to a deal, sellers can then drop their vehicles off at a dealer or have it picked up (again, dependent on dealer participation.)

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2006 KTM 950 Supermoto Quick Ride

This is a competition motor that is just civilized enough to be ridable

By Gabe Ets-Hokin Jul. 23, 2006

Photos by Robert Stokstad

Do you feel guilty when you run a red light in the middle of nowhere at four in the morning? Have you put a quarter in a parking meter after six PM?

Did you go down to the Federal Building after accidentally ripping the tag off a mattress to turn yourself in to the Federal Marshals?

If that is the case, you are probably not in the market for a 100 HP supermotard. However, if you like to remove your license plate and run toll booths, cheat on your taxes by deducting lap dances as “Business Meeting Expenses”, and leave dead fish in pre-paid safety deposit boxes at banks you don’t like, I might have a motorcycle for you.

950 Supermoto with its natural predators.

It’s orange, looks crazy, and like the most unlikely governor California has ever had, is made in Austria. KTM is one of the biggest players in the high-performance off-road motorcycle market, well-known for their large selection of bright orange single-cylinder motocrossers, dual-sports, supermoto bikes and adventure rally-racers. KTM’s out-of-the-box racing success is well known; a huge percentage of the grueling Paris-Dakar rally finishers are riding mostly-stock KTMs.

Although KTM has been building motorcycles for over 50 years, they have a limited presence in the American streetbike market. The single-cylinder Duke Supermoto bike has been around for almost 10 years and was arguably the first street-legal Supermoto in the Americas. However, Americans like big, powerful bikes with multiple cylinders; thumpers have always been relegated to second-class citizen status.

In 2003, the winds of change blew an all-new engine onto the scene. First introduced in the Adventurer, KTM’s liquid-cooled, 75-degree V-Twin was extremely light and compact. It caused a buzz around the world and the company announced plans to also use the powerplant in a supermoto, a “SuperDuke”, and even a roadracer.

The Adventurer appeared in the USA market not too long afterward to some acclaim. We tested the 2005 version in last year’s Adventure Touring comparison, and I was impressed by the bike’s agility and light handling on the street, but the heavy dirt focus of the bike — epitomized by its high, hard seat and uncompromising knobby tires — made the other bikes more appealing for street use.

“But how cool would a Supermoto version be? I wanted to find out.”

We called the GSXR1000 “narrow”, but this is our new standard for narrow.

A call to the local KTM dealer in San Francisco yielded a demonstrator all broken-in and ready for (ab)use. “I know you know what you’re doing,” said Scuderia’s president, Don Lemelin, grabbing my arm and looking at me intensely from behind his sunglasses, “but be careful anyway; if you’re expecting dirt bike brakes these can get ya.”

Thus warned, I looked over the tall, brightly-colored machine perched anti-socially on the sidewalk next to the shop. This bike has a visual presence unlike just about anything on the road. A chrome-moly tubular space frame hangs a 942cc 75-degree V-Twin between the wheels. That motor uses a 100mm bore and 60mm stroke to make 95 HP on Scuderia’s DynoJet dyno (last year’s 950 Adventurer made 91 HP at the back wheel on the MO DynoJet). Is it liquid-cooled? Of course. Four-valve and DOHC? Certainly. Fuel-injected? Hey, let’s not get greedy, OK? It still uses a pair of 43mm Keihin CV carburetors, like dad used to make in the garage for his alcohol-burning train set. Can’t win `em all.

If the carbs are old-school, the suspension and brakes are most decidedly not. A slinky aluminum swingarm holds the 5.5-inch, five-spoke rear wheel, suspended by an expensive-looking WP rear shock (WP used to be called “White Power” because the founder’s initials were WP and the springs were always their distinctive white color. In 1991 the company renamed itself WP for obvious reasons — although White Power might have been a good supplier for Confederate — and it is now owned by KTM/Husaberg) which works through a linkage to provide 8.27 inches of travel. It’s adjustable for preload, rebound, and compression damping.

This puts the “motor” in “motorcycle”.

Please do not lick the brakes, tasty-looking as they are. Brake dust is a known carcinogen and tastes awful. However, it might be hard to resist putting your long pink tongue on these four-piston radial-mount Brembo dealy-o’s, what with their floating 305mm front discs and steel-braided lines. The master cylinder is a radial-pumping thing as well. The rear stopper is a two-piston floating Brembo caliper with a 240mm disc.

What did we learn about so far? Motor, frame, brakes, suspension…what else is there? Not much, aside from a narrow seat, a fat tapered handlebar, a minimalist instrument panel crouching behind an enduro-style number-plate fairing and a pair of 17-inch wheels (the rear sized for a 180-section tire) shod with the most-excellent Pirelli Scorpions. Wait, I forgot about the luggage rack. There’s a luggage rack.

Licking hot brake discs will void your new tongue’s warranty.

It’s an electric start — we don’t need to be too authentic, do we? — so I thumb it to life and enjoy the unique sound of the KTM V-Twin. The big upswept mufflers do enough to keep the bike legal, but barely. A mechanical, barking tone emanates from the bike’s tail section as it warms up. I toe it into gear — the clutch and gearbox are smooth and precise if you’re wondering — and head for the freeway on-ramp. There is mad-cap mayhem the two blocks through traffic to the ramp, mad-cap mayhem going up the ramp, and more silliness as I accelerate onto the freeway south.

“Some buffoon on an open-piped Harley something-or-other came roaring up behind me to do his I’m-a-badass-because-I-have-a-“Hell’s Angels Frisco”-sticker-on-my-windshield-roar-past-you thing, so I dropped a gear and twisted Mr. Throttle, turning Johnnie Goatee into a rapidly-shrinking angry black dot in the KTM’s blurry mirror.”

Gabe in action, or at least what passes for action with Gabe.

Why do those guys even try, anyway? Do they crave humiliation?

Recovering from what is a very unique experience on two wheels, I can relate some observations about this big orange fireball. First, it feels much faster than 95 HP. The gearing isn’t that short, and the bike isn’t really that light, but maybe the bolt-upright seating position makes it feel quicker. Slicing through traffic with the throttle open is great.

Second, the Supermoto sets a new standard for nimble, especially for an open-class, 450-pound (approximate wet weight)V-Twin. Turning this bike is as easy as breathing with the sharp chassis and wide bars. It holds a line well, too, yet doesn’t feel twitchy or unpredictable.

Finally, the bike is comfortable, almost too comfortable given the bike’s frantic, edgy character. The seat is high, the pegs are motocrosser low, and the bars are in a nice, neutral position, meaning lots of legroom and a very mild reach to the bars. It’s like sitting on some kind of demented Scandinavian-designed office furniture. Where most dirt or supermoto bikes are painful in a short amount of time — the Husaberg 650 SM I tested last year was painful almost immediately — the narrow, yet soft and supportive bench on the KTM works for an hour or longer, more than enough time to halfway drain the 4.6-gallon tank.

After spending time on a big supermoto on the freeway, you’ve earned some play time on a twisty road. If you’ve read a motorcycle review or two in your lifetime, you might be expecting a glowing appraisal of this bike’s handling, and in fact, you’d be correct, Nostradamus. In fact, it’s one of the best-handling bikes I’ve experienced. I’ve read a thing or two in lesser magazines about some problems with the KTM’s handling; I experienced none of this. It could be either because I don’t ride as hard on public roads as some road-test editors(not that I could ride as hard as certain editors if I wanted to), or that Don Lemelin spun his magic wrenches and set up the KTM properly before I rode it. I suspect it’s a combination of both.

Here’s what makes the 950 Supermoto so great as a sportbike eater on two-lane roads: light feel, fast steering, flexible motor, and fantastic brakes. The KTM isn’t the lightest bike ever, but there is so little of the bike visible and the wide, high bars give so much leverage that it feels like a bicycle. That means you can pick about any line through a turn and correct it multiple times, or late-brake with total confidence, with the motor lugging in low gear or howling near redline.

In other words, you can ride it any way you want, road-racer style with a knee dragging, or supermoto-style, boot dragging on the deck like Cory Call. You can also ride it like the big motocrosser it is, pushing the bars down and away from you and relishing the way the tires grip the pavement like they’re held there with Gary Busey’s denture adhesive. The front of the seat is well-suited to climb-on-the-tank supermoto action, and there is nothing in the way of your leg when you stick it out to help you slither through slippery corners.

If you get into a corner too hot, you can relax. You can either dial in more lean at the last minute without fear of dragging the pegs or any other parts; there is plenty of cornering clearance available, or you can gently — gently! — apply the binders with a single, barely tensed digit. The amazingly strong and sensitive brakes slow you quickly from any speed with no trace of fade or grabbiness at a street pace. The rear brake does what a supermoto rear brake should do, locking the rear tire when you need it to and letting you trail brake when you need to do that if you’re the sort of person who trail brakes.

If you like to do silly things this bike is a good partner in crime (that’s no joke — wheelies, stoppies, and burnouts can get you jail time in most places). The excellent binders will loft the back wheel into the air with great ease, and if you are inclined to a bit of front-wheel hoisting from time to time you will be hard-pressed to find an easier bike to wheelie outside the motocross track. The “Stunta” crowd would love bikes like this if those guys were discerning enough to look beyond chromed delusions of liter-bike grandeur. That’s their loss.

A word on suspension: it feels like top-dollar suspension, which is not out of place on a top-dollar bike. Some motorcycles need to have forks and shocks removed and shipped to a suspension tuner immediately. Not this one; if the rider weighs more than Joe Peschi but less than Rosie O’Donnell, she should be able to dial in the perfect ride, if she knows what she’s doing. The wheels stay planted on all kinds of pavement, without transmitting bumps or jolts to the rider on uneven pavement.

The overall competence of the bike’s chassis, motor, and other components makes me think this would make a good platform for an occasional trackday. KTM designed this motor for competition, so it should endure plenty of prolonged high-RPM usage, and we’ve established that the brakes and chassis are top-notch. A high-speed track would probably tire the rider, as there is no wind protection at the top speeds this bike is capable of, but at a more technical track like Sears Point or Streets of Willow this bike could produce a hero.

By the time we get back to Scuderia to reluctantly return Don’s bike, I’m ready to answer the question: is it worth $13,000? If you think any motorcycle is worth $13,000, then this one is. Compared to a Ducati 999 or MV Agusta Brutale, the KTM is just as exotic, just as fun and exhilarating to ride, and probably more comfortable and practical as a daily driver, what with its good fuel economy, parcel rack, and comfortable seating.

Maybe it’s better if this bike is regarded as an overpriced oddity. If this bike is a success, other factories will rush to inject similar bikes into the stream of commerce in large numbers, bikes like the Aprilia SX-V 5.5 or the Ducati Hypermotard, or some kind of DRZ-400SM/TL1000-motored Frankenstein. Motorists would see middle-aged men having way too much fun doing stoppies and wheelies or sliding their rear tires into every turn and the resulting public outcry would see motorcyclists hunted down like wild animals or hiding their beloved `motards in their basements like they were practicing a secret religion.

So whatever you do, don’t test ride a big supermotard, especially not one as well-built and fun-to-ride as this big orange Katoom. Be happy with your socially-acceptable Big Twin or candy-colored sportbike, happy to be able to ride at all.

Notes and Nits

Those expecting a silky-smooth V-Twin like a Ducati or Honda should look elsewhere. This is a competition motor that is just civilized enough to be rideable. At the end of a 130-mile test loop the fuel light came on. I suspect the 4.6-gallon tank can actually hold about four gallons with reserve, so I figure fuel economy is somewhere in the high 30s. The SuperDuke model that is soon to come to the States uses the fuel-injected 990 motor. Expect better than 100 HP and a different chassis and suspension.

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Here, we’re going to focus on the first part of that equation: a Stage 1 air cleaner (also known as an air intake). A Stage 1 air cleaner typically is best for an otherwise stock Harley with no internal modifications done to the engine. Once you start modifying your engine in search of maximum power, then moving to higher stage components might be in order – but that’s beyond the scope of this list.

Below, we’ve listed some top air cleaners for Harley-Davidsons. Since there are so many types of Harley engines spanning back through the years, it’s best to take advantage of the model finder in the links below to see if there is something applicable for your bike. The selection below is far from exhaustive, as there are tons of models that aren’t on this list. This is more of a representation of what’s available on the market. From round elements to conical, there are a plethora of different designs to suit nearly everyone’s tastes.

Performance Machine FastAir Air Cleaner For Harley

This Made-in-America Performance Machine FastAir Air Cleaner looks aggressive with its forward-facing conical filter element. It features an internal crankcase breather system and the well-known K&N air filter. All mounting hardware is included, and so is a rain sock. It’s available in Contrast Cut or Chrome finishes.

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Roland Sands Venturi Domino Air Cleaner For Harley

Roland Sands’ contribution to this list is the Venturi Domino Air Cleaner. The round shape is iconic, but also slim, so your legs won’t hit it if you have forward controls. Again we see a K&N filter for great airflow – but also enhancing airflow is the backing plate that helps smooth the air as it enters the carb or throttle body. It also has a hidden internal crankcase breather and a new tight seal oil separator. Made in the USA and available in a Contrast Cut finish, the faceplate can be changed out to any number of RSD plates for complete customization.

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Joker Machine Finned Air Cleaner For Harley

Another slim and round option, the Joker Machine Finned Air Cleaner is a particularly compact air cleaner for those who want a performance gain but want to keep their Harley trim and neat. Case in point: the filter element (another K&N piece) has a 4-inch diameter. Joker’s exclusive baffle plate crankcase breathing system is included, along with all the hardware you’ll need for installation. Made in the USA from CNC machined billet aluminum, you’ll need a rain sock (sold separately) if you plan on riding on wet roads.

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K&N RK Series Air Intake System For Harley

If K&N is providing air filters for virtually every air cleaner assembly in existence, it might as well get in the business of making entire air cleaner assemblies, too. The RK Series is built specifically around the company’s hi-flow filters and includes a powder coated, billet aluminum backing plate that does away with the need for external breathers. It also features a built-in, dyno-tuned velocity stack. What you’ll feel is more power, but also a discreet look – the RK series keeps the stock air cleaner cover so you can maintain that sleeper status.

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S&S Cycle Mini Teardrop Stealth Air Cleaner Kit For Harley

S&S is well known for its teardrop-shaped air cleaners, but for those who want a smaller version so their knees don’t get banged up, there’s now a miniature version. You’re responsible for the air filter itself (which S&S will be happy to sell you separately), as the kit includes the backing plate, hardware, and the teardrop cover. As for the cover, it’s die-cast and has vents all around to take in as much air as possible. The built-in stinger core directs air straight to the throttle body and reduces turbulence and increases flow in the process. Made in the USA, the kit is also CARB approved.

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Arlen Ness Velocity 65 Air Cleaner Kit For Harley

If the S&S air cleaner above is for those who value their knees, then the Arlen Ness Velocity 65 speaks to those who want to throw caution to the wind. The 65 in the name is in reference to the degrees in which the conical filter is angled away from the bike. This puts the filter out in clean, cool air for high airflow. Arlen Ness says the forward facing design means your knees are still safe from accidental head butts, but we have our doubts. The synthetic stainless jacketed filter never needs oiling and the patented Big Sucker hidden breather technology ensures peak performance.

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Rinehart Moto Inverted Air Cleaner For Harley

Rinehart says its inverted air intake for Harleys is packed with patented technology. Exactly what those are we don’t know, but what we do know is that this round air intake is likely a bit more sensible to most than the Arlen Ness piece. The inverted pleated top and sides maximize airflow from all angles. The forged aluminum machined cover is lightweight and also adds protection. Best of all, the synthetic filter is water-resistant and washable, meaning you don’t need to worry about rain socks or re-oiling.

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Vance & Hines VO2 Blade Air Intake For Harley

One of the most trusted names in the motorcycle aftermarket Vance & Hines contributes this – the VO2 Blade. Slim, round, and compact, this is another option for those who don’t want a huge air intake to possibly bang their knees into. The VO2 Blade is made in the USA and includes a high-flow filter that’s washable and reusable, as well as a large inlet backing plate.

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Cobra Cone Air Intake For Harley

Another well-known name in the exhaust world, Cobra also has an array of air intakes to let your Harley breathe in, too. The Cobra Cone intake has an internal venturi design that speeds up the air getting into your engine, resulting in more power. As you can see, this one has the conical shape, but it’s tucked close to the engine and pointed forward, making it pretty difficult to smash your knee into it.

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Screamin’ Eagle

Of course, we couldn’t finish this list without mentioning air cleaners from the folks who built the bike in the first place. The Screamin’ Eagle catalog is full of air intakes for a wide variety of Harley models – round or conical, slim or not. If you have a (relatively) recent Harley, there’s a good chance there’s a Screamin’ Eagle air cleaner built just for that bike. The beauty of going with a Screamin’ Eagle kit is you know it works, integrates with existing software, and is supported by your local dealer.

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FAQ

What is the difference between a Stage 1 and Stage 2 cold air intake?

It boils down to how much air is ingested into the engine. A Stage 1 system replaces the stock air filter and possibly the stock box it’s mounted in. It retains the stock diameter to allow a relatively similar amount of air in. A Stage 2 system adds a larger air intake to allow more air in. This is usually better suited when other parts of the engine have been modified.

Do I need to tune my Harley if I add a Stage 1 air cleaner?

Generally speaking, no. The point of the Stage 1 system is to modify within the boundaries of the stock ECU tuning (if the bike is fuel injected) or stock jetting (if you’re using carbs).

Will an aftermarket air cleaner void my Harley warranty?

Probably. Read the details of your warranty to verify. This is one reason to opt for a Screamin’ Eagle kit, as it’s more likely to retain your warranty since it’s made by Harley for Harleys.

Related Reading

Take A Deep Breath: Best Motorcycle Air Filters
Keep-It-Klean’s Revolution Air Filter Cleaner
MO Tested! Screamin’ Eagle Nightstick Muffler And Performance Air Cleaner Kit For The H-D Street 750
MO Tested: Sprint Air Filter

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2023 Suzuki V-Strom 800DE Review – First Ride

There’s not much point going into too much detail with words here, as we’ve already done plenty of blabbing over on that other page. Give the video a gander and let us know what you think. Share it with your friends and family, on your social profiles, with people you don’t even know! Take to the streets, spread the good word!

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For those who don’t know, the Kawasaki H2 Carbon is basically Kawasaki’s road-legal land missile. Built to go fast in a straight line, the aggressive and streamlined looks are only topped by the 1000cc four-banger strapped with a supercharger. The H2 and its variants are completely wild, and that supercharged engine is one of the coolest powerplants ever to grace a production motorcycle. If the urge to own one speaks to you, and you’re anywhere near Orlando with 35-large in your pocket, maybe give this person a call. His (or her) full listing is below, but follow the link at the bottom for two more pictures and contact information.

2022 H2 Carbon, has 4 miles on it. I purchased it and garaged it at my parents house and flew back to NY for work. I’ve never rode it. it’s basically brand new. I had it transported from the dealer to my mom’s garage. 2 keys included 1 open the other still in blue wrapping Extended warranty included. $35,500

See the post at NinjaH2.org.

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Heroics aside, traveling by motorcycle is even more fun when you can capture the important moments of your trip while you’re actually riding. Group rides can be relived later. Track day lean angles can impress your buddies. Then there are the workday road warriors who commute via bike through the concrete canyons of their local city. They need the moto-equivalent of a dash cam to keep tabs on the other road users who are often paying more attention to their breakfast burrito than the other vehicles around them.

You just need to choose the right action camera, and you’ve got a ton of options. There are helmet cams, 360 cams, and even permanently mounted dash cams for commuters to use in case of a mishap. No matter what you want to record, there is a camera to handle that task. So, we’ve chosen what we think are the best motorcycle cameras around. Let us know in the comments if you have a personal favorite that isn’t mentioned here.

Staff Pick: Insta360 ONE X2

Yes, GoPro has a 360-degree camera, but for as good as the Hero 11 Black is, GoPro’s 360 cam is average, at best. That’s where companies like Insta360 are making a name for themselves.

The insta360 ONE X2 is the action camera for the rider who wants maximum versatility. Whereas other action cameras require you to be precise with how you position them, the ONE X2, like most 360 cams, allows you to be lazy because you’re going to capture everything around you, anyway.

With the ONE X2, however, you get many of the same features mentioned with the GoPro Hero 11 Black, but inside a 360 cam. This means 5.7k 360-degree video capturing, Steady Cam mode, FlowState Stabilization (another term for image stabilization), an ultra-bright touchscreen, waterproofness up to 10 meters, AI editing capability, four microphones capturing 360-degree audio, Insta’s Timeshift feature, and voice control.

As far as tech specs go, the ONE X2 can shoot in 16:9, 1:1, and 9:16 aspect ratios. Its ISO ranges from 100-3200, with video resolution up to 5.7K, 30fps.  In short, this is one of the best 360 action cams out there today. (Well, at least until we get to test the insta360 X3 listed below.)

MO Tested: Insta360 One X2 Camera Review

Bottom Line/Used in most of our current YouTube video production

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Industry Standard: GoPro Hero 11 Black

The trusted name when it comes to action cameras, GoPro’s latest top-o-the-line model is the Hero 11 Black, and boy does it pack a punch. There’s a lot to unpack with the 11 Black, but the biggest advancement comes in the form of its ability to shoot 5.3K at 60fps, giving you smooth, high-definition videos to share. How much more resolution? How about 91% more than 4K and a whopping 665% more than old-school 1080p! And if you want to capture still photos, you’ve got 27MP at your disposal or simply grab a single frame from the 5.3K video for the same resolution. Or how about the ultra-wide 8:7 aspect ratio that increases the vertical field view by 16% over the previous generation. You can even crop from 8:7 to more traditional ratios of 4:3, 16:9, and 9:16 without losing resolution.

Of interest to motorcyclists is the advent of HyperSmooth 5.0 which will make the Hero 11 appear to float along, no matter how rough the terrain is. Additionally, the Hero 11 is waterproof to a depth of 33 ft., and although we hope you don’t take your bike to those depths, we hope you’ll record the epic monsoon you rode through during your tour of the Southwest. Finally, the Hero 11’s battery’s performance has been extended by up to 38% under normal conditions and is significantly increased in cold temperatures.

Like the previous generation GoPro, the Hero 11 is cloud-connected, meaning that from the moment you charge it, your footage can be automatically uploaded to the cloud. This last bit requires a subscription service, but if you plan on using the camera a lot, it’s worth it. There are screens front and back for better framing of the shot, no matter where you stand.

Bottom Line/The best GoPro has to offer

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INNOVV H5 Helmet Camera

INNOVV has been producing progressively better motorcycle dash cams at reasonable prices for over five years, and we’ve typically had good results from them. Now, the company is stepping more directly into the action camera market with a helmet cam that offers some distinct differences from the 800-lb gorilla in the market.

The helmet-mounted INNOVV H5 camera (or DVR as INNOVV refers to it) brims with features. With a maximum resolution of 4K at 30fps, in addition to 2.7K at 60fps and 1080P at 60fps. The SONY 4K image sensor features a built-in image stabilization capability. The still camera function offers choices of 20, 10, and 5 megapixels. Finally, the camera can support MicroSD/TF cards up to 512GB, for roughly 4 hours of 4K video time. The camera has a built-in microphone for recording ambient sound, and an optional boom-microphone adapter is available as an accessory.

The H5’s form factor is unusual (and polarizing), favoring a narrow front face when compared to most GoPro-like action cameras, choosing instead to put the bulk of the camera to the rear instead of the side. The camera’s dimensions are 1.3 x 4.3 x 2.2 in., making it look a good bit larger than GoPro’s 2.64 x 1.34 x 1.85 in. Given the larger dimensions, you would probably be surprised to learn that at 5.1 oz., the H5 weighs less than the 5.4 oz. GoPro Hero 11. Additionally, the H5’s  smaller front facing surface area reduces the forces generated by the wind blast at speed (when mounted on the side of a helmet), while simultaneously allowing for a larger battery. If you’re still undecided, take a look at the full review linked below.

MO Tested: INNOVV H5 Helmet Camera Review

Bottom Line/A practical helmet camera that can serve multiple purposes

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Insta360 X3

The newest offering from insta360 is the X3, and it sure is impressive. Utilizing dual 1/2-inch sensors, X3 captures 5.7K 360 Active HDR video, so you’ll never miss the action. In post production, you choose your favorite angle after the fact with easy reframing tools in the AI-powered Insta360 app. This takes away a lot of the fuss of setting up the action camera versus more traditional ones and allows for cool effects, like panning with your subject as you ride past it – great for documenting those track-day exploits! Speaking of railing around corners, FlowState Stabilization (image stabilization to you and me) and horizon leveling algorithms come together to deliver incredibly smooth videos where the horizon stays level throughout the corner, just like on MotoGP bikes.

In addition to video, the X3 is capable of 72MP photos and 8K time lapses. To give your ride a cool third person view, the 360 Lens with X3 makes the accessory Invisible Selfie Stick totally disappear from your shots for impossible drone-like footage and third-person perspectives.

The other upgrades included in the X3 consist of: an 1,800mAh battery for longer recording times, waterproof to 33 ft., and a huge, new screen for operating your X3!

How cool does this sound? We are anxiously awaiting our sample from insta360 to give it the full MO-Tested treatment. Keep an eye out for our full review.

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Sena 50C

The Sena 50C is the latest intercom/camera hybrid to join the 10C EVO in the company’s lineup. The 50C combines Bluetooth communications with 4K video. The camera captures video at 4K 30fps. Other video features include Video tagging and Smart Audio Mix. When the 50C is in standby mode, the Video Tagging feature records the minute before and after the rider presses the Video Tagging button. Smart Audio Mix allows for Bluetooth conversations to be recorded to the captured video. Then the Sena 50C is also a Bluetooth communicator that now uses Sena’s mesh technology with a claimed one-mile range. Pairing to your smartphone allows for calls, music, or GPS directions to be broadcast to the rider. The unit also now uses Harman Kardon speakers and  allows for the use of  voice commands. Additionally, the camera preview mode lets the rider verify that the camera is in the correct orientation for the bike they are riding. Videos can also be downloaded to the phone for sharing. The Sena 50C comes with a three year warranty.

The Sena 50C retails for $549.

Bottom Line/Ideal for moto-vloggers

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INNOVV K3 Dual Channel Motorcyle Motocam

If you want to record what’s happening both in front and behind your motorcycle, Innovv is where to turn. Its multiple product offerings consist of different variations of tiny, discreet cameras that are perfect for recording video without making it obvious to the world.

The Innovv K3 is prepared to handle any weather condition you ride in and is rated IP67 waterproof, meaning the K3 is completely dustproof and can be immersed in up to three feet of water for a period of 30 minutes. So, unless you’re planning on launching your bike into a lake, you’re sure to be covered. The remote control has been upgraded to full metal construction and gives the rider the system status at a glance while riding. The K3 has also received a microphone for recording engine sounds or rider narration. The cable is long enough to reach the rider from many remote mounting locations for the DVR unit. Dual HD cameras record front and rear views simultaneously in your choice of 1080P 30fps or 720P 60fps, and a WiFi connection allows for reviewing and sharing of videos directly on a smartphone. Parking mode can record any attempts to molest your motorcycle while you aren’t there. The built-in, user-adjustable G-sensor automatically protects the current recording from erasure if the unit detects an accident. Loop recording starts recording over the oldest files first when the microSD card fills up. Still, with a maximum card size of 256GB, you can record approximately 18 hours of video before the unit overwrites old files.

MO Tested: Innovv K3 Review

Bottom Line/Record front and back views simultaneously from stealthily-mounted cameras

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Motorcycle Camera FAQ

What is the best motorcycle camera?

As the action camera market has matured and diversified, that question can only be answered by asking more questions: What do I want to use the camera for? Do I want to mount it permanently on the bike or move it around? Do I want the camera with the highest resolution? All of these questions can be answered with one of the models above.

Are motorcycle helmet cameras legal?

Good question. It depends on the state. For example, in California, objects that protrude more than 5mm from the helmet are illegal, but we’ve never seen it enforced.

Where is the best place to mount a 360-degree camera on a motorcycle?

We’d recommend mounting it on the tank or the handlebar. That way both the road and the rider can be seen in the video. That said, there are plenty of other places to mount a camera and lots of different mounts that give the option to get some really interesting angles of your ride.

Recent Updates: March 2023: Added insta360 X3, GoPro Hero 11, INNOVV H5. Removed insta360 Go, GoPro Hero 10, GoPro Hero 9, Cambox V4 Pro. August 2022: Replaced Sena 10c EVO with 50C, updated FAQ, added to additional resources. March 2022: Updated imagery, added Insta360 One X2 review link, and changed camera ranking. September 2021: Replaced the GoPro Hero8 with the GoPro Hero10 Black, removed Insta360 R and replaced with Insta360 ONE X2.

Additional Resources

MO Tested: Insta360 One X2 Camera Review

MO Tested: Innovv K3 Review

MO Tested: Cambox MkV4 Pro Action Camera

MO Tested: Insta360 GO 2 Review

MO Tested: Innovv C5 Motorcycle Camera System Review

MO Tested: Innovv K1 Motorcycle Camera Review

MO Tested: Insta360 One R Action Camera Review

MO Tested: Insta360 One X2 Camera Review

Here at MO we’ve become fans of the new kid in the action camera room – Insta360. As the brand name implies, its specialty is 360-degree cameras which allow the user to capture all the action surrounding the camera, and decide after the fact which elements of the action they’d like to feature in their video. The beauty of this is that you never miss the action because the camera was mounted or pointed in the wrong direction. We’ve previously tested Insta’s One X, One R Modular 360 camera, and the tiny GO 2 pocket action camera.

The One X2 is version 2.0 of Insta360’s first consumer camera, the One X. That camera made capturing unique perspectives of all the action easy with video modes like Bullet-Time, Hyperlapse Time Shift, and Deep Track automatic subject tracking in post. Flow-State stabilization worked very well and was a huge boon for motorsport video. The One X had oodles of potential for changing the action camera game because of the advantages of a constant 360° field of view, but was let down by buggy file stability and a somewhat difficult to use two button camera interface with a dated LCD screen.

The One R addressed the file instability issues of the One X and added a color touch screen and modularity with a standard action camera 4k lens. It was also first in the action-camera space with a one-inch sensor lens option capable of shooting up to 5.3k, giving it the flexibility of being a 360 camera, standard action camera, and a higher-resolution low-light capable action camera all in one. The form factor was a more traditional chunky square camera body, and the One R camera itself was wider between the two 360 lenses compared to the One X. A wider camera in the 360 world means a more noticeable stitch line where the AI software stitches the two images from each lens into one.

Which brings us to the Insta360 One X2, which really is what the One X should have been from the start – an easy-to-use 360 camera with robust files, a modern, color touchscreen to control the camera and display vital information, and a sleek pocket-friendly profile for fans of iPhones.The incredible smartphone software and robust yet easy desktop software remain. How does the One X2 stand up to the demanding world of being mounted on screaming, vibrating, speeding motorcycles? Smash the video link below to find out. So far, after many months of that kind of abuse making a bunch of moronic videos, the One X2 has become an invaluable piece of camera gear.

Watch the Video Review

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Interview with KTM’s Stefan Pierer – Part 1
Interview with KTM’s Stefan Pierer – Part 2

The KTM Freeride E-XC. Photo by Rudi Schedl.

Alan Cathcart: Looking at PIERER Mobility’s electric model development, GASGAS already has its own electric Trials bike, but to what extent will other brands within the PIERER family go electric as well? So will KTM ever have a mainstream electric model, like a scooter?

Stefan Pierer: Well, we have already an electric model, the Freeride, plus all the kids’ bikes. You know KTM’s chosen field for product development. If you stop in front of a restaurant or beer garden, riding an E-bike, you take off your helmet and everybody is looking to you, and you’re proud to be riding a silent electric motorcycle – but if it’s a scooter, it’s different. Very different! So that’s the reason we don’t have any KTM E-scooters. That’s Piaggio’s job, not mine – they make them very nicely, big respect.

KTM revealed its E-Speed concept ten years ago but electric scooters are no longer part of PIERER Mobility’s plans.

AC: But CFMOTO has an E-scooter.

SP: Yes, they launched it at EICMA last year – we already processed it to fulfil European regulations, so if it works, we’ll take it into distribution. They call it the ZEEHO, though my advice was they should brand it as a CFMOTO product, model ZEEHO, which would help with marketing. Talking and announcing is one thing, but consistently delivering and getting market share – that’s another. Let’s see what happens!

Look, concerning electric powered two-wheelers I’m telling everybody the same thing. Because very often I get asked in investors meetings, “What about your motorcycles equipped with electric powertrains?” and then we get talking about energy density, which with a combustion engine is 0.8 kilograms per litre. If you want to get the same energy density with a lithium-ion battery pack, you’re adding up to ten times the size – ten times. I’ve been riding an Enduro bike with 9 or 10 litres of gasoline, where should I put in the 100 kilos to get the electric equivalent – maybe in my rucksack or on the luggage rack?? Don’t talk about an Adventure bike with pretensions for covering big distances on or off-road. This is stupid. Starting 15 years ago I have seen high voltage E-companies each slump into a financial crisis – Vectrix wound up 120 million Euro in debt, Zero if you look closely, it’s burning money, and so on. Harley LiveWire? Completely unprofitable! All the new electric start-ups burn money – they’re completely non-viable commercially. But as soon as it’s a small battery, that’s different. We are selling kid’s Motocross electric bikes very nicely – with a small battery, you keep your margin. Then in seven years’ time when the youngster turns 16, he’s already used to electric, so then he’s asking for a bigger version of that, which means you must get ready to supply him with what he wants. Simple!

KTM has focused its electric efforts on small youth models like the SX-E 5. Photo by Rudi Schedl.

AC: So are you ready for electric off-road, or electric MX or electric Trials?

SP: We are the pioneer in that, and in 2013 we launched our Freeride and the next-generation model will come in 2024, so it’s clear we’re moving ahead on that. In countries like Austria, in tourist areas where it’s forbidden to ride combustion engines, it’s the only choice you have, and you put the money on the table because you want to do your sport. Or, if you look at Paris, we’re not allowed anymore to ride with a combustion engine, so you’ll need an electric scooter or something like that to ride through the streets.

AC: So do you believe this will expand all the way around Europe and the rest of the world?

SP: Yes, but it’s not what I would call an aggressive business case, it’s just as soon as it’s legally forced, you have to provide something, and kid’s products are perfect, just perfect. Look, you are not anymore the mechanic for your kid. Secondly, it’s safer because you can do it in your neighbourhood, even in your garden without disturbing your neighbour. And don’t underrate the real decision maker who is the mother, and if the product is silent, she perceives it as safe, as it is.

The GasGas TXE actually predates the brand’s acquisition by PIERER Mobility, but application of electricity to a trial bike still makes a lot of sense.

AC: But looking at adult electric sport, is Trials the most obvious discipline which should become electric?

SP: Yes, it’s already in the process, that’s clear, Trial is perfect, we don’t need a big battery, especially the torque is helpful to make you jump, whatever, but that’s clear. And also a segment which we stepped in three years ago, it’s clear that electric bicycles, basically the E-bike business became a huge business, a big market, though to be strictly truthful, it’s a Hybrid, because you’re pedalling as well as having your electric motor and the battery pack!

AC: Are you still manufacturing your E-bikes in Bulgaria?

SP: Yes, and every year more, because I have a strategic mission, which is to bring all bicycles presently manufactured in Asia back to Europe! It’s a stupid business case, because everything is done over there at present. As a manufacturer you have to order one and a half years in advance, you have to secure all your ordering, hopefully you have specified it in the right quantity and to the right specification, and then you must wait for one year to sell it through your channels. You end up tying up working capital for six months, which is the most idiotic business case I have ever seen. And your customer is in Europe, so you have to ship it all the way here from Asia – it’s totally stupid. We know how it all works from our motorcycle business, so we have set up a strategic alliance with Maxcom in Bulgaria, and now we are building an additional factory there, we have brought back frame manufacturing because the frame is the first component you need – you have to have something to put everything in, and for suspension, you can imagine how it works with WP. It’ll take three or four years, but trust me, we’ll bring electric bicycle manufacture back to Europe.

PIERER Mobility’s electric bicycle portfolio includes models under its Husqvarna and GasGas brands. Photo by Dan Gustavsson.

AC: Only in Bulgaria, or in other countries, too?

SP: In Bulgaria wages are the most attractive in Europe, because even in the Czech Republic and Hungary there is nearly full employment. So if in Austria you have 100% of workers in jobs, then in the Czech Republic and Hungary it’s 80-85%, but in Bulgaria it’s still just 60%.

AC: To the point that you might consider purchasing Maxcom?

SP: No, I’m used to working alliances – as soon as you want to own it 100%, you have to run it, and then you have to go to Bulgaria. I prefer to stay here in Austria!

AC: What is the potential annual manufacturing volume of the new factory? How many can you build each year, and will they be branded as Husqvarna, or R Raymon, or KTM?

SP: Currently we can do 350,000 bikes a year, and with the new factory it’s increasing as quickly as possible to half a million, 500,000 units. We have stopped using the R Raymon name, and replaced it with GASGAS. Husqvarna is perceived globally as a nice, safe consumer brand, with different products like chainsaws, lawn mowers, sewing machines and all that, and now electric bicycles. Interestingly, in the bicycle industry it’s not like in the motorcycle market, people are not brand driven, so an average 70% of customers that come in to the store don’t have any clue which brand they want to buy. They have just one idea – they want a mountain bike, a city bike, whatever – but then the sales guy is steering the customer to that brand where he’s getting his commission. It reminds me of 30 years ago in the motorcycle distribution network, and it will develop in a similar way, that the dealer is providing the product lines of one OEM, or maximum two. And for that you must have a program to allow him to earn money, and to do that you must become a global player. That means for us, in the long term we have to do a million sales annually, and as quick as we can, 500,000 units. And we do have an advantage compared to the bicycle OEMs, because we have our own sales network on the motorcycling side with 4,500 dealers, and the electric bicycle is a powered two-wheeler! You have a powertrain, you have a battery pack, you have a shifting system and a warranty which you must provide, so everything that a motorcycle dealer is ideally placed to serve.

American brand Felt Racing of Irvine, California, is also part of PIERER Mobility’s portfolio. Photo by Jordan Clark Haggard.

AC: OK, but for a motorcycle dealer to sell electric, doesn’t he have to make a significant extra investment to meet safety requirements?

SP: No, not true – it’s a 48-volt product, so it’s simple. That’s what we have learnt with our E-products, we launched a high voltage 320-volt concept with the Freeride, and then there were huge restrictions on production, because it’s always risky for safety. Both logistically and at the dealer level we all had to invest quite a lot of capital. But 48 volts like in the bicycle industry you can also use on a motorcycle or a scooter up to 11kW. As soon as you step upwards beyond that, you are heading towards high voltage, and then you have restrictions on production, logistics and dealer. So 11kW is the ceiling we’ll go to.

AC: For your off-road electric models, will you make it easy to exchange batteries?

SP: No, it’s too complicated and expensive – it’s just increasing your production costs.

AC: What is PIERER Mobility’s overall policy for zero emission strategies? Are you interested in developing synthetic fuel?

SP: Yes, for sure – we heavily support that, we have set up alliances or lobbying groups for synthetic fuel with many different European companies. In Austria as well, we are one of the leading participants, and in Saudi Arabia and the Emirates, they are starting to make the necessary huge investment in equipment for producing synthetic fuel on a commercially viable industrial basis.

The Husqvarna E-Pilen Concept has clearly been developed with the urban commuter and leisure rider in mind. Photo by Rudi Schedl.

AC: Is it a future strategy for PIERER Mobility that electric products would be confined to urban mobility?

SP: Yes, but maybe up to the equivalent of 125cc, so you can also use it in the countryside. For sure, mopeds typically can be replaced by electric, but what is the tank of a moped, six or seven litres, and this delivers a mileage which is quite OK. But the battery pack presently needed for such a mileage with the electric equivalent is too big, because as a young guy, what are you doing on a weekend? Go for a ride, but if you get lost never again will you step on an electric! These are just simple things the customer is deciding, not the politicians.

AC: Well, maybe there are politicians who are trying to insist to the customer that they know best, but synthetic fuel gives the customer the chance to say no.

SP: Yes, that’s right – and now they are finally recognizing that we have 1.6 billion combustion vehicles around the globe, so how should we deal with these? Fortunately, just recently when Brussels was trying to introduce a ban from 2035 onwards for all new combustion engines, the German and Italian ministers achieved an exemption for synthetic fuel-equipped vehicles.

AC: BMW Motorrad is extremely focused on synthetic fuel – are you too?

SP: Yes, the whole industry, because we are all participants, the Japanese, the Indians, all of us.

AC: Yes, but particularly you and BMW – are you working together on this?

SP: Yes, because for an average customer of a sportbike or leisure bike in developed markets like Europe, what is their average mileage a year – 3,000km, maximum. So, with that, the price of the fuel doesn’t make any impact. So despite synthetic fuel being more expensive, at least to start with, if you want to pursue your hobby without being stranded in the middle of nowhere because you ran out of charge, this is the perfect solution. Such customers will never buy electric.

Kawasaki is developing hydrogen-combustion models but Stefan Pierer sees synthetic fuel as a more viable path.

AC: How about hydrogen? The four Japanese companies are pursuing a joint venture on this, so are you looking at that, too?

SP: No. Since the politicians have finally recognized electric is not the real solution, now everybody is talking about hydrogen, but they don’t have any clue how this would work. It’s expensive, and also the logistics are not easy. Even if you have liquid hydrogen, you can’t use existing pipelines to bring it to the existing point of sale. Hydrogen is the smallest and lightest molecule in the Universe, so it leaks easily and to prevent its release requires costly solutions. For sure, for industry, for steel makers and suchlike in my opinion hydrogen is the only way forward, and it could also be an ideal solution for large trucks, buses and so on – but the infrastructure is complicated, and expensive. Although there exists already a delivery system, which just happens to sell gasoline and diesel at the moment, you’re not able to use this immediately to distribute hydrogen, you have to adapt it. And that’s the advantage of synthetic fuel, you can distribute it right away, so for covering any significant distance synthetic fuel will be key. It’s a scientific gasoline, and you can fill your existing motorcycle with it, and it works just fine. Look, in MotoGP we are going in 2024 to a blend of 40% synthetic with conventional race fuel, and in 2026 or 2027 it should go to 100%, like in Formula 1. Together, we will save the planet – and have fun racing!

The 2023 MotoGP season kicks off this weekend with Jack Miller joining Brad Binder on the Red Bull KTM team.Photo by Rob Gray (Polarity Photo).

AC: So that brings us to MotoGP, where you have a new KTM rider this year in Jack Miller, and a GASGAS team as well as a KTM team. Is it true that your biggest problem at the moment in being competitive is qualifying? Come race day, Brad Binder is certainly a Sunday guy, and Jack, too, so is this the problem?

SP: Basically, it’s similar to Formula 1 in that you must have a qualifying bike and a qualifying set up, then a race bike. For 2023 we think we’re competitive, but let’s see. Last year we underestimated the importance of aerodynamics, which became a key element in being competitive, but it’s just increasing the costs. Fortunately we have a close relationship to Red Bull, so they helped us, and we managed to stop the introduction of that stupid idea of the movable ride height in races. I sometimes get the impression that the Italian manufacturers want to use MotoGP only as a means of developing these crazy ideas that they have lying in bed at night into something that could maybe work on a motorcycle. Gigi Dall’Igna is a great guy, he’s always finding new ideas, and what’s not covered by the rules, oh, that’s racing – so it’s OK. I’m not complaining about his capacity for innovation, only about the constantly increasing costs they bring with them. Because, mark my words, sooner or later probably from 2027 onwards, for sure we will have to introduce cost controls. Look, Suzuki made a decision to retire from MotoGP on cost grounds with a race-winning bike, so don’t underrate the importance of this.

It’s not just Red Bull that gives you wings. Photo by Philip Platzer.

AC: Do you feel the reason they withdrew was that they simply weren’t prepared to spend the extra money needed for aerodynamics?

SP: Yes – but it’s not only aerodynamics, it’s everything. Let me tell you, you need at least a 70 million Euro budget for two bikes for a single season, otherwise you’re not competitive. And for Suzuki, not going racing was a strategic marketing decision based on value for the money they spent, which is quite understandable.

AC: Given the focus on alternative fuels, what’s your long-term projection for KTM’s two-stroke models?

SP: When I started in KTM 30 years ago back in 1992, I had to take the decision whether or not to produce a new 125cc two-stroke engine platform. But at that time we didn’t really have the liquidity to support it, so we were thinking very seriously, should we do it or not? So many comments were made that the two-stroke is dead, but finally I said – that’s the only new engine platform that we can afford to do, because a two-stroke motor is much cheaper to develop than a four-stroke, so let’s do it. And 30 years later it’s still alive in a quantity which I shouldn’t name, but if you twist my arm we’re talking about 50,000 bikes a year! Honda tried to stop everyone making such bikes, but now Yamaha has come back with them, too. We convinced them! I remember in 2000 the Japanese told me in Tokyo, “We stopped with the two-stroke, everything is heading towards four-stroke.” OK, but because of that racing got much more expensive, with really high end technology, because a four-stroke top end is almost rocket science – 15,000 rpm, titanium valves, all those kinds of things. But we will continue to make the two-stroke at KTM because the customer wants it, and with direct fuel injection we can even achieve street-legal homologation.

KTM hasn’t stopped producing two-stroke models, and Stefan Pierer says that will continue. Photo by Markus Berger.

AC: If you can now obtain Euro 5 compliance with a fuel-injected two stroke, will you make a road bike powered by such a motor?

SP: No road bike – sorry, I know it would be popular, but we won’t do it. I’m fighting enough wars with the bureaucrats already! Off-road only with on-road compliance where necessary for Enduro models is where we draw the line.

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The Norden 901 Expedition is little more than the base model with bolt-on bits from the accessory catalog. The thing is, that “little more” makes a big difference. Since its inception, I’ve been a fan of the Norden, in theory anyway. Admittedly, I hadn’t spent much time on the bike ahead of this trip. That said, the Norden is heavily based on the existing KTM 890 Adventure platform which I’ve spent a lot of time with and find myself gravitating toward as a fan of the pointedly off-road end of the ADV spectrum. When reading Scott Rousseau’s (former EiC of Dirtbikes.com) tongue-in-cheek “letter” to me/review of the Norden 901, his words “gentlemanly character” struck me the wrong way. A gentleman, I am not. Word of the WP Apex suspension’s limits off-road spread and my interest feigned. A fantastic street bike with a proven foundation and its own unique style, undoubtedly, but a redressed base 890 Adventure simply didn’t sway me. 

2022 Husqvarna Norden 901 Review – First Ride

The Expedition model has since reignited my vigor. The Norden 901 Expedition comes standard with useful bits and bobs like a center stand, taller windscreen, soft bags with the requisite rack, Bluetooth connectivity and heated grips and rider seat. All of these things are nice to have, but where my interest piqued was the inclusion of the uber-customizable Explorer ride mode (Rally in KTM speak), a substantial 4mm thick aluminum skid plate, and most of all, WP XPLOR suspension. Considering that the Expedition model only carries a $1,300 premium over the base model – and that the accessories not including the suspension retail for much more than that amount – the new Norden variant should be an excellent choice for those looking to eke out more off-road performance from their Swedish-gone-Austrian adventure bikes. 

Getting amped for an Expedition

Husqvarna once again brought out the adventurous duo of Mike Horn and Cyril Despres to discuss their more recent voyage through Mongolia to promote the new Norden 901 Expedition. Inspiring on their own, professional adventurer Mike Horn’’s accolades include things like crossing both poles, using a hydrospeed to travel 7,000 km down the length of the Amazon river, and plenty of sailing trips around the globe. Mike is an inspiration and has a view of life and adventure that has landed him motivational coaching gigs. Of course, Cyril Despres might be more familiar to a motorsports audience as a five-time Dakar champion with a hard enduro background who has now contested the famed race 24 times on two and four wheels. 

It’s hard not to get excited listening to these two unlikely friends banter. When I met Horn he nearly crushed my soft editor hand with his grip strength and I watched him do the same to my compatriots as he made the rounds introducing himself. Watching Horn jump over motorcycles during the presentation and listening to him tell stories from their expedition while also throwing gibes Cyril’s way for using pampers (while he raced, of course), Mike exudes a youthful immaturity that lights up the room and gets you excited to be in it with him. 

Back on track… or trail

Cyril and Mike would be with our chase riders during our two days of riding, but after some fun during the technical presentation, it was time for the Norden 901 Expedition to shine. During the morning of our departure we were advised that it would likely be quite warm during portions of our ride since summer had just ended in the southern hemisphere. We only needed to pack for an evening of glamping so the roll-top Givi-made 18L (each) soft luggage attached to my machine was mostly full of GoPro equipment, and later, extra layers that I had peeled off as the temperatures rose.

Not only does the five-gallon tank keep the bike’s CoG low resulting in excellent off-road handling, it also keeps your feet from getting splashed when riding into a lake.

The two-position adjustable seat height on the Norden Expedition can be set at 34.4 or 35.2 inches, a stretch for some, but being a mere  5-foot 8-inches tall with a 30-inch inseam, most of these bikes are a stretch for me – I’m just used to dealing with it. The seat is quite wide toward the rear which makes it comfortable during longer stints, but also the curve from the front to rear allows you to securely hold onto the bike with your legs while standing as well. The windscreen is nearly three inches taller than that on the base model and it ended up being more of a detriment when riding off-road than it was useful, in my experience. That said, I didn’t have any buffeting even while using an off-road helmet.  At one point as I slipped into a center rain rut and popped the bike up out of it on the other end, I didn’t account for the windscreen height and smacked my helmet’s chinbar hard. Also, once the windscreen was dirty, it was hard for a lil guy like me to see around the front of the bike. 

The Husqvarna Norden 901 Expedition’s valves should be spec’d every 15,000 km (9,320 miles).

The 48mm XPLOR fork offers 9.4 inches of travel and is adjustable for compression, rebound, and preload whereas the 43mm Apex units of the base model offered only compression and rebound with 8.7 inches of travel. Out back, the XPLOR PDS monoshock also delivers 9.4 inches of travel with adjustability for high and low speed compression, rebound, and preload. The base model’s Apex shock provides 8.5 inches of travel with rebound and preload adjustment available. Husqvarna and WP told us that while the suspension is similar to the stuff on the orange-clad R bike, the Norden does get bike-specific valving, though better hydrostop bottoming resistance has been worked in across the WP board for 2023. 

The Norden 901 Expedition can now handle more abuse thanks to its WP XPLOR suspension and beefy skid plate. That said, it didn’t keep one of the guys in our group from bending his kickstand after a hard hit.

Despite the frame-mounted steering stabilizer, myself and more than a few riders complained of head shake at speed on the Expedition. I opted to add a bit of preload to the shock to help get some more weight onto the front tire and slowed down the rebound a few clicks, too. While this was a step in the right direction, it would have been nice to spend a bit more time working through the copious amounts of adjustment the suspension offered. In the twistier road sections, one of the bigger guys on our ride ended up dragging his center stand as the pace heated up (his suspension was set in the “standard” settings). 

The LC8c motor is just as much fun on-road as it is off. The same can be said for the tubeless Pirelli Scorpion Rally STR rubber which delivers an excellent balance of performance in both scenarios.

On a most excellent stretch of tarmac, Franschhoek pass, the Norden shined as the excellent streetbike it is capable of being. With perfectly neutral ergos and a stable chassis, the punchy 889cc Twin engine and adjustable electronics made the Norden a fantastic bike to jump between dirt and pavement. It was another reminder that the LC8c engine is just as adept at slaying apexes à la Duke, as it is ripping off-road. Husqvarna says the Expedition is meant to be more of a 50/50 bike compared to the more street focused base model. 

Fork preload is adjustable at the top of each leg while the separate function damping sees compression on the left and rebound on the right. Shock preload requires a 5mm allen wrench.

The J.Juan brakes provide good bite and plenty of power, even if they can feel somewhat vague. On road, the fork does tend to dive under hard braking, but for a bike pulling double duty, it seemed like a reasonable compromise. Speaking of brakes, the dual-channel ABS modes (Street and Off-road) are now linked to the ride modes (this will be standard across all Husqvarna and KTM models moving forward). Street and Rain modes use the Street ABS function while Off-road uses, you guessed it, Off-road ABS which reigns in intervention at the front and disables the cornering function as well as completely disabling ABS at the rear wheel. The Explorer ride mode is the only mode that allows the rider to choose between Street and Off-road ABS though it defaults to Street.

As expected, the suspension and Explorer ride mode – which lets you tailor traction control on the fly between nine levels, gives you three options of throttle response, and adjustable ABS – were the Expedition’s features I found most useful. The only thing I would really feel the need to change would be the windshield, so I would (hopefully) be less likely to smack myself in the face off-road. 

Every bike in our group had a seam on the soft luggage failing at the exact same spot.

Unfortunately, the soft luggage on every bike in our group had begun to tear at the top seam. Clearly this wasn’t a one-off issue. The metal buckles were pretty slick in their action initially, but perhaps too intricate as they became harder to use once they were inundated with dust. I was told these were pre-production, but they look pretty similar to Husqvarna luggage that was previously available for the Norden and I found reviews describing the same issues. We also had some electronic bugs with ride modes changing after the bike was keyed off. Husqvarna reps told us everything should remain in the selected settings (TC and ABS included) when the bike is keyed off or turned off with the kill switch and that our pre-production machines were, just that, pre-pro. “We’ll work out the kinks,” the reps promised.

During my time on the #16 Husqvarna Norden 901 Expedition, I was pretty happy with the transmission and the up/down quickshifter. I had little to no issues aside from when I was being perfunctory with the lever. Things mostly worked as they should, but still not so slickly snickety as the best of moto-trans these days. More worrying was another rider echoing the same transmission issues I experienced during the latest KTM 890 Adventure test that saw the bike being intermittently difficult to get into gear and falling out of second when it would shift. Since we all know Pierer is sourcing parts from the same pool, it wasn’t terribly surprising to hear of the same issues I had previously, as the issues appear to be somewhat sporadic. KTM mentioned that it was likely the quickshifter calibration, but I can’t say for sure.  

Even with a few niggles, the Norden 901 Expedition is the Norden that I always wanted – and apparently I wasn’t alone in this. Myself and like-minded dudes and dudettes are interested in adventure bikes for their off-road prowess, so bolstering that makes this model more enticing. The trend in adventure motorcycling of manufacturers adding touring accoutrement but then also off-road upgrades is somewhat puzzling but, whaddya gonna do? This stylish bike can now handle the rigors of some willing participant to smash his or her new $15,800 investment through terrain their skill can or perhaps can’t cash, while hoping the bike’s prowess will help keep them upright. I think the adv scene is all the better for it, after all, more choices is more better. 

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Fortunately, the aftermarket is littered with shock options to dramatically improve the ride back there. The aftermarket also has several different fork improvements, but that’s a topic for another time. Depending on your budget we’ve got options here from mild to wild, with basic damping improvements, to full adjustability to suit your exact style.

Drag Specialties Ride Height Adjustable Shocks

Drag Specialties is synonymous with V-Twin performance parts and these shocks are no exception. These modest shocks won’t break the bank, and give you the ability to adjust the ride height half an inch. Plus you can  adjust the spring preload as well. The nitrogen-charged steel monotube damper bodies are made with hard chrome-plated shafts and dual-rate progressive wound springs that offer a smooth, comfortable ride. These are available in either chrome or black, are sold as pairs, and are meant to be direct replacements for your OEM shocks.

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Fox Factory IFP-R QS3 Monotube Shocks

You might know Fox from its long history with all things off-road, but it has a sizeable presence in the Harley-Davidson scene as well. The IFP-R QS3 shocks represent some of the best shocks Fox makes for Harley touring bikes, whether you ride alone or fully loaded up with a passenger. An internal floating piston separates the nitrogen gas from the shock oil to maintain consistent damping control throughout your ride. A three-position Quick Switch Rebound setting is paired with main piston valving that’s been ride-tested to work perfectly in any of those settings.

The FOX IFP-R QS3 rear shocks were designed to give you the comfort and control needed to keep you (and a passenger) happily eating up the miles and taming the twists and turns. With an internal floating piston to separate the nitrogen gas from the shock oil, the IFP-R shocks will maintain damping control no matter how long you ride. The main piston valving has been reconfigured and extensively ride tested in a full range of conditions to work in harmony with the new three-position Quick Switch Rebound (QSR) settings.

Three distinct rebound settings make it easy to dial in the correct rebound for different riding situations: comfort on bumpy backroads, “any road” balance of control and comfort, and a “glued to the asphalt” feeling on smooth twisty roads. FOX’s IFP-QSR three-position rebound adjustable design – combined with vehicle-specific damping and linear spring rates – gives you a confident connection to the road while soaking up the bumps mile after mile.

If the QS3 is more than you need, Fox also has two other options – the IFP-R and IFP – that still provide better damping than stock, but won’t hurt your wallet nearly as much.

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Legend Suspension AIR Suspension

There’s another option if you want a low seat height but better ride quality than stock – air suspension. This kit from Legend gives you all the benefits of traditional air suspension, but each kit is designed for a specific model to make it easy to bolt in the required air compressor. After that’s mounted up, a switch on the bars lets you fill the shocks with however much air you want. This works great whether you’re riding alone or fully loaded up to provide just the amount of comfort you want.

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Legend Suspension Revo-A Coil Shocks

Some people really prefer to have traditional coil spring shocks over air suspension. Legend hasn’t forgotten about those riders, and presents them with the Revo-A coil shock. Legend’s method for providing a better ride with traditional shocks is to use a soft spring rate, but winding it a few inches longer than the standard spring. Once it’s compressed and put into action, the little added travel makes a huge difference in terms of ride quality. With an all-aluminum shock body and the ability to adjust rebound damping, the Revo-A is an excellent alternative to stock or air suspension. Oh, and did we mention that they’re made in the USA?

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Öhlins Rear Shocks For Harley Touring

If you don’t have the want or need for the S36DRL shocks above, then these shocks from Öhlins provide the things you need and nothing you don’t. The hard anodized and precision CNC machined components exude quality – which is what you come to expect from Öhlins. Low friction eyelets and piston rod minimize any stiction that may occur as the shock moves up and down, while preload adjustability is built into the shock itself. There are a wide range of spring rates you can choose from when you purchase the shock, so you have a ride tailor made for you. These shocks are fully serviceable and repairable, so those of you who rack up lots of miles can rest assured the shocks will always perform (assuming you maintain them of course).

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Progressive 944 FST Ultra Shocks

Who says a lowered motorcycle has to have compromises? Okay, we did, but Progressive doesn’t think so. At least not with its 944 FST Ultra shocks. Specifically designed to give a comfortable and compliant ride at a lowered stance, Frequency Sensing Technology (FST) allows the shocks to sense the frequency of a bump and automatically adjust damping for superior ride quality. Equipped with progressive rate springs specifically for Touring models, these shocks also have a manual preload adjuster you can use by hand. No special tools needed. There are different types and different sizes of shock to best suit your weight and riding style.

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Burly Slammer Shocks

Burly Brand has been delivering cruiser parts to riders for nearly 30 years at an excellent value. The Burly Slammer are built to do just that, slam your ride. The full Slammer kit, complete with fork springs, is a best seller for Burly Brand and now you can buy each part separately. The Slammer shocks lower the rear ride height up to two inches. Made in America and sold as a pair, check out the Slammer if you’re wanting a custom look for your Harley-Davidson.

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RacingBros Remote Reservoir Shocks

The remote reservoir rear shocks by RacingBro’s feature full adjustability with preload, compression and rebound adjusters to easily adapt to all riding styles and conditions. Made from A7075 forged aluminum, the components are then CNC machined for maximum precision and feature an internal floating piston design for consistent performance. A progressive spring rate helps to resist bottoming. Whether you choose a stock length or change it up with some tall boys for a curb hopper club style, these performance shocks with race proven “Speed Adaptive Valving” will provide you with an ultimate ride.

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Harley-Davidson Shock FAQ

Is a longer shock better?

It depends. Depending on the bike longer is not always better, but when it comes to Harleys, we tend to think so. Mainly because, historically, Harley has sacrificed rear ride quality to put the seat as low as possible. A longer shock will raise the seat higher, but if done correctly, will give your Harley a better, smoother ride.

Which shock absorber is best?

Once again, it depends. It depends on the kind of riding you do and what you’re after with an aftermarket shock. That said, there are many aftermarket companies making great shocks for Harleys – and Harley’s own catalog of parts is really good, too. So, consult with your preferred tuner or dealership for the best shock for your needs.

What types of shocks give the smoothest ride?

See the question above. It really all depends on your wants and needs. Any reputable suspension company can make a shock to your specifications.

Related Reading

2015 Harley-Davidson Premium Dyna Suspension
Suspension Buyer’s Guide
New K-Tech Suspension Mods For Harleys And Custom Classics
The Missing Linkage
Adjusting Motorcycle Suspension
Why Is My Suspension So Stiff
MO Wrenching: How To Adjust Suspension Damping
MO Wrenching: How To Set Suspension Sag
Top 10 Misconceptions About Motorcycle Suspension

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The answer: make it even easier to ride. Ducati, like nearly all manufacturers of big-engined superbikes, understands the rat race to make big power and impress on the dyno sheet, but they also understand that today’s era of 200-plus horsepower motorcycles are a handful to ride. Making them easier to tame will result in not only being able to go faster, but more people being able to go faster, consistently. And when things are easy, people are happy. 

As the old adage goes, power is nothing without control, and Ducati has taken this to heart. Now it employs a different approach to all its models, but especially its high-end superbikes and super nakeds. Chasing power is one thing, but the big push is to make it easier for the rider to get the most out of them. This, of course, comes down to electronics. And, right now, Ducati is the best in the game.

This brings us to the 2023 Ducati Streetfighter V4S.

Constant Revisions

The evolution of the Streetfighter closely follows that of the Panigale V4, and if you’ll remember, that bike got a hefty update in 2022 as detailed in Mark Miller’s First Ride Review. The goal? Making it easier to ride via refined electronics. It achieved this goal with help from the Ducati Corse racing team engineers. Mark came away extremely impressed with the Panigale V4, calling it “perhaps the best turnkey trackday bike ever built.” Naturally, the next step was to transfer those changes to the Streetfighter V4S. 

When you break down what it means to make a motorcycle easier to ride, we’re essentially talking about making the connection between the rider’s right wrist and the back tire as telepathic as possible. As you can imagine, that’s not easy when the path from wrist to tire goes through a fire-breathing V4 engine. Fine-tuning of the ride-by-wire mapping is where a lot of this magic happens.

The 1103cc Desmosedici Stradale V4 engine in all its glory, not hidden behind fairings.

Ducati used the term “Decrescent torque correlation law” when describing its fine-tuning of the throttle. In plain English, the tuning revolves around not only how much power to deliver, but when to deliver it. It’s relatively easy to tune for wide-open throttle – you just give it all the berries. The challenge is calibrating the throttle everywhere else, especially neutral/constant throttle with lean angle thrown in. Unlike a car, whose tire diameter stays constant, a motorcycle tire’s diameter effectively changes as the contact patch moves toward the edge of the tire during lean, this in turn causes the rpm to pick up. With more revs comes a request for more power from the engine, which you may not necessarily want, especially if your right wrist didn’t ask for it (if you were maintaining steady throttle, for example). This extra spike in power, applied when risk is higher (at lean), could upset the tire and cause any number of problems – problems you, the rider, will have to deal with. That makes for a tricky bike to ride. 

Of course, rider aids like traction control can, and do, help recover some of those instances, but it would be better if you didn’t have to rely on TC in the first place for a moment that’s preventable. That was Ducati’s goal. Its latest revision for the throttle settings takes lean angles into account, especially during neutral throttle, to maintain the amount of power asked for even when tire diameter changes. 

We instinctively adjust our throttle hand to decrease revs slightly when we don’t want it, but Ducati’s trying to do that for you.

Further contributing to smoother power delivery is Ducati’s ability to now control torque limits in each individual gear. In the past, High and Medium power modes on the Streetfighter and Panigale would still feature torque limits in the first three gears – partially to make the bike easier to manage, but also because Ducati’s internal software would only allow torque limits in groups of three gears (1-3 and 4-6), not individually. 

New breakthroughs in Ducati’s software tuning have allowed them to tune torque values in each gear, further refining how power is applied. For those who’ve been clamoring for all the beans, all the time, Ducati’s heard your plea: New for 2023 is the Full Power Mode. As you can guess, this delivers everything the Desmosedici Stradale V4 has, with only a little power and torque reduction in first gear. Because Full power mode is serious business, it’s not attached to any of the Riding Modes. Instead, you have to manually select it on the menu screen. Actually, there’s another new Power Mode – Low. Sitting at the opposite end of the Full mode, Low restricts the bike to 165 horsepower and is intended for low-grip situations.

Ready to party? Then Full power mode is where you need to be. Ducati purposely didn’t tie Full power mode to any of the riding modes, forcing you to choose it within the menus. Basically stating that you’ve willingly accepted the responsibility.

More revisions come in the way of Ducati’s Engine Brake Control EVO2, which takes into account the load placed on the rear tire. For example, under hard braking, there’s very little weight on the rear tire. The new Engine Brake Control settings factor that in when applying engine back torque. The Ducati Quickshift system is refined, too, also taking riding conditions into account – especially the slower engine speeds seen on the street. Many times quickshifters, even factory ones, are tuned for the track and fast shifts are crisp only at high rpm. Ducati says this new software makes for smoother shifts at street speeds.

The last electronic change is the introduction of the new Track EVO info mode on the TFT dash. Lifted directly from the Panigale, Track EVO mode features a few key components: First is the large gear indicator that sits front and center on the screen. Second are the individual boxes on the right of the screen corresponding to the different rider aids – traction control, wheelie control, slide control, and engine braking. Whenever any of these aids are activated, the individual box will illuminate. This can help the rider fine-tune the level of intervention if they felt one of the aids kicked in too much (or not enough). Third, the green/red shift light at the top of the dash is easy to see. And finally, the lap timer to the left of the gear indicator is large and operates automatically, without the need for the rider to push a button each time they cross start/finish.

The Track EVO display is the newest display option available for the Streetfighter and lays out everything you need to know while you’re out on track. Look closely and you’ll see the redline is at 15,000 rpm. Except this only applies in sixth gear. The other gears are capped at 14,500 rpm.

What’s (Mostly) The Same

Mechanically, the Streetfighter V4S doesn’t change much from before. The general shape and silhouette is instantly recognizable, and at the heart of it all is Ducati’s Desmosedici Stradale 1103cc V4 engine, pumping out 208 horsepower (claimed), or 176 horses at the wheel the last time we had one on the dyno. Fine-tuning was done in the form of increased tailpipe diameter for reduced exhaust back pressure. The cooling fan also comes on earlier to help not only keep the engine temps under control but to also push the heat away from the rider sooner. Rear cylinder deactivation is still here, but unlike the version used on the new Diavel, the two cylinders only shut off at idle. 

There’s a new fuel tank shape with a slightly flatter profile and streamlined shoulders. This new shape also adds one liter, or 0.26 gallons, of extra fuel capacity. The seat is also a little flatter, and while seat height remains the same at 33.3 inches, Ducati says it’s been able to add some more foam for a cushy ride.

The new fuel tank shape isn’t drastically different from before. It does let you tuck in a little tighter, but I wasn’t a fan of its lack of support for the outside leg while leaned over.

On the suspension side, Öhlins is still providing the EC 2.0 electronic suspension for the V4S, but for 2023, the valving is tweaked slightly for a little more firmness. Springs remain the same as before. And while it doesn’t seem like much, the big change is a relocated swingarm pivot, 4mm higher than before. This improves the anti-squat effect when getting on the gas coming out of a corner, resulting in a more planted, stable motorcycle. It’s the same treatment the Panigale V4 received in 2022. You still get Brembo Stylema calipers, 330mm discs, steel braided lines, a Brembo master cylinder, and cornering ABS. 

The last change is a switch to the latest Pirelli Diablo Rosso Corsa IV tires, which promises to provide excellent grip, stability, and longevity on the street. Except we didn’t travel to Almeria, Spain to go ride on the street…

Mere mortals like us probably can’t feel a 4mm higher swingarm pivot, but Ducati’s expert test pilots can. And they say it’ll help us, too.

(Track) Riding Impressions

In Ducati’s own words, the Streetfighter’s street manners haven’t changed. The changes implemented on the new bike were all done to make the bike easier to ride on the track. Which is why the world’s press gathered at the Andalucía Circuit in southeastern Spain. A new track to most of those in attendance, including Yours Truly, the five-kilometer long track was designed by former Moto2 champion Tito Rabat. It’s a long and technical circuit with elevation changes, deceiving corners, and multiple decreasing radius turns that will test the abilities of any rider. There’s also a sixth gear back straight to let the Desmosedici Stradale engine eat. The track poses lots of challenges, including learning it in the first place. In short, the track is hard. That’s why Ducati felt this would be the best place to test the merits of the new, easier-to-ride, Streetfighter V4S.

To Ducati’s credit, the Streetfighter proved to be a great dance partner. Then again, having spent a lot of time on Streetfighters in the past, I won’t discount my familiarity with the bike as having a part in my easy learning curve. Still, as we started the day in Sport mode to learn the track, the smooth power delivery meant there were no surprises and I could just focus on the lines former MotoGP rider, Moto2 race winner, and now Ducati ambassador, Karel Abraham was showing our group.

Actually, I couldn’t. You see, a certain Josh Herrin, 2022 MotoAmerica Supersport champion and winner of the 2023 Daytona 200 aboard a Panigale V2, was also in my group. As you can imagine, he and Abraham took off after one lap. Leaving me to figure it out on my own – which actually turned out for the better. Instead of trying to follow the leader, I could concentrate on my own ride and figure out the lines for myself. This inherently meant I was slow as I inched my way around. But the beauty of the Streetfighter, as we’ve said before, is that it’s completely fine riding at a mellow pace, which goes against what we’re used to from motorcycles with superbike bloodlines. 

But instead of sounding like a broken record, let’s get down to business – what’s it like when the Streetfighter decides to party, especially with these new changes? I can tell you, after one session to figure out where I was going – the bike flat-out rips. Even though it has the same engine as the Panigale, something about not having any wind protection makes 208 horsepower feel way more powerful. Going full tilt through Andalucia’s sixth-gear back straight, the wind blast is hectic and wanted to pull me off the bike, only enhancing the sensation of speed. The flat shape of the seat didn’t help, as I kept sliding backward. Suddenly, I found myself playing a game of chicken with the SFV4S; was I going to back off and give my neck and arms a break, or hang on and listen to the V4 scream in top gear as the speedo climbed towards 160 mph?

I’m already sitting all the way back, and as the speed picked up, I found myself on the passenger seat cowl. BTW, when you buy a Streetfighter V4S it will come in this monoposto configuration. If you insist on taking a pillion, your purchase will also include a passenger seat and pegs.

You can probably guess which option I picked. Pride kept getting the best of me and I hung on for all I was worth. Having a seat hump or block to physically stop me from sliding backward would have been nice. Instead, my arms slowly stretched further and further, and I was sitting on the forward edge of the passenger seat cowl by the end of the straight, my outstretched arms being as careful as I could not to accidentally twist the throttle. 

At the end of the straight lies a second-gear hairpin (or a connecting road to the adjacent Almeria circuit), which means pulling up out of the bubble while getting hard on the brakes and dropping four gears. The Brembo stoppers and Ducati Quickshifter work great for this task, but the energy exerted to hang on and subsequently brake hard gave me arm pump in only a handful of laps. I never get arm pump. I tried my best to spread the braking forces to other parts of my body by squeezing the tank with my legs and knees, but the new shape of the tank isn’t well contoured to my legs and didn’t give much real estate to clamp my knees onto. Oddly enough, the taller/bigger riders in our group didn’t complain about any ergo issues.

The beauty of having Panigale steering geometry and Streetfighter handlebars means the V4S turns nicely, aided by the leverage provided by the bars. Of course, it helps that we were riding on Pirelli SC1 slicks instead of the Diablo Rosso IVs, and though the new tank shape also left my outside leg searching for something to latch onto, the stability and communication from the chassis were fantastic. This is the kind of confidence you need when you’re learning a new, technical track. Especially on something this powerful. Could I tell any difference with the repositioned swingarm pivot? Who knows. We didn’t have a 2022-spec Streetfighter to compare against, and even if we did, I’m not sure I have the skill to tell the difference in the first place. Nonetheless, the new bike felt extremely stable and composed both leaned over and on the throttle. 

Considering much of my brain space was taken up by learning a new track, which I never did come even close to mastering, there wasn’t much space left to thoroughly evaluate the Öhlins electronic suspension. Conversely, the other way to think of it is that its default settings were good enough for my pace that it simply faded into the background during my track sessions. However, I was sharing my bike with another journo who decided, at the last session, to add more braking and acceleration support (the new lingo with semi-active suspension as adjustments are thought of as event-based and affect both ends simultaneously). Being a larger rider than myself, he came back with positive feelings. I came back after a lap and could clearly feel the difference. Both ends were far less compliant over bumps, tiring me out faster and zapping my confidence.

As the day went on, we switched the Streetfighter from Sport mode to Race mode, then after a few sessions switched to Full power mode in the Race settings. You can feel subtle differences in how eager the V4 wants to lay the power down each time, and even though Full power mode unleashes an absolute beast of a Desmosedici engine, Ducati’s throttle mapping expertise makes it surprisingly easy to manage (assuming you have the requisite skills in the first place). 

Evolution Improves The Breed

The whole point of Ducati introducing this bike at a circuit was to prove the new changes make it easy to ride in difficult conditions (ie. learning a new track). Despite the Andalucia track being one of the most technical I’ve ridden, the Streetfighter guided me through like a familiar friend, encouraging me to push where I felt comfortable, but totally fine holding back in those spots I still hadn’t figured out. Being a gear too high in spots wasn’t much of an issue, since the V4 had plenty in reserve to push me through – and if I did go for a downshift, the autoblipper made sure there was minimal drama coming from the back tire. Then, when it was time to put the hammer down, the Desmosedici Stradale reveled in the chance to unleash all of its 208 Italian horses.

All of this stems from confidence, and confidence came from the Streetfighter being smooth. Credit for that goes back to the continual evolution of Ducati’s electronics package that brings the connection from wrist to tire as close to telepathic as we’ve seen so far.

Color options for the Streetfighter V4S are Ducati Red and the new Grey and Nero livery you see in these pictures. The former will set you back $27,595 and the latter adds another $200 to the price tag. Hefty amounts, but what you get in return is, yet again, one hell of a motorcycle.

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Grand prix motorcycle racing – MotoGP to aficionados – is a Eurocentric parlor game for the rich and not-so-famous. It involves undersized riders holding on for dear life to 1000cc bikes with astonishing power-to-weight ratios on road courses at venues on four continents, several of which are in countries one is not anxious to visit. It is almost impossible to find on American television. Riders receive trophies for finishing third. It is the little brother of F1. It is NASCAR’s mentally challenged foreign cousin.

However, for the few of you still reading, at its best, MotoGP is the best racing on the planet, a series of hair-raising encounters between riders and machines traveling at well over 100 mph in unbanked turns, separated by inches, with the difference between winning and not winning often measured in a few thousandths of a second. (By comparison, the autonomic blink of an eye takes around 100 milliseconds.)

Fabio Quartararo, looking for the contact lens he dropped on the previous lap.

These guys are fast. Ridiculously fast. Incomprehensibly fast. The engines on the big bikes retail for around a million dollars per, rotate at, like, 17,000 rpm, and are built to tolerances that defy description, at least with the few words in my vocabulary. The noise they make is equally difficult to describe, resembling, in my mind, the sound a nuclear-powered pencil sharpener might make.

Round One of 2023 lifts off this weekend in Portimao, Portugal. Let the games begin.

A Look Back at 2022

Pecco Bagnaia made an improbable comeback to take last year’s title, and will look to continue his winning ways.

2022 was the year Italy completed a hostile takeover of the premier class. Italian manufacturer Ducati Corse won its first world championship since 2007. An Italian rider, Francesco (Pecco) Bagnaia, won it all for the first time since the legendary Valentino Rossi in 2009. Ducati won the constructor’s title for the third consecutive year, in part because they had more bikes on the grid – eight out of 24 – than any other builder, placing five of them in the top nine. Bagnaia, left for dead in mid-season, trailing defending champion Fabio Quartararo by 91 points, mounted the largest comeback in history for the title, sealed at the season finale in Valencia. It was the most competitive, most compelling season in recent memory.

Moto2 is, in layman’s terms, the junior varsity in MotoGP. All the bikes are powered by 765cc Triumph Triples, with teams providing the rest of the components from various manufacturers. Spaniard Augusto Fernandez took the 2022 championship in Austrian monolith KTM colors, ahead of Japanese rider Ai Ogura (Idemitsu Honda Asia team) and Spaniard Aron Canet (Flexbox HP40 team). Fernandez was exceptionally strong in mid-season, at one point winning four races out of six. Ogura, his main challenger during the final two months, choked at season’s end, scoring five (5) points over the final three rounds. Fernandez was the only Moto2 rider rewarded with a promotion to MotoGP for 2023. He will ride for the #2 KTM (GasGas) team, ensuring a second division finish.

Augusto Fernandez was the lone rider to graduate from Moto2 to MotoGP, racing for the Tech3 GasGas team. Photo by Rob Gray (Polarity Photo).

I forgot to mention Pedro Acosta, the young Spanish fast mover who will, according to my forthcoming prediction, take the Moto2 title in 2023 and graduate to MotoGP in 2024 where he will soon become A Force to be Reckoned With.

Torturing the analogy, Moto3 is, like, the MotoGP freshman team, although the 250cc bikes are fast and loud. Lap times are a few seconds slower than Moto2, which are, in turn, a few seconds slower than the premier class MotoGP bikes. Moto3 is annually populated by a cadre of upwardly mobile teenagers and a roughly equal number of grizzled veterans who have embraced The Peter Principle and who will never see the saddle of a MotoGP machine. The 2022 title was won by Spanish teenager and rising KTM star Izan Guevara, who will turn 19 this coming June. The Next Great Spanish Rider soundly beat teenaged teammate and countryman Sergio Garcia and Italian Dennis Foggia (Honda) for the title. All three were promoted to Moto2 at season’s end.

David Muñoz won’t turn 18 until after the French Grand Prix Photo by Rob Gray (Polarity Photo)

2022 Moto3 rookies who had notable seasons include Daniel Holgado, who turns 18 in April, and my personal favorite, David Muñoz, who will turn 17 this year and may be the Next Next Great Spanish Rider.

Premier Class Teams and Riders

For 2023, moto-social Darwinism and economic constraints reduced the number of teams from 12 to 11 and, accordingly, the number of riders from 24 to 22. The riders and teams play musical chairs every year in MotoGP. A few get promoted from the underclasses, others change teams, seeking greener pastures, and the dregs get consigned to the rubbish heap. This year, mixing metaphors, the deck was re-shuffled more than usual due to the demise of the factory Suzuki team. And while only one rider, Augusto Fernandez, had his ticket punched from Moto2 into MotoGP, a larger number than usual headed for the other side of the hill, as follows:

Suzuki ended its MotoGP program on a high note, with Joan Mir winning the 2022 season finale at Valencia. Suzuki’s departure from the series was one catalyst in the reshuffling of rider lineups heading into this season.

• Yamaha shut down their hopeless satellite team and Aprilia added a hopeful one. Yamahan Darryn Binder was shown the door, while Andrea Dovizioso retired. Aprilia recruited former KTM pilots Raul Fernandez and Miguel Oliveira, to rep their new #2 team. The two riders’ prospects appear to have improved with the switch. Aprilia, having recovered from the loss of Gigi Dall’Igna to Ducati ten years ago, is an ascendant program of late.
• Rookie Augusto Fernandez will team up with veteran Pol Espargaro, late of the factory Repsol Honda team, on the #2 (KTM) Tech 3 GasGas team, under the careful supervision of jovial French guy (pronounced ghee) Herve Poncharal. Aussie Remy Gardner was advised he was “insufficiently professional” (read: insufficiently Spanish or Italian) and made his way, with a pocketful of sour grapes, to the tacitly less professional World Superbike championship series.
• Joan Mir, 2020 World Champion with a couple of asterisks, was left without a seat when Suzuki folded its tent and chose to join the Repsol Honda team alongside Marc Marquez. Exhibiting questionable decision-making skills, this compares to an infant leaving a comfortable bassinet, complete with mother’s milk, to ride alongside Mad Max in the Thunderdome. Former teammate Alex Rins, also revealing impaired judgment, moved on from the comfort of the smooth-riding Suzuki to LCR Honda, whose version of the RC213V is as difficult to ride as the Repsol bikes but slower. His teammate there will be Mr. Cellophane, Takaa Nakagami. It promises to be a long year for Mir and Rins. It is always a long year for Nakagami.

Joan Mir goes from Suzuki to Repsol Honda to race alongside Marc Marquez.

• Australian veteran Jack Miller, realizing his own pedigree was insufficiently Italian, chose to leave the factory Ducati team on his terms rather than theirs, and landed squarely on the factory KTM team, joining skeletal South African mercenary Brad Binder on the only entirely Anglo team on the grid. Miller’s initial bubbly optimism about the move lasted until the first test in Sepang. Such is life.
• In a classic MotoGP three-way, once Miller vacated the factory Ducati crew, Enea Bastiannini got promoted from Gresini Ducati to replace him alongside world champion Pecco Bagnaia, and Alex Marquez escaped from LCR to Gresini, where it is thought, at least here, he will scout the Ducati ecosystem as an advance man for his brother Marc, who has only so many years left to await Honda’s return to respectability. Alex will be welcomed by returning Gresini up-and-comer Fabio de Giannantonio, who is single handedly causing a shortage of lower-case Ns amongst the journalists covering the sport. (We decided last season to refer to him as FDG to conserve consonants.)
• The remaining four teams made no changes in their rider lineup this season. Aprilia #1 with a resurgent Maverick Viñales and Aleix Espargaro. The hobbled Yamaha team of Fabulous Quartararo and an enigmatic Frankie Morbidelli. Rossi’s Mooney VR46 Ducati team with Luca Marini and Marco Bezzecchi, and Pramac Ducati with whiz kid Jorge Martin and aging Frenchman Johann Zarco. If I had to make a prediction for 2024, I would expect Morbidelli and Zarco to exit the premier class stage after this year, followed soon thereafter by Aleix.

Aleix Espargaro gave Aprilia its first ever win in the MotoGP class, and he returns with Maverick Viñales.

Sprint Races? C’mon, Man

In the face of declining fan interest in the sport, The Powers That Be decided to put on flattering imitations of the sprint races found in World Superbike and, on occasion, F1. Essentially, these will be half-length tilts run on Saturdays in the place of the execrable FP4 sessions. In the past, cumulative fast times in the first three practice sessions determined which 10 riders would pass automatically into the QP2 pole shootout, with the remnant having to slug it out in QP1 for the top two slots which would then pass GO into QP2. As of 2023, these determinations will occur after FP2, throwing a real sense of urgency into Fridays. That’s the good news. The results from QP1 and 2 will determine starting positions for both the sprints and the full distance races on Sundays.

This year, the last event on Saturdays will be premier class sprint races. The top eight finishers will score points – 9, 7, 6, 5, 4, 3, 2, 1 – while the other 14 will put hours on their engines and chew up a set of tires. No changes have been made in engine allocations, despite the fact that the number of race laps the engines will have to complete will increase by half. Look for penalties to be assessed late in the season as teams run out of operational engines.

While the fans, at least those still sober at 3 pm, will get to see riders competing in anger on Saturdays, the pilots and crews will pay the price, especially in the autoclaves of Thailand, Malaysia, India and Indonesia. (I’m torn between using “autoclave” and “blast furnace” to depict the hellish conditions in these places.) The older riders – notably the Espargaro brothers and Zarco – will suffer more, despite the chilling effect of 200 mph headwinds. And nobody gives a hoot about the brolly girls and what they will have to endure, in full pancake makeup and leather trousers.

Personally, I get the feeling that the sprint races, as currently configured, will be a full-blown cluster, most notably in October, with three races in three weeks, including Indonesia and Thailand. I also get the feeling, for the record, that the Indian Grand Prix will not make it onto the final calendar due to construction issues, that the 21- round season will eventually be reduced to 20. Just sayin’.

The Big Questions: Will Borat Attend the Kazakhstan Grand Prix? And Where Can We Find His Sister?

Tranches

A healthy Marc Marquez is always a threat, but can he get enough out of the Honda RC213V?

One has to be a moron to try to predict the eventual 2023 MotoGP standings when there’s still snow on the ground. Undeterred, and using my proprietary and well-worn SWAG (Sophisticated Wild Ass Guess) predictive software, here goes:

1. Pecco Bagnaia. A formidable combination – the second coming of Jorge Lorenzo on the best bike on Earth, the 2023 title is his to lose.
2. Enea Bastiannini. Young, smooth, easy on tires and fearless. The teammates appear ready to dominate the season the way Michael Schumacher and Rubens Barrichello did F1 in 2002.
3. Marc Marquez. #93 is, for the moment, 100% healthy. Despite being stuck with the crappy Honda RC213V, he will finish the year on the podium. At age 30, his days of dominance are numbered. But, as Nick Harris used to say about Valentino Rossi, “Ignore him at your peril.”
4. Maverick Viñales. Going out on a limb here, Pop Gun showed a few flashes of his old form last year, and the Aprilia has become a credible contender. He will finish ahead of aging, arm-pumping teammate Aleix Espargaro.
5. Fabio Quartararo. As gifted as Fabulous is, the Yamaha doesn’t appear yet to provide him with enough grunt to compete for a championship. This is his final contract with the Iwata factory. As for the rest of the field, I’ll just let the software do the predicting:
6. Jorge Martin
7. Aleix Espargaro
8. Marco Bezzecchi
9. Brad Binder
10. Luca Marini
11. Fabio di Giannantonio
12. Joan Mir
13. Jack Miller
14. Miguel Oliveira
15. Johann Zarco
16. Alex Rins
17. Pol Espargaro
18. Raul Fernandez
19. Alex Marquez
20. Franco Morbidelli
21. Takaa Nakagami
22. Augusto Fernandez

And the 2023 Winner Is…

Moto3: Jaume Masia
Moto2: Pedro Acosta
MotoGP: Pecco Bagnaia

For Those of You Who Think I Don’t Know What I’m Talking About

Photo by Rob Gray (Polarity Photo).

No argument here. You will find more informative articles on any number of other sites. We’re willing to settle for cheap laughs, mostly at the expense of the authority figures in a sport that seems to take itself way too seriously. Most of you reading this drivel are riders who view the statement, “I want to grow up and be a motorcycle rider” as a choice. The punchline is you can’t do both. Having made your decisions, I’m here to give you the opportunity to engage in civil discourse. Reader engagement is the currency of life on the web. We hope you will take the time to share your opinions without dropping a lot of F-bombs, as we jealously protect our PG-13 rating.

I will post results from each of the 21 rounds this year at Late-Braking MotoGP (www.motogpfordummies.com). Keep the shiny side up.

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The Super Hawk had some similarities with the RC, like the V-Twin engine and side-mount radiators, but when it came to the performance metrics that really matter, the Super Hawk was no match for its Italian rival. Still, for those folks who like the thought of a more comfortable RC51-esque Honda V-Twin from the late 90s, the Super Hawks are fun bikes that can be found for cheap these days. Here’s our review of the bike from its introduction in 1998.

Honda VTR1000F Super Hawk

Big Red Introduces Their Sporting V-Twin to America

By Tom Fortune Mar. 29, 1998

Photos by Tom Fortune and American Honda

American Honda recently threw a coming-out party for the all-new VTR1000F Super Hawk, inviting the U.S. moto-press to the bash. The event’s backdrop was the picturesque wine country of Temecula, California, and its maze of gnarly, tight, and twisting back roads proved the perfect venue to show off, as one Honda engineer put it, the Super Hawk’s “lively personality.” And lively it is, too. With the VTR, Honda feels they’ve “grabbed the essence of what Americans want in a big, sporting V-twin. The distinctive sound and feel that makes a V-twin seem alive.” A spokesman for Honda’s R&D department said their target for the Super Hawk was lightweight, light steering, and strong low- to mid-range power and torque. Sound like a certain lusty Italian bike we know?

The Super Hawk’s project leader, Naoyuki Saito, stated Honda wanted to create a new type of twin-cylinder sports package that could rival the Ducati’s level of performance while maintaining Japanese quality and practicality.

Our first impression was that the VTR seemed easier to ride fast than a 916 but soon realized this was not a race replica. Indeed, Honda claims the Super Hawk was never intended as a racing platform. Rather, they deemed it more of a real-world, all-around sporting motorcycle like Honda’s own VFR750, but with the robust power delivery only a large displacement V-twin can provide.

Honda admitted to being caught off guard by Suzuki’s introduction of their TL1000 90-degree V-twin and was even more surprised by their rapid release of the bike to dealers. Honda quickly moved the Super Hawk’s press launch up by several weeks, and production is set to hit dealers by April.

Honda brought along two members of the VTR’s family tree – the Hawk 650 and VR980 prototype. The prototype used the smaller Hawk’s beam-frame chassis and bored and stroked version of the 650’s narrow-angle V-twin.

Expected retail price of the bike should be around $8900, and Honda plans to keep production numbers low, with each dealer expected to receive only two VTR’s over the next 12 months.

According to Honda engineers, the Super Hawk’s frame went through six major redesigns. The Super Hawk’s unusual frame design contributes greatly to helping meet Honda’s original design goals of lightweight and responsive steering.

Honda engineers described the VTR’s chassis as being “lively” and fine-tuned, with six strategically-placed mounting points for an engine that also acts as a stressed member for increased rigidity and lighter weight. Centralized engine placement combines with a slightly tall caster angle to help keep front-end handling light.

The VR980 prototype was designed and built by American Honda as a concept bike for the factory – a response to the public’s call for a larger Hawk V-twin. Many of the design features seen in the VR prototype were carried over to the production VTR, most notably the half fairing, fuel tank, and seat section. But many aspects of Super Hawk were not on the prototype. Side-mounted radiators, truss-type frame, engine-mounted swingarm, and even the small chin fairing are all unique to the production bike.

The “pivotless” twin-spar frame was designed around the VTR’s OEM radial tires, which use a softer construction than that found on other sporting machines. Mounting different treads, according to Honda, will upset the “tuned” balance of the Super Hawk’s chassis.

The Super Hawk engine displaces 996cc and features almost identical, 180-degree reversed cylinders and heads. 98 x 66mm bore/stroke is identical to that of Suzuki’s new TL1000S. The six-speed gearbox is located directly below the rear cylinder.

DOHC, four-valve heads feature 38mm intake valves – the largest ever used on a Honda production motor. To help achieve its high-rev capability, a single-pin crankshaft, and lightweight, skirtless “slipper” pistons are used.

Nutless connecting rods have bolts threaded directly into tapped holes in the rods that contribute to a lower reciprocating weight. “Rods are carburized to allow them to be slimmer and lighter while maintaining strength.” This combination results in a rod that is nearly 40 grams lighter than a conventional set-up. 48mm slanted flat-slide CV carbs are the largest ever used on a production motorcycle.

We found throttle response to be sharp and linear, with no flat spots. Huge carbs exact a fuel consumption penalty, though, and the small 4-gallon tank hits reserve after just 100 or so miles of spirited riding. We netted a best of 32.4 mpg.

The side-mounted dual radiators of the Super Hawk produce the same cooling area as a single front-mounted radiator, but according to Honda engineers, the VTR does not have the “dead spots” you find in a radiator mounted in the traditional location behind the front forks, which can result in as much as a 20 percent loss of cooling efficiency.

The VTR’s design utilizes the low pressure created by wind passing over the outer surface of the fairing to draw air through from the high-pressure zone inside. At low speeds, a large right-side fan blows air over that radiator for cooling.

Unique side-mounted radiators allow the VTR to strike a very compact and slim profile. Note the small oil cooler mounted between the radiators above the front cylinder head.

The instrumentation is clean and simple. The white-faced tach and temp gauge are very legible and easy to read even at night. Note the low fuel warning lamp in tach face – you’ll see this light up often. The cockpit is also simple and purposeful. Honda wanted to keep the Super Hawk light – very light – so you won’t find any heavy inner fairing panels or dress-up items here.

Even the clutch master cylinder reservoir receives the lighter-is-better treatment, being made from plastic rather than a heavier aluminum casting. Note spring preload and ten-position rebound damping adjusters on top of fork. Dual floating 296mm front discs are clamped by four-piston Nissin calipers similar to those used on the RC45 road bike. Coupled with engine braking from the hearty V-twin motor, stopping power is most impressive.

“VTR really shines in the broad spread of power available from its torquey motor.”

We didn’t get to spend much time with the VTR1000, but an afternoon of circling Willow Springs Raceway’s 2.5-mile road course lead us to the conclusion that Honda is correct — this is not a track-oriented design. “Honda personnel may have described this bike as having a lively personality,” said Associate Editor Gord Mounce after a short track session on the VTR. “But like a blind date with a ‘great personality,’ you don’t want to take her dancing.” Suspension rates that performed so well on the backroads were too soft for racetrack duty.

In the VTR’s defense, we didn’t have time to change springs or oil, which would have helped. A bigger hurdle for those thinking of racing VTRs is the lack of ground clearance. Rearset pegs and a tighter exhaust pipe will be necessary purchases.

Where the VTR really shines is in the broad spread of power available from its torquey motor. Speed is deceiving on Honda’s V-twin because power builds steadily with no major peaks or valleys. Such a wide powerband allows strong corner exits, with less sliding of the rear tire than on an inline four with its peaky power. Although the VTR felt slow on the straights due to this flat power curve, we found ourselves smoking by 600s on Willow’s front straight.

We certainly plan on getting the Super Hawk back for a longer, more involved test soon. Only next time we hope to also have Suzuki’s TL1000S, and maybe even a Ducati 916 thrown in for good measure (and what a yardstick to measure by…). Watch for the ultimate sporting twin-cylinder performance battle next month in Motorcycle Online. Stand back and let the competition begin!

 

The post Church Of MO: Honda VTR1000F Super Hawk appeared first on Motorcycle.com.

Interview with KTM’s Stefan Pierer – Part 1
Interview with KTM’s Stefan Pierer – Part 3

Alan Cathcart: Let’s talk about MV Agusta, where last November you purchased 25.1% of the equity from its present owner, Timur Sardarov. What is your future strategy for your involvement in the brand?

Stefan Pierer: As part of that 25.1%, it’s taking the first step of working together very closely on current production models. So we’ll take care of the whole supply chain, we’ll buy all the parts needed for MV Agusta’s production for the coming year, and then, after finalizing that, we’ll take over worldwide distribution of the finished product. This is the first step to help them make their entire operation profitable as a company.

AC: To begin with though, presumably your involvement will not only be MV Agusta’s supply chain and distribution, but also certain product development strategies, such as – should they be making the Lucky Explorer 9.5 and 5.5?

SP: You’re right, nobody needs those, and especially not branded with that name. Adventure bikes are a big market sector, but they’re also the most difficult segment, and the most competitive to be present in. Nobody is waiting for such a model from MV Agusta.

AC: Except, do you think that if you branded such a bike as an MV Agusta, and made it a two wheeled Range Rover, so purely a high performance luxury road bike, would there perhaps be a market for that?

SP: Possibly, but in my opinion, before you enter a new sector with something as radically different as this by MV Agusta standards, first and foremost you have to get those product segments right which the MV Agusta brand really stands for. And there is a lot to do there, believe me.

AC: So what kind of products do you think MV Agusta should be making?

SP: Where MV Agusta’s coming from, it’s high end. I wouldn’t say luxury, but it’s premium high end. I think the Brutale would be a good basis for some very nice developments, but for me, the model that still captures the essence of MV Agusta is the F4. When it first appeared 25 years ago it had so many nice details – it was perfect, and very beautiful. But I would say that style got lost in the last decade, because they had other problems to worry about, and Tamburini was no longer making the bikes, too. But just to give you some new information, our colleague Gerald Kiska is going to set up a subsidiary Kiska Design studio in Varese, within the MV Agusta factory.

AC: That’s very interesting news! But, presumably it’s fundamental that his design studio will be in Varese – do you believe that any new MV Agusta model must be designed in Italy?

SP: That is absolutely correct.

AC: Must MV Agusta have more than just high-end niche models – do you believe they need to have the 800cc three cylinder range in order to be able to generate volume?

SP: Sure, besides the high end we must have premium middleweight models. Their new three-cylinder engine, the 920, 950, it’s a very good engine, but now we have to make it compliant for Euro 5.2, which is a little bit tricky, but yes, it’s clear. What we are also experiencing in the market, is that a lot of the big displacement owners in the high end class are stepping down to smaller capacity models, because they’re getting older, so the weight of the bike, and the rideability, the handling, it all becomes easier. I met several guys who stepped down from a 1290 Super Adventure to a 390 Adventure because of this.

AC: So, for that reason do you think a 390 Adventure or a 590 Adventure made in China with the MV Agusta name will be OK?

SP: No, don’t even think about such a thing, never ever! It must stay premium in terms of capacity as well as design, and provenance. All MV Agustas must be made in Italy, and the smallest capacity will be the 900 three-cylinder.

AC: However, let me go back again to the two wheeled Range Rover, your customers are getting older, so they want something that is more comfortable, still with high performance.

SP: That’s the reason that the Adventure segment is growing so nicely.

AC: Exactly – so an MV Agusta Range Rover, would be a valid product.

SP: Yes, but before you launch such a model you have to win back the credibility about where you’re coming from, instead of doing new things which are not part of the brand’s heritage.

AC: Brough Superior and Aston Martin have shown that it’s viable to charge 108,000 Euro for each example of a 100-bike line of ultra-deluxe beautifully designed motorcycles carrying a historic badge, and sell every one. Is this something you feel MV Agusta should be looking at?

SP: Yes, I do. We have done a similar joint project with Brabus in Germany with the KTM Super Duke R Evo where all 290 examples sold out online in one minute and 55 seconds flat at 42,500 Euro each! Very impressive – and to that extent, for sure, sooner or later that’s what I see MV Agusta as doing, after we have stabilized the core program.

AC: Do you believe that MV Agusta must go racing?

SP: No – and especially not with a three-cylinder Triumph engine in its Moto2 bike!

AC: Will KTM engineers assume responsibility for future development of the technical aspect of MV Agusta products?

SP: Yes, for sure, we’ve already helped them on engines from Day One of our partnership, and this will expand considerably in future.

AC: Is PIERER Mobility interested in deploying its current financial strength to enter other sectors of the motorcycle industry via acquisition? So, for example, if it ever became available would you be interested in acquiring Moto Guzzi from Piaggio to cover your lack of a Cruiser range?

SP: We currently have enough on the table to do with motorcycle brands in repairing MV Agusta, and developing GASGAS as an on-road manufacturer – so that’s sufficient for the time being! Anyway, another huge task is to become a global player in the E-bicycle business. Having said that, for sure, any new acquisition could take place if the price tag is right, and if the momentum is there.

Photo by Taglioni S.

AC: How do you feel about Triumph, and also apparently Ducati going Motocross racing against KTM and GASGAS?

SP: Yes, that’s the other side of the coin, if you’re a public company for many years, you have to report and release everything, so then our competitors start seeing what huge success we have, and say, let’s follow them. OK, let’s see, I like competition! Their investing in that off-road market means it will expand as more people around the world become aware of it. But we have so many projects to take care of, and building our new North American headquarters in Murrieta, California, was the biggest single investment I ever yet made.

AC: How much?

SP: $48 million with 10 hectares of land, a new distribution centre which sets a new standard for the whole US market, even for the Japanese. We’re selling 100,000 units annually in the USA, so more than one billion dollars in sales, and we have overtaken Yamaha in sales volume last year.

AC: So what are your projections for PIERER Mobility in the next five years? Where do you want the company to be in 2028?

SP: I’m looking at achieving a four billion Euro turnover by 2028, with three billion Euro in the short-term, hopefully this year. Look back at where we’re coming from – every year on average we’ve grown by 15% or better. That’s very satisfying.

AC: That’ll presumably mean taking market share from the Japanese companies to do it?

SP: Whoever!

The interview with Stefan Pierer continues in part 3, as he discusses electrification and synthetic fuels.

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The post Interview with KTM’s Stefan Pierer – Part 2 appeared first on Motorcycle.com.