Suzuki might catch some criticism for lagging behind its rivals in terms of regular new model launches, but the V-Strom 650 is a good example of the benefits of gentle evolution over clean-sheet redesigns. While its chassis can trace its heritage back to the first-generation version’s introduction in 2004, and the engine’s roots are from its 1990s debut in the SV650, a steady program of improvements mean the V-Strom 650 still hits modern emissions targets and makes a compelling case for itself as a road-biased, low-cost adventure-tourer. With an all-new parallel-twin-powered replacement currently under development, the smaller V-Strom’s days might be numbered, but it’s still a bike that never fails to please.
Following the launch of the bigger V-Strom 1000 in 2002, the 650cc version was an obvious addition to the range when it reached showrooms in 2004. Initially it suffered the same problems as the larger machine: Its styling was frumpy, and despite its high-rise riding position, the aluminum frame and cast wheels meant it was always on the “touring” side of adventure-touring. There was no real off-road element to either its appearance or its abilities, and that worked against the V-Strom as riders rushed for bikes that made them look like they were planning on an overland trek to Mali even when they were really only heading to the mall.
Once you’d come to terms with the styling, that original V-Strom 650 was an impressive middleweight, turning in more performance and better handling than might be expected from its appearance and selling well as a result. A styling refresh in 2011 helped, increasing the fuel tank capacity and range and increasing the ground clearance. But it took until 2015, when Suzuki launched the first-generation V-Strom 650XT, for the bike to really start to grasp the “adventure” side of its nature with the addition of wire wheels and a “beak” on the nose.
That beak had already become the signifier of the entire adventure bike class, but Suzuki’s original DR Big was where it all started. With a complete refresh in 2017 the V-Strom fully embraced that heritage, gaining the styling that’s still unchanged on the 2023 model half a decade later. While the bigger V-Strom 1050 has since become even more closely aligned to the DR Big, with a rectangular headlamp and blocklike bodywork that pays direct homage to Suzuki’s formative 1980s adventure bike, the V-Strom 650 has kept the sleeker look of the 2014-2019 V-Strom 1000. It’s unlikely to get a visual update to match the bigger model, as a new 700cc parallel-twin Suzuki adventure bike is waiting in the wings to replace the V-Strom 650, probably as soon as 2024, with more serious off-road abilities to compete with the Yamaha Ténéré 700.
Updates for 2023
Colors aside, the 2023 versions of the V-Strom 650 are unchanged from previous years. The base model’s sole color option switched from white to blue, while the XT’s went from blue/silver with blue-anodized wheels to white with gold-anodized wheels. Meanwhile, the XT Adventure continues on with a combination of black paint, blue graphics, and blue-anodized rims.
Pricing and Variants
The V-Strom 650 is available in three variations: standard ($8,904), XT ($9,399), and XT Adventure ($10,499).
Differences between models are small but important. Standard V-Strom 650s roll on 10-spoke cast wheels, while the XT gets spoked-style tubeless wheels, hand guards, and a lower engine cowl. V-Strom 650XT Adventure adds 37-liter panniers to the XT’s equipment, as well as engine guard bars, a handlebar cross brace, and an accessory bar.
Kawasaki’s Versys 650 has always been the most obvious rival to the V-Strom 650, sharing the same sort of road-biased approach with cast alloy wheels and a touring-style fairing. With the advent of the Versys 650XT and the refresh in 2017, the V-Strom took on a slightly more rugged look, but buyers looking for a twin-cylinder adventure bike with real off-road chops are likely to turn instead to Yamaha’s much newer Ténéré 700.
From Europe, BMW’s F 700 GS is a direct competitor to the V-Strom 650, and again a far more recent model, while Triumph’s Tiger Sport 660 also makes a very convincing alternative if you’re sticking to the asphalt. The Tiger 850 Sport is a slightly faster, pricier option with similar mild dirt road abilities.
Powertrain: Engine, Transmission, and Performance
The 645cc DOHC V-twin engine in the V-Strom 650 might appear long in the tooth, but subtle upgrades over the years have kept its power strong while reining in emissions to meet constantly changing limits. It’s certified at 70 hp and managed a genuine 65.2 hp the last time we had one on the dyno.
The 2017 update that remains in production today eliminated the power deficit to the SV650 and added traction control. On testing that bike, Cycle World’s Barry Hathaway said: “Smooth, docile, and well-mannered, engine performance will only disappoint if you decide to street race a GSX-R600.”
Power gets down via a six-speed box and chain final drive and is tamed by that traction control system, but you won’t find the quickshifter technology that’s becoming increasingly common across the motorcycle spectrum in the 2020s.
Like the engine, the frame dates back to the original V-Strom 650. While it doesn’t have the sort of off-road design that its rivals are increasingly adopting, that plays into the Suzuki’s hands on the roads where these bikes will spend 99 percent of their time.
The rigid aluminum twin-spar chassis and simple-but-effective suspension means the 650′s road manners are impeccable. The V-Strom makes you want to ride to the horizon and beyond, with the proviso that the V-Strom’s off-asphalt abilities don’t match up to its appearance. Hathaway wrote: “The adventure of leaving the pavement is more the ‘trying not to crash’ kind than the Paris-Dakar ideal.”
One look at the V-Strom 650′s two-piston sliding caliper front brakes is an instant reminder of its age. In a world where even scooters are fitted with four-pot, radial-mount stoppers, these look like an anachronism, though the reality is that they’ll pull the V-Strom up more than sharply enough. There’s ABS, of course, but it’s neither the sort of cutting-edge, cornering ABS system that’s becoming common on modern bikes even at the middleweight level, nor can it be switched off for off-road use—another indicator that the V-Strom isn’t as serious about dirt roads as some of its rivals.
Fuel Economy and Real-World MPG
Owners reports show that the V-Strom 650 will usually manage between 50 and 60 mpg depending on use, and with a 5.3-gallon tank that should mean a relatively easy 260 miles between fill-ups with the potential to stretch that to around 300 miles if you’re careful.
Ergonomics: Comfort and Utility
Comfort is an area where the V-Strom 650 shines, so put aside any concerns that a mere 650 isn’t big enough to cope with big miles.
Testing the 2017 model, again essentially the same bike as the 2023 version, Cycle World’s Barry Hathaway said: “At 6-foot-2, I felt as though the bike was sized just for me, and that I could ride for days on end without discomfort. Virtually no vibration makes its way to the pegs or bars, regardless of engine speed. Pleasant vibes are present, but are so refined they are scarcely felt, and through the seat only. Steering is (you guessed it) neutral and precise. Can a motorcycle be too refined and comfortable, or too average? If so, this could be that bike. But it’s sure to be the ideal motorcycle for some, and the perennial selection of the V-Strom 650 by numerous Iron Butt enthusiasts is proof.”
While the V-Strom 650 isn’t overburdened with gizmos, and lacks the sort of full-color TFT instruments, LED lights, and smartphone connectivity that are fast becoming the norm, it’s not backward in terms of equipment. There’s ABS and traction control, albeit without the IMU-assisted cornering functions of some rivals, and ride-by-wire throttles have brought thoughtful additions including a “low RPM assist” feature that helps prevent stalling.
Warranty and Maintenance Coverage
A 12-month warranty is standard, extendable via Suzuki Extended Protection (SEP).
Owners generally report strong build quality, but keep an eye out for corrosion on fasteners and fixings, particularly if you ride on wet or salted roads.
2023 Suzuki V-Strom 650/XT/XT Adventure Specifications
|Engine:||645cc, DOHC, liquid-cooled, 4-stroke, 90° V-twin|
|Bore x Stroke:||81.0 x 62.6mm|
|Fuel Delivery:||PGM-FI w/ 34mm throttle bodies|
|Engine Management/Ignition:||Fuel injection w/ SDTV|
|Front Suspension:||43mm telescopic fork, nonadjustable|
|Rear Suspension:||Monoshock, preload adjustable|
|Front Brake:||2-piston Tokico calipers, dual 310mm discs w/ ABS|
|Rear Brake:||1-piston Nissin floating caliper, 260mm disc w/ ABS|
|Wheels, Front/Rear:||Cast aluminum; 19 in. / 17 in. (tubeless wire wheels on XT and XT Adventure)|
|Tires, Front/Rear:||110/80-19 / 150/70-17|
|Rake/Trail:||26°/ 4.3 in|
|Ground Clearance:||6.7 in.|
|Seat Height:||32.9 in.|
|Fuel Capacity:||5.3 gal.|
|Wet Weight:||470 lb. / 476 lb. (XT) / 528 lb. (XT Adventure)|
On Sept. 23, Triumph Motorcycles confirmed plans to compete in the 2024 FIM Motocross World Championship, organized by the Fédération Internationale de Motocyclisme and divided into two distinct classes: MXGP and MX2.
Triumph also announced that the company would have a factory-supported race program under an all-new Triumph Racing banner, which will now cover all of Triumph’s racing-related activities, including Moto2 and Supersport racing. This new Triumph Racing Team represents a partnership with successful team owner Thierry Chizat-Suzzoni, who will field two of Triumph’s all-new 250cc 4-stroke MX bikes in the 2024 MX2 class and will add an entry into the 450cc MXGP class in 2025.
In addition to partnering with Chizat-Suzzoni, Triumph also announced that his long-standing team manager, Vincent Bereni, will lead the team, backed by Triumph’s in-house motocross design engineering department. Chizat-Suzzoni and Bereni’s past racing record includes more than 80 MXGP World Championship victories and a reputation for technical and preparation excellence. As a part of Triumph Racing’s portfolio of commitments, the team will focus on the FIM Motocross World Championship – in MX2 and MXGP, together with development of technology and talent to build Triumph’s future strength in international motocross racing.
In a media statement accompanying the announcement, Triumph CEO Nick Bloor said the new partnership with Chizat-Suzzoni demonstrates the company’s “long-term commitment to competing at the highest levels of racing,” and he called Triumph’s entry into the FIM Motocross World Championship a “landmark moment.”
“We share a passion for delivering world-class performance, and the experience Thierry and his team bring will prove invaluable in our ambition to make our mark on a very competitive championship,” Bloor said.
Triumph Racing is based at Triumph’s Global Headquarters in Hinckley, UK, where the brand’s research, design, engineering development, and prototype build are located, and the Motocross World Championship team will be based at Thierry’s race facility near Eindhoven in Holland, where race team personnel, operations, and competition development will be housed.
Triumph stated that engineering groups at the Triumph factory and the race team are working closely together on continuously enhancing chassis and engine performance through an intensive testing schedule underway in the U.S., UK, and mainland Europe, building toward the first MX2 Grand Prix of the 2024 FIM Motocross World Championship.
Chizat-Suzzoni stated that he was happy with progress on the bike.
“It looks great, has speed on the track, and Vincent and my staff are working with the engineers at Hinckley on building it into a competitive package,” he said. “MXGP continues to grow around the world. I am very happy to be back and looking forward to going racing with Triumph.”
David Luongo, CEO of Infront Moto Racing, which manages the exclusive television, marketing, and promotional worldwide rights of the FIM Motocross World Championship, said the announcement from Triumph was “probably one the most important in recent years,” and he supported Chizat-Suzzoni’s assertion about the popularity of MXGP.
“With an average of 19 events per year, it gives the best platform for manufacturers to develop their bikes, components and to advertise them worldwide,” he said. “From Asia to South America, going through Europe, MXGP is covering all the different markets and is touching most of the off-road fans in the world.”
While breaking into FIM Motocross is new for Triumph, Triumph engines are not new to FIM. Since the start of the 2019 season, Triumph has been the exclusive engine supplier to the FIM Moto2 World Championship, providing all teams with race-tuned 765cc triples based on the Street Triple RS. The success of the Triumph engines in Moto2 was evident by a top speed record and 11 all-time lap records. In 2021, Triumph announced that it renewed its contract as the exclusive engine supplier for FIM Moto2 for three more years.
Triumph said testing of the new motocross and enduro bikes is well underway and that information on the specifications, performance characteristics, and components of each model will be released soon.
For more information about Triumph Racing, visit Triumph’s website.
The post Triumph to Compete in 2024 FIM Motocross World Championship first appeared on Rider Magazine.
For reference, the base Triumph Scrambler 1200XE wears an MSRP of $15,845.00.
Begin press release:
A Triumph Scrambler 1200 XE stunt bike, used in the filming of No Time To Die has sold for £138,600 GBP ($154,317 USD) benefitting the Severn Hospice in a charity auction at Christie’s to celebrate 60 years of James Bond films.
Among the items auctioned, Triumph Motorcycles provided the Scrambler 1200 XE that was ridden by Daniel Craig as James Bond and also ridden by stunt riders Paul Edmondson and Martin Craven during the filming of the latest 007 film, No Time To Die (2021). With an estimated of £20,000-£30,000 ($22,000 to $33,500 USD) value, the Scrambler 1200 XE was sold to an online bidder for £138,600 ($154,317 USD).
Paul Edmonson said, “Riding the Scrambler in No Time To Die was a privilege and certainly brought a smile to my face every time I rode it”.
Martin Craven added: “It’s an incredible beast, the Scrambler did everything we threw at it. We raced it to an inch of its life”.
The proceeds raised from the auction of the Scrambler 1200 XE will go to the independent charity Severn Hospice, which gives specialist care and support free of charge to families across Shropshire, Telford & Wrekin and Mid Wales who are living with an incurable illness.
The live auction featured 25 lots comprising vehicles, watches, costumes and props many of which related to the 25th Bond film, No Time To Die, with the final six lots offered representing each of the six actors who have played Bond. An online sale featuring 35 lots spanning the 25 films, continues until James Bond Day on October 5th, 2022 – the 60th anniversary of the world premiere of the first James Bond film Dr. No in 1962.
The post James Bond’s Triumph Scrambler 1200XE Sells For $154,317 At Auction appeared first on Motorcycle.com News.
Indian’s new Quick Release Low-Profile Trunk provides extra storage for day trips and small adventures while maintaining Indian’s recognizable style. This trunk features a lockable lid with a side-opening hinge, and a gas strut stabilizes the lid while open.
Its 46 liters (12.1 gallons) of storage fits two half helmets, gloves, and a jacket. The trunk has a 22-lb cargo limit, and the bottom is covered with a soft liner to reduce cargo shifting.
The quick release design lets you install/remove the trunk without tools, and no power connection plugs are required. Integrated mounting hardware comes off with the trunk.
The Low-Profile Trunk is available in a multitude of colors for $1,799.99 ($2,319.96 with mounting kit).
For more information, visit Indian’s website.
When the top-of-the-range Ducati Multistrada platform adopted the 170-hp V4 Granturismo engine for 2021, fans of the powerful, high-tech adventure bike waited with anticipation as additional models were rolled out.
For 2023, Ducati has introduced the Multistrada V4 Rally, which fills the gap left by the departure of the Multistrada 1260 Enduro. Like the Enduro, the V4 Rally comes standard with spoked tubeless wheels in 19-/17-inch sizes, additional suspension travel (7.9 inches front/rear), and a larger 7.9-gallon fuel tank (up from 5.8 gallons on other Multistrada models).
Related Story: 2022 Ducati DesertX | First Ride Review
Among the models in the Multistrada family, the V4 Rally is best suited for long-distance, two-up travel. Its additional fuel capacity gives it more range, its windscreen is 1.6 inches taller and 0.8 inch wider than the one on the V4 S, its longer tailsection provide more spacious passenger accommodations, and its rubber-mounted passenger footpegs reduce vibration. A centerstand is standard equipment, which facilitates loading/unloading luggage and performing basic checks and maintenance.
The V4 Rally is equipped with semi-active Ducati Skyhook Suspension EVO, and it features two comfort features. The Minimum Preload function allows the rider to “lower” the bike when stopping and riding at low speed by minimizing the preload of the shock absorber. The Easy Lift opens the suspension hydraulics at key “on” and reduces the effort required to lift the motorcycle from the sidestand thanks to the compression of the fork and shock absorber.
Other electronic rider aids include four ride modes (Sport, Touring, Urban, and Enduro), a quickshifter, radar-assisted adaptive cruise control and blind spot detection, and IMU-enabled features such as lean-sensitive ABS and traction control, wheelie control, and cornering lights. The 6.5-inch TFT display offers map navigation through the Ducati Connect app, which supports the use of a smartphone to answer calls or listen to music while using a helmet equipped with an intercom system.
The Multistrada V4 Rally also introduces a new strategy to extend the deactivation of the rear cylinder bank, which is available in all ride modes. In addition to switching off the rear cylinders at idle when stopped (a function already available on the Multistrada V4), the V4 Granturismo now keeps the rear cylinders deactivated in other operating conditions to optimize fuel consumption and emissions. Deactivation occurs even with the motorcycle in motion. As speed increases – or above a specific power request – the rear cylinders are reactivated, and the full performance of the V4 Granturismo is returned.
The 2023 Ducati Multistrada V4 Rally will be available in North America in one version: Adventure Travel & Radar, equipped with Adaptive Cruise Control and Blind Spot Detection, aluminum side cases, and heated grips and seats. MSRP is $31,495 for Ducati Red and $31,995 for Brushed Aluminum & Matte Black. A full range of accessories will also be available.
Base Price: $31,495 (Ducati Red), $31,995 (Brushed Aluminum & Matte Black)
Warranty: 2 yrs., unltd. miles
Engine Type: Liquid-cooled, transverse 90-degree V-4, DOHC w/ 4 valves per cyl.
Bore x Stroke: 83.0 x 53.5mm
Horsepower: 170 hp at 10,750 rpm (factory claim)
Torque: 89 lb-ft at 8,750 rpm (factory claim)
Transmission: 6-speed, hydraulically actuated slip/assist wet clutch w/ quickshifter
Final Drive: Chain
Wheelbase: 61.9 in.
Rake/Trail: 24.7 degrees/4.2 in.
Seat Height: 34.3/35.0 in.
Wet Weight: 573 lb
Fuel Capacity: 7.9 gals.
The post 2023 Ducati Multistrada V4 Rally | First Look Review first appeared on Rider Magazine.
Our guest on Episode 46 of the Rider Magazine Insider Podcast is Dave Scott, an old friend of host Greg Drevenstedt. This episode was recorded while Rider’s editorial team was in the final week of production for the November 2022 issue – our first-ever adventure-themed issue. Scott was the inspiration for the issue. In the summer of 2020, during a record-breaking hurricane season that drenched the Southeast in rain and when we were still in the early months of the Covid-19 pandemic, Scott took a solo journey on the TransAmerica Trail, a mostly off-road route that extends from coast to coast. He wrote a story about his adventure, and it goes well with other features in the November issue about the Trans Canada Adventure Trail, the Trans Euro Trail, and the White Rim Trail in Canyonlands National Park. Scott has a way with words, which is why we wanted to interview him on the podcast as a companion to his story. We had a freewheeling, uncensored conversation for nearly an hour, but we only made it as far as the Mississippi River on Scott’s east-to-west journey.
Enjoy this episode, and stay tuned for a follow-up episode where we’ll hear more about riding across America on a dirtbike.
You can listen to Episode 46 on iTunes, Spotify, and SoundCloud, or via the Rider Magazine Insider Podcast webpage. Please subscribe, leave us a 5-star rating, and tell your friends! Scroll down for a list of previous episodes.
Visit the Rider Magazine Insider Podcast webpage to check out previous episodes:
The post Dave Scott | Ep. 46 Rider Magazine Insider Podcast first appeared on Rider Magazine.
After much speculation, we finally know the provisional schedule for the 2023 season. The World Championship is penciled in for 21 rounds, beginning a little bit later than usual in the south of Portugal, ending in late November in the traditional season closer at Valencia, while some new additions see the Championship visit a 30th and 31st country!
BMW Motorrad offers sport-touring motorcyclists something special with its six-cylinder K 1600 series platform. The K 1600 platform originally debuted in the United States for the 2012 model year. Fast-forward to 2016, and BMW has expanded the lineup to include a bagger variation in the K 1600 B. For 2022, BMW Motorrad has modernized the platform. We tested the bagger variation in the BMW K 1600 B ($27,115 as tested).
As the model name indicates, the K 1600 is powered by BMW’s rowdy liquid-cooled 1,649cc inline-six. This bike makes nearly 135 hp at the business end of the 17-inch Bridgestone, these now arriving 1,000 rpm earlier in its powerband. It still makes nearly 116 lb.-ft. of torque, but the peak arrives at higher rpm versus bikes like Honda’s Gold Wing.
What sets this Beemer apart from others in this premium segment is its flexible powerband. Lug it low and this inline-six offers plenty of torque to get you moving quickly. Short-shift through the slick-shifting and electronic quickshifter-equipped (Motorrad calls it Gear Shift Assist Pro) six-speed gearbox and you’re riding a wave of torque to triple-digit speeds in no time.
Conversely, if you’re riding in a more sport-oriented fashion or with faster guys and gals on high-performance sportbikes, rev it out and listen to its six cylinders scream. The 1600 B has a borderline ridiculous amount of acceleration force for a heavyweight touring rig. With the throttle pinned, it’s pure F1-like exhilaration, winding out the engine and rowing through the transmission while you’re pushed deep into the cozy saddle.
Despite employing older-style axial-mount front calipers, the triple-disc braking package on the K 1600 offers plenty of stopping power; IMU-powered ABS now completes the braking package, boosting stability during brake application over slippery surfaces. We’re especially fond of the sharp, precise front brake compound and hearty brake pedal feel.
As before the engine drinks from a generous 7-gallon fuel tank. We recorded a 32 mpg average during mostly fast-paced riding. This extends range to well over 200 miles, a boon for riders who go the distance. Note, though, that with the oddly engineered OE-fitted floorboards included in the $3,400 Bagger Package, you’ll feel engine heat, especially in your feet.
Suspension-wise it continues to employ BMW’s marvelous Duolever front suspension. This configuration separates steering and damping functions. This is a nearly 800-pound motorcycle, yet steering feel is exceptionally light at any speed and it retains favorable damping quality in a variety of surfaces.
Riding over bumpy surfaces with jarring potholes it delivers a smooth and supple ride. Conversely, when you’re getting after it in the twisties, the suspenders offer a more conventional handling feel versus the Gold Wing, with the traditional front suspension bite of a telescopic fork. We also appreciate the fitment of traditional 17-inch cast alloy wheels fore and aft. Damping is electronically controlled via an IMU—smartphone-type chip that gives the vehicle positional awareness in real time, based on global riding mode (Rain, Road, and Dynamic).
The IMU also powers Motorrad’s new Drag Torque Control (BMW calls it “MSR”) which mitigates instability during declaration by raising engine rpm (reduce engine-brake effect). In layman’s terms, if you downshift in too low of a gear for vehicle speed, the throttle bodies open to help limit engine back torque and reduce instability on slippery pavement.
In typical BMW form, the K 1600 B is loaded with all the bells and whistles: heated grips, heated seat, cruise control, electronically adjustable windscreen, LED lighting, electronic suspension, and electronic reverse—it’s all standard fare. Our bagger, as noted, was outfitted with the $3,400 Bagger Package, which adds a two-speaker Bluetooth-enabled stereo (it’s a tad quiet for our tastes), centerstand, keyless/push-button engine start, electronic storage locks, LED fog/auxiliary, engine crashbars, and those questionable floorboards.
Keeping tabs on vehicle settings is a huge 10.25-inch color TFT display. In typical Motorrad form, the display shares identical fonts to other BMW two-wheel and four-wheel vehicles. As usual, the screen is sharp and is easy to read day or night. Menu navigation is identical to other streetbikes, and input is through the signature BMW multi-wheel design that debuted on the original ‘12 K 1600.
Instead of Apple CarPlay, BMW uses its proprietary iOS and Android-enabled smartphone app, BMW Motorrad Connected, which enables on screen turn-by-turn navigation and allows riders to track rides and monitor fuel level and maintenance intervals when away from the bike. Some may find it quirky, but a reasonably tech-savvy person should find it functional. Riders can plug in and stow their phone inside a somewhat cheap-feeling compartment behind the windscreen, though we found we preferred to leave our smartphones in our pants pockets.
Storage-wise, the K 1600 B accommodates 17 gallons of cargo; a full-face helmet can fit in each of its lockable side compartments. The hard cases are easy to use and feature a handy electronic central lock system that keeps your valuables secure when you’re away from the bike.
LED headlights with cornering function are a nice improvement over the previous setup. We rode this motorcycle after dark and the cornering function on the headlights performed adequately, but we’ve ridden motorcycles that had better corner-lighting function (i.e., Honda’s 2020 Africa Twin Adventure Sport ES DCT).
Which brings us to price. This motorcycle rings in at $22,545 in base configuration. Our testbike was outfitted with the executive styling package, which includes Metallic black paint, nifty air deflectors which channel air inside the cockpit during warm-weather rides, and engine spoilers. The Bagger package adds to that an electronic central locking system, centerstand, and a keyless remote fob; we’re not usually big fans of those, but on this bike it seems to work OK.
Sport-oriented luxury-touring riders will love the pedigree of BMW’s K 1600 platform. It’s fast when you want to zoom, yet equally capable purring placidly down the freeway for hours on end. Aside from the feet-cooking floorboards and the somewhat peculiar smartphone/app navigation integration, performance-minded riders will adore what the big-six BMW brings to the table.
Helmet: Shoei RF-SR
Jacket: Rev’It Tornado 3
Pant: Rev’It Piston
Gloves: Rev’It Sand 3
Boots: TCX Rush 2 Air
2022 BMW K 1600 B Technical Specifications and Price
|PRICE||$27,115 as tested|
|ENGINE||1,649cc, liquid-cooled, oil-cooled inline 6-cylinder; 4 valves/cyl.|
|BORE x STROKE||72.0 x 67.5mm|
|FUEL DELIVERY||Electronic intake pipe injection digital engine management system: BMS-O w/ throttle-by-wire|
|CLUTCH||Multiple-disc clutch in oil bath|
|FRAME||Bridge-type frame, cast aluminum, load-bearing engine|
|FRONT SUSPENSION||Duolever; central spring strut; 4.5 in. travel|
|REAR SUSPENSION||Cast aluminum single-sided swingarm w/ BMW Motorrad Paralever; central spring strut; 5.3 in. travel|
|FRONT BRAKES||4-piston fixed calipers, dual 320mm discs w/ ABS Pro|
|REAR BRAKE||2-piston caliper, 320mm disc w/ ABS Pro|
|WHEELS, FRONT/REAR||Cast aluminum; 17 x 3.5 in. / 17 x 6.0 in.|
|TIRES, FRONT/REAR||120/70-17; 190/55-17|
|SEAT HEIGHT||29.5 in.|
|FUEL CAPACITY||7.0 gal.|
|CLAIMED CURB WEIGHT||758 lb.|
|WARRANTY||3 years/36,000 miles|
The wait is over and the 2023 provisional calendar can now be announced, with more races and more countries than ever before. Competition begins in Portugal at the stunning Autodromo Internacional do Algarve in March before the Championship heads to Termas de Rio Hondo and Austin, TX, for the Americas GP, kicking the season off in style. From there, it’s back to Jerez as the European leg begins, with the classics coming thick and fast: Le Mans will host the 1000th Grand Prix before the paddock returns to Mugello, the Sachsenring and Assen.