In terms of MotoGP™, 2021 World Champion’s Fabio Quartararo (Monster Energy Yamaha MotoGP), Remy Gardner (Red Bull KTM Ajo) and Pedro Acosta (Red Bull KTM Ajo) will be in attendance, and they’ll be joined by last season’s title winners: Joan Mir (Team Suzuki Ecstar), Italtrans Racing Team’s Moto2™ winner Enea Bastianini and Aspar Team’s Moto3™ Champion Albert Arenas. The likes of WorldSBK title rivals Toprak Razgatlioglu and Jonathan Rea will also be there to collect their Awards for their 2020 and 2021 successes.
Yamaha’s “Hyper Naked” lineup includes six MT models, with MT standing for “Master of Torque.” The range starts with the entry-level MT-03 and works its way up to the MT-07, MT-09, MT-09 SP, MT-10, and MT-10 SP. All have been updated recently, and the 2022 Yamaha MT-10 and MT-10 SP, the latter being offered in the U.S. for the first time, are the latest to get upgraded.
2022 Yamaha MT-10
Our last test of the MT-10 was in 2017 (when it was known as the FZ-10), and it proved to be an exciting, versatile sit-up sportbike, even performing well as a sport-tourer when accessorized with a taller windscreen, a comfort seat, and luggage.
For 2022, the MT-10 gets a more stripped-down look, with unnecessary bodywork removed. Enlarged intake ducts mounted on either side of the fuel tank cover increase efficiency while enhancing the bike’s aggressive stance. New twin-eye mono-focus LED headlights and LED position lights above the headlights combine with a more compact nose assembly to minimize overhang. Separate high and low beam units are said to project a powerful, even beam with softer light at the edges.
Yamaha has also improved the MT-10’s ergonomics with a reshaped fuel tank, a revised rider triangle that enhances the feeling of sitting “in” the bike, and a more comfortable seat.
Also new is a 6-axis IMU and a full suite of electronic rider aids originally developed for the YZF-R1. The system includes lean-sensitive traction control, slide control, lift (wheelie) control, engine brake management, and ABS, all with multiple levels or modes. Each can be adjusted independently, or the Yamaha Ride Control system provides four ride modes with presets for each one. The MT-10 is also equipped with an up/down quickshifter.
Yamaha has refined the MT-10’s liquid-cooled, 998cc CP4 inline-Four with new fuel injection settings and revised intake and exhaust systems that are said to deliver a more torquey, street-focused engine character. A new airbox with three differing-length intake ducts tuned to resonate harmoniously at varying engine speeds creates a unique intake roar that enhances the overall riding experience. Sound is heightened further by new Acoustic Amplifier Grilles positioned on the front left and right of the fuel tank, transmitting the tuned induction sound directly to the rider.
Like the YZF-R1, the new MT-10 features a throttle-by-wire system with the Accelerator Position Sensor Grip (APSG), which uses a spring, slider, and gear mechanism to produce varying degrees of resistance to recreate a natural throttle feel during use. The rider can also change throttle response characteristics by adjusting the PWR (Power delivery mode) between four different power modes.
Originally developed to cope with the demands of high-horsepower superbikes under race conditions, the MT-10’s aluminum Deltabox frame uses the engine as a stressed member to minimize weight. Equipped with a long aluminum swingarm while still maintaining a compact 55.3-inch wheelbase, the chassis is designed to deliver agile yet stable handling in a wide variety of low- and high-speed riding conditions.
Fully adjustable KYB suspension can be tailored to rider preferences. The triple-disc brakes, with dual 320mm floating discs with 4-piston radial calipers in front and a single 220mm disc with a 2-piston caliper out back, get upgraded for 2022 with the addition of a Brembo radial brake master cylinder. Also new is a 4.2-inch color TFT display.
The 2022 Yamaha MT-10 will be offered in two color options: Cyan Storm or Matte Raven Black. It will be available from dealers in March 2022 for an MSRP of $13,999.
2022 Yamaha MT-10 SP
Joining the MT-10 for 2022 is the up-spec MT-10 SP, which replaces the manually adjustable KYB suspension with Öhlins semi-active suspension and is offered in a YZF-R1M-inspired colorway with premium styling accents.
The new MT-10 SP is the first production motorcycle to be fitted with the Öhlins’ next-generation electronically controlled suspension employing the latest spool valve damping. This state-of-the-art technology provides an even greater range of damping adjustments and a higher degree of response.
Riders can choose between three semi-active damping modes (A-1 [Sport], A-2 [Intermediate], A-3 [Tour]), as well as three manual settings (M-1, M-2, M-3). When any of the automatic modes are selected the system adjusts rebound and compression damping continuously to match the current running conditions, ensuring the most appropriate settings are always in play.
Manual mode allows precise electronic adjustment of compression and rebound damping for both the front fork and rear shock. Managed through the YRC menu, the suspension can be tailored to suit the riding style or environment.
The MT-10 SP is also equipped with an exclusive color-matched lower fairing for a more aggressive race-bred look, while also directing more air to the oil cooler at speed. It’s also equipped with braided steel brake lines, providing a high level of feel at the lever and more resistance to fade.
The 2022 Yamaha MT-10 SP is available in Liquid Metal/Raven. It will be available from dealers in May 2022 for an MSRP of $16,899.
For more information or to find a Yamaha dealer near you, visit yamahamotorsports.com.
The post 2022 Yamaha MT-10 and MT-10 SP | First Look Review first appeared on Rider Magazine.
In mid-October Kawasaki unveiled the KLX230S, a more accessible version of its popular KLX230 dual-sport with reduced suspension travel and a lower seat height (32.7 inches, down from 35). Team Green has announced the return of the standard KLX230 for 2022 as well as the new 2022 Kawasaki KLX230 SE, a special-edition model with cool add-ons, colors, and graphics.
The platform shared by the KLX230, KLX230S, and KLX230 SE is an air-cooled, four-stroke, 233cc Single with a two-valve SOHC cylinder head and electronic fuel injection with a 32mm throttle body. Power is sent to the rear wheel through a close-ratio 6-speed transmission, a cable-actuated wet clutch, and chain final drive.
Kawasaki says exhaust pipe length contributes to the engine’s low- to midrange performance. To match the off-road image of the KX-inspired motocross-style bodywork, the exhaust features a tapered silencer with an oval cross-section.
A high-tensile steel perimeter frame is durable and allows the engine to be mounted lower in the chassis to help keep the center of gravity low. Spoked aluminum wheels – a 21-inch front and 18-inch rear – maximize the KLX230’s off-road potential. Up front, a 2-piston caliper squeezes a 240mm petal disc brake, and out back a 1-piston caliper pinches a 220mm disc.
Suspension is handled by a 37mm telescopic fork with 8.7 inches of travel and a Uni-Trak linkage rear shock with adjustable preload and 8.8 inches of travel.
The 2022 Kawasaki KLX230 SE kicks it up a notch with several Kawasaki Genuine Accessories as well as black rims and special colors and graphics. The upgrades include a tapered handlebar, handguards, a skid plate, and frame covers.
The tapered handlebar helps improve ride comfort with its 1-1/8-inch steel-clamping diameter that tapers to a narrower grip area. Kawasaki says the design allows controlled flex that acts as a kind of shock absorber for the hands and arms to reduce fatigue and add comfort. The handlebar has also been fitted with handguards to protect the rider’s hands from debris and weather.
Durable frame covers are constructed from plastic and help provide scuff protection for the chassis side rails. A skid plate has been mounted to provide full coverage protection of the chassis bottom rails and includes an oil drain hole to allow oil changes without removal.
Other features of the 2022 Kawasaki KLX230 SE include a 2-gallon fuel capacity, a 34.8-inch seat height, and a 291-pound curb weight (claimed; 293 pounds in California). Passenger footpegs allow two-up riding, and in the left side cover is a lockable toolbox compartment. The toolbox uses the Kawasaki One-Key System, so it locks and unlocks with the ignition key. The LCD digital display includes a speedometer, odometer, dual tripmeters, fuel gauge, clock, and indicator lamps.
The 2022 Kawasaki KLX230 SE is available in Oriental Blue or Firecracker Red with an MSRP of $4,999. The 2022 Kawasaki KLX230 is available in Lime Green with an MSRP of $4,799.
For more information or to find a Kawasaki dealer near you, visit kawasaki.com.
The Heritage was the first model in the new family to be released a few months ago at an incredible $A9490. The Sport costs $A10,490 ride away and will be followed by an adventure model early next year with pricing not yet confirmed.
CFMOTO Australia includes a two-year unlimited kilometre warranty plus an extra year if servicing is done by an authorised dealer.
I reviewed the Heritage in September and loved the bike’s value, styling and spirited engine.
The Chinese manufacturer has produced a good basis for a family of bikes with the Sport slotting into the cafe racer sector with its clip-on bars and bar-end mirrors.
The Heritage and Sport come standard with two engine modes, cruise control, USB charging port under the seat and full LED lighting including a headlight that adapts illumination to ambient conditions.
Aesthetically, the Sport gets a black catalytic convertor which is a lot less ugly than the bare metal of the Heritage, striking paintwork, a headlight mini-cowl, black levers, black forks, carbon-fibre-style trim and five-spoke wheels.
It also features a solo seat and tail cowl, yet pillion pegs are fitted, so you can presumably buy a rear seat. In some states, rego costs less for a solo seat.
Like many CFMOTO bikes, this is styled by Kiska Design House in Austria and the subtle paintwork and trim creates a fresh and sporty look.
It is powered by the same inline twin-cylinder water-cooled engine as in their 650cc range.
However, it has been stroked 4mm to 693cc, so it is no longer learner legal in Australia.
Other engine updates include Bosch fuel-injection, split connecting rods, a slipper clutch, forged pistons and improved intake, pushing power from 41.5kW to 55kw and torque from 62Nm to 67Nm.
The unit is free revving with a beefy midrange and buzzing top end.
I was not happy with the short gearing on the Heritage which spins at 4500 revs in sixth gear at 100km/h.
However, the same gear ratios on the Sport make a lot more sense in a canyon-blasting cafe racer.
You won’t be touring highways for long spells on this bike, so you won’t suffer those tingling fingers and toes as on the Heritage.
But don’t think this is a radical riding position either.
The clip-on bars are perched atop a high yoke, so the bars aren’t too much lower than on the Heritage.
You also sit 5mm lower in the seat, so the riding position requires only a slightly more forward lean to the bars.
The bars are nice and narrow for lane-filtering and the bar-end mirrors don’t poke out too far.
They are also perched on stubby shafts that prevent any blur from engine vibration and will easily flip down to avoid hitting car wing mirrors and quickly flip back into place again.
Despite being a bargain, the Chinese company hasn’t cut corners when it comes to the tyres and brakes.
While the Heritage gets exotic Pirelli MT60RS “scrambler” tyres found on Triumph and Ducati scramblers, this is shod with sticky Maxxis MA-ST2 sports tyres.
But what really sets this apart from the Heritage is the brakes, featuring 320mm twin petal discs with Brembo twin-piston callipers and Continental ABS.
Sport weighs in at 9kg more than the 196kg Heritage, but with those brakes, its stopping power is awesome.
Together with the short-gearing, it is a hard-charging and hard-stopping bike built for carving for favourite mountain pass.
However, the other shortcomings of the Heritage remain.
My main gripe is the KYB rear shock. Its compression stroke is too harsh and non-adjustable.
You can adjust the rebound and the preload, but getting a C spanner in there is difficult.
The fully adjustable KYB forks are ok although it does dive hard under braking which makes the back wheel light. This causes a fair amount of slither into a corner, despite the slipper clutch preventing rear-wheel lock up under down shifts.
My other gripe is the instruments.
While they show a lot of information, they lack fuel range, a second trip meter and ambient temperature, while having some other information that isn’t even explained in the manual.
The digital fuel gauge also drops quickly and starts flashing way too soon with five litres in the 13-litre tank remaining which should get you another 100+km of range.
These are minor gripes for what is a handsome, well-appointed motorcycle that will put a smile on your face without causing you a pain in your hip pocket.
CFMOTO 7000CL-X tech specs
- Price: $A10,490 ($NZ10,990) ride away
- Engine: 693cc parallel twin, four-stroke, liquid-cooled, eight-valve, DOHC
- Bore and stroke: 83mm x 64mm
- Compression: 11.6:1
- Power: 73hp (55kW) at 8500rpm
- Torque: 68Nm at 6500rpm
- Gearbox: Six-speed with slipper clutch
- Suspension: 41mm KYB upside-down fork, fully adjustable, 150mm travel; KYB shock with preload and rebound adjustment, 150mm travel
- Brakes: 320mm petal discs with radial-mount Brembo Stylema M4.30 four-piston calipers; 260mm disc with Brembo twin-piston caliper, Continental ABS
- Tyres: 120/70-17 Maxxis MA-ST2; 180/55-17 Maxxis MA-ST2
- Rake: 24.3 degrees
- Trail: 102.5mm
- Length x width x height: 2090mm x 795mm x 1080mm
- Wheelbase: 1436mm
- Seat: 795mm
- Fuel: 13 litres
- Wet weight: 205kg
In recent years, Royal Enfield has deftly toed the line between modern and retro. The all-new Meteor 350 calls back to brand’s mid-century cruisers while the Google-powered Tripper navigation pod adds contemporary convenience. Presented at EICMA 2021, the Royal Enfield SG650 Concept takes the brand’s unique balance of vintage style and modern function to new heights.
“We are a company in transition,” stated Royal Enfield Chief of Design Mark Wells. “So long a representation of the analog age and now developing new products that keep that same pure soul, yet are fully integrated into the digital present. To celebrate this, we wanted to develop a project that really gave our design team an opportunity to stretch themselves creatively.”
The SG650 Concept blurs the lines between eras with its cruiser-meets-cafe-racer silhouette, cyberpunk paint scheme, and air/oil-cooled 648cc parallel-Twin. The CNC-machined aluminum gas tank and wheels capture the classic forms of the past with modern manufacturing methods. At the fore, the aluminum headlight nacelle, inverted fork, low-rise handlebars, and aluminum switches favor present-day design. Conversely, the rear end’s dual shocks, a floating single saddle, and loop frame clearly nod to the past.
“The design team have done an amazing job in retaining the analog soul, those classic Royal Enfield lines and design nuances – subtle nods to the past – while creatively pushing the boundary of what the Royal Enfields of tomorrow could conceptually represent in form and function,” added Wells.
Though Royal Enfield outfits the SG650 with bespoke components and a flashy paint job, the new concept looks vaguely familiar. The firm leverages the same air-/oil-cooled, SOHC, parallel-Twin found in the Continental GT 650 and INT 650. Royal Enfield then shoehorns that 648cc powerplant into a chassis resembling the Meteor 350’s twin-downtube spine frame.
With the SG650 using current Royal Enfield equipment and tech, we wouldn’t be surprised if the concept finds its way into Royal Enfield’s production lineup in the near future. However, we expect the middleweight cruiser to arrive in a less avant-garde and more production-friendly guise if it reaches the market.
For more information or to find a Royal Enfield dealer near you, visit royalenfield.com.
The Cagiva Elefant put Italy’s Edi Orioli on the top step of the Paris-Dakar Rally in 1990 and 1994. To capitalize on that success, the Italian marque adopted the Lucky Explorer moniker for the rally replica production model. More than three decades after Cagiva’s first Dakar win, the MV Agusta Lucky Explorer Project revives the iconic name with two adventure bike variants, the 5.5 and 9.5.
Though they fly under the same banner, the Lucky Explorer variants are very different machines. For the 5.5 trim, MV Agusta partnered with China’s QJ Motors to develop the mid-size adventure bike with performance and safety in mind. The 554cc parallel-Twin engine pumps out a claimed 46.9 horsepower at 7,500 rpm and 37.6 lb-ft at 5,500 rpm, but the liquid-cooled, DOHC unit suits a broad range of riders with smooth power delivery and an accessible torque band.
The Lucky Explorer 5.5 also caters to newer riders with a 484-pound dry weight. The adjustable 43mm KYB inverted fork and fully adjustable KYB rear shock provide 5.3 inches of travel, 8.3 inches of ground clearance, and a 33.8-inch seat height. The 19-inch front and 17-inch rear wheels allow novice off-roaders to venture onto the trail while the Brembo braking system optimizes safety in all conditions. Despite the 5.5’s mid-size designation, MV equips the new ADV with a 5-inch TFT display and a 5.3-gallon tank.
The Schirrana, Italy, brand takes a different tack with the full-size Lucky Explorer 9.5. Instead of collaborating with QJ Motors, MV Agusta goes it alone, developing a new 931cc inline-Triple for power and performance. The new cylinder heads, intake/exhaust valves, forged aluminum alloy pistons, and 12.5:1 compression ratio result in 123 peak horsepower at 10,000 rpm and 75.2 lb-ft of torque at 7,000 rpm (claimed). A 120-degree counter-rotating crankshaft reduces inertial energy and MV Agusta offers a Rekluse automatic clutch and electro-actuated gearbox as options.
The firm crams all that performance and tech into a closed double-cradle steel frame that balances all-day on-road comfort with the optimal stiffness for spirited off-road riding. The Sachs electronic suspension system consists of a 50mm inverted fork and progressive rear shock. The setup yields 8.7 inches of travel at the front, 8.3 inches of travel at the rear, and 9.1 inches of ground clearance. The adjustable seat measures 33.5 and 34.3 inches from level ground.
The 21-inch front and 18-inch rear wheels suit the Lucky Explorer 9.5 for extended trips on the toughest terrain. Twin Brembo Stylema 4-piston calipers and 320mm discs deliver superbike-worthy stopping power while the 2-piston Brembo binder and 265mm rotor prioritizes finesse.
Of course, the 9.5 features a full electronics suite with a Bluetooth and Wi-Fi-enabled 7-inch TFT display. Traction control, cruise control, and launch control come standard while cornering ABS and rear wheel lift mitigation come by way of Continental’s MK100 ABS system.
Aside from the different equipment and capabilities, both the Lucky Explorer 5.5 and 9.5 hark back to the Dakar-winning Cagiva Elefant with rally-inspired liveries. The 5.5 retains the white/red/gold color combo but adopts digital graphics for a modern touch. On the other hand, the 9.5 blazes a new trail with a silver/red/gold paint scheme and refined brushstroke accents.
MV Agusta not yet announced an MSRP or when the Lucky Explorer Project models will hit showrooms.
For more information or to find an MV Agusta dealer near you, visit mvagusta.com.
The post 2022 MV Agusta Lucky Explorer Project | First Look Review first appeared on Rider Magazine.
“So, we are finally done. We can all go home with the feeling that this is mission accomplished. Now it’s up to the brains inside the KTM Factory Racing department to sharpen our 2022 weapons, but I’ve got all trust in them,” continued Poncharal, as the paddock heads into the winter break before testing resumes in Sepang on the 31st of January.
The big news from Suzuki at EICMA 2021 was that the Katana would be receiving some minor updates for next year.
For starters, there’s an increase in peak power from 147hp to 150hp. This has come about thanks to a new intake and exhaust camshaft, valve springs, and a revised airbox and exhaust. Suzuki has also added a new slipper clutch, ride-by-wire throttle, and a bidirectional quick-shifter.
Updates have also been made to the three modes on offer with the Suzuki Drive Mode Selector system. There is no difference in output power across all three modes; however, the way power is delivered changes, and the manufacturer has refined this system for 2022. The five-level traction control system has also been tweaked.
The other updates are minor in comparison; Autocar India reports that the handlebar now sits on rubber mounts — which should reduce vibrations — and an updated LCD instrumentation cluster has been added.
The rest of the bike remains unchanged. It continues to use the same twin-spar aluminum frame, fully adjustable KYB front forks, and a rear shock with preload and rebound adjustability. The Brembo calipers and discs have been carried over as well.
Overall, the 2022 Suzuki Katana is not drastically different from its predecessor, but the changes make it a better motorcycle. Pricing information is still unavailable, but the manufacturer has mentioned that the bike will go on sale in Europe in Spring 2022.
The middle-weight adventure bike segment is arguably one of the most populated and thus exciting ones at the moment. The Yamaha Tenere 700 has grown to be one of the best options in the segment, showing the world what a hardcore twin-cylinder adventure bike is truly capable of. Now, Yamaha has gone and made it even sweeter by announcing the arrival of a higher-spec, more capable iteration — the 2022 Yamaha Ténéré 700 Raid Prototype.
One of the few complaints with the standard Ténéré 700 was that its suspension was a little too soft for more demanding off-road use. Yamaha has been listening to its customers and has addressed this with the new model. The Yamaha Ténéré 700 Raid digs deep into the GYTR (Genuine Yamaha Technology Racing) parts bin and features a host of components from Yamaha’s rally bikes.
ADV Pulse reports that the Raid uses “larger 48mm forks with 10.6 inches of suspension travel and mounts them with CNC Machined aluminum triple clamps for extra rigidity. The rear shock has also been upgraded with 10.2 inches of suspension travel and also gets a revised suspension linkage.”
It’s also worth mentioning that the bike has been developed with input from off-road riders Alessandro Botturi and Pol Tarrés. If these names don’t sound familiar, you should definitely check out the ‘Seeker’ series on YouTube; what Pol Tarrés can do with the Ténéré is phenomenal.
There are also some performance updates on the Raid. A new airbox and filter, along with the addition of an oil cooler for the radiator, should improve performance. Then there’s a custom ECU and full titanium Akrapovic exhaust that provide a bump in power. Other changes include better protection for aggressive off-road riding and better braking hardware.
Considering that the Dakar rally is still restricted to the 450cc class, we won’t be seeing the Rallye spec iteration participating in the world’s most challenging race anytime soon. However, there are still numerous other competitors that the Yamaha Ténéré 700 Raid can join in, and it looks like an excellent motorcycle for us common folk as well.
There’s no word on when the Ténéré 700 Raid will go into production or if the GYTR catalog will be available to existing owners of the standard bike. We’ll post an update when Yamaha releases more information.
We’ve known that the Bimota KB4 has been in development for a while now. The Italian firm first showcased the motorcycle at EICMA 2019, and two years later, the production-ready iteration has made its debut at EICMA 2021.
Powering the KB4 is the same 1,043cc inline-four engine as the one on the Kawasaki Ninja 1000 SX. Peak output figures are similar at 142hp and 81.9lb-ft of torque, but Bimota has equipped the bike with its exhaust system that features a single end can.
What makes this Bimota special is that its radiator has been placed under the seat, unlike on most other motorcycles that have it in front of the engine. The bike features substantial air intakes on either side that carry air via a carbon-fiber tunnel to the radiator.
Engine aside, the Bimota KB4 is entirely different from the Ninja 1000 SX. Autocar India reports that Its chassis has a unique tubular front frame and that at 187kg (dry), the bike is also significantly lighter than its Japanese counterpart. Suspension hardware is from Öhlins — FG R&T 43mm NIX30 forks at the front and a TTX36 rear shock. The KB4 uses OZ forged aluminum wheels that wear Pirelli rubber.
Braking, meanwhile, is handled by Brembo Stylema calipers that bite down on dual 320mm discs at the front.
The manufacturer also revealed a KB4 RC, a naked iteration near-identical to the KB4, that will go on sale next year.