2022 Suzuki GSX-S1000, GSX-S1000GT Prices Revealed

Just last week, Suzuki announced the addition of a new sport-tourer, the GSX-S1000GT, to its line-up. However, the Japanese manufacturer didn’t reveal a rather crucial bit of information – its price in the United States. Asphalt and Rubber have now reported on the 2022 Suzuki GSX-S1000 pricing, along with that of the recently launched 2022 Suzuki GSX-S1000.

2022-Suzuki-GSX-S1000-GSX-S1000GT-Prices-Revealed-2

Suzuki has revealed that the 2022 Suzuki GSX-S1000 is priced at $11,299, while the 2022 Suzuki GSX-S1000GT and GSX-S1000GT+ will set you back $13,149 and $13,799, respectively. The additional $650 that you pay for the GT+ trim will get you hard saddlebags. The prices above are “introductory,” so a minor increase is expected over the next few weeks.

The way they’re currently priced, the GSX-S1000 and Suzuki GSX-S1000GT models are aggressively priced and act as excellent options for someone looking at a new liter-class street-naked or sport-tourer. A&R points out that the Suzuki GSX-S1000 is more affordable than its most direct rivals – the Honda CB1000R, priced at $12,999, and the Yamaha MT-10 that also wears a $12,999 price tag.

The Suzuki GSX-S1000GT, meanwhile, takes on the likes of the Yamaha Tracer 9 GT, which costs over $1,000 more than the Suzuki. This segment also houses the Ninja 1000 SX, which offers a more comprehensive electronics package, and undercuts the GT+ trim by about $300. On the flip side, the Suzuki offers 10hp more than the Ninja’s 140hp and weighs marginally less – 16lbs less than the 514lbs Kawasaki.

2021-Honda-CB1100-RS-Final-Edition-The-End-Of-Air-Cooled-Fours-1

We’re certainly excited about the arrival of both these models, and they should spice things up in their segments when they arrive at dealerships across the U.S.

2022-Suzuki-GSX-S1000-GSX-S1000GT-Prices-Revealed-4



Source: MotorbikeWriter.com

The final stand: British Talent Cup returns to Donington

Brown was on a run of consistency that outscored Belford’s, gaining ground, before a dramatic penultimate round saw the number 74 take over on top. Belford’s DNF in Race 1 at Silverstone was therefore a costly one and just at the wrong time, and it also saw O’Gorman tangled up, ending the number 67’s run of firsts or seconds since his return from injury. Another drama-filled Race 2 then saw Brown win, Belford only take eighth and O’Gorman end up off the podium for the first time since his return, although it was some solid damage limitation for the 52 and 67 after starting so far back on the grid. With Garness back on the rostrum to keep his hopes alive as well, it was a shuffle that leaves the standings so finely poised… and it really could be anyone’s game!

Source: MotoGP.comRead Full Article Here

Tech insight: Circuit of the Americas

V4 vs inline-four, getting your aero package right, Suzuki’s new chassis? COTA provides a stern test for rider and machine

The Red Bull Grand Prix of the Americas is next on the agenda in the MotoGP™ World Championship and the Circuit of the Americas presents a tricky challenge for the riders. The Austin layout has a little bit of everything, which makes setting up the bikes tough.

We’ve compiled a few tech-minded things to look out for at COTA this weekend, including a potential new Suzuki chassis being run by the Hamamatsu factory.

V4 vs inline-four

COTA has the longest straight on the calendar at 1.2km. It’s a mammoth stretch that undulates its way from the Turn 11 dead-stop hairpin to the equally as slow Turn 12. It’s a place where horsepower and traction are needed.

But COTA isn’t all about horsepower. While Marc Marquez (Repsol Honda Team) and his powerful V4 Honda may have dominated in Austin over the years, of the six podium places from the 2018 and 2019 GPs, four were made up of the less-powerful inline-four machines – Yamaha and Suzuki. Time through the corners is just as important as power down the straight, and it will be interesting to see which manufacturers can tackle COTA the best in 2021.

Aero – getting it right

COTA is a tricky one for aero. There’s some crucial acceleration zones that follow on from very slow corners. But you also have lots of short, sharp acceleration zones that will test the wheelie-limiting capabilities of the bike’s aero package.

On the other side of the coin, you have lots of quick, flip-flop direction changes at COTA – the meandering section of asphalt from sector one into sector two sees the riders change direction seven times in quick succession. It’s a huge physical effort, and when there’s lots of aero bolted onto the front of the motorcycle, that physical effort only becomes greater. Getting the balance between an aero package that works stood up in a straight line and stalls when banked over at high lean angles is a crucial and dark art in the world of MotoGP™.

Rear brake

COTA is also a big one for the rear brake. All tracks on the MotoGP™ calendar require heavy use of the rear brake, but COTA even more so. The snaking section of track from Turn 3 to 10 sees the rider constantly decreasing in speed. To get a bike to turn, riders will so often use the throttle to rotate the rear of the bike to corner tighter, but in this section of track, that tactic isn’t as powerful as usual due to them having to scrub off speed. Instead, riders use the rear brake a lot – to reduce speed, pull the bike tighter towards the apex and help control acceleration.

Suzuki tested this new chassis, seen in the picture below, at the recent Misano Test. You can tell it’s new by the large section of carbon bonded onto the top of the main beam of the frame.

Suzuki tested this new chassis, seen in the picture below, at the recent Misano Test. You can tell it’s new by the large section of carbon bonded onto the top of the main beam of the frame.

Seemingly, it’s been something that has enabled both Joan Mir and Team Suzuki Ecstar teammate Alex Rins to improve braking performance, something the reigning World Champion has commented on this season. Braking performance is needed in several areas at COTA. Turn 1 is a heavy braking zone, Turn 11 is a sharp hairpin and so too is Turn 12, a corner the riders approach at over 330 km/h (205mph). Keep an eye on the sky blue bikes of Mir and Rins, there might just be something different on the GSX-RRs this weekend.

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Source: MotoGP.comRead Full Article Here

2022 MV Agusta F3 RR First Look Preview

The new MV Agusta F3 RR is primed for on-track performance.

The new MV Agusta F3 RR is primed for on-track performance. (MV Agusta/)

The MV Agusta F3 RR tops the brand’s sportbike line for 2022, receiving a range of revisions focused on performance and aesthetic enhancement. The bike will start at 21,900 euros (around $25,500 at the time of this report).

The 798cc triple-powered streetbike is revamped by way of several adjustments aimed to smooth out delivery while improving output. These adjustments include new valve guides and DLC treated tappets, updated main bearings which are designed to reduce friction and inertia, along with an all-new exhaust system.

Wind tunnel testing has resulted in the most aerodynamically effective F3 yet.

Wind tunnel testing has resulted in the most aerodynamically effective F3 yet. (MV Agusta/)

The bike produces a claimed 147 hp in standard trim (155 hp is available with the optional race kit upgrade) and torque reaches 65 pound-feet at 10,100 rpm. The torque curve is smooth and gradual, with upwards of 46 pound-feet on tap at roll-on, growing steadily to its peak then just as easily tapering off to the 13,500 redline. New injectors handle increased injection pressure while a revised ECU provides more precise power delivery than before. The engine’s efficiency is improved thanks to a new dual-flow oil radiator. The clutch has a reinforced hub and comes with third-gen Quick-Shift EAS 3.0 functionality.

The 2022 MV Agusta F3 RR packs a smoother, more efficient engine.

The 2022 MV Agusta F3 RR packs a smoother, more efficient engine. (MV Agusta/)

Performance output is enhanced by structural changes to the body of the F3 RR, with new forged carbon wings tucked inside the fairings that produce up to 17 pounds of downforce at the front. The windshield is positioned higher and the fairing design pushes more air toward the radiator.

In terms of chassis updates, the F3 RR gets new frame plates for improved stiffness and a lighter rear wheel. A fully adjustable Marzocchi USD fork and Sachs shock handle suspension duties.

The F3 RR will come in street configuration (white) or with a special Racing Kit upgrade package (red).

The F3 RR will come in street configuration (white) or with a special Racing Kit upgrade package (red). (MV Agusta/)

There are also new CNC footpegs and an updated leather and Alcantara seat.

Electronics improvements include a new IMU platform exclusive to MV, developed alongside Milan-based e-Novia. The F3 RR is also packing a new Continental ABS system with cornering functionality. Traction control, front-wheel lift, and torque control all come standard also. The bike is Bluetooth compatible and pairs with the MVRide app, allowing riders to record rides, personalize bike settings, and utilize navigation. The switch gear is updated too, with a new launch control button on the right and a left-hand joystick so riders can easily make it through the settings on the 5.5-inch TFT instrument panel.

The F3 RR is elegant and aggressive.

The F3 RR is elegant and aggressive. (MV Agusta/)

If you want to really be ready for the track, tack on the optional Racing Kit and you’ll get a CNC fuel cap, brake, and clutch levers, a pillion seat cover, an Akrapovič titanium exhaust, and a race-ready engine management unit. This option also saves weight, dropping the 381.4-pound dry weight of the non-race-kitted F3 RR down to 363.8 pounds.

Chassis updates aimed to improve stiffness.

Chassis updates aimed to improve stiffness. (MV Agusta/)

Two colorways will be available depending on the package you select. The street version will come in a Surreal White Gloss/Mamba Red Gloss scheme while the Racing Kit-equipped version will be a Fire Red Matte/Metallic Dark Gray Matte.

Racing Kit upgrades include loads of carbon fiber enhancements.

Racing Kit upgrades include loads of carbon fiber enhancements. (MV Agusta/)

2022 MV Agusta F3 RR Technical Specifications and Price

Price: 21,900 euros ($25,500)
Engine: 798cc, DOHC, liquid-cooled three-cylinder; 12 valves
Bore x Stroke: 79.0 x 54.3mm
Compression Ratio: 13.3:1
Fuel Delivery: EFI w/ 50mm throttle bodies, ride-by-wire
Clutch: Wet, multi-disc slipper, MV EAS 3.0 quickshifter
Transmission/Final Drive: 6-speed/chain
Frame: ALS steel tubular trellis
Front Suspension: 43mm Marzocchi USD fork, fully adjustable, 4.9 in. travel
Rear Suspension: Progresssive Sachs shock, fully adjustable, 5.1 in. travel
Front Brake: Brembo radial Monoblock 4-piston calipers, 320mm discs w/ Continental ABS
Rear Brake: Brembo 2-piston calipers, 220mm disc w/ Continental ABS
Wheels, Front/Rear: Aluminum alloy; 17 x 3.50 in. / 17 x 5.50 in.
Tires, Front/Rear: 120/70-17 / 180/55-17
Rake/Trail: N/A/3.9 in.
Wheelbase: 54.3 in.
Seat Height: 32.7 in.
Fuel Capacity: 4.4 gal.
Claimed Dry Weight: 381 lb (364 lb w/ Racing Kit)
Available: TBD
Contact: mvagusta.com

The Racing Kit also includes a special Akrapovič titanium exhaust.

The Racing Kit also includes a special Akrapovič titanium exhaust. (MV Agusta/)

Integrated winglets provide additional downforce on the front end.

Integrated winglets provide additional downforce on the front end. (MV Agusta/)

Even the new mudguard looks classy.

Even the new mudguard looks classy. (MV Agusta/)

Updated CNC footpegs.

Updated CNC footpegs. (MV Agusta/)

A front end ready to slice through the air.

A front end ready to slice through the air. (MV Agusta/)

A taller windscreen provides additional coverage in the cockpit.

A taller windscreen provides additional coverage in the cockpit. (MV Agusta/)

The exhaust system was completely revised for 2022.

The exhaust system was completely revised for 2022. (MV Agusta/)

Source: MotorCyclistOnline.com

Cutting through the crap when it comes to motorcycle crash statistics

Australian Motorcycle Crash Data

We receive numerous emails each day asking for sponsored articles to be posted here on MCNews.com.au, along with various other angles PR and SEO companies work in their quest to obtain valuable links through to their sites. We generally ignore them all. Law firms offer the most money for such things which is why you might notice some sites offering plenty of articles with a legal angle.

Some of the most unique approaches also come from law firms and one recently landed in our inbox with the headline ‘Motorcyclist fatalities up 42% year on year, highest rate in 10+ years | LHD Report’. Obviously that is quite a startling headline that would generally garner plenty of clicks, as it was designed to do, but we thought we might see how they have come up with their figures.

Their message was as follows and included the accompanying graphics


Using data from the Australian Road Deaths Database (ARDD), LHD Lawyers have analysed road transport crash fatality data as reported by the police to compare the first half of 2021 with trends over a ten year period (2011-2021).

The data has revealed some truths, in which we think the MCNews readers will find interesting, including:

  • Alarmingly, motorcyclist fatalities have risen 42% year on year and are now at their highest in 10+ years

  • Road users aged 40-64 have made up 31% of all Australian road fatalities in the last 10 years. This segment increases among cyclists and motorcyclists, where 44% of deaths are Generation X or Baby Boomers.

  • Road fatalities are up 7.5% in the first half of 2021 compared to last year

  • Saturday is the deadliest day, with 17.6% of road deaths occurring on this day

  • 76% of all road deaths were male in H1 2021


They then subsequently followed this up with this.


A recent study analysing government data on road-related fatalities has shown how different road users, including motorcyclists, can stay safe on the roads by understanding common traits of traffic fatalities and being aware of the risks.

The research piece, conducted by LHD Lawyers, used 10 years of data and almost 12,000 crash reports from the Australian Road Deaths Database (ARDD) to help road users understand when & how fatal accidents happen.

While overall fatal road accidents have been falling over a 10 year period, a surge in motorcycle road use has led to a 42% increase in deaths when comparing H1 2021 against H1 2020.

Sunday is the most dangerous day to be on a motorcycle

21% of all motorcyclist accidents occur on a Sunday, with 41% occuring on the weekend. The least number of accidents occur on Mondays, which equals 10%. Interestingly the amount of accidents increase as the week goes on.

There is a much clearer pattern of weekend accidents for motorcyclists compared to other road users, with the most dangerous days being Wednesday and Thursday for pedal cyclists.

Day of week All Road Users Motorcyclists Pedal Cyclists
Monday 12% 10% 12%
Tuesday 12% 11% 15%
Wednesday 13% 11% 16%
Thursday 13% 12% 16%
Friday 16% 14% 11%
Saturday 18% 20% 15%
Sunday 16% 21% 14%

 24% of all motorcycle fatalities occur between 2pm and 5pm

Afternoons are without question the most deadly times to be on the road for all users and motorcyclists in particular.

Day of week All Road Users Motorcyclists Pedal Cyclists
0:00 3% 2% 1%
1:00 3% 2% 0%
2:00 2% 1% 0%
3:00 2% 1% 1%
4:00 2% 0% 1%
5:00 3% 1% 3%
6:00 4% 3% 8%
7:00 4% 3% 8%
8:00 4% 3% 11%
9:00 4% 5% 7%
10:00 5% 5% 7%
11:00 5% 7% 5%
12:00 5% 8% 3%
13:00 5% 7% 3%
14:00 6% 8% 5%
15:00 7% 8% 6%
16:00 6% 8% 7%
17:00 6% 7% 6%
18:00 5% 5% 6%
19:00 5% 4% 3%
20:00 4% 3% 3%
21:00 4% 3% 3%
22:00 3% 3% 1%
23:00 3% 2% 1%

27% of all fatalities occur on roads with 100km speed limit

33% of all road fatalities occur on roads with a 100km per hour speed limit with 27% of these fatalities being motorcyclists. Unsurprisingly, only 1% of deaths occur on roads under 30km per hour.

Road Speed All Road Users Motorcyclists Pedal Cyclists
30km/h (or under) 1% 1% 2%
40km/h 1% 2% 2%
50km/h 11% 14% 23%
60km/h 17% 24% 29%
70km/h 5% 6% 5%
80km/h 15% 19% 15%
90km/h 2% 2% 1%
100km/h 33% 27% 17%
110km/h 13% 5% 4%
130km/h 1% 0% 0%

42% of motorcyclist accidents occur in major cities

Unsurprisingly, the largest share of deaths occur in major Australian cities, but 54% of are occuring in regional areas of some kind. Pedal cyclist deaths are far more skewed to city locations.

Type of Area  All Road Users Motorcyclists Pedal Cyclists
Inner Regional  32% 33% 16%
Major Cities 34% 42% 69%
Outer Regional 24% 21% 10%
Remote Australia 4% 2% 2%
Very Remote Areas 5% 3% 3%

“The biggest trend we see is consistency,” says John Abouchrouche, Managing Director at LHD Lawyers. “Despite best efforts, an alarming number of Australians continue to lose their lives on our roads each year and even more are seriously injured. With 16% of our clients coming to us after a motoring injury, we see all too often the devastating consequences of poor decision making on the road”.


In reality the trend is a positive one for motorcycling

Rather than take these figures at face value we thought it would be wise to do some digging of our own, and enlisted the help of Australian Motorcycle Council Chairman, Shaun Lennard, to try to sort the wheat from the chaff and interpret the data available in regards to motorcycle crashes in Australia.

AMC focussed on the headline claim that ‘‘Motorcyclist fatalities up 42% year on year, highest rate in 10+ years’.

They found that, notwithstanding the significant growth in registrations since 2004, the number of deaths has remained much the same.


AMC Chairman Shaun Lennard

The Bureau of Infrastructure and Transport Research Economics (BITRE) publishes detailed information on Australia’s road toll – every month and then a detailed annual analysis. The focus is mostly on trends – usually looking at five years or more.

Motorcycle fatalities have not risen 42% year on year. We have looked closely at the LHD report and the BITRE data to understand where their figure has come from.

It’s true that motorcycle deaths in the first six months of 2021 were 42% higher than the first six months of 2020. January to June 2020, the total was 93. Over the first six months of 2021, it was 132.

However, looking at a narrow set of figures can give a skewed view, and that’s why governments and others generally look at five year trends when making any road safety assessment.

Let’s instead look at some five-year figures and trends. The five year average for motorcycle deaths in 2010 was 233. The five year average at the end of 2020 was 210.

The highest number of deaths in the past decade was 249, in 2016 – and we note that was the highest in the past 20 years.

In 2020, the number of motorcycle rider deaths was 190.

Over the past ten years, the number of deaths has reduced on average by 0.6%, so the claim of a 42% increase – no matter which way you analyse numbers – is clearly an error.

Australian Motorcycle Crash Data

When you overlay the registration data, which BITRE also does, the picture for motorcycle safety is actually one of significant improvement over any five or ten year period.

From 2010 to 2020, the number of registered motorcycles and scooters increased significantly – by 33% – from 661,000 in 2010 to 881,000 in 2020. So when you look at the death rate for riders, it has declined, and markedly.

In 2010, the fatality rate was 3.4 per 10,000 registrations. It was 2.2 by the end of 2020. That’s a 35% decrease in the fatality rate in ten years. That’s also a far cry from when it was around 14 per 10,000 riders 40 years ago, in 1980.

There’s still more that can and needs to be done, but as the total number of powered two wheelers on the roads in Australian gets close to 900,000 the overall picture for motorcycle safety is definitely encouraging.


So there you have it, we are not doing so bad after all…

Source: MCNews.com.au

CFMOTO 650GT Review | Motorcycle Test

CFMOTO 650GT Review

By Wayne Vickers, Images by RBMotoLens


Having recently relishing the chance to throw a leg over the amazing value 650NK (review here), I had no hesitation when the opportunity arose to test the touring version – CFMOTO’s 650GT. This is essentially the full fairing version of that NK, it remains LAMS certified and very learner friendly.

CFMoto's 650 GT is the touring variant of their popular LAMS mid-capacity machines
CFMoto’s 650 GT is the touring variant of their popular LAMS mid-capacity machines

We get different styling (from Kiska again), which isn’t as hard edged as the naked version and I must admit looks pretty good from some angles, while the front ¾ in particular grew on me. It’s obviously been designed for and with panniers in mind and looks good with them fitted in the pics I’ve seen – however my test bike didn’t have luggage. The pannier set-up is available for $900.95 including brackets.

The 650GT shares the 650 cc parallel-twin engine with the NK, putting out an identical 41.5 kW (55 hp) of power and 62 Nm of torque. The tune feels the same to me and to be honest there’s no reason to change it.

The runs full fairings and an adjustable screen, bringing dry weight up to 213 kg
The runs full fairings and an adjustable screen, bringing dry weight up to 213 kg

It shares the same user-friendly low 795 mm seat height too, but gets extra weather protection, a larger 19-litre tank and more generous seating which does add a few kilos, tipping the scales at 213 kg dry.

That weight does take the performance edge off ever so slightly compared to the NK, which CFMOTO claim weighs in at 193 kg, but I still found myself developing plenty of grins.

An additional 20kg of weight does impact performance
An additional 20kg of weight over the NK does impact performance

It’s actually a pretty bloody good thing – and the extra fuel capacity and consumption will take you comfortably past the 300 km mark, so it ticks the mile hauler box too.

Ssurprisingly, I felt the suspension (which is also shared between the two), was better suited to this version. That little bit of extra weight taking what I felt was a little too firm on the NK into a much better all around proposition. It still struggles a bit with major hits, but felt noticeably more composed than its naked sibling.

Suspension on the 650 GT felt more sorted, which may play into the tall bars and upright seating position
Suspension on the 650 GT felt more sorted, which may play into the tall bars and upright seating position

That could also have been helped by the slightly more upright riding position due to the higher bars, which translates into a particularly comfortable ride. The seat is plenty comfortable too and offers a little more room to move around, while the pillion seat is also a much more practical set-up than the NK.

On the go, it’s got some cornering ability and I was pleasantly surprised at how well balanced the 650 GT felt at full lean. The bike tips in quite well and holds a line better than it ought to. I was easily able to get it to the edge of the tyre and the GT felt perfectly composed doing so.

The CFMoto 650 GT also feels well balanced at full lean
The CFMoto 650 GT feels well balanced at full lean

Sure, you have to wring the neck of the little twin to get anything like a genuinely sporty performance out of it – and one uphill section on the photo shoot reminded me that it’s no stump puller. But it’s totally fit for purpose and not pretending to be something it’s not.

Around the four to five grand rpm mark it is perfectly happy, in fact I’d say the sweet spot is somewhere between four and eight thousand revs. 

Gear ratios are well sorted on the CFMoto 650 GT
Gear ratios are well sorted on the CFMoto 650 GT, with good throttle feel

There’s no need to go any higher and the gear ratios are nicely spaced to keep you well within that zone too. The fuelling is fine and it has the same good throttle feel as its NK sibling.

That same hilly section on the photo shoot proved that the stoppers were pretty faultless. Dual 300 mm discs are found up front with twin piston calipers and a single 240 mm out the back – both ends coming with ABS.

Dual wave rotors and two-piston calipers are found on the front on the CFMoto 650 GT
Dual wave rotors and two-piston calipers are found on the front on the CFMoto 650 GT

Good lever feel, good power. I must have done 40 hard stops in fairly quick succession at either end of that section of road while snapper Rob clambered around getting the shots. Down one end it was a proper hard stop, downhill from third gear to standstill. They work just fine.

I prefer this version’s wet multi-plate clutch over the NK too. While it’s not a slipper clutch, it has a noticeably better take up and overall feel. And let’s face it, you just don’t need a slipper clutch on a 650 cc twin.

A tool-less height adjustable screen is also found on the 650 GT.
A tool-less height adjustable screen is also found on the 650 GT.

The front end is completely restyled with generous wind protection and a nice tool-less height adjustable screen that works well to provide a wind protection bubble. Despite having a different headlight setup compared to the NK, I found the headlights just as underdone.

The perimeter of the low beam was very well defined but too short and high beam didn’t have all that much power. In fact the glare of the nice LCD dash was overpowering until I found the brightness adjuster button, after which it was much better. That dash – also shared with the NK, is a ripper too. Clear and bright, easy to read, job done.

The CFMoto 650 GTs LCD dash
The CFMoto 650 GTs LCD dash

So it turns out that the headlights are really my only niggle on the GT. I found I preferred pretty much everything else about it over the NK. And I quite liked the NK!

But here’s the best part – the price. $8,490 ride-away, or $8,690 ride-away in states where new vehicles need 12 months rego. It’s frankly ridiculous. LAMS friendly bikes don’t come any better for that price and I’d comfortably wager that this is the best bang for your buck in the segment. Have I ever mentioned that riders have it pretty good right now..?

CFMoto 650 GT Review
Priced between $8,490 and $8,690 ride-away the CFMoto 650 GT is unbeleivable value

So if this type of bike is on your consideration list, you should have no hesitation in checking the CFMoto 650 GT out.

Why I like the CFMoto 650 GT:

  • The value factor is off the charts.
  • Improves on the already good NK in almost every way.
  • Surprisingly good through the corners.

I’d like the CFMoto 650 GT even more if…

  • Headlights could be better, especially low beam.
  • Umm? 
Headlights were the one area of criticism on CFMoto's 650 GT
Headlights were the one area of criticism on CFMoto’s 650 GT

2021 CFMOTO 650 GT Specifications
Engine Two cylinder, inline four-stroke, eight-valve, DOHC with counter balance
Capacity 649.3 cc
Bore & Stroke 83 x 60 mm
Compression Ratio 11.3:1
Fuel System Bosch EFI
Max Power Output 41.5 kW @ 9,500rpm (LAMS)
Max Torque 62 NM @ 7,000rpm
Gearbox Six-speed
Clutch Multiplate wet
Frame Tubular steel diamond frame employing engine as fully-stressed member
Front Suspension 38 mm KYB telescopic fork (max travel 120mm)
Rear Suspension Extruded steel swingarm with tubular steel bracing, cantilever KYB monoshock (max. travel 45mm)
Front Brake J.Juan Dual 300 mm discs with twin-piston calipers
Rear Brake J.Juan Single 240 mm disc with single-piston caliper
ABS Continental ABS
Wheels Front 17 x 3.5 cast alloy wheels
Wheels Rear 17 x 4.5 cast alloy wheels
Tyres Front 120/70 ZR17 Metzeler
Tyres Rear 160/60 ZR17 Metzeler
Length x Width x Height 2100 x 784 x 1340 mm
Wheelbase 1415 mm
Seat Height 795 mm
Min Ground Clearance 150 mm
Min Turning Diameter 5.6 m
Fuel Capacity 19L
Payload 150 kg
Dry Weight 213 kg
Colours Nebula White or Night Black
Warranty Three-Year Warranty

CFMoto 650 GT Gallery

Source: MCNews.com.au

2021 Suzuki GSX-R750

2021 Suzuki GSX-R750.

2021 Suzuki GSX-R750. (Suzuki/)

Ups

  • Agile as a 600 with much better power
  • Superb handling and excellent brakes
  • Wicked 100th Anniversary Edition for 2021

Downs

  • No updates since 2011
  • Should have more features for the price

Verdict

Similar to the GSX-R600, the GSX-R750 is getting old with no updates, but it still remains a solid sportbike choice for those wanting 600-type handling with more power.

2021 Suzuki GSX-R750.

2021 Suzuki GSX-R750. (Suzuki/)

Overview

The original race replica that changed the motorcycle landscape in ‘85 (North American market debut followed in ‘86) continued to provide an excellent balance of power and handling that few other sportbikes could match. But advancing development and technology have left the GSX-R750 behind, and the Gixxer hasn’t received any updates since 2011. Suzuki dropped both the GSX-R750 and GSX-R600 from all markets except North America in 2019 due to the Euro 4 emissions regs coming into effect.

Updates for 2021

There are no updates to the GSX-R750 for 2021, except a limited 100th Anniversary Edition livery. Otherwise, there are two available colorways: Pearl Brilliant White and Metallic Gray Oort Number 3.

Pricing and Variants

The 2021 Suzuki GSX-R750 retails for $12,549.

Competition

The Suzuki GSX-R750 has long outlived its 750cc rivals, and competition now consists of 600-class sportbikes like the Honda CBR600RR and Kawasaki Ninja ZX-6R, and other comparable bikes such as the Yamaha R7, Ducati Supersport 950/S, Triumph Daytona Moto2 765 (see MC’s Adam Waheed talk about his ride on the Triumph), Aprilia RS 660, and MV Agusta F3 800. At the Aprilia and MV Agusta price points, you could also include liter-class sportbikes such as the Yamaha R1, Kawasaki ZX-10R, Honda CBR1000RR-R Fireblade SP, and even Suzuki’s GSX-R1000.

Powertrain: Engine, Transmission, and Performance

The 750cc DOHC inline-four engine “splits the difference between the high-revving character of a 600 supersport and the lumpy immediate bottom-end of a literbike,” according to Adam Waheed in his MC Commute review of the 2020 GSX-R750. Peak horsepower is between 120–130 at the rear wheel; when CW dynoed a 2014 model (remember, the engine hasn’t changed since 2011), we saw 125.9 hp at 12,700 rpm with a peak torque reading of 55.4 pound-feet at 11,050 rpm. A slipper-type clutch helps with easing downshifts, though in this day and age, you’ll definitely be missing some sort of electronic quickshifter as standard equipment.

2021 Suzuki GSX-R750.

2021 Suzuki GSX-R750. (Suzuki/)

Handling

Although it has slightly sharper steering geometry and only weighs 7 pounds more than the 600, the GSX-R750 definitely steers a tad slower and heavier than its smaller brother, likely due to the increased crankshaft mass of the 750 engine. But keep that in context; the Suzuki still carves corners with the best. Showa BPF front suspension improves the already stellar handling with better control over the big hits while remaining compliant on the minor bumps.

Brakes

Like the GSX-R600, the 750 received Brembo radial-mount Monoblock calipers as standard equipment in 2011. Braking performance is superb, as you’d expect. No ABS here, either.

Fuel Economy and Real-World MPG

There are no MPG figures for the 2021 Suzuki GSX-R750.

Ergonomics: Comfort and Utility

This is a GSX-R after all, so the riding position is decidedly sporty, with clip-on bars and high rearset footpegs. Like the 600, the footpeg brackets are three-way adjustable, so you can get more legroom if desired. Passenger accommodations are the usual sportbike fare, as in mostly an afterthought.

2021 Suzuki GSX-R750.

2021 Suzuki GSX-R750. (Suzuki/)

Electronics

The GSX-R750 is one of the old-school sportbikes, with no ride-by-wire throttle system, traction control, or ABS. There is a two-step power mode adjustment, with full power and slightly reduced power, but that’s it.

Warranty and Maintenance Coverage

The 2021 GSX-R750 comes with Suzuki’s standard one-year, unlimited-mileage warranty. Longer coverage periods with extended benefits are available through Suzuki Extended Protection (SEP).

Quality

Like the GSX-R600, the 750 received the Brembo brakes and Showa BPF fork that definitely hike the build quality up a notch or two. The lack of a quickshifter and the dated LCD dash info display show the bike’s age, though.

2021 Suzuki GSX-R750.

2021 Suzuki GSX-R750. (Suzuki/)

2021 Suzuki GSX-R750 Claimed Specifications

MSRP: $12,549
Engine: 750cc, DOHC, liquid-cooled inline-four; 16 valves
Bore x Stroke: 70.0 x 48.7mm
Transmission/Final Drive: 6-speed/chain
Fuel Delivery: SDTV electronic fuel injection w/ 42mm throttle bodies
Clutch: Wet, multiple disc; cable operation
Engine Management/Ignition: Transistorized w/ electronic advance
Frame: Twin-spar aluminum chassis
Front Suspension: 41mm Showa BPF inverted fork, fully adjustable; 4.7 in. travel
Rear Suspension: Showa shock, fully adjustable; 5.1 in. travel
Front Brake: Brembo 4-piston radial-mount Monoblock caliper, dual 310mm discs
Rear Brake: Brembo 1-piston slide-pin caliper, 220mm disc
Wheels, Front/Rear: Cast aluminum; 17 x 3.50 in. / 17 x 5.50 in.
Tires, Front/Rear: 120/70ZR-17 / 180/55ZR-17
Rake/Trail: 23.5°/3.8 in.
Wheelbase: 54.7 in.
Ground Clearance: 5.1 in.
Seat Height: 31.9 in.
Fuel Capacity: 4.5 gal. (4.2 gal. CA model)
Wet Weight: 419 lb.
Contact: suzukicycles.com

Source: MotorCyclistOnline.com

Ducati Muletto three-wheeler

Ducati Muletto

With Phil Aynsley


Italy is home to a plethora of small three-wheeled delivery vehicles of which the Piaggio/Vespa Ape (Bee) is by far the best known, the Bee entered production in 1948 and is still being produced! Most motorcycle manufacturers had one or more in their ranges and Ducati was no exception.

Ducati Muletto

In 1957 the company introduced the Muletto which was powered by a 175 cc OHV four-stroke motor that used many parts from the earlier Cruiser scooter. The following year the motor was enlarged to 200 cc. This had a carrying capacity of 350 kg and a top speed of 60 km/h. The gearbox had four forward ratios plus reverse. The 1958 model is what you see here.

Ducati Muletto

Versions were available with open, partially and fully enclosed cabs. The Muletto was not a big seller and was only produced for two years. However a new version was planned and reached engine prototype stage before being abandoned. I was able to photograph this at the factory in 2007.

200 cc Muletto prototype motor and drivetrain

The red stripe was a government requirement for transport/for-hire vehicles.

Ducati returned to the three-wheel market with the Fatterino which was produced from 1962 until 1965 and used a 48 cc two-stroke engine that was equipped with a fan attached to the crankshaft which forced air into an alloy shroud that covered the barrel and cylinder head. A three-speed gearbox was used. Again three cab configurations were available.

48 cc Fatterino motor

Source: MCNews.com.au

Maverick Vinales will not race COTA as he mourns cousin

Vinales pulls out of COTA

Maverick Viñales will not be on the starting grid for the GP of the Americas scheduled this weekend at the Circuit Of The Americas.

Less than a week has passed since the accident involving Dean Berta Viñales, Maverick’s young cousin, which has not enough been enough time for Maverick to regain the peace of mind needed to race.

Maverick, with the full and unconditional support of Aprilia Racing, has therefore decided to take a break on his journey of getting to know the bike and team from Noale.

WorldSBK paddock tribute to Dean Berta Vinales who passed away at the track on Saturday after a crash in the opening WorldSSP300 race

Source: MCNews.com.au

2021 Yamaha MT-10

2021 Yamaha MT-10.

2021 Yamaha MT-10. (Yamaha/)

Ups

  • Crossplane crank YZF-R1 engine tuned for midrange
  • Fully adjustable suspension
  • Comfortable ergos

Downs

  • Slightly abrupt throttle response
  • Poor fuel mileage
  • Outright performance not quite on par with the competition

Verdict

While it might not have the outright performance to beat its competition, Yamaha’s MT-10 still packs enough punch with the lowest sticker price to make it the best deal in its class.

2021 Yamaha MT-10.

2021 Yamaha MT-10. (Yamaha/)

Overview

After the success of the latest-generation R1 debuting in 2015, Yamaha quickly followed that up in 2016 with the MT-10 (known as the FZ-10 in North America until 2018, when Yamaha discontinued the FZ moniker and rebadged the FZ-07, FZ-09, and FZ-10 as MT). Utilizing the same basic crossplane crankshaft engine but tuned with a bias toward low-end and midrange power, the FZ/MT-10 was an instant hit with those riders wanting that same R1 character in a versatile naked bike. It may not have the same outright power as an R1, but most won’t notice the difference.

Updates for 2021

There are no updates for 2021 to the Yamaha MT-10. Available colorways are Team Yamaha Blue and Matte Raven Black.

Pricing and Variants

The 2021 Yamaha MT-10 carries over the same MSRP from last year, at $12,999.

Competition

The MT-10 has some pretty fierce competition in the liter-size naked bike class, such as the Aprilia Tuono V4 1100/Factory, BMW S 1000 R, Honda CB1000R, KTM 1290 Super Duke R, Suzuki GSX-S1000 ABS, and the Triumph Speed Triple 1200 RS, just to name a few.

Powertrain: Engine, Transmission, and Performance

The Yamaha MT-10 uses the same crossplane crankshaft engine as the YZF-R1, with some internal parts switched out to provide more low-end and midrange power. Yamaha claims 158.2 hp at 11,500 rpm and 82 pound-feet of torque at 9,000 rpm. MC Commute’s Adam Waheed raved that the MT-10′s engine “is a hoot to ride…[with] considerably more grunt than an R1.” Like the R1, the MT-10 also is equipped with an electronic quickshifter, though it lacks a clutchless downshift capability.

2021 Yamaha MT-10.

2021 Yamaha MT-10. (Yamaha/)

Handling

With fully adjustable KYB suspension pieces and a twin-spar aluminum frame similar to the R1′s, the MT-10 offers “surprisingly agile” handling while delivering a “refined ride quality over bumpy surfaces yet (showing) poise over twisty stretches of tarmac” despite its softer suspension settings from the R1, according to Adam Waheed in his MC Commute review.

Brakes

The same basic braking components as the R1 (four-piston Monoblock calipers and 320mm discs up front) provide superb stopping power, with the ABS remaining transparent unless full wheel lockup is being sensed.

2021 Yamaha MT-10.

2021 Yamaha MT-10. (Yamaha/)

Fuel Economy and Real-World MPG

The MT-10 is one of the thirstier bikes in the liter-class naked bike group, averaging around 30 mpg from its 4.5-gallon fuel tank according to Adam Waheed in his MC Commute review.

Ergonomics: Comfort and Utility

Accommodations on the MT-10 are comfy, with a wide, supportive seat good enough for all-day rides. There’s decent legroom, and a nice bend in its conventional handlebar mounted on risers above the top triple clamp.

2021 Yamaha MT-10.

2021 Yamaha MT-10. (Yamaha/)

Electronics

The MT-10 is equipped with Yamaha’s Chip Controlled Throttle ride-by-wire system that offers three different D-modes (Yamaha’s term for power delivery settings), plus a three-level (plus off) non-IMU-based traction control system based off of the older-generation 2012 R1. ABS is standard equipment, and cannot be turned off. An electronic quickshifter (upshifts only) is also standard equipment.

Warranty and Maintenance Coverage

The Yamaha MT-10 comes with Yamaha’s one-year limited warranty, with extended warranty and benefits available through Yamaha Extended Service.

Quality

The Yamaha MT-10′s fit and finish is right up there with the best, with excellent attention to detail and quality. The LCD dash is getting a little dated in this age of color TFT displays, but for the price you really can’t argue.

2021 Yamaha MT-10.

2021 Yamaha MT-10. (Yamaha/)

2021 Yamaha MT-10 Claimed Specifications

MSRP: $12,999
Engine: 998cc, DOHC, liquid-cooled inline-four; 16 valves
Bore x Stroke: 79.0 x 50.9mm
Transmission/Final Drive: 6-speed/chain
Fuel Delivery: Electronic fuel injection w/ 45mm throttle bodies
Clutch: Wet, multiple disc slipper/assist; cable operation
Engine Management/Ignition: Ride-by-wire/Y-CCT
Frame: Twin-spar aluminum chassis
Front Suspension: 43mm KYB inverted fork, fully adjustable; 4.7 in. travel
Rear Suspension: KYB shock, fully adjustable; 4.7 in. travel
Front Brake: 4-piston Monoblock caliper, dual 320mm discs w/ ABS
Rear Brake: 1-piston slide-pin caliper, 220mm disc w/ ABS
Wheels, Front/Rear: Cast aluminum, 3.50 x 17 in. / 5.50 x 17 in.
Tires, Front/Rear: 120/70ZR-17 / 190/55ZR-17
Rake/Trail: 24.0°/4.0 in.
Wheelbase: 55.1 in.
Ground Clearance: 5.1 in.
Seat Height: 32.5 in.
Fuel Capacity: 4.5 gal.
Wet Weight: 463 lb.
Contact: yamaha-motor.com

Cycle World Tested Specifications

Seat Height: 33.0 in.
Wet Weight: N/A
Rear-Wheel Horsepower: 131.2 hp @ 9,530 rpm (2019 model)
Rear-Wheel Torque: 73.6 lb.-ft. @ 9,280 rpm (2019 model)
0–60 mph: 3.0 sec. (2019 model)
1/4-mile: 10.61 sec. @ 131.03 mph (2019 model)
Braking 30–0 mph: 31.0 ft. (2019 model)
Braking 60–0 mph: 122.0 ft. (2019 model)

Source: MotorCyclistOnline.com