Indian Motorcycle wants a piece of the heavyweight V-twin cruiser segment and its doing it with the 2022 Super Chief ($19,799 as tested). The Super Chief is part of the American brand’s new four-bike cruiser lineup that employs Indian’s tried-and-true powertrain and redesigned chassis. Read the 2022 Indian Motorcycle Chief First Look Preview article to get up to speed on these improvements. In this video review, we swing a leg over it during its US press introduction in Arizona. Tune-in and see what the Indian Super Chief is like to ride on the open road.
Saddle up aboard the 2022 Indian Motorcycle Super Chief— a heavyweight V-twin cruiser from legendary Indian Motorcycle brand. (Jordan Pay/)
The 2021 HondaCB650R ($9,199) rightfully places itself among Big Red’s sport standard lineup, placed between the entry-level and relatively affordable CB300R and the larger-displacement CB1000R. This middleweight certainly offers an engaging and entertaining experience for most experienced riders, while serving as an approachable platform for riders with fewer miles under their belts.
In this episode of MC Commute, we review the 2021 Honda CB650R as we ride to the <em>Motorcyclist</em> HQ. (Jeff Allen/)
Following a successful introduction to the US market in 2019, Big Red has made a number of revisions to the middleweight CB for increased practicality and performance. Honda addressed issues with the CB’s ergonomics, suspension, and engine performance with good, well-balanced results. This middleweight grows more attractive to all riders, while still elegantly dressed in Honda’s Neo-Sports Café styling.
Powering the CB650R is a 649cc inline-four engine. While the bore measurement is identical to the competition-inspired CBR600RR, Honda increased the stroke to achieve the displacement. (Jeff Allen/)
Honda chose a 649cc inline-four liquid-cooled powerplant for the CB650R, which sees a number of revisions aimed at improving emissions for the ’21 models year. Engineers made changes to the ECU mapping, camshaft lobes, and intake valve timing, as well as an all-new exhaust system with a new catalyst and muffler. An added benefit is an increase in peak output, which we recorded on our in-house Motorcyclist dyno. The CB650R produced a peak 81.9 hp at 10,900 rpm and 43.0 pound-feet of torque, which is a slight improvement to the 80.6 hp and 42.1 pound-feet that our last 2019 test unit recorded.
The CB650R sees a number of revisions in the 2021 model year. This LCD display has been repositioned to combat sun glare, while fonts have been changed to increase visibility of important information. (Jeff Allen/)
Opening the throttle on the CB650R offers approachable yet engaging acceleration, though an overly abrupt initial response is felt at slower speeds. The engine runs relatively vibration free and offers a comfortable highway ride settling in around 6,000 in top gear. The slick-shifting and well-spaced six-speed gearbox makes for easy work on both acceleration and deceleration. If I had one major gripe in the powerplant, the lack of clutch feel hinders the CB’s ability to efficiently accelerate away from a stop.
A pair of four-piston Nissin calipers clamping to 310mm discs bring the CB650R to a halt, even if lack of feel at the kever hinders their true stopping potential. (Jeff Allen/)
But the CB650R is an overall delightfully neutral ride, which benefits from a Showa Separate Function Big Piston fork (SFF-BP) for the ’21 model year. Although giving up some small-bump compliance over rough pavement for big-hit support needed in sporty scenarios, the suspension offers a likable balance. It’s light on its feet too. The CB tipped the Motorcyclist scales at a considerable 445 pounds with its 4.1-gallon fuel tank topped off, but corners effortlessly in a composed and confidence-inspiring manner. The OE-equipped Dunlop Sportmax D214 tires do an excellent job of connecting the Honda to the tarmac with great grip and feel.
The headlight on this CB650R is LED, as it is the same unit used on the larger-displacement CB1000R. (Jeff Allen/)
Braking performance is less inspiring, unfortunately. Brought to a halt by dual four-piston Nissin calipers up front, the Honda’s outright stopping power is adequate. Where the issue lies is in the brake lever’s lack of feel and unimpressive initial bite. It requires a lot of lever pull to unlock its braking potential, but also lacks the ability to communicate the amount of pressure being applied to the discs. An upgrade in an aftermarket brake pad may help. But if there is a positive, ABS is standard and offers seamless intervention when needed.
This Showa monoshock features a seven-step preload adjustability. It offers a great balance of small-bump compliance and big-hit support. (Jeff Allen/)
Honda also made revisions to the CB650R’s ergonomic setup, most notably rolling the handlebar position slightly forward for a more neutral position. Overall, it’s a comfortable ergonomic setup. The reach to the bar is relaxed, while the up-and-back footpeg placement adds a hint of aggression to the rider triangle, which helps in hustling the Honda through quick successions of corners. The measured 32.0-inch seat height allowed for an easy flat-foot contact for this 5-foot-7 tester and helps in low-speed maneuvers and navigating dense traffic. Finally, the LCD display perched in front of the handlebar has been re-angled to combat glare and given larger fonts so the rider can easily identify vital information at speed. A nice touch, Honda.
Dressed in Honda’s Neo-Sports Café styling, the CB650R is one of three sport standard models in the lineup. (Jeff Allen/)
The 2021 CB650R undeniably earns its spot in Honda’s lineup. Appropriately placed between the sport standard Honda models, this middleweight holds a place as a great all-around machine that strikes a balance of performance and versatility, while serving as an approachable steppingstone to the open-class market.
The 2021 CB650R is an approachable middleweight option for the Honda enthusiast. At $9,199, it may not exactly be a budget option, but is no stranger to Honda’s premium fit and finish. (Jeff Allen/)
Triumph Motorcycles made noise in 2019 after taking over official engine supplier duties (from Honda) in the Moto2 World Championship. To commemorate this milestone, Triumph has manufactured a street-legal Moto2 sportbike replica with its carbon fiber-clad Daytona Moto2 765 Limited Edition ($17,500).
Saddle up aboard Triumph’s Daytona 765 Moto2 replica in this review. (Triumph Motorcycles/)
The Daytona Moto2 765 Limited Edition is powered by a liquid-cooled 765cc inline-three that is based off the powertrain used in the Moto2 World Championship. (Triumph Motorcycles /)
Swing a leg over the Daytona 765 and the seating position feels familiar for longtime Daytona 675 riders. The bike is narrow between the rider’s legs with a tall, forward-slanted seat wrapped in a premium high-grip material with fine stitching. The clip-on style controls are positioned in a focused-track-style manner. On a side note, there are no passenger accommodations.
Braking performance is a clear highlight of the Daytona Moto2 765 Limited Edition. However the calibration of the ABS (even in its least aggressive track setting) could be improved. (Triumph Motorcycles /)
A new color TFT display and updated top clamp etched with the vehicle’s production number signal you’re aboard something special. Fire up the engine and the I3 whines to life with its signature note. It sounds even more sweet with its OE-fitted Arrow titanium muffler.
We love the charismatic and fun-loving howl that Triumph’s I3 produces. It sounds even sweeter with this titanium muffler from Arrow. (Triumph Motorcycles/)
With its larger-capacity 765cc engine the Daytona has added punch, especially off the bottom. This helps pull its taller first gear with ease and not much clutch slip. Renowned for its midrange, the engine is subtly fatter in this rpm range too. An electronic up-and-down quickshifter makes it easy and fun to rip through the six-speed gearbox. Triumph says the engine is good for 128 hp but we estimate around 116 ponies at the Pirelli Diablo Supercorsa SP V3 rear tire.
Brembo’s MCS-type master cylinder is a game changer. It allows the rider to modify brake feel and bite based on preference. (Triumph Motorcycles/)
Hold the throttle wide for a few moments and it’s easy to fall in love (again) with the Daytona’s charismatic engine howl and connected rear tire feel. There’s a reason why other motorcycle manufacturers have engineered their own middleweight-plus I3s. The engine drinks from a 4.6-gallon tank and we averaged 37.5 mpg during mostly high-speed riding.
The Daytona Moto2 765 Limited Edition is graced with a color TFT display. It’s angled a tad low and it could be brighter during daytime rides. (Triumph Motorcycles/)
The 765 now benefits from a ride-by-wire throttle system which enables user-adjustable riding mode selection (Rain, Road, Sport, Track, and a customizable user setting). The throttle response remains as accurate as Triumph’s outgoing analog setup.
Advanced track day riders will appreciate the fully independent damping adjustment function of the Ohlins TTX-generation shock. (Triumph Motorcycles /)
Each mode is tied to a specific engine, throttle, and traction control maps. The electronics generally work well at a moderate street pace, but feel dated compared to contemporary sportbike electronic packages.
This Triumph Moto2 replica benefits from full carbon fiber body work that not only looks awesome but reduces its curb weight to around 410-pounds with fuel. (Triumph Motorcycles /)
Chassis-wise the 410-some-pound Daytona remains nimble and apt to play. Steering geometry is relaxed slightly, which improves stability and reduces propensity for headshake during full-open throttle application. The Daytona continues to roll on manually adjusted Öhlins suspension.
Each Moto2 replica is adorned with its production number atop the triple clamp. A total of 1,530 vehicles are being manufactured worldwide. (Triumph Motorcycles /)
The suspenders offer a firm ride with pleasing action, and a wide range of damping adjustment. Track riders will especially appreciate the shock’s separate (TTX) compression and rebounding damping circuits that provide more accurate adjustment. Even though the components are 8 years old, they still perform well.
An electronic up-and-down quickshifter makes it easy to keep the 765cc engine in the meat of its powerband. We also value the added stability it offers during corner entry. (Triumph Motorcycles/)
Aside from the delightful engine character, the braking package is a clear highlight. The Brembo radial-mount calipers and MCS-type adjustable-ratio master cylinder offer voracious brake bite with just the right amount of feel from the lever. Fixed, always-on ABS mitigates slides and braking instability. However, again, the ABS programming hardware input is of a more old-school design versus modern cornering ABS systems.
The Daytona 765 rolls on Pirelli’s fantastic Diablo Supercorsa SP V3 high-performance street and trackday rubber. (Triumph Motorcycles/)
Price aside, there is a lot to like about riding this Moto2 replica. It’s a peppy sportbike with a fun-loving character that only one other sportbike can match in this displacement category. Its tried-and-true chassis remains nimble yet offers a hint more stability than we remember with the outgoing Daytona 675R. The front brakes are also one of the most adept setups at shedding speed on a sportbike. If you want to own a piece of grand prix racing history that you can ride to work, now’s your chance.
For those who want to own a piece of grand prix racing history that they can ride to work, enter the $17,500 Triumph Daytona Moto2 765 Limited Edition. (Triumph Motorcycles/)
We swing a leg over the 2021 Ducati Nightshift in this motorcycle review. (Tim Keeton/Impact Images/)
The Scrambler, in both 803cc and 1,079cc (1100) formats, has been a spectacular success for Ducati. The 800 topped Ducati’s sales charts from 2015 to 2019. For 2021 Ducati has cut down the Scrambler range, removing the Café Racer and Full Throttle, and introduced one new model, the Nightshift.
Loosely based on the old Ducati Monster 796 (803cc) engine, in 2021 the motor remains unchanged, with quoted power output of 73 hp at 8,250 rpm and 48.8 pound-feet at 5,750 rpm. (Tim Keeton/Impact Images/)
The relatively basic air-cooled L-twin is loosely based on the old Ducati Monster796 (803cc) engine (which produced a quoted 87 hp). Bore and stroke are the same, but valves, injectors, exhaust, intake, airbox are all completely different. In 2019 Ducati introduced a lighter hydraulic clutch, instead of the conventional cable, and in 2021 the engine remains unchanged.
As expected, tubular steel trellis frame and supported by nonadjustable Kayaba fork and Kayaba single shock on the rear, with preload adjustment only. (Tim Keeton/Impact Images/)
The base of the engine is more than 10 years old, and output, 73 hp at 8,250 rpm and 48.8 pound-feet at 5,750 rpm, will hardly impress your mates down at the gym. But the engine is bulletproof, eminently usable, and, crucially in this market, attractive. Ducati could have gone hunting for more power with a modern, water-cooled engine but it wouldn’t have had the visual allure and character of the simple air-cooled L-twin.
Ducati stayed with the single disc front brake setup, a 330mm disc gripped by a radial four-piston Brembo caliper, more than enough stopping power on a 397-pound lightweight bike. (Tim Keeton/Impact Images/)
The air-cooled motor has been diluted by Euro 5 restrictions, and the attractive, twin-stacked exhaust just about beats out enough decibels for it to offer some personality. Power delivery is soft and friendly, and there is a lovely connection, even at low speeds. Peak torque is at just 5,750 rpm so there’s no real need to rev the twin; instead short-shift and enjoy the usability of the desmo motor.
That flat torque curve gives great drive from anywhere, and when combined with typical Scrambler lightness, you soon realize this is anything but a slow bike. I’ve done incalculable miles on different variants of the Scrambler over the years, and I’m always pleasantly surprised by its energetic and well-measured performance, which is more than enough for the road and cruising along at freeway speeds without it feeling breathless. Experienced riders dropping down in capacity for a Scrambler may miss the lack of over-rev and might crave a little more excitement toward the top-end too, but the target audience of new and inexperienced riders will love its accessibility.
Straight narrow bars, bar-end mirrors, side number plates, spoked wheels, and Ducati Performance LED indicators (approved for EU) are all standard on the Nightshift. (Tim Keeton/Impact Images/)
The straight and narrow handlebar, complemented by racy bar-end mirrors and retro side-mounted number plates, give the notion of a radical riding position, whereas it’s much more relaxed than it appears.
The new bars are not as natural as the standard Icon’s traditional Scrambler bars but, equally, they aren’t extreme or uncomfortable, even at low speeds. Taller riders may find the bars more compromising, but they aren’t as radical as you might think—the Nightshift may appear to have a sporty edge but, in reality, it’s as extreme as mini-golf.
Unique alloy spoked wheels, 18-incher up front and 17 on the rear, are surrounded by the familiar Pirelli MT 60 rubber. (Tim Keeton/Impact Images/)
The steering is a little slower—not as natural. On the standard Scrambler, you’re upright, turning with wide, welcoming bars. In comparison, on the Nightshift you’re further forward in the chassis, more over the fuel tank, which gives a racier feel. You feel more obliged to hang off the Scrambler midcorner, rather than sit back and simply turn in a conventional manner. I like it, though, the riding position encourages you to tuck in and stretch the cable a little more.
Two-channel cornering ABS, which was introduced in 2019, but still no traction control or rider modes. (Tim Keeton/Impact Images/)
The bike is light at 397 pounds, flickable, and almost toylike at times. It is just as happy on the faster stuff as it is cutting up traffic around town. With an 18-inch front wheel and 17-inch rear and off-road-looking rubber, it shouldn’t really work, but it does.
There are now essentially three 803cc models to choose from, the standard Icon, the off-road-biased Desert Sled, and the Nightshift, which we have on test. The Café Racer and Full Throttle have been removed from the lineup for 2021. (Tim Keeton/Impact Images/)
Those Pirelli MT 60 tires work well in both the dry and the wet and offer great response. You can have fun on the Scrambler, carrying corner speed with confidence. Even when you push on, it still performs and is far more capable than it needs to be.
With reasonably welcoming ergonomics and a new and comfortable flat seat, embarking on some serious miles on the Nightshift isn’t unthinkable. (Tim Keeton/Impact Images/)
As the Nightshift is so light and speeds should be relatively low, the single-rotor stoppers are more than capable, and aren’t too abrupt. The introduction of cornering ABS was a welcomed addition for new and experienced riders alike and isn’t intrusive.
The engine looks neat and attractive. (Tim Keeton/Impact Images/)
Cornering ABS carries on from the previous model, yet there are still no additional rider aids like traction control. Are sophisticated rider aids needed on a relatively slow-revving air-cooled Ducati that has excellent mechanical grip and feedback anyway? Possibly not, but new riders might be more attracted to the competition which has TC as standard.
On the road, away from the track, you don’t really need much more for a relaxed and sometimes spirited ride. (Tim Keeton/Impact Images/)
If the Nightshift isn’t individual enough for you, there is a plethora of accessories to personalize the Ducati further. One of the pleasurable characteristics of the Scrambler range is that you can add or remove parts easily; they are relatively simple to work on, and there is a hefty catalog of different exhausts, rear ends, and accessories to choose from.
As you’d expect, economy is reasonable for a low-revving air-cooled twin. Ducati claims 54 mpg; I managed a little less at 52 mpg, which gives you a theoretical tank range of just over 150 miles. (Tim Keeton/Impact Images/)
Verdict
The new Nightshift carries forward the original bike’s attributes, namely being easy to ride, fun, lightweight, good looking, and powered by a charming engine with enough performance on the road.
LED DRL headlight, as per the previous model, the USB under the seat is a nice touch and comes in useful. (Tim Keeton/Impact Images/)
The Nightshift is an excellent first bike, a gentle step into the Ducati brand. The fact that it looks like a one-off special and not a standard production bike can only add to its allure. My only concern is the price. We are now more than $10K for an entry-level Ducati. Yes, I know this is a prestigious brand, and the bike looks stunning, but I think the increase in price from the original in 2015 might be a little too much for first-time buyers.
The only real downside or discussion point is cost. When the first Ducati Scrambler was introduced in 2015 it represented a relatively economical way into the aspirational Ducati brand, but arguably not anymore. (Tim Keeton/Impact Images/)
2021 Ducati Scrambler Nightshift Technical Specifications and Price
PRICE
$10,995
ENGINE
803cc, air-cooled,L-twin; 2-valve/cyl.
BORE x STROKE
88.0 x 66.0mm
COMPRESSION RATIO
11.0:1
FUEL DELIVERY
Fuel injection w/ 50mm throttle bodies
CLUTCH
Wet, multiplate slipper and self-servo; hydraulically actuated
TRANSMISSION/FINAL DRIVE
6-speed/chain
CLAIMED HORSEPOWER
73 hp @ 8,250 rpm
CLAIMED TORQUE
48.8 lb.-ft. @ 5,750 rpm
FRAME
Tubular steel trellis
FRONT SUSPENSION
Kayaba inverted 41mm fork; 5.9 in. travel
REAR SUSPENSION
Single shock, spring preload adjustable; 5.9 in. travel
Yamaha was the first Japanese sportbike to go head to head against its European rivals in the realm of high-end carbon fiber-clad limited-edition superbikes with its original YZF-R1M. Fast-forward to today and the Tuning Fork brand continues to offer something special with its 2021 YZF-R1M ($26,099).
Yamaha’s 2021 YZF-R1M ($26,099) continues to be pure excellence. We love the function and versatility of its Öhlins semi-active suspension. (Jeff Allen/)
It’s no secret Yamaha went in a racy direction with its current YZF-R1. The seat is tall, the clip-on-style bars low, and the rider’s rearsets are tucked up high. But with the addition of the R1M’s Öhlins semi-active suspension it becomes a surprisingly versatile literbike. With a few swipes of a button, the R1 goes from mild (pleasingly cushy for a sportbike) to wild (firm damping with loads of feel). However, it does have a cost, tacking on another $8,700.
Draped in full carbon fiber bodywork (including the tail section), Yamaha’s YZF-R1M looks like a bespoke piece of hardware for cruising around the street—or setting fast lap times at the circuit. (Jeff Allen/)
For that extra cash you also get full carbon fiber bodywork (including tailsection) and Yamaha’s GPS-powered telemetry system that sits atop the passenger tail cowl. Yamaha also includes a traditional passenger seat. Because the telemetry system is 6 years old, the user interface is a tad clunky when used on an iOS-enabled smartphone (the Y-TRAC and YRC Setting apps are Android compatible too). Another gripe is you have to physically remove the rear cowl (with a T30 Torx head) to access the unit’s Wi-Fi password.
The YZF-R1M stands out with its polished aluminum swingarm versus the standard model’s painted piece. (Jeff Allen/)
But hold the throttle wide open for a few moments and these gripes fade away and are replaced with a euphoric burst of adrenaline. The R1′s 998cc CP4 inline-four is a thing of mechanical beauty. It delivers huge power, to the tune of 165 hp at the business end of the 200-series Bridgestone Battlax RS11 rubber.
The ‘21 YZF-R1M employs Öhlins latest and greatest semi-active electronic suspension with a gas-charged fork. The suspension offers versatile performance with a few pushes of a button. (Jeff Allen/)
Even better is the engine’s sound, delivering a unique guttural roar that sounds like no other motorcycle made…aside from Valentino Rossi’s YZR-M1 MotoGP prototype. An electric up-and-down quickshifter makes for immediate gear exchanges between each of the six transmission cogs.
The 998cc CP4 engine offers a growling exhaust note that sounds unlike any other inline-four engine. (Jeff Allen/)
A tour de force in the electronics department, this YZF comes with all the bells and whistles. But our favorite feature is the enhanced throttle response courtesy of Yamaha’s tweaked ride-by-wire throttle. This boosts the usability of Power Mode 1 (the highest power setting), even in a casual street setting as compared to the original R1M.
The Tuning Fork brand pairs exclusivity with performance, and function with its ‘’21 YZF-R1M superbike. (Jeff Allen/)
Adjustable engine-brake control is another pleasing upgrade. However the electronics perform so well that the added momentum in EBM 2 or 3 during corner entry can tax the stopping capability of the triple-disc hydraulic brakes at an elevated track pace. This creates dreaded front brake fade. Thankfully this condition can be mitigated by selecting the standard engine-brake setting (EBM 1).
Introduced for the 2015 model year, the YZF-R1M is the pinnacle of Yamaha’s production sportbike technology. (Jeff Allen/)
Aside from the occasionally fade-prone front brakes, clunky telemetry UI, and the now-too-small iPhone 5-sized color dash display (it was awesome in 2015!) there’s still a lot to love about the ’21 YZF-R1M. It accelerates like a bat out of hell with a polished character and charisma typical of European superbikes. And with the addition of the R1M’s fantastic Öhlins semi-active suspension, the R1 becomes a more friendly streetbike versus the base model.
Gear Box
Helmet: Shoei RF-SR
Jacket: Alpinestars Oscar Charlie
Gloves: Alpinestars T-SP W Drystar
Pant: Alpinestars Copper V2
Boot: Alpinestars CR-X Drystar
Yamaha’s YZF-R1M is a hoot to ride, especially at the racetrack where its advanced rider aids and 165 hp I4 engine make for the ultimate play date. (Jeff Allen/)
2021 Yamaha YZF-R1M Technical Specifications and Price
Yamaha’s always driven a hard bargain with its FZ turned MT-09 naked bike. But with the third iteration, the Tuning Fork triple really hits its stride. Featuring extra power, electronics, sport handling, and overall refinement, the 2021 MT-09 ($9,399) is a middleweight-plus-size streetbike that you should consider riding.
There’s a lot to like about Yamaha’s versatile and fun MT-09 naked bike as we learn in this review. (Joseph Agustin/)
With the arrival ‘21 model, the MT-09 comes of age. We appreciate its well-rounded performance and value inside the naked bike class. (Joseph Agustin/)
There are a lot of things working for the MT-09, but the bigger 890cc CP3 inline-three remains the highlight. With its added piston stroke the powerband is wider with plenty of oomph as the clutch is released. So much so that first and second gear are taller.
The MT-09 features balanced ergonomics that are a good compromise between everyday comfort and sport use. (Joseph Agustin/)
Hard on the throttle the engine impresses with its rowdy note and induction roar that sounds almost identical to the Hinkley brand’s triple. Nice.
We appreciate the subtle styling touches like the “Dark Side of Japan” logo inside the LED taillight. (Joseph Agustin/)
But this version is smoother with less engine vibration. Herky-jerky throttle response is a thing of the past and the throttle mapping is as accurate as ride-by-wire bikes come these days. YZF-R1-sourced traction, slide and wheelie control are standard and easily manipulated via the handlebar-mounted switch gear.
The MT-09 is as home in the city as it is outside of it during apex strafing missions. (Joseph Agustin Photography/)
The ergonomics are balanced and a good compromise between upright comfort and sport appeal. The seat is nice and comfy too. Riders who desire extra cornering clearance can raise the position of the footpegs.
The MT-09 is powered by a larger 890cc CP3 engine (physical size remains the same, however). The engine is loaded with torque and has a pleasing sound and overall character. (Joseph Agustin/)
A 3.5-inch color TFT display keeps tabs on it all, including the 3.7-gallon fuel tank. During the course of our test ride we registered 41 mpg at a mostly spirited pace. Crisp fonts and easy menu navigation make it easy to monitor settings, however the screen size could be larger.
Yamaha’s naked bike is a hoot to ride at speed. The wiggle-wobble handling is a thing of the past and the chassis offers elevated road holding. (Joseph Agustin/)
Weighing in at a claimed 417 pounds with fuel, the MT-09 is easy to ride. It feels more nimble than it is, considering its engine displacement. The suspension continues to do a fine job of filtering bumps yet offers more support at speed through corners. The chassis is more planted than we remember and the grip provided from the OE-fitted Bridgestone Battlax S22 tires is excellent. Full suspension damping adjustment is now standard so you can tweak handling.
The MT-09’s seat isn’t too tall, nor too short. It proved comfortable during the course of our 93-mile test ride. (Joseph Agustin/)
Triple disc hydraulic brakes shed speed and offer more lever feel courtesy of the R1-sourced radial master cylinder. Adjustable-level ABS is also standard, with cornering function (BC2 mode). It’s a functional braking package that matches the acceleration and handling performance of the MT well.
We’re big fans of the sound, character, and feel of the 890cc CP3 engine. Throttle response is also greatly improved versus previous versions. (Joseph Agustin/)
Although the tank feels wide at the top. The seating position is nice and slim. We also appreciate the neutral bend of the handlebar. (Joseph Agustin/)
With the introduction of the ’21 MT-09, Yammie’s triple-cylinder naked bike arrives at adulthood. The previous squawks, including somewhat mushy handling and synthetic throttle response, are erased and the new version has much better synergy between each component. This nets a motorcycle that’s as practical as it is fun to ride. And the best part, it won’t break the bank owning it.
Despite its engine size, the MT-09 feels lighter and more nimble than its displacement implies. (Joseph Agustin/)
2021 Yamaha MT-09 Technical Specifications And Price
The Tuning Fork brand offers incredible performance and value in the middleweight-plus-sized naked bike class with its 2021 MT-09 ($9,399). (Joseph Agustin /)
Triple-cylinder naked bikes are one of the most entertaining streetbike categories. Featuring a slim cockpit with gobs of front wheel lifting torque, sweet-sounding motorcycles like Yamaha’s MT-09 (Masters of Torque) make everyday a joyride. This year, the Tuning Fork marque adds sport to the equation with its 2021 MT-09 ($9,399). The I3 Yammie adopts the current (2015–2021) YZF-R1 electronics package along with a sharper powertrain and chassis that boosts its attitude.
We throw a leg over Yamaha’s more sporty 2021 MT-09 ($9,399). (Joseph Agustin/)
With added polish and sport attitude, the third-generation 2021 MT-09 is a significant upgrade versus the previous iteration. (Joseph Agustin/)
Perched at the controls, the MT-09 has a slim seating position with a well-proportioned cockpit. The seat height is neither too low, nor too high, and the handlebar bend is neutral and modern feeling. Our only gripe is that it could be a tad wider. Adjustable footpegs allow for added cornering clearance for hardcore lean-angle enthusiasts. The brake lever and pedal also offer position adjustment.
The ‘21 MT-09 impresses with its versatility. It’s agile and comfy around town, yet delivers pleasing sport appeal when ridden on curvy roads. (Joseph Agustin/)
As usual the highlight of the MT-09 is its friendly and playful CP3 engine that grows to 890cc via added piston stroke. This nets an even broader spread of torque, paired with a refined and still exceptionally pleasing engine and exhaust note. Real ram-air intake enhances engine sound during acceleration, but isn’t quite as mean sounding as Team Green or Suzuki’s plus-sized middleweights.
Yamaha’s YZF-R1-sourced multi-wheel control interface is easy to use but could offer improved tactile function when pressed. (Joseph Agustin/)
There is plenty of punch at any rpm and the powertrain is smoother in terms of vibration and power application as compared to other modern triples. The throttle response specifically is greatly improved courtesy of the ’20 R1′s Accelerator Position Sensor Grip. Rider’s choose from four combined engine and throttle mode maps (Mode 1 gives the sharpest engine response and Mode 4 offers reduced engine snap). Overall we preferred the powerband in the most aggressive setting.
A more rigid chassis along with Bridgestone’s fantastic Battlax S22 rubber make fast-paced riding escapades a blast. (Joseph Agustin /)
The electronics also incorporate IMU-powered traction and power-slide control. It functions by moderating engine torque based on vehicle position (in relation to the pavement) and rider control input. Adjustable level ABS, with cornering function (more aggressive, BC 2 ABS setting) are also standard, as is two-level adjustable wheelie control (Yamaha calls it “lift control”). The electronics perform as advertised and benefit from more advanced programming than other electronic packages in this segment.
The MT-09 benefits from full LED lighting. (Joseph Agustin/)
We’re big fans of the MT-09’s ergonomics package and adjustable height footpegs allow for added cornering clearance. (Joseph Agustin/)
The electronics are monitored via a modest-sized 3.5-inch color display. The screen offers sharp fonts and easy menu navigation but it could be larger. The multi-wheel control interface on the handlebar is easy to use but could have better tactile feel. An electronic quickshifter allows for clutch-less full-throttle upshifts through the six-speed gearbox. It also functions during downshifts but the programming could be faster and more responsive. Still, it’s a nice feature, especially at its price point.
The 2021 MT-09 is powered by a 43cc larger CP3 engine that now displaces 890cc. (Joseph Agustin/)
With a fully fueled curb weight of 417-pounds, the MT-09 is light and easy to ride around town. (Joseph Agustin/)
With a 417-pound curb weight (8 pounds lighter than the 2017–2020 model) the MT-09 remains agile in motion and is well-suited to both urban and country road environments. Leaned over through turns the chassis has a more planted and sportbike-like feel. Yet it retains friendly manners over bumps and rough pavement. The suspension incorporates full spring preload and damping adjustment so you can tweak handling. The MT-09 comes with Bridgestone’s grippy and versatile Battlax S22 rubber, another nice touch.
A 3.5-inch color TFT display keeps tabs on vehicle settings. We wish it was larger. (Joseph Agustin/)
Pound for pound, you’ll be hard pressed to ride a more capable naked bike than the ’21 MT-09. It retains its signature comfort and everyday versatility, but adds a significant degree of sport aptitude. Factor in its finely tuned powertrain and electronics package and the MT-09 presents significant bang for the buck. We know which bike we’d purchase if we were looking for a new middleweight-plus-sized naked bike…
Yamaha’s updated CP3 engine is mesmerizing. It offers gobs of immediate torque with a pleasing engine note. It’s also smooth and devoid of unwanted vibration. (Joseph Agustin/)
Motorcycle Test by Wayne Vickers – Images by Rob Mott
Eh? Why are we looking at these two at the same time? Sure they share a 150cc sized stump puller within, but other than that they couldn’t be much more different. The short answer is that we thought it might be interesting. They are two very different approaches to the entry level market after all. So let’s see what we’ve got.
Honda ADV 150 versus Yamaha YZF-R15 head to head
In the red corner, weighing in at 133 kilograms and setting you back around six-grand, we have the new Honda ADV150 ‘adventure scooter’. No, I didn’t know that was a thing either, but apparently it is. And in the blue corner, weighing in at 138 kilograms dripping wet and full of fuel we have Yamaha’s updated YZF-R15. Team blue’s littlest brother to the R1. From another mother.
Let’s start with the ADV scooter. Honda describes it as being ‘Adventure Ready’ but I think the marketing team might have gotten a little carried away (they also describe it as having tough, muscular styling.. just saying). For a scooter – which I tend to associate with quick, convenient shorter trips, it has a rather complicated and confusing key fob system with three buttons and a start-up process that involves a push-and-turn dial on the bike as well as requiring the side stand be up and the brakes on to start it. A simple key would have probably been more convenient… but once you figure it out and get used to it, it’s quick enough.
Wayne found the Honda ADV150 annoying with many needless steps required before you get on the move
Anyway. On the go it’s a nice thing actually. Quite refined, auto clutch take-up is seamless, engine is smooth and quiet, ABS stoppers feel up to the task. It has quite a nice, nimble lightness to it that I think a lot of folks would find appealing. In traffic it’s able to hold its own against most cars from the front of the lights.
Honda ADV150
Out on the highway? Well after only 40 kilometres of boring highway work I was already feeling it in my lower back and hips. I got used to it with some more time aboard, but its worth noting that the seat is quite firm and there’s not a lot of soaking up of serious bumps going on for longer trips. It was fine on another full day of riding that was more dynamic. Stop starts, corners etc. But boring highway work is not really it’s forte.
Highway work is not the natural environment for the ADV150 scooter
So, fine for around town and shorter jaunts, and certainly the slightly bigger than average sized wheels (for a scooter) help navigate rougher urban roads, potholes and tram tracks etc. But I wouldn’t want to spend extended hours touring on one out in the countryside.
Honda ADV150
An eight-litre fuel tank is going to force you to stop fairly regularly anyway I guess. I was averaging around 3.5L per hundred kays overall, but was seeing 4.5 – 5L/100ks on the dash while holding it pegged at 110 down the freeway (tucked in behind the slightly adjustable screen), so don’t expect to be getting any more than 200ks per tank. I’d suggest it’d get better mileage than that on full time urban work. Especially with the auto start enabled via the simple switch on the RHS.
Honda ADV150 instrumentation
And speaking of dash.. It has a display that shows you the day and month once you figure it out (and it also shows you ambient temp’).. But doesnt show you engine temp. I can’t explain it either. And where I was expecting a tacho is instead replaced with an ‘Inst. Fuel Cons’ readout.
Honda ADV150 cuts a fairly nice pose
Styling wise it seems nicely executed if a little busy, with lots of intricate surface details. That said, they’re all quite nicely finished with good quality materials. Plenty to look at while you’re sipping your latte. I did seem to have to keep wiping the bike down in that colour scheme, the footrest areas in particular just kept showing up dirt.
Fairing pocket with power outlet
Although there’s plenty of useful storage space, note that the underseat storage didn’t fit either of the two full faced helmets I tried which I thought was weird. It was about an inch short of closing. Probably would have if I forced it, but I’m not going to do that to a helmet with venting on it… I’d expect its made for open faced helmets.
Honda ADV150 underseat storage
The centre-stand is easy to use on such a light weight bike for even the most physically challenged amongst us. Super easy to put on and off the stand. It also has a great price tag at a bit over 6k ride away with a 24-month warranty. And for that sort of money you can ignore some quirks in the dash etc. I actually think it’s a pretty solid offering. Plenty to like.
Honda ADV150
Now on to the Yamaha YZF-R15
The ‘R-15’ that Yamaha are dubbing version ‘3.0’ (yes I can’t help but think of the vegemite thing either), is quite a different pot of seafood. It certainly looks the biz. Clearly some resemblances to its bigger brothers for those more sportily inclined amongst us. Controls are all quite simple and traditional. Clutch and brake feel is good, seating position pretty comfortable too (I was more comfortable after the initial 45mins on this than I was on the scooter). It does a decent job of soaking up bumps and it actually steers surprisingly well for a bike that’s sub 5 grand new.
Yamaha YZF-R15
The achilles heel with this one though is the engine. While it’s new variable valve actuation might have seen a 20 per cent increase in power over the previous model with it now churning out 18 horsepower (incidentally that compares to the scooter’s 14 ponies), its character is.. well.. let’s just call it a little agricultural due to mechanical engine noise that’s not especially pleasant in the upper revs.
Yamaha YZF-R15
A vibe sets in as the variable time thing gets all variable to the point that it almost sounds as though it’s pinging and generally not having a good time. Character perhaps? You do sort of get used to it… The younguns might love that little reminder that they have it pegged and are in boy-racer mode. And the bike does look the biz for your social media selfies and the like…
Wayne is not a big fan of the engine in the YZF-R15
Fuelling is fairly abrupt in the transition from off to on and back again, and it’ll have the occasional hesitation here and there as well. It doesn’t really like going up hills at speed very much though. And you’ll see the shift-light come on in top gear at about 135 km/h if you have a long enough straight. And some assistance from a downhill.
Yamaha YZF-R15
On the road it’s a fun enough little thing to punt along though once you start to ignore the engine noise. Everything else works pretty well. The little R15 teaches you to maintain momentum. You can certainly hold some corner speed on a bike that weighs around 130 kilos… It’s actually good fun and a bit of a giggle. Suspension and brakes seem up to it with no obvious weaknesses there.
Yamaha YZF-R15
Single front disc only, but it does the job. Nice dash too. Simple. Easy to read. But again – no engine temp? Is that a thing now? Apparently you can customise the ‘Hi Buddy’ greeting so it says your name on start up too…
Yamaha YZF-R15
Turns out this is the number one selling sports bike on the planet. Sure – mostly in markets where they aren’t competing against bigger sportsbikes, but it’s worth taking that into context. Should it have a better engine in the Aussie/Euro/US market? Yes it probably should. Especially if it wants to have the YZF-R name on the side, but it’s built to a price point and I dare say it’ll sell here too. It looks as though it is doing 100 mph standing still and that certainly adds a lot to the appeal.
Yamaha YZF-R15
Although if Yamaha wanted to really have something for the lower end entry level market I do wonder why they haven’t brought in the MT15 yet – or even instead of. It’d be cheaper again and probably take the expected drops from beginners a lot more robustly without as many fragile plastics on it. But again, I guess it is all about the look. It’ll be interesting to see how the new R15 sells compared to its slightly bigger R3 brother that sports a much nicer engine. That price though… less than 5 grand. For a new Yamaha road bike with a factory warranty? Albeit only 12 months due to its small capacity compared to the 24 months warranty on a larger Yamaha motorcycle but still, hard to argue against. Amazing value.
Yamaha YZF-R15
Summaries…
Yamaha YZF-R15
Consider the YZF-R15 if..
You see yourself getting out on the open road and finding some corners to explore
You want to learn to ride with a clutch and gearbox
You aren’t going to have anyone on the back
You see yourself maybe getting a bigger sportbike one day
Honda ADV 150 and Yamaha YZF-R15 compared
Consider the ADV150 if..
You’re all about buzzing around town
Twist the throttle and go is your thing
You don’t see yourself doing big kilometres on the open road
You fancy something with a bit of in-built storage
Honda ADV150
Yamaha YZF-R15 and Honda ADV150 spec’ sheets compared
Words Adam Child ‘Chad’ Images by Joe Dick and Ducati
The V4 S gets an Ohlins damper in place of the standard models Sachs unit and the suspension gets electronic damping control
Turn the key, and the 5-inch colour TFT dash comes alive. It is then time to select which rider mode is appropriate for your ride – Street, Sport or Race.
Yep that’s naked…
Each one changes a glut of rider aids and power characteristics. I’m a little intimidated so I opt for Street and leave the rider aids alone. Now it’s time to poke the the beast.
Just a bit going on here…
Blip the throttle and there is an instantly familiar Ducati Panigale heartbeat to the Streetfighter. It’s slightly odd if you’re not used to the Panigale soundtrack because it doesn’t sound like a V4, more a pulsing V-twin. It’s Euro-4 compliant yet it sounds strong through the standard exhaust and certainly isn’t crying out for an aftermarket system.
A decent take on the whole modern angular naked bike styling
My first few miles are met with mild confusion as I leave Silverstone, the home of F1 and Ducati HQ in the UK. There is no ‘mad’. In fact, it’s like meeting Ozzy Osbourne and finding out he’s vegetarian and likes knitting.
Anybody would think Ducati was sponsored by Red Bull
Trundling along, whilst admiring the protruding wings on either side of the 16-litre fuel tank, I discover the fuelling is perfect. Clutchless gear changes are smooth, but still no madness. This Italian could be Japanese, so smooth and easy-to-ride. I’d even go so far as to say a relatively inexperienced rider could jump on the V4S and, at low speeds at least, not feel overwhelmed. Once you brush past the snarling teeth, this croc appears not to bite.
Ducati Streetfighter V4 S
Onto the dual-carriageway, and it’s time to poke the beast a little harder. It’s a similar story. The revs start to build, but not frighteningly so; the power is progressive and smooth… Have my balls got bigger overnight, am I braver than I think, or does this Ducati just not feel quick?
Amazing amount of work goes into modern exhausts to meet Euro legislation, look at how much is going on down there
A glance in my mirrors reveals two empty lanes in front and nothing behind me, so I grab 4th gear plus a huge handful of throttle. Wow, now it bites! At 7000 rpm the Streetfighter wants to take off. I short-shift at 10,000 rpm, way before peak torque which is at 11,500 rpm, and another enormous lump of power, possibly more than before, hits with the force of a huge barrelling wave. This is immense. The Streetfighter’s brain limits torque in 1st and 2nd gear, then adds some more in 3rd and 4th, then allows full fat drive in 5th and 6th. Fact is, according to Ducati, with its shorter gearing, the Streetfighter accelerates even harder than the Panigale.
Giddy Up!
The rev counter, I discovered, divides into three distinct zones: between 3000 rpm and 6000 rpm it’s shy and easy to live with; from 6000 rpm to 8000 rpm it wants to party; from 8000 rpm it simply rocks… while biting the heads off bats. Even in Street mode (which gets all the rider aids working overtime) this is an incredibly fast bike, and to test the more aggressive modes I need to get away from civilisation, out into the countryside, because this is going to be wild and quite illegal.
We like wheelies…
Now the V4’s power goes from puppy to wolf the more you twist the throttle. On the road it’s almost too fast, in fact I don’t think I ever actually revved it all the way to redline at any point. On the road I was always changing gear around 10,000 rpm, way short of peak power at 12,750 rpm, because there is so much power on tap. You really need to be on track to make her scream. My only criticism is that the quick-shifter is on the touchy side. A few times I tapped a gear by mistake or tapped two gears instead of one. But as the miles built up, the more we clicked and experienced fewer missed changes.
Adam has raced the TT so likes the whole between the Hedges thing…
The EVO-2 rider aids are incredible. You have traction, slide, and wheelie control, plus engine braking and launch control. Furthermore, there is cornering ABS and that quick-shifter/auto-blipper.
Quick-shifter/auto-blipper
Öhlins Smart EC2.0 controls the semi-active suspension (S model only), which can be tailored by the rider via a set-up menu. Rider aids can be changed on the move, but only deactivated at a standstill. The excellent rider aids don’t inhibit the fun, instead they enhance it by giving you the confidence to push a little harder and start to use those 208 horses. These are some of the best rider aids I’ve ever tested and can be easily tuned to the conditions and how you ride.
You can see in this shot just how much those wings must provide down-force at speed
I was guessing the V4S to be wheelie prone, but it isn’t. Instead, it simply finds grip and catapults you forward with arm-stretching acceleration. Even with the rider aids deactivated, it’s far less wheelie inclined than I was expecting. This is down to several factors: wings, rider aids, limited torque in the lower gears, a longer wheelbase than the Panigale (by 19mm), and a counter-rotating engine.
Desmosedici Stradale in Aussie tune pumps out 208 horsepower
It’s not just down to the iconic wings. Typically, large capacity naked bikes with piles of power and torque are always trying to wheelie. On a naked bike, you’re sat higher up, in the windblast. When you ride fast or accelerate hard, the wind pressure hits the rider, who then pulls on the bars which lift the forks and sits the rear down. All of which means naked bikes are more wheelie prone than fully-faired machines, as the rider acts as a sail. But Ducati has managed to lessen wheelies and increase stability and it can’t be all down to the wings, which don’t start working until speed increases above road limits, in the same way a plane can not take off at a standstill.
Ducati Streetfighter V4 S
This doesn’t mean the Streetfighter is less amusing to ride. In fact, the opposite is true because this stability delivers confidence. A naked bike with this much power shouldn’t be this stable, composed and civilised at speed.
Adam says the Streetfighter is almost unflappable, no doubt the electronic suspenders play their part in that equation
The Brembo Stylema M4.30 calipers bite down on the 330 mm discs with immense power. But again, like the engine power, it’s not an overpowering experience, just strong. You can’t ‘feel’ the corning ABS working, not on the road, and the stoppers are backed up by class-leading engine braking control, which allows you to leave braking devilishly late.
Do a skid Mister.
Personally, I love the fact you can opt for the front only ABS, which allows you to have some fun getting sideways into corners. Again, the Öhlins semi-active suspension has to take some credit for the superb braking performance, as the front forks don’t dive like a scared ostrich. They hold their composure and allow you to make the most out of the expensive stoppers.
Ohlins TTX36 fully adj., electronic damping
The semi-active Ohlins Smart EC2.0 suspension is equally reassured in the bends. It copes with undulations and bumps with poise and refinement. I deliberately hit notorious bumpy, horrible sections at TT speeds and the Ducati stayed composed and unflustered, it even felt like the steering damper could be thrown in the trash. Even really pushing on the handling is solid and stable, all those clever electronics, the wings, the engine’s character, that longer wheelbase and steering geometry (rake and trail are the same as Panigale) colluding to deliver a superb ride.
Brembo Stylema and 43mm Ohlins NIX30 fully-adj. forks, electronic damping.
The seat is 10 mm higher than the Panigale’s, with increased foam for comfort, and the pegs are lower. The wide bars and protruding wings give the feeling of a large bike, and with that longer wheelbase I was expecting the steering to be a little slower, but it’s more than happy to lay on its side like an obedient dog. Once over, the grip and feel are impressive.
Seat height: 845 mm
Unfortunately, we stayed away from the track on this test and will have to give the Streetfighter a thorough workout at a circuit in the coming weeks, perhaps with race rubber, to see how it performs on the very limit (test coming in Italy). But in standard form on standard Pirelli Diablo Rosso Corsa rubber, there are no negatives.
Tyres: Front 120/70×17, rear 200/60×17.
You’re correct, I’m enjoying the new Ducati Streetfighter and to be honest I wasn’t a huge fan of the old bike (2009), because I never warmed to the looks. But now the new Streetfighter is neat and tidy, exhaust and water-cooling routes hidden, the finish neat. I love the extra details and touches like the ‘Joker’ style face, the stunning single-sided swing-arm, and the cut-out sections in the rear seat. It looks like a bike designed from the ground up, not just a Panigale with its clothes removed.
Ducati Streetfighter V4 S
But for 30-grand I was expecting a little more bling. Where, after all, is the carbon fibre, the keyless ignition and other trinkets? Oh sorry, did I not mention the price. Yes, I know it’s an exotic Ducati but $33,900 for the S and $29,500 for the standard model is serious money, especially as the competition from KTM and Aprilia are 10 to 20 per cent cheaper.
Ditching those mufflers would help the look from this angle
While I’m grumbling about price, I have to mention the fuel consumption, which approahces eight litres per 100 km if pushed on the road. The fuel light regularly comes on prematurely often before 150 kilometres, while the 16-litre fuel tank can be drained in 200 kilometres if you are having some fun.
Range if having a bit of fun can come in under 200 kilometres
But, as a good friend (who’s not as tight as me) pointed out, it’s a bargain compared to the Panigale V4, and, anyway, who buys an exotic Ducati with over 200 hp and worries about fuel range. And let’s face it, the Streetfighter is a better road bike with friendlier ergonomics and ease-of-use that its fully clothed sibling. Primarily riding on the road, with the very occasional track day, I’d opt for the naked Streetfighter every time.
Adam with the Ducati Streetfighter V4 S
Verdict
If you’re mainly riding on the road, it questions why would you want a sports bike, as the Streetifighter is so good. Ducati has made 208 hp functional through a clever combination of chassis, power delivery, electronics, and aerodynamic wings.
Ducati Streetfighter V4 S
You can, ride (or pose) around town and nip over to your mate’s for a beer, or alternatively tear up some bends, or embarrass some sportsbikes on the track. It really is as quick as your arm and neck muscles will allow.
The rider aids don’t reduce the fun or character, and it looks spectacular from every angle.
Ducati Streetfighter V4 S
Yes, the Streetfighter is expensive and drinks like a drunk at happy hour, but on paper is the most powerful naked bike on the market and, on the road, arguably is the best hyper-naked at the moment.
Only a big group test will tell us for sure. Don’t worry, it’s a tough job but we’re on it and that test will be with us in coming weeks. Stay tuned.
Standard or S model?
Both models use the same engine layout, brakes and chassis. Peak power of 208 hp is identical on both models, however, the pricier S model is a fraction lighter, 178kg (dry) compared to 180kg (dry) for the standard model. This is mainly down to the lightweight wheels on the S model, which are Marchesini 3-spoke forged aluminium rather than 5-spoke light aluminium alloy. The Marchesini wheels are 14% lighter with 16% less inertia.
Ducati Streetfighter V4 S Marchesini wheels are 14% lighter with 16% less inertia.
The suspension is also a major difference. The S model as tested arrives with Öhlins NIX30 43 mm forks, the rear TTX36, both semi-active. The top yoke steering damper is also an Öhlins unit. The standard model comes with a conventional, manually fully adjustable suspension, 43 mm BPF Showa upfront, and Sachs on the rear. The S also gets an Ohlins steering damper over a Sachs unit on the base model.
Ducati Streetfighter V4 has 43 mm BPF Showa upfront, and Sachs on the rear while the S model gets fancier electronic Ohlins at both ends
Ducati Streetfighter V4 S Specifications
Engine: 1103 cc Desmosedici Stradale V4
Bore x Stroke – 81 x 53.5 mm
Compression Ratio – 14.0:1
Induction – Twin injectors per cylinder, elliptical throttle bodies
Power: 208 hp (153KW) @ 12,750 rpm
Torque: 123 Nm at 11,500 rpm
Frame: Aluminium alloy ‘Front Frame’
Wheelbase: 1488 mm
Rake / Trail – 24.5-degrees / 100 mm
Brakes: Front 2 x 320 mm discs, radial Brembo Stylema 4-piston
Brakes: Rear 245 mm disc, two-piston caliper
Transmission: 6 gears & chain final drive
Front Suspension: 43 mm Ohlins NIX30 fully-adj. forks, EC2.0 electronic damping. 120 mm travel
Rear suspension: Single Ohlins TTX36 fully adj., electronic damping. 130 mm travel
Tyres: Front 120/70-17, rear 200/60-17.
Seat height: 845 mm
L x W x H – 2127 x 833 x 1138 mm
Fuel capacity: 16 Litres
Weight: 199 kg
Warranty: Two years
Price: $29,500 ride away or $33,900 ride away for the S model as tested here
One of the great attributes of ADV bikes is their relatively tall centers of gravity, which makes it easy to flick them from side to side. True to the breed, the V-Strom is athletic and nimble, its somewhat corpulent 545 curb weight disguised by easy manners and neutral handling. Coupled with its narrow-ish seat, upright ergos, and wide aluminum handlebar, the V-Strom immediately reinforces why these gangly-looking ADV bikes are so lovable. The Spanish teenagers on their GSX-Rs and CBRs may have looked the MotoGP part—what with their one-piece leathers and Euro-femme haircuts—but there’s no way they weren’t just the least bit flustered craning their necks and squinting around blind corners. The only cyclist that appeared to be having a more relaxed go of it on these twisty roads was the requisite Spanish farmer on a scooter. But he and his kind were going very, very slowly, making do with poor jetting and low horsepower, and feeling the lingering lethargy of one too many breakfast Riojas, it’s easy to imagine.
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