In the upper edge of the superbike class, BMW Motorrad campaigns its 2022 M 1000 RR ($36,995 as tested). This is the German brand’s top-of-the-range liter-class homologation special for the 2022 model year. This sportbike offers an array of technical improvements versus the base S 1000 RR.

Editor’s note: We test rode previous S 1000 RRs during the 2020 BMW S 1000 RR First Ride Review, 2020 BMW S 1000 RR MC Commute Review, 2021 BMW S 1000 RR MC Commute Review and 2022 BMW S 1000 RR Review at Double R Fest articles and videos.

We swing a leg over BMW Motorrad’s top shelf liter-class superbike in the 2022 M 1000 RR ($36,995). (BMW Motorrad/)

Beginning with the 999cc inline-four, inside there are aluminum forged pistons and  titanium connecting rods. The cylinder head has been reshaped and now benefits from titanium exhaust springs. Other improvements include an updated airbox with improved and still electronically height-adjustable velocity stacks. Externally, outside of the engine. The twin-spar aluminum frame has been modified with material removed in certain areas. The triple clamp offset is reduced, so the clamps are more far forward. The steering geometry has been a little bit more relaxed to boost stability.

The swingarm pivot has more finite adjustment (maximum adjustment range remains the same). The swingarm is also a half pound lighter and includes an adjuster to modify the  linkage ratio of the rear suspension. It’s easy to make adjustments: Loosen the Torx head screw then loosen the fastener inside the linkage. The mechanic then pivots the arm and adjusts the linkage ratio. There is a lot of adjustment inside this M 1000 as compared to the RR.

The M 1000 RR’s braking package has also been tweaked. Blue anodized Nissin calipers are fitted and grip a pair of 320mm rotors that are 0.5 millimeter thicker than the standard model. Of course, this bike is dripped in carbon fiber. Carbon fiber wheels and winglets that increase the downforce of this motorcycle by 16 pounds at 120-something mph. We also have awesome embossed rearsets that are adjustable, so you can adjust the position of the footpegs and the rear brake and shift lever to your liking. We’re big fans of motorcycles that offer footpeg adjustment.

This M 1000 RR also includes GPS data acquisition, so you can monitor lap times and the vitals of the motorcycle while setting fast (or slow?) laps. And because it is a BMW, it offers heated grips and a USB charging port under the seat. Motorrad understands that we like to ride on the road, on the track, and in all types of weather.

This is a handsome-looking motorcycle and it rings in at $37,000. Yes, it costs around $12,000 more than a standard S 1000 RR, but you get a lot of extra features and improvements for the money. It’s worth noting that for the 2023 MY, BMW Motorrad has a new and improved M 1000 RR, which we hope to operate one day.

Swinging a leg over the M 1000 RR, we love its conventional mechanical ignition key. This key is locked to the 6.5-inch dash display, so when you reflash it, you have to remove this entire ignition setup, as well as the ECU. Diving into the menu on this color TFT allows you to access vehicle settings, just like the standard RR.

Here in the “settings” menu is where things get good. There are three race modes that you can customize (Race Pro 1, 2, 3). The rider can tweak engine power, engine-brake, traction control (BMW calls it DTC), wheelie control, and ABS. For this test we customized the Race Pro 3 mode. We installed maximum power (duh); we also engaged maximum engine-brake. We prefer the maximum engine-brake setting because we need extra help slowing the vehicle. We could see how faster operators could desire more free-wheeling effect during corner entry. We also selected a lower DTC setting. Wheelie control, we selected Level 2. So it’s not the least aggressive wheelie mitigation mode. In terms of ABS, we chose Level 2, so again, not the most aggressive ABS setting. Rear ABS is enabled in the setting.

This M 1000 RR is set up with reverse shift with a shift pattern of one up, five down. This modification reduces the short amount of time it takes to upshift into the next cog.

Double R Fest is a BMW Motorrad trackday experience, but you don’t have to just ride a S 1000 RR. It’s open to all types of motorcycles. But the reason many riders chose to ride BMW is because it offers so much character and charisma.

When you get the engine revving north of 10,000 rpm, you’ve got to hang on tight. With a claimed 205 hp, this bike accelerates like a fighter jet rotating off a runway. We also value how light this bike feels. With a 423-pound curb weight with a full 4.4 gallons of 91-octane fuel, it feels even lighter than the spec chart says. Another neat feature about this M 1000 RR that we didn’t mention in our preview commentary is the taller windscreen. Tall windscreens are a big benefit for tall motorcyclists.

This M 1000 RR has the optional torque map installed. The dealership-installed programming removes the second- and third-gear torque output limitation that the standard US-spec S 1000 RR’s are subject to. This map lets you get a feel for its  powerband. On the flip side though, horsepower is limited. BMW says the engine is capable of 205 hp, but in US configuration the best we’ve seen is upwards of 182 ponies at the business end of the 200-series rear tire.

As usual we love the slick-shifting performance of the electronics quickshifter. It makes it easy to row through the gears. If there is one negative thing about this engine configuration, historically it is that it vibrates like crazy. But, then again, what do you expect for a motorcycle that makes 180 hp in unrestricted form.

The electronics allow this bike to go from mild to wild with a press of a button. Considering the lofty level of electronic adjustments, you’ll have to spend some time at the controls of this vehicle to really understand optimum rider-aid settings. Equally, there’s a high level of adjustability in the mechanical aspects of the motorcycle: the suspension adjustments, swingarm pivot adjustment, and rear suspension linkage adjustment.

But just pressing some buttons will make for a vastly different riding motorcycle. We also value the ability to adjust DTC in real time with the handlebar-mounted switch. That lets you dial in more or less wheel spin for the conditions, or your experience level. Professional-grade riders on used tires will certainly like the ability to tweak and adjust DTC in real time.

The brakes on this M 1000 RR are not vastly different from the base model, however the extra rotor width helps in terms of heat dissipation. It was a cool day in the Southern California desert at Chuckwalla Valley Raceway, and there aren’t deep braking zones. (Editor’s note: Chuckwalla is more of a momentum-based racing circuit and operators aren’t applying the brakes for a long duration.) Still, it’s neat the Motorrad division is engineering machinery for the most demanding riders and racetracks worldwide.

As always, we’re big fans of the carbon fiber wheels (optional on standard S 1000 RRs). This upgrade not only reduces unsprung mass, but makes this superbike so maneuverable. During the 2022 BMW S 1000 RR Review at Double R Fest, we recall how maneuverable it was through the fast and tricky esses section. That is where carbon fiber wheels really come in handy.

The M 1000 RR is the first BMW superbike to incorporate aerodynamics in the form of carbon fiber winglets. At 120-something mph, they generate more than 16 pounds of downforce. That may not seem like a lot, but when entering turns at speed, any extra downforce really helps the front tire bite into pavement.

At the end of the day, BMW’s M 1000 RR is an incredible machine. It’s remarkably more polished and honed versus the standard RR. Highlights include near stinction-less action of the fork and the capable and feel-rich brakes that beg the rider to brake deeper each session. We also adore the copious level of feel the front end offers at lean. Yet it still turns on a dime, and offers elevated stability at speed! That’s one area where this fourth-generation RR surpasses the previous generation. Tall riders will also continue to appreciate its ergonomics especially with the taller windscreen and fully adjustable rearsets.

As always, this compact inline-four is mesmerizing. Of course, having the restricted horsepower output takes away from the fun factor, but having the optional torque map installed makes it vastly more capable for track riders. Realistically, if this bike was ours, we’d send the ECU, dash display, and the ignition key modules to an aftermarket reflash center and have 190-something horsepower at the business end of this motorcycle.

On the flip side, considering the vast modifications engineers made to this powertrain, it’s not that much different than the second- and third-generation S 1000 RR’s in terms of fundamental real-world track riding power. The 2015 model year machines made 190 hp at the back tire. The current engine package has a smoother powerband with all of the integrated electronic counter measures, so we’re not saying that the old engine is superior… But the previous configuration made a lot of power off the dealership floor.

Superbike enthusiasts that desire something special, will adore BMW’s gorgeous M 1000 RR. It offers demanding riders a high level of mechanical and electronic adjustment dripping in tasty carbon fiber. Factor in its lofty fit and finish and its three-year, 36,000-mile warranty, with roadside assistance and there are a heck of a lot of reasons to ride BMW.

Gearbox

Helmet: AGV Pista GP RR Futuro

Suit: Dainese Misano 2 D-Air

Gloves: Dainese Full Metal 6

Boots: Dainese Axial D1

2022 BMW M 1000 RR Technical Specifications and Price

PRICE	$36,995 (as tested)
ENGINE	999cc, DOHC, liquid-cooled inline-four; 16 valves
BORE x STROKE	80.0 x 49.8mm
COMPRESSION RATIO	13.5:1
FUEL DELIVERY	Dual-stage electronic fuel injection
CLUTCH	Wet, multiplate slipper clutch; cable actuation
TRANSMISSION/FINAL DRIVE	6-speed/chain
FRAME	Twin-spar aluminum
FRONT SUSPENSION	45mm Marzocchi inverted fork, fully adjustable; 4.7 in. travel
REAR SUSPENSION	Marzocchi gas-charged shock, fully adjustable; 4.6 in. travel
FRONT BRAKES	Radial-mount 4-piston calipers, dual 320mm floating discs w/ ABS
REAR BRAKE	1-piston caliper, 220mm disc w/ ABS
WHEELS, FRONT/REAR	Carbon fiber; 17 x 3.5 in. / 17 x 6.0 in.
TIRES, FRONT/REAR	Pirelli Diablo Supercorsa SP V3; 120/70-17 / 200/55-17
RAKE/TRAIL	23.6°/3.9 in.
WHEELBASE	57.4 in.
SEAT HEIGHT	32.8 in.
FUEL CAPACITY	4.4 gal.
CLAIMED CURB WEIGHT	423 lb.
WARRANTY	3 years, unlimited mileage
AVAILABLE	Now
CONTACT	bmw.com

It’s remarkable how many improvements the Motorrad team made to its M 1000 RR versus the standard RR. (BMW Motorrad/)

Fully adjustable billet foot controls let the rider customize how he or she interacts with the motorcycle. (BMW Motorrad/)

The M 1000 RR’s front end is a clear highlight in the handling department. (BMW Motorrad/)

Carbon fiber winglets generate downforce at speed and push the front tire into the pavement for extra grip. (BMW Motorrad/)

Taller than average riders will appreciate how comfortable the M 1000 RR is for track riding. (BMW Motorrad/)

Riders looking for the most bespoke inline four powered liter-bike will appreciate what BMW Motorrad offers with its 2022 M 1000 RR. (BMW Motorrad/)

Source: MotorCyclistOnline.com

BMW hasn’t detuned or remapped the S 1000 RR motor for the M model. (BMW/)

A few short years ago the concept of 200 hp naked bikes for the street seemed as pointless and unlikely as a perforated umbrella. But here we are in late 2022 and suddenly we find ourselves with a small but burgeoning club of fairing-free firebreathers capable of laying a double century of horses to the pavement.

Ducati’s Streetfighter V4 and MV’s Brutale 1000 RR are both in the 200 hp club, with Kawasaki’s supercharged Z H2 SE just a couple of horsepower short. Now BMW Motorrad has joined them with the astounding M 1000 R hyper-naked, a machine so capable, so rapid, and, with a claimed 205 hp on tap, so powerful it would surely have competed in World Superbikes not so long ago.

BMW already has its long-running, 165 hp S 1000 R naked, of course, which in performance terms sits in the subcategory of super-nakeds just below the firebreathers. To create its M, BMW has taken the new ShiftCam engine from the 2023 S 1000 RR superbike and inserted it into the S 1000 R’s naked chassis, meaning it makes the same power and torque, and even shares the same gearbox, as the track-focused RR.

Aerodynamic wings help to suppress wheelies by adding 24.3 pounds of downforce at 137 mph. New brakes, again taken directly from the S 1000 RR superbike, give improved braking. Chassis dimensions remain the same as the Single R but the electronic suspension (DDC Dynamic Damping Control) has been recalibrated to deal with the 40 hp increase in peak power.

Electronic rider aids also get a significant upgrade and recalibration to deal with the improved engine and braking power, and are linked to a six-axis IMU. New for the M 1000 R (and S 1000 RR) is the Brake Slide Assist system, which allows some drift on corner entry before the lean-sensitive ABS kicks in.

Transplanting the higher-revving ShiftCam engine from the latest S 1000 RR into the M 1000 R means the naked M has a peak of 205 hp at 13,750 rpm, up from 165 hp for the standard S 1000 R. Peak torque is 83.3 lb.-ft. at 11,000 rpm, which is a fraction down on the 84 lb.-ft. that the S 1000 R manages at a substantially lower 9,250 rpm, indicating the much racier nature of the new bike’s engine. There’s also an extra tooth on the rear sprocket to reduce the final drive ratio.

The standard 165 hp S 1000 R motor is flexible and as well suited to a commute into the city as it is on a day at the racetrack. I was worried that the M would lose that all-round usefulness, but it hasn’t. To make a 205 hp superbike engine user-friendly on the street is a big ask, but BMW has managed it.

Fueling is smooth, the power delivery is linear, and the quickshifter is light and perfectly matched with each up-or-down change. Even in sixth gear the motor pulls effortlessly below 30 mph. It’s easy to forget you’re sitting on top of an engine designed to win superbike races as it trickles without fuss through traffic or flows in a lazy gear too high through a local set of twisties.

The midrange is superb. Peak torque is a fraction down and higher in the rpm compared to the S 1000 R, but you’d be hard-pressed to tell. The M surges to 8,000 rpm and is thoroughly enjoyable to ride using the middle part of the rev range alone, short-shifting effortlessly via the slick and perfectly set-up quickshifter. In real terms, nothing has been lost in the move to the ShiftCam I4.

But—and let’s face it, you knew this was coming—from that strong but civilized midrange it revs wildly on to redline just short of 14,600 rpm. Switch the riding mode to Race or Race Pro and at 9,000 rpm the M 1000 R morphs into an entirely different beast. It revs so freely that it feels like the engine is frictionless. A wall of frantic air grabs feverishly at your leathers, you bend your torso into some kind of defensive tuck… And the speed just builds relentlessly.

Luckily, BMW allowed us a handful of laps of the Almeria racetrack in southern Spain to experience its full potential and, boy, does it deliver. Top speed is a quoted 174 mph, 16 mph higher than the standard S 1000 R. At the end of the long back straight it was still accelerating, still stable as rock under its aero winglets, and feeling like it would keep driving forever. Or until my head blew off.

BMW claims the winglets produce 24.3 pounds of downforce at 220 kph (137 mph), and they’re mounted on a substructure that transmits that force into the chassis—and on track you feel their presence, incredibly stable.

BMW’s electronic Dynamic Damping Control (DDC) is correlated to the bike’s riding modes—Road, Rain, Dynamic, Race, and Race Pro—to deliver a ride biased toward comfort at one end of the riding spectrum and stiffer track settings at the other.

Each mode can also be tuned to suit your riding mood and road but I was happy using the presets. On the road, you really notice a difference between the riding modes, which change the handling and character of the bike substantially. Road is obviously set for comfort; there’s more movement and weight transfer through the suspension working, while the ride quality is supple and anything but jarring.

Once into Dynamic mode you feel the difference immediately as the suspension stiffens, adding a degree of tautness to the handling that’s ideal for brisk, sporting days in the hills. For the track, Race and Race Pro are optimized for slicks or track-biased rubber rather than the Bridgestone RS11 tires fitted as standard. For the majority of this test, I simply opted for the standard Dynamic mode, flicking to Road for urban work.

Those Bridgestones took a while to warm up and felt a little dull in terms of feedback but the M’s steering is light and the hyper-naked flicks between lefts and rights like a dream, not just for a 205 hp machine but any sportbike on the market. BMW has maintained the S 1000 R’s 439 pounds (wet), which is class-leading, and there’s genuine agility and sense of energy in the M chassis. Only Ducati’s more expensive Streetfighter V4 SP is (a few pounds) lighter, while the M is 88 pounds lighter than Kawasaki’s supercharged Z H2 SE.

The seat is firm-ish and sporty while the bars are slightly wider than the naked R’s, sitting you in a more aggressive stance, but the riding position is not radical. When the road gets bumpy or you’re settling in for some freeway miles, the suspension can be softened on the move (into Road or Rain mode) to add plushness to the ride.

Cruise control and three-stage heated grips are most welcome standard features while the R’s informative 6.5-inch dash remains, with the BMW navigation wheel on the left side. There’s also an optional race dash, which clearly shows lean angle, brake pressure, and TC intervention.

The addition of M brakes is one of the most significant upgrades that the M 1000 R gets over the lower-spec S model, which makes sense given its serious performance boost. On the road and especially on track the brakes feel incredibly strong. On the road you only ever need one finger on the adjustable radial flip-up lever, designed to flip up and not snap in a low-speed crash. The brakes are supported by BMW’s lean-sensitive ABS Pro system, which features settings to suit the different riding modes, and like the latest S 1000 RR, the M 1000 R now benefits from the Brake Slide Assist system that allows a preset drift angle to be introduced. In theory, you can now drift safely into corners.

Aside from BSA (Brake Slide Assist), there are so many rider aids and options we didn’t have enough time on the test day to try them all. But those we did play with worked to the highest level. Everything can be customized too, from Rain mode with high levels of intervention to minimal rider aids and intervention with the ABS active on the front wheel only. One button on the left bar cluster turns off the TC and anti-wheelie control allowing you to loft the front end…should you wish.

In conclusion, our all-too-brief ride revealed that the new M 1000 R makes startling, close to being market-leading power, while its electronic package of rider aids and riding modes are both extensive and class-leading. Add accurate and lightweight steering, agile handling, and awesome braking power—not to mention the M look and a high level of finish—and suddenly the 200 bhp naked club looks like an interesting place to be.

2023 BMW M 1000 R Technical Specifications and Price

PRICE	$21,345
ENGINE	999cc, liquid-cooled inline 4-cylinder; 4 valves/cyl.
BORE x STROKE	80.0 x 49.7mm
COMPRESSION RATIO	13.3:1
FUEL DELIVERY	Fuel injection
CLUTCH	Multiplate slipper, self-reinforcing
TRANSMISSION/FINAL DRIVE	6-speed/chain
FRAME	Aluminum, engine load bearing
FRONT SUSPENSION	45mm upside-down fork, fully adjustable, optional electronic; 4.7 in. travel
REAR SUSPENSION	Single shock, fully adjustable, optional electronic; 4.6 in. travel
FRONT BRAKES	4-piston Monoblock caliper, dual 320mm disc w/ ABS
REAR BRAKE	1-piston Brembo floating caliper, 220mm disc w/ ABS
WHEELS, FRONT/REAR	Spoked; 17 x 3.5 in. / 17 x 6 in.
TIRES, FRONT/REAR	Bridgestone Battlax RS-11; 120/70-17 / 200/55-17
RAKE/TRAIL	24.2°/3.8 in.
WHEELBASE	57.3 in.
SEAT HEIGHT	32.6 in.
FUEL CAPACITY	4.3 gal.
CLAIMED CURB WEIGHT	439 lb.
WARRANTY	3-year
CONTACT	bmwmotorcycles.com

The base S 1000 R is $13,945, compared to the M 1000 R at $21,345. (BMW/)

The bike tested is the 210 hp European version, not the 205 hp US model. Power is slightly less due to noise regulations. (BMW/)

BMW’s most powerful naked bike to date, BMW’s stunning M 1000 R. (BMW/)

Cruise control, heated grips, and an up-and-down quickshifter all come as standard (Shift Assistant Pro). (BMW/)

We headed out to southern Spain to see if the BMW M 1000 R lives up to the hype. (BMW/)

Final gearing between the S 1000 RR and M 1000 R is different, a slightly larger sprocket on the M. Compared to the standard S 1000 R, fourth, fifth, and sixth gear ratio are shorter. (BMW/)

BMW allowed us a few laps of the Almeria racetrack in southern Spain to experience the full potential of that engine (not pictured). (BMW/)

During the test I managed 36.1 mpg (US), similar to the economy of the S 1000 R. (BMW/)

The same informative 6.5-inch dash remains, with the BMW navigation wheel on the left side. (BMW/)

Conditions were cool, the three-stage heated grips were used in the morning. (BMW/)

The Shift Assistant Pro quickshifter, which works on both up and down changes, is standard and can easily be reversed into a race pattern, with first gear up and the rest down. (BMW/)

The roads in southern Spain were cold and far from perfect. The Bridgestones took a while to warm up and didn’t offer the feedback that translated into confidence. (BMW/)

Source: MotorCyclistOnline.com

This conversation is over: $1,807 equals the answer to all of your Honda Navi questions. (drew ruiz/)

We’ve talked about affordable motorcycles plenty (see Top 5 Cheapest Motorcycles 2022, Best Budget-Friendly Beginner Motorcycles, and Best Affordable Used Motorcycles for New Riders 2022), usually with an eye toward value, upkeep, and longevity. After all, “affordable” means saving money over the long haul, not just on the sales floor.

Curious about the other side of the affordability spectrum? Read the Top 5 Most Expensive Motorcycles 2022 and learn what Santa needs to get you this holiday season.

Sometimes affordable means inexpensive, as in cheap. New motorcycles are always a gamble, no matter the marque. Someone’s gotta be the guinea pig. Taking a flier on an untested brand comes with an upside; you look like a genius when it works out. If you’re feeling lucky, let’s look at some bikes that are affordable, period.

Couple of ground rules here. While the merits of dealerships are up for debate, anything on this list needs to be sold from a building with a lit sign in front and a person sweating out a monthly quota. And these motorcycles are inexpensive on the sticker. Motorcyclist makes no claim, guarantee, or implied level of durability for any of the motorcycles on this list.

Minibike: Honda Navi

As an unofficial Motorcyclist long-term test vehicle, the Honda Navi is paying dividends. The $1,692 saved by not buying a Grom paid for three weekends at the track, plus a cheap vacation to North Carolina. Any question about the Navi gets one answer: $1,807. What’s it got for horsepower? Enough for $1,807. Is it fun? Sure is, for $1,807. It’s an absolute steal. Sure, it can’t wheelie and it’s slower than anything 110cc has a right to be. But simple carburetion, a heavy clutch, and conservative variator weights mean more ponies are just an afternoon’s worth of work away.

Designed for the Indian market and discontinued in 2020, it found a second home on American shores in late 2021. The funky design is just faux-carbon fiber plastic and decals, but we stopped counting the times someone asked, “Is that thing electric?” With an average of 90-plus mpg (100-plus if you’re light on the throttle) in the city, it might as well be. The lockable storage space is OK, but an optional rear rack doesn’t do much for cargo. A simple air-cooled single-cylinder 109.2cc mill is mated to a CVT transmission optimized for longevity, fuel efficiency, and slowness. Not quite sold? Let’s say it again: It’s $1,807.

It took Motorcyclist a few months of searching before finding one, so start your search now.

ADV: Benelli TRK 502X or CFMoto 650 Adventura

This split decision comes courtesy of the imaginary (but very real) dividing line between 500 and 650cc. A 650 is practically a midsize ADV, a category that’s grown of late. A 500 is a bit of a stretch. That said, a new buyer gets a lot to like for cheap. Let’s start with the TRK 502X.

Owned by Qianjiang since 2005, Benellis are designed, developed, and marketed from Pesaro, Italy. Then they actually get made in Wenling, China. A liquid-cooled eight-valve parallel twin puts out 47.6 hp at 8,500 rpm, while a seat height of 33 inches keeps things democratic. Its 19- and 17-inch wheels bookend a 60-inch wheelbase that weighs in at 469.5 pounds dry. You get 140mm (5.5 inches) of travel in the front, 145mm (5.7 inches) aft.

None of these specs are particularly eye-opening until you get to the $6,399 price of the TRK 502X with the upswept exhaust, not the pedestrian TRK 502 with the underslung unit. It’s not the most dirt-capable machine. But you’re likely just starting your ADV journey, so it’s not like you’re not bombing fire roads at 50 mph yet. Just something to consider.

Then $400 more gets you an additional 147cc in the form of the $6,799 CFMoto (yes, they spell it with all caps) 650 Adventura. Hailing from Hangzhou, China, its ATVs are familiar to some on this side of the Pacific. The 650 Adventura employs a 649cc liquid-cooled parallel twin that produces 60 hp at 8,500 rpm. Genuine Bosch EFI feeds it, and a six-speed transmission with slipper clutch helps put it to pavement. A 33-inch seat height extends over a shorter 56-inch wheelbase that ends with 17-inch wheels front and back.

Again, nothing amazing stands out spec-wise. But that price, though. And it comes with standard hard bags and a 5-inch TFT. As is customary these days, ABS is standard, as are 120/70 front and 160/60 rear Metzeler tires. Besides ABS, there are no riding aids, but that’s unsurprising at this price point. Still not sold on the CFMoto name? Just cover it up with a sticker.

Midsize Naked/Sportbike: Suzuki GSX-S750Z ABS and Kawasaki Z900 ABS

The Suzuki GSX-S750Z ABS is technically the most affordable ($8,949 MSRP) midsize naked sportbike out there. That’s assuming you find a 2022 straggler at a dealership, since they’ve been discontinued for 2023. The new GSX-8S might be cheaper, but no price has been announced. Regardless, the tea leaves are clear. Everyone’s going parallel twin with 270 (or 285) degree crankshaft timing. It’s a simple matter of production redundancy. Inline-fours are good for one type of bike (these categories) and not much else. Twins can do yeoman’s work on multiple bike platforms.

Thankfully, we still live in a world with Kawasaki Heavy Industries. The Kawasaki Z900 ABS clocks in at $9,399 MSRP and four-wide. Enjoy the party while it lasts. Until someone turns on the lights you get a liquid-cooled DOHC 16-valve 948cc four-cylinder engine with 123 hp and 73.1 lb.-ft. of torque at 7,700 rpm. There are two power modes and Kawasaki’s own traction control. And if you’re cruising your local strip, the three-octave range of your Kawi four will increasingly set you apart from fellow twin and motard riders. All that speaks to value and fun, but the bottom line is it’s $400 less than the 117 hp Yamaha MT-09 triple. Is $400 more worth 4 fewer hp and one less cylinder? You could save $100 and get 299cc less with the Honda CB650R. Motorcyclist just reports. You decide.

Touring: Suzuki Boulevard C50T or Yamaha Tracer 9 GT

Touring is a funny thing. If a manufacturer just says “tour” it means expensive, like BMW. But add “sport” or “classic” and prices fall a couple grand. Although sometimes not. “Adventure” in front of “touring” also returns mixed results. Harley-Davidson calls it “Grand American Touring” which seems to add to the MSRP. But call it “cruiser touring” and prices drop precipitously.

Take the Suzuki Boulevard C50T, at just $10,059. You get a windshield, two saddlebags, and a 805cc 45-degree V-twin engine, fed by a 4.1-gallon tank surrounded by lots of chrome and whitewalls. And you get to keep several grand. You can afford all sorts of extra touring-related fun. Maybe ship your Boulevard to another country for maximum touring-ness? The classic look isn’t for everybody, but hey. You’re riding to see things, not be seen.

If you’re not of the chrome persuasion, you’ve got options. The “sport-touring” Yamaha Tracer 9 GT (not to be confused with the just-released Tracer 9 GT+) can be yours for $14,999. You get an 890cc triple that’s torquey and hauls twin 30-liter saddlebags, standard. The windshield and brush guards are adjustable for a variety of rider sizes. An optional top case also adds 50 liters for your touring consideration. And it’s almost $3K less than the BMW R 18 Classic, which frankly isn’t a classic yet.

But wait, there’s more. Add “supersport” and you’ve got the Kawasaki Concours 14 ABS, clocking in at $15,999. A mere $1,000 gets you an extra 462cc in the form of the classic ZX-14R four-cylinder engine (more or less). Plus, you get hard saddlebags (standard) and an electrically adjustable windshield to help you hurtle through time and space. The most affordable? Certainly not, but the value prop is worth a mention.

<i>Motorcyclist</i> officially discourages the consumption of alcohol while riding. But 24 beers fit in a Navi. (Anders T. Carlson/)

The underwhelming yet highly affordable Suzuki Boulevard C50T, at just $10,059 MSRP. (Suzuki/)

Here you go, Ninjas: the supersport-touring Kawasaki Concours 14 ABS. (Kawasaki/)

Great power for the price: The Suzuki GSX-S750Z ABS is yours for $8,949 MSRP. (Suzuki/)

Spare a couple hundo? The $9,399 MSRP Kawasaki Z900 ABS. (Kawasaki/)

“Touring,” meet “Sport”: the Yamaha Tracer 9 GT, just $14,999. (Yamaha/)

Senior Editor Adam Waheed puts the Yamaha Tracer 9 GT through its paces. (Joseph Agustin/)

The BMW R 18 Classic, which is not particularly affordable. (BMW Motorrad/)

Source: MotorCyclistOnline.com

We go for a ride on Yamaha Bicycle’s CrossCore RC—a Class 3 pedal-assist ebike all-arounder. (Joseph Agustin/)

New from Yamaha Bicycles is the CrossCore RC pedal-assist bicycle, a Class 3 urban all-rounder. The CrossCore is designed for folks who want a fun and easy pedal-assist bicycle to ride to work, around town, running errands, or basically anywhere anyone would need a general-purpose electric bike.

Editor’s note: We reviewed Yamaha’s ebikes during the 2022 Yamaha CrossCore RC and Wabash RT Review article and video. We’ve also reported on these ebikes in the 2022 Yamaha Wabash RT Electric Bicycle First Look and 2022 Yamaha CrossCore RC Electric Bicycle First Look articles.

Although Yamaha Bicycles is new in the electrical bicycle segment, joining the fray in ‘18 in the United States, Yamaha’s been manufacturing pedal assist bicycles in Japan since 1993.

At the heart of its 52-pound CrossCore is a compact electric motor producing up to 59 lb.-ft. of torque and providing support up to 28 mph, powered by a 500-watt battery integrated into the main aluminum frame. The battery is charged by a household-style power adapter; with a full charge, the range is around 100 miles on the lowest power setting.

A clean-looking LCD-style meter keeps tabs on vehicle measurables like speed, distance, and so on, and is where the rider controls the level of pedal assist. After maximum power, everyone’s favorite setting, there’s also standard power, eco, and an eco-plus mode. An automatic setting cycles through the power modes to ensure proper propulsion help regardless of incline or other terrain-related variables. For 2022, Yamaha has added an extra cog inside the rear cassette, taking it from eight to nine speeds. Additionally, the big sprockets have been made bigger, which is better for climbing steep grades.

The CrossCore has 27.5-inch spoked wheels and rolls on wide, meaty tires, and could absolutely be ridden off-pavement. There is no suspension aside from this hydraulic fork, which can be locked into a fixed setting if the rider doesn’t desire suspension travel. Capable hydraulic disc brakes by Shimano keep speed in check, and a standard finger-operated bell lets passersby know you are coming. Rounding out the $3,099 package is a nifty LED headlight.

The torque assist from the Yamaha PW-generation motor makes quick work of any hill. The whole idea, after all, is that the rider doesn’t have to be in top physical condition to operate this bike as if they are, so this bike is great for someone who likes their carbs but still wants to tour the countryside or cityscape. And with fuel prices still high, a pedal-assist bicycle makes a lot of sense for those living in urban areas. And at this MSRP, relatively low for a pedal-assist bike, it’s easy to imagine having two CrossCore RCs in the garage and having friends over for fun, low-effort bike rides.

Although a tad heavy, Yamaha’s CrossCore RC is a suitable ride for those seeking easy round-town transportation and a bit of exercise. (Joseph Agustin/)

The CrossCore RC is well suited to urban rides with a motor that delivers pleasing propulsion and up to 100 miles of range in its lowest power setting. (Joseph Agustin/)

The CrossCore RC sees a significant bump in price from its predecessor, but for that price, riders get improved componentry, more power, and a heavy-duty drivetrain. (Joseph Agustin/)

The star of the show is Yamaha’s PW series motor, good for nearly 59 lb.-ft. of torque. That’s more than some street motorcycles. (Joseph Agustin/)

Source: MotorCyclistOnline.com

There are two models to choose from: the SP (Sport) and CR (Café Racer), with the only difference being the bars. (Jason Critchell/)

On a classic autumnal British day in Shakespeare country near Stratford-upon-Avon, the Commando 961 glistens and gleams in the warm sunshine. At first glance, it could easily be the same air-cooled retro twin launched to an expectant public back in 2015, handsome, purposeful, and in theory at least, full of back-lane intent. But a second look reveals that this Norton is in fact subtly but crucially different.

You may recall that the original 961 produced by the Stuart Garner–owned Norton was plagued by mechanical and supply problems. Quality control was missing, reliability a lottery. Its future was thrown into doubt when Indian giant TVS Motor Company bought the ailing marque in 2019, but now, three years down the road, it’s back.

This 961 has been built not in a converted country house but in a state-of-the-art, purpose-built facility in Solihull, on the fringes of Birmingham, England’s second city. TVS’ commitment runs to over 100 million pounds sterling so far and, while all-new Norton models are promised, the new management’s first priority was to get the V4SV superbike and the Commando 961 of the previous era fixed and back into production.

And as you look, you notice things. The fasteners, detailing, and finishing touches are of premium quality. The gloss seems deeper. This bike has simply been beautifully put together; hand built, yes, but to a new and exacting standard.

Press the starter and the twin roars into life. Glorious acoustics pulsate from its hand-finished twin exhausts, which sound all the better for managing to avoid Euro 5 compliance. Swing a leg over, eyes locking onto a pair of classically analog clocks, and away into the leafy lanes.

The 961cc pushrod twin punches out a claimed 76.8 bhp at 7,250 rpm and 59.7 lb.-ft. of torque at 6,300 rpm. “Old” Norton claimed 79 bhp and 66.4 lb.-ft., which means either that new Norton has sacrificed some power in the name of reliability or has a more realistic dynamometer at the new HQ.

Bore and stroke remain the same, and outwardly the engine cases and cylinder block look much like the older bike’s. But the whole powerplant has been reengineered and exhaustively tested on both road and track, to the point that over 30 percent of its components have been designed again from scratch.

As you might expect, on the road it’s all about riding the torque curve. Instead of lots of modern free-flowing rpm, the pushrod 961 revs relatively slowly, surging pleasingly through a wide and fat midrange. Instinctively you short-shift up a now smooth, five-speed gearbox and go nowhere near the 7,500 rpm redline. It’s deliberate, but gloriously noisy and surprisingly quick too.

Once you recalibrate to this method of old-school sporty riding, the 961 flows nicely, rolling into turns and picking up cleanly thanks to vastly improved fuelling. It rushes up to 100 mph, overtakes effortlessly and drives strongly from anywhere on the tach.

Vibrations build as the engine speed increases, which won’t suit some, but they aren’t distracting. I believe most potential Commando owners will prefer the sense of involvement and interaction they bring to the ride. After all, this is a bike all about undiluted nostalgia.

Triumph’s Thruxton twin, for instance, may look like a ‘60s throwback, but its liquid-cooled engine makes 103 hp and revs like a modern machine, and in the right hands its chassis is capable of embarrassing the odd sportbike on a trackday. Not so, the 961. This one’s about digging out the old flying jacket and goggles and reveling in the visceral thrills of an authentic Brit iron.

There are two models to choose from: the Sport (SP) and Café Racer (CR), with the only significant differences being the CR’s low bars and sportier one-piece seat unit. In the UK there is only a 500-pound price difference between the two models, and therefore picking one over another is mainly down to personal taste.

Unsurprisingly the SP is more comfortable, while the CR puts weight onto your wrists, much like the Thruxton, but both benefit from a soft and compliant ride as well as easy, almost lazy, steering that makes the bike undemanding to ride.

There is an adjustable 43mm Öhlins fork up front and twin Öhlins shocks looking after the rear, plus quality Brembo stoppers all round. The frame is redesigned and MIG and TIG welded at Norton HQ. Rake, trail, and wheelbase are unchanged while the Commando’s weight is now quoted at 507 pounds, which by modern standards is heavy for an air-cooled and relatively simple bike; Ducati’s air-cooled 1100 Scrambler, as an example, is 57.3 pounds lighter.

Like the motor, the handling is best described as lazy, but in a good way. Stability is excellent, and the 961 is nothing if not predictable. You roll into turns rather than dart toward the apex, and instinctively let everything flow.

The Öhlins setup is on the soft side and deals with almost everything you can throw at it during a spirited ride in the English countryside. Around town there’s a nice balance, with the mass of the motor held low in the chassis thanks to its dry sump lubrication system. That predictable steering and the chassis’ innate stability make the 961 a supersmooth ride; you feel like the peerless Geoff Duke cutting a lap of the Isle of Man back when everything was in monochrome, only with superbly controlled suspension and Brembo four-piston Monoblock stoppers…

Those brakes have (conventional, non-lean) ABS, of course, but that’s the beginning and end of the Commando’s electronic tricks. Meanwhile, the Dunlop Sportmax GPR-300 tires lack feel and, although I’m sure they will last forever, would ideally be replaced by something a little sportier and quicker to warm up.

I would certainly budget for different rubber were I shopping for a 961, and also look to dial a little more compression damping into the fork, which is quick to dive when you brake firmly. Owners who ride their bikes hard may also find an issue with the exhaust; it touches down before the pegs, which is not only disconcerting but not ideal for the beautiful, hand-finished pipe work.

So, no, it’s not perfect. But, yes, the reengineered 961 gives me every reason to believe that this is the Norton Commando that should have always been. The British-built parallel twin lags behind the competition in terms of performance, technology, and handling, but counters with a hand-built feel, authentic looks, and a rich and rewarding character. The elephant in the room is, of course, its reliability, which can only be proven over time. But a day in the saddle left me confident that the Norton is heading back to where such an historic marque should be.

2023 Norton Commando 961 Technical Specifications and Price

PRICE	£16,499 (SP) / £16,999 (CR)
ENGINE	961cc, air/oil-cooled pushrod parallel twin; 2 valves/cyl.
BORE x STROKE	88.0 x 79.0mm
COMPRESSION RATIO	10.1:1
FUEL DELIVERY	Fuel injection
CLUTCH	Wet, multiplate slipper
TRANSMISSION/FINAL DRIVE	5-speed/chain
FRAME	Tubular steel, hand TIG/MIG welded
FRONT SUSPENSION	43mm upside-down fork, fully adjustable; 4.3 in. travel
REAR SUSPENSION	Öhlins dual shock, fully adjustable; 3.9 in. travel
FRONT BRAKES	4-piston Brembo Monoblock caliper, dual floating 320mm discs w/ ABS
REAR BRAKE	2-piston Brembo caliper, 240mm disc w/ ABS
WHEELS, FRONT/REAR	Spoked; 17 x 3.5 in. / 17 x 5.5 in.
TIRES, FRONT/REAR	Dunlop Sportmax GPR-300; 120/70-17 / 180/55-17
RAKE/TRAIL	24.5°/3.9 in.
WHEELBASE	55.1 in.
SEAT HEIGHT	31.9 in.
FUEL CAPACITY	4.0 gal.
CLAIMED CURB WEIGHT	507 lb.
WARRANTY	24-month
CONTACT	nortonmotorcycles.com

More than 350 parts are new (out of a possible 891 possible parts). (Jason Critchell/)

TVS Motors has invested 100 million pounds sterling into “new” Norton; the Commando has received extensive track, endurance, and rig testing to prove its reliability. (Jason Critchell/)

After extensive rig-endurance testing, Norton found premature wear on cams and in the valvetrain. The air-cooled motor has seen an extensive upgrade with new parts and materials. (Jason Critchell/)

Norton has continued to use manually adjustable Öhlins suspension front and rear, with 43mm inverted fork up front and fully adjustable, traditional twin shocks at the rear. (Jason Critchell/)

The fueling is new, remapped for an improved connection, feel, and a slight increase in the economy. (Jason Critchell/)

The main frame is as before but built with new production methods. Same wheelbase, rake, and trail as before. (Jason Critchell/)

ABS is not lean-sensitive. No other rider aids, which means no rider modes or traction control. (Jason Critchell/)

Price in the US has not been confirmed, UK price is 16,499 pounds sterling for the SP and 16,999 pounds for the CR. (Jason Critchell/)

Tested in the UK, from Norton’s impressive multimillion-pound HQ. (Jason Critchell/)

Color options are Matrix Black, Manx Platinum; both look fantastic in the flesh. (Jason Critchell/)

Finally, this is the Norton Commando that should have always been. Reengineered, redesigned where necessary—and properly tested. (Jason Critchell/)

Limited tech, not even a quickshifter (which would be helpful as the clutch is a little heavy). (Jason Critchell/)

Source: MotorCyclistOnline.com

We explore the ancient city of Rome aboard Vespa’s 2023 GTS 300 gasoline-powered scooter. (The Piaggio Group/)

Vespa’s new-for-2023 GTS 300 is an overhauled version of the company’s classic long-serving four-stroke gasoline-powered scooter. We were lucky enough to get a Piaggio Group invitation to ride this fundamental scooter around Rome, one of the founding cities of Western civilization.

Four Vespas make up the US model line: the GTS, Super, Super Sport, and Super Tech. We test rode the $8,099 Super Sport. Above this model is the Super Tech, which rings at just under $9,000. It comes with a 4.3-inch color TFT screen as opposed to a mixed analog and digital dash. It also comes with a carpeted storage bunk with an LED light inside. We would definitely like the carpeted storage bunk with the LED light. That would keep our goodies from getting scratched. The color TFT, on the other hand, we could live without.

We value the look of this Vespa GTS, especially in this Hot Wheels orange colorway—it’s a real looker. The quality of the paint is fairly good, but there is quite a bit of orange peel on the surface of the body, and it’s really apparent in this bright orange paint. Nowadays many two- and four-wheeled vehicles have an orange peel effect in the paint. So we’re not going to knock Vespa, but still, considering its cost we desire a finer paint job. Even still, it remains a head-turner. It’s worth nothing that Vespa began manufacturing scooters in 1945 out of scrap parts from an aircraft. That’s why Vespa has this old-school aerospace-type look.

As the nomenclature insinuates, the GTS 300 is a 300cc class, well 278cc to be exact, built in northern Italy for the North American market. Beginning with the body panels, its signature centerline “tie bow” is now flatter and less rounded on the edges, as is the front fender. This styling trend (larger, flatter surfaces) is popular and follows the theme of other Piaggio Group products, including Aprilia’s sportbike offerings (read/watch the 2021 Aprilia RSV4 MC Commute Review and 2021 Aprilia RSV4 Factory Review articles). It includes LED headlights, turn signals, taillights that feature an oversized shape similar to a 1950s-era automobile. To match that wider forward body panel, the rear fairings are also flatter and longer.

All of these Vespa scooters are proximity-based key-fob start. We’re not typically keyless-fob-style users, but for a scooter application it functions adequately. Other neat modifications are this wider handlebar (about 0.8 inch) and the tweaked front and rear suspension.

The great thing about scooters is the ability to easily bring your goodies with you. This particular Vespa GTS has electronic locks which make it easy to store and access accoutrement, like our trusty Ogio 450 fanny pack. The fuel cap is adjacent to the underseat storage. The GTS runs on unleaded 87-octane fuel with a tank capacity of 2.25 gallons. Electronic fuel injection and electric start make for an easy riding experience.

In addition to the underseat storage compartment another storage compartment sits inside the footwell area. It blends in seamlessly to the forward fairing. It would be nice if the interior was padded, so your stuff won’t get scratched. Inside, a USB power port facilitates device charging. Right now, I do like that but this interior area should be padded. Still, neat that we have copious amounts of storage on this Vespa GTS.

The Vespa GTS is powered by a 278cc single-cylinder water-cooled fuel-injected four-stroke gasoline engine. This scooter benefits from the twist-and-go simplicity of a CVT automatic transmission. The CVT takes the guesswork out of riding. All the rider has to do is twist the right grip. It puts power back to a 12-inch back wheel shod with Michelin City Grip 2 tire.

This single is good for right around 24 hp, says Vespa, with a top speed of right around 77 mph. We didn’t achieve this top speed, but it’s nice to know this vehicle is freeway capable in the United States.

And it’s got decent get-up-and-go for getting around town and for getting the jump on automobiles at a stoplight. At idle, we feel some engine vibration through the controls. It’s not off-putting, but you definitely feel the vibration through the controls and the seat. When we start rolling, the vibration just goes away and it’s replaced by real smooth ride quality.

Thing we like about these scooters is how easy they are to operate. You don’t have to be someone with a lot of motorcycle or powersport experience to operate this vehicle.

Now instead of the traditional clutch lever, this scooter employs a brake lever where the clutch lever would be. This brake lever operates the rear brake hydraulically. This particular GTS has hydraulic disc brakes front and rear. For 2023 Vespa overhauled the calipers and the master cylinder of both brakes for better response when pressing on either lever. And the stopping distance of the Super Sport is a few feet shorter when traveling at speed. As usual, this GTS has always-on, full-time ABS. The front and the rear suspension were tweaked to complement the braking improvements to help this vehicle to stop more quickly. And wow, this Vespa 300 GTS sure does ride nicely even over centuries-old stone streets. We like the response of these brakes. They have a nice, accurate feel and response. Having ABS fully mitigates instability during braking. So you actuate the brakes as hard as you want and never have to worry about either tire skidding.

Other neat modifications include the new switch gear—though, it’s a little bit plastic-y for our taste. Still it has a decent tactile feel; But for a scooter that costs $8,100, fit and finish should be better. This analog and digital dash is easy to read. ASR is Vespa’s form of traction control; it’s a wheel-speed-based traction control system. It’s always on, but you can manually disable it.

A multi-wheel control function manipulates the various settings inside the display. We have average fuel consumption, dual tripmeters, and vehicle range data. The rearview mirrors perform well. They offer an adequate view of what’s going on behind. They shake a little bit but not overly so.

This scooter rolls on 12-inch wheels and weighs right around 347 pounds, which is kind of a lot but when you’re riding the GTS it feels much lighter. For ‘23, Vespa has altered the ergonomics—the shape of the seat, the position of the floorboard area—and it’s a very accommodating scooter to ride for a 6-foot-tall and 198-pound rider.

Vespa is trying to elevate its technology game. So in the future you’re going to be able to pair your phone to it via Bluetooth. Realistically however, if you pair your phone via Bluetooth to read text messages and to see what music you’re playing, this dash display is so small, and you have to look down so low because it’s not in field of view that having this functionality is a moot point. Still, it’s nice that Vespa is trying to catch up with its competition and offer some type of Bluetooth connectivity. Vespa will also be offering an app so you can monitor your maintenance intervals, monitor the duration of your rides, and just give the owner more functional usability when they’re away from their bike.

The neat thing about riding a scooter in a densely populated urban environment like Rome is that these things are highly maneuverable and easy to get in and out of traffic. The footprint of this vehicle is small so it’s easy to park. This particular Vespa GTS benefits from a kickstand and centerstand. So you can use a kickstand like you would a normal motorcycle, or you can elevate the rear wheel with a centerstand.

It’s worth noting that, oddly enough, this Vespa GTS doesn’t come equipped with a parking brake. So if you want to prevent this vehicle from rolling forward or backward, you want to put it on its centerstand. Thankfully, despite its 347-pound curb weight, it is very easy to lift on the stand.

Like all Vespa scooters, this GTS comes with a two-year, unlimited-mileage warranty. The first maintenance is designated right around the 600-mile mark. After that, this product goes 10,000 kilometers (6,214 miles) between maintenance and oil changes. Vespa offers extended warranties and extended maintenance contracts so you can get warranty and maintenance service on this scooter for up to four years.

What better way to get around the city than this 278cc GTS scooter from Vespa? We really like the styling. It pays homage to where Vespa has been and where it’s going in the modern era. We value the wider front fender and forward fairing. Of course, LED lighting is a must in the modern era so that’s a nice upgrade too. We also appreciate the copious storage, though the underseat storage gets toasty. We like the twist-and-go simplicity of the CVT automatic transmission. All in all, it’s a very nice vehicle for urban use, which brings us to the price.

Realistically, for $8,100 you can buy a new streetbike, which offers a lot more capability and versatility than this GTS Super Sport. Still, if you’re looking for the twist-and-go simplicity of a scooter with the signature Vespa styling, signature Vespa character, and history that this brand has, then maybe this $8,100 scooter will be right for you. But for our money, it is too pricey.

Gearbox

Helmet: Arai Signet-X

Jacket: Rev’It Blackwater

Gloves: Rev’It Kinetic

Pant: Rev’It Maple 2 Ladies SK

Boots: TCX Dartmouth WP

2023 Vespa GTS 300 Technical Specifications and Price

Price:	$8,099 (as tested)
Engine:	278cc, SOHC, liquid-cooled single-cylinder; 3-valve
Bore x Stroke:	75.0mm x 63.0mm
Transmission/Final Drive:	Continuously variable transmission w/ enclosed belt
Frame:	Steel
Front Suspension:	Single-sided link arm w/ coil spring and shock absorber; TBD travel
Rear Suspension:	Dual rear shock absorbers, adjustable for preload; TBD travel
Front Brake:	Nissin caliper, 220mm disc w/ ABS
Rear Brake:	ByBre caliper, 220mm disc w/ ABS
Tires:	Michelin City Grip 2; 110/70-12 / 130/70-12
Rake/Trail:	TBD
Wheelbase:	54.1 in.
Seat Height:	31.1 in.
Fuel Capacity:	2.2 gal.
Claimed Weight:	347 lb.
Available:	December 2022
Warranty:	24 months
Contact:	vespa.com

Gasoline-powered scooters, like Vespa’s GTS 300, are ideal urban transportation solutions. (Adam Waheed/)

The 278cc single-cylinder GTS 300 has plenty of pep to get you in or out of town, with a top speed of 77 mph. (The Piaggio Group/)

With their friendly-riding dynamic (no shifting), scooters are a great way to see and smell the sights and sounds of town. (The Piaggio Group/)

The ergonomics and riding position is well suited to a variety of rider sizes, including our 6-foot tester. (The Piaggio Group/)

A mixed analog and digital dash keeps tabs on the GTS 300. A color TFT display is available on the up-spec Super Tech model. (Adam Waheed/)

With copious storage (for a two-wheeled vehicle), the GTS 300 is easy to use as a daily-driver-type vehicle. (Adam Waheed/)

We value the updated switch gear, but for its $8,099, the GTS 300 Super Sport could offer improved fit and finish. (Adam Waheed/)

Aesthetically, Vespa hasn’t strayed too far from the original. We like its signature 1940s aerospace lines that only it offers. (Adam Waheed/)

Source: MotorCyclistOnline.com

Yamaha Bicycles continues to massage its pedal-assist bicycles lineup for ‘22 with its improved Wabash RT gravel bike and CrossCore RC recreational all-arounder. (Joseph Agustin/)

Motorcycles and bicycles go hand in hand for many riders. Keen to leverage its existing powersport audience and grow into other fun-filled outdoor segments, Yamaha Bicycles has updated its dual sport–like pedal-assist bicycle entry with its 2022 Wabash RT gravel bike ($4,099). The kickstand-equipped CrossCore RC urban all-arounder ($3,099) also receives some improvements. Both cycles are categorized as Class 3 electric bikes limited to 28 mph with pedal assist.

Editor’s note: We’ve reported on the technical improvements of these ebikes in the 2022 Yamaha Wabash RT Electric Bicycle First Look and 2022 Yamaha CrossCore RC Electric Bicycle First Look articles.

Wabash RT

The Wabash RT is designed for pedal bikers who want a road-style bicycle they can ride on road as well as off. Enter the 700c-wheel-equipped Wabash RT, powered by Yamaha’s proprietary PW generation electric motor. Although Yamaha Bicycles is new in the pedal-assist bicycle game here in the United States, the brand has been manufacturing these propulsion systems since the early ‘90s.

The Wabash RT is notable because it allows riders to experience the thrills and excitement of cycling in a remarkably easy-to-use package. Its 500-watt battery is built into the lower frame tube and charges via a household-style three-prong 120-volt power adapter, taking four hours to top off completely. Once charged to max, this pedal-assist bicycle offers a range of up to 100 miles in its lowest Eco power setting.

An easy-to-use LCD-style display fixed to the handlebar shows speed and other trip metrics and allows the rider to choose between four power modes. There’s also an automatic power setting which selects the ideal power setting after factoring in cadence (think engine rpm), road incline, and energy demand based on the effort exerted through the crank. The RT shifts gears smoothly through Shimano drivetrain components using a fixed center sprocket and a 11-speed rear gear.

Ergonomics-wise, the Wabash feels similar to a road-style cycle due to its more aggressive lowered handlebar with light outward flaring for comfort. This allows miles to melt away with ease.

Powerful hydraulic disc brakes keep speed in check and wide, meaty (for a road bike) Maxxis tires ensure added stability and comfort when riding over rough pavement. We were surprised by the grip level these Maxxis’ offer, even in sand. A mechanically actuated dropper post–type saddle (offering more than 1.5 inches of travel) adds versatility and makes it easier to ride over uneven terrain, or for mounting and dismounting. It also integrates a clever suspension system, so when hitting larger jolts and jumps, it gives a bit of cushion.

If you’re the type of person who wants to experience the thrill of road bike cycling but are maybe not in the best physical fitness, you could do really well with this bike. Despite a hefty 46.7-pound weight (size large), having the motor beneath you lets the rider go farther at a higher rate of speed, though of course the human part of the drivetrain must still burn some energy while contributing muscle power through the pedals. And that’s neat; the rider gets the best of both worlds, a little bit of exercise plus the ability to go farther and see more.

CrossCore RC

Yamaha’s CrossCore RC is a general-purpose pedal-assist bicycle designed for casual bicyclists who want to ride to school, work, the gym, the beach, everywhere. It’s also ideal for riding for pure pleasure and would be ideal for exploring town.

Like the Wabash, it’s powered by Yamaha’s proprietary PW-series electric motor. This motor is good for almost 58 pound-feet of torque—more than some gasoline-powered motorcycles. An identically sized 500-watt battery is built into the lower frame rail. The CrossCore RC weighs 52.6 pounds (in size large).

The battery is charged with Yamaha’s proprietary charge pack, which works with any household adapter. The CrossCore has a range of just over 100 miles in its lowest power setting. A really slick LCD control panel keeps tabs on speed, mileage, and lets the rider adjust power mode settings, and there’s an LED headlamp for illuminating the road after dark. Like the Wabash RT,  an automatic power setting takes the guesswork out of things automatically selecting the optimum power mode based on how much load you’re putting through the pedals, terrain incline, and vehicle speed. The CrossCore RC gets a nine-speed rear derailleur plus two front chainrings for 18 speeds total.

The CrossCore employs more relaxed ergonomics with a flat, upright club-style handlebar. Seat height can be easily adjusted up or down, but it doesn’t include a dropper post setup like the Wabash RT. It does, however, offer front suspension with 2.5 inches of travel.

Ideally, it would be nice to have two of these CrossCores in the garage so a friend can tag along during rides; they wouldn’t even have to be in optimum pedaling shape to spend a few hours tooling around with you.

Both of these pedal-assist bicycles are available in three frame sizes (small, medium, large) and come with a three-year warranty on the frame, motor, and battery.

The CrossCoreRC is designed for recreational cyclists seeking a pedal-assist bike that they can run errands on or get outside and have some fun. (Joseph Agustin/)

The Wabash RT on the other hand is a purpose-built gravel bike (think dual-sport) designed to be ridden on and off pavement. (Joseph Agustin/)

Folks looking for easy to use urban transportation will do well with the CrossCoreRC from Yamaha Bicycles. (Joseph Agustin/)

With its more aggressive road bicycle like ergonomics, the Wabash RT is a good option for riders looking to cover serious mileage. (Joseph Agustin/)

A mechanically operated kickstand and LED headlamp add everyday versatility for riders and folks seeking urban mobility options. (Joseph Agustin/)

This slick and easy-to-use LCD interface monitors trip functions and allows the rider to manipulate motor power modes. (Joseph Agustin/)

The CrossCore RC’s LED headlamps help riders stand out during night rides. (Joseph Agustin/)

Yamaha Bicycles pedal-assist bicycles are an affordable and hassle-free way to get around town. (Joseph Agustin/)

Source: MotorCyclistOnline.com

Ride with us at the controls of Zero Motorcycles’ DSR/X electric-powered ADV bike. (Jenny Linnquist/)

Fresh for 2023, Zero Motorcycles presents its new DSR/X, an electric adventure motorcycle designed to take riders away from the pavement. The Santa Cruz, California, company has been a force in the electric motorcycle segment for 15 years, but this is its first ADV rig.

Editor’s note: We reported on the unveiling of the DSR/X during the 2023 Zero DSR/X First Look Preview article.

The DSR/X is powered by a giant 17.3-kilowatt-hour battery, and while the rating is a measure of energy storage capacity, Zero motorcycles are also known for producing a hellacious amount of torque at the back wheel. The last time we rode a Zero SR/F, it churned out 140 lb.-ft. torque. This motor is said to deliver 166 lb.-ft. torque. That’s more than a six-cylinder Honda Gold Wing or BMW’s mighty K 1600. And it’s a good thing it has that much juice, considering its hefty 544-pound ready-to-ride weight.

The DSR/X has rugged, modern styling, but it’s not overdone. Up front it rolls on a 19-inch cast-aluminum wheel, complemented by a 17-inch cast-aluminum rear hoop, the same type of wheel configuration employed by the BMW GS, Ducati Multistrada, Suzuki V-Strom, and Harley-Davidson’s Pan America. The 19/17 wheelset combo is ideal for riders who are looking to do light off-roading, with road remaining the focus.

Our favorite feature of this bike, next to its awesomely and easily adjustable windscreen, is the giant storage compartment. It’s capable of swallowing 7 gallons of gear. That’s double the capacity of the SR/F we tested three years ago, and enough to fill half a dozen decent-sized backpacks. Added auxiliary storage can be accessed via two torque screws on the front left side of the bike, and there’s also the usual small storage compartment underneath the rider seat.

This vehicle is charged with a standard J1772 charging point or a conventional household three-prong 110-volt adapter. The household adapter takes approximately 10 hours to charge from zero to 95 percent; the J1772 reduces that to roughly four hours.

Up front the DSR/X rolls on an inverted Showa fork with radial-mount brakes from J.Juan, a Brembo-owned Spanish brake manufacturer. A giant Showa shock mounts directly to the frame and swingarm without a linkage. We generally aren’t fans of bikes without rear suspension linkages, especially for off-road use, but in this application it works well. The suspenders offer more than 7 inches of suspension travel, fore and aft.

Another neat design feature is the belt final drive. So why doesn’t it employ a chain? Chain final drive is loud, and when used on a bike that otherwise does not make much noise, chain slaps get annoying. The drive sprocket mounts directly to the 17-inch rear wheel, allowing more even torque load during acceleration. The rear sprocket has holes inside designed to move dirt and debris out of the surface between the sprocket and the belt, helping to mitigate excess wear and keeping the belt from stretching or breaking when out on the trail.

This bike is a big rider-friendly motorcycle; those taller than average are going to like the ergonomics on this Zero. The handlebar is tall and swept forward, which is nice as it puts riders in an aggressive stance, though that might get a little annoying while logging highway miles. The rider’s seat is luxurious, cupping rear ends nicely. The faux fuel tank area is sizable and does a fine job of blocking the elements, which is what you want on a touring bike. The rearview mirrors do a nice job of showing off what’s behind.

Standing ergonomics on this bike work well throughout. Overall, this is a very cozy motorcycle.

True, the Zero is a tad wide, but that girth means it’s easy to squeeze the bike with the legs. The center of the bike is nice and flat and the faux fuel tank isn’t in our way, like it is with so many other modern ADVs.

Considering its heft, the suspension has a lot of work to do. The suspension has spring preload and damping adjustment, front and rear. No doubt that big reservoir chamber inside the shock has a lot of nitrogen to help keep the damping qualities fixed when controlling all 544 pounds of this motorcycle. The weight is certainly felt, and riders can sense the suspension controlling movement and vehicle pitch off-pavement. Realistically, though, riders probably won’t get really nasty with this bike; it just weighs too much. Still, for fire roads and light off-roading, this motorcycle is more than capable.

On the other hand, the DSR/X feels remarkably agile on the road. The suspension feels well-supported on slow to medium speed curvy pavement stints, and thankfully, there’s those triple-sized triple disc brakes. The rear disc brake on this vehicle is the biggest rear disc Zero Motorcycles has ever put on one of its bikes. The off-road traction control mode is really nice, allowing a decent level of wheelspin. The connection between motorcycle and throttle works well, and we like the throttle response, not too touchy, not too dull; the rider feels connected to the bike.

A good, old-fashioned mechanical key starts this bike. Insert key, turn the ignition on, and the 5-inch color TFT display illuminates with a neat Zero Motorcycles logo. The fonts are nice and sharp and it looks crisp. Problem is, the font sizes used mean there’s a lot of wasted space around the perimeter of the display. Still, just hit the “run” rocker switch, and away you go.

The DSR/X offers an easy-to-access 12-volt power point and two more USB-type chargers inside the center storage box. Three-level adjustable heated grips are also included and elevate comfort during rides in chilly weather. The manually adjustable windscreen offers a good range of adjustment; we usually ran it in the low position to get a little bit of airflow over our body, but if it had been colder out, we would definitely have elevated the setting. The rearview mirrors do a nice job of showing off what’s behind.

Zero Motorcycles continues to rely on switch gear that mimics Aprilia hardware from over a decade ago; it’s clunky and needs to be updated, preferably with a BMW-style multi-wheel. Until then, riders must fumble with the left/right toggle switch to access power modes. Obviously Sport was our favorite.

On the other end of the spectrum, the Eco power setting reduces acceleration force and uses power more sparingly. It also adds regen, which feels like engine-braking, as it slows the motorcycle without having to actuate the brakes by returning regenerated power to the power pack. Folks who like a lot of conventional engine-braking effect during deceleration are going to want regen.

The brakes offer decent response, but the pad-bite-feeling is a tad soft. Power-wise, riders really have to get in that lever for it to slow down; after all, there’s a lot of mass to stop here. An even more robust brake package would be nice considering how heavy this vehicle is. A neat feature here is the integration of Bosch-sourced vehicle stability and ABS controllers. Bosch-sourced ABS and vehicle stability controllers are class-leading in the powersport space. And Bosch and Zero Motorcycles have been working together for nearly a decade now. So the electronics and their integration of their vehicles works really well.

Not having any traditional motorcycle sounds makes for a fresh experience. Without typical ICE noises, it’s a serene experience. Riding electric motorcycles is neat, because there’s no engine noise, no vibration, no exhaust noise. And we like that there’s no clutch to actuate; no gears to shift.

Zero claims it’s good for a range of 85 highway miles. If you ride in the city, it’s over 100 miles. If you ride off-road, it’s over 100 miles too. Highway use is the worst energy consumption because you’re going at a constant speed. City and off-road, you are varying your speed. You also get the benefit of regen during deceleration, so that’s why range increases in the aforementioned scenarios.

Zero Motorcycles also offers a larger power pack as an accessory. This vehicle comes standard with a 6kWh charger that’s been repositioned; that charging apparatus was previously mounted underneath the motorcycle, as on the Zero SR/F. For this application, engineers moved it to the tailsection due to the DSR/X’s added ground clearance requirement. In typical Zero form, you can always scale the charging system: If you need more charging power, you can buy an accessory 6-kilowatt charger, effectively doubling the charging rate.

LED lighting front and rear helps this motorcycle stand out after dark. Curiously however, this bike has halogen bulb turn signals. We weren’t able to ride after dark, so the jury is still out on the nighttime usability of this motorcycle, but judging by the shape of the LEDs we bet this thing throws a good swath of light.

The neat thing about electric motorcycles is they’re virtually devoid of maintenance. The DSR/X needs periodic tension checks on the belt final drive and hydraulic brake fluid flushes, but that’s pretty much the extent of the maintenance. Of course, you’re going to have to update the firmware every so often; Zero Motorcycles is always improving its firmware and software. But for motorcycle riders who want to spend more time riding and less time dealing with maintenance, EV bikes are a great option.

Will this bike replace the internal combustion engine–equipped adventure-touring bike in our garage? Probably not. Gasoline-powered adventure-touring bikes continue to retain an advantage in terms of range and fuel availability. It seems there very well may come a day, perhaps in a decade or two, where the tides change and it’s EV bikes; may as well embrace the change. Zero Motorcycles is making a valiant effort to make that change an adventure with the DSR/X.

Gear Box

Helmet: Shoei Hornet X2

Jacket: Rev’It Blackwater

Gloves: Rev’It Kinetic

Pant: Rev’It Piston

Boots: TCX Rush 2 Air

2023 Zero DSR/X Technical Specs and Price

PRICE:	$24,495
MOTOR:	Z-Force 75-10, passively air-cooled, interior permanent magnet AC motor
TRANSMISSION:	Clutchless direct drive
FINAL DRIVE:	Gates Carbon Drive Moto X9 belt, 25mm wide
POWER SYSTEM TYPE:	Z-Force li-ion intelligent power pack
POWER PACK MAX CAPACITY:	17.3kWh
CLAIMED CHARGE TIME:	10 hr. Level 1 / 2 hr. Level 2 / 1 hr. 6kW rapid charger
CLAIMED RANGE:	180 mi. city/85 mi. highway
CLAIMED HORSEPOWER:	100 hp @ 3,650 rpm
CLAIMED TORQUE:	166 lb.-ft.
FRAME:	N/A
FRONT SUSPENSION:	47mm Showa Big Piston Separate Function fork, preload, compression, and rebound adjustable; 7.5 in. travel
REAR SUSPENSION:	46mm Showa piston w/ piggyback reservoir shock, preload, compression, and rebound adjustable; 7.5 in. travel
FRONT BRAKES:	Dual J.Juan radial-mounted 4-piston calipers, 320mm discs
REAR BRAKE:	J.Juan floating 1-piston caliper, 265mm disc
WHEELS, FRONT/REAR:	19 x 3.00 in. / 17 x 4.50 in.
TIRES, FRONT/REAR:	Pirelli Scorpion Trail II; 120/70-19 / 170/60-17
RAKE/TRAIL:	25.0°/4.3 in.
WHEELBASE:	60.0 in.
SEAT HEIGHT:	32.6 in.
CLAIMED WEIGHT:	544 lb.
WARRANTY:	2-year standard; 5-year/unlimited-mileage power pack
AVAILABLE:	Now
CONTACT:	zeromotorcycles.com

Source: MotorCyclistOnline.com

Over the course of the past year, we’ve been riding Yamaha’s 2022 Tracer 9 GT. Introduced in 2021, the Tracer 9 GT is a middleweight, sport-touring bike from the Tuning Fork brand. We’ve reported on its performance and capability during the 2022 Yamaha Tracer 9 GT Review and 2021 Yamaha Tracer 9 GT MC Commute Review articles and videos. Now, after riding this machine for nearly a year and logging almost 4,000 miles, we’re discussing what it’s like to live with from day to day.

Our original review discussed a couple of annoying hiccups, but fast-forward to now and those bugaboos irk us much less. We’re keen on the versatility and function of the Tracer 9. We really like this middleweight’s size; because it’s a bantam sport-touring bike, it has great everyday utility. It’s great to have a bike with manufacturer hard cases, eliminating the need for a fanny pack or backpack as the lockable and removable luggage swallow nearly 8 gallons of goodies on either side. And even with the luggage mounted, the bike remains svelte and nimble.

Traffic is a bear in Southern California, and larger touring bikes and cruisers can be a handful to slide in and out of traffic. Not so with this Tracer 9 GT; it may weigh just over 500 pounds with a full 5 gallons of fuel, but it’s surprisingly responsive, really fitting our SoCal lifestyle.

We love the ergonomics, particularly the adjustability. The broad seat is nice and plush and can be easily raised or lowered without tools; at 6 feet, the tall position worked for me personally. And the ability to adjust the rider’s footpegs made us happy. This was already a common feature on sportbikes many years ago, so it’s a no-brainer for Yamaha to include this. We kept the pegs in the low position to reduce painful knee contortions. Rounding out the triangle, if you will, the handlebar is proportioned well and can also be adjusted to rider preference. Overall, a really accommodating ergonomics package.

The manually adjustable windscreen is easy to use, and we value how tall it is in the high position, where it does a fine job of flowing turbulent air over the rider. The OE-fitted plastic hand guards are another valuable touch, and do a marvelous job of keeping hands warm in cold weather. This along with 10-way-adjustable electronic heated grips make riding in chilly conditions much more bearable.

Of course comfort is only half of this bike’s appeal; performance measures up as well. The 890cc inline-triple is awesome, with gobs of torque, more than 50 lb.-ft. from as low as 2,500 rpm. And there’s right around 104–105 ponies at the business end of the Bridgestone Battlax 180-series rubber, so the Tracer 9 has plenty of get-up-and-go, which is easy to use thanks to its electronic quickshifter, a nice add-on. No need to use the clutch when upshifting or downshifting makes for a much more entertaining experience with the torquey punch of this inline-three, which as a bonus, sounds really, really cool.

What’s also cool, in a quieter way, is this bike’s elevated maintenance intervals. Yamaha Motor recommends engine oil swaps every 6,000 miles, engine oil filter changes every 12,000 miles, along with fresh spark plugs and an air filter. The valve adjustment intervals are spaced to 24,000 miles. This streetbike goes quite a ways between services.

The KYB semi-active suspension is decent, and it’s neat that Yamaha added this feature to the bike. But the actual function of the semi-active suspension is meh; we’ve ridden other bikes with semi-active suspension that performed near-magically. Around town the Tracer 9 handles nicely, soaking up the bumps well. But when you’re getting some in the corners on a favorite curvy road, it has a tendency to get a little bit unglued. Still, most can certainly live with the minor disappointment given the bike’s day-to-day capability.

Fuel economy-wise, well, we love riding fast, so we only averaged around 32 mpg. But again, this engine is so peppy, with a neat-sounding engine and exhaust notes, we feel the average rider is going to find it really easy to rev this thing out and let ‘er eat, so we stand by our numbers. And with its 5-gallon-capacity fuel tank, there’s decent range. Of course, even bigger fuel tanks are always better in our notepads, especially for a sport-touring bike. But we can live with this capacity for urban touring.

During our nearly 4,000-mile stint the only real hiccup we had was a flat tire. Even then, the OE centerstand made it easy; pop off the wheel, fit a new tire, and away we went.

Which brings us to the other stumbling point: No doubt $15,000 is a lot of money, especially considering the outgoing FJ-09 only cost around $11,500 with luggage. But, for the added price of the ‘22 version, you get a lot of accoutrements. We especially like the heated grips. Other features were appreciated, with nitpicks: We like the cruise control, though it is a little bit annoying that you can only engage it in fourth gear and up; we like the LED cornering headlights, though they don’t do a great job of throwing light into corners.

But overall this Tracer 9 GT definitely grew on us. It’s a great package. It’s nice to have a sport-touring bike that doesn’t take up a car’s worth of room in your garage, and we love its peppy, fun-loving engine.

Would we pony up $15,000 for this motorcycle? Initially we thought it was far too expensive based on features alone. But after riding it for nearly a year our tune has changed. Among other refinements, its high-end electronics package, particularly its more refined throttle response courtesy of Yamaha’s updated D-mode system and APSG throttle tube setup make it a lovable, easy-riding bike. And it won’t break the bank in terms of maintenance. After a year, we believe the $15,000 Tracer 9 GT can do a whole heck of a lot for us.

Gear Box

Helmet: Shoei RF-SR

Jacket: Rev’It Tornado 3

Pant: Rev’It Jackson RF

Gloves: Rev’It Sand 3

Boots: TCX Rush 2 Air

2022 Yamaha Tracer 9 GT Technical Specifications and Price

Price:	$14,999
Engine:	890cc, DOHC, liquid-cooled, inline-three; 4 valves/cyl.
Bore x Stroke:	78.0 x 62.1mm
Compression Ratio:	11.5:1
Fuel Delivery:	Fuel injection w/ YCC-T
Clutch:	Wet, multiplate assist and slipper w/ Quick Shift System
Transmission/Final Drive:	6-speed/chain
Frame:	Die-cast aluminum Deltabox frame
Front Suspension:	41mm KYB inverted fork, spring preload, compression, and rebound damping adjustable; 5.1 in. travel
Rear Suspension:	KYB shock, spring preload and rebound damping adjustable; 5.4 in. travel
Front Brakes:	Nissin master cylinder, dual 298mm discs w/ ABS
Rear Brake:	245mm disc w/ ABS
Wheels, Front/Rear:	Spin-forged, 10-spoke aluminum
Tires, Front/Rear:	Bridgestone Battlax T32; 120/70-17 / 180/55-17
Rake/Trail:	25.0°/4.3 in.
Wheelbase:	59.1 in.
Seat Height:	31.9–32.5 in.
Fuel Capacity:	5.0 gal.
Wet Weight:	503 lb.
Warranty:	1-year limited factory
Contact:	yamahamotorsports.com

Source: MotorCyclistOnline.com

The unique-sounding engine was never a weak point but Yamaha has made it sound even more gorgeous. (Peter Callister/)

In a bid to keep its popular MT-10 naked price-competitive, Yamaha has, since the bike’s 2016 introduction, traditionally shied away from equipping it with high-end suspension and premium chassis parts. Instead, a more expensively suspended SP version sits alongside the “base” MT-10, and is introduced shortly after each MT update.

Editor’s note: We test rode the standard MT-10 during the Is Yamaha’s 2022 MT-10 the Best Naked Bike in its Class? and 2022 Yamaha MT-10 Review articles and videos.

Earlier this year the base MT received an overhaul, with the installation of a long-overdue six-axis IMU the headline update, which means all the bike’s rider aids—slide control, traction control, corning ABS, front wheel lift control, and changeable engine-brake strategies—could be made lean-sensitive. An up-and-down quickshifter, previously an option, was added along with cruise control, a speed limiter, and four riding modes. The older MT’s rather dated dash was replaced with a new and easy-to-read 4.2-inch full-color display.

Minor tweaks to the superb crossplane engine included a power increase to 164 hp at 11,500 rpm, some 5.5 hp up on the old bike. Torque also came up slightly, from 81.9 lb.-ft. to 82.6 lb.-ft. at the same 9,000 rpm, and Yamaha claims the engine is 15 percent more fuel efficient than before. Meanwhile, the brakes, something of a weak point on the MT, were augmented with a radial Brembo master cylinder. Bridgestone S22 rubber comes standard.

Related: Is Yamaha’s 2022 MT-10 the Best Naked Bike in its Class?

Now, in the grand tradition, it’s the MT-10 SP’s turn to feel the benefit of those updates. It also receives an update to its electronic suspension and becomes the first production bike to feature Öhlins’ new Gen 2 system, which provides three semi-active and three manual modes. The SP also comes equipped with braided brake lines, a three-piece belly cowl, and R1M-inspired colors.

Pricewise, the new MT-10 SP comes in at $16,899, $2,900 above the base MT.

Are the extras worth almost three grand? If the answer wasn’t always clear with the older SP’s KYB suspension setup, there can be little doubt about the brilliance of 2022 SP’s Gen 2 Öhlins electronic system. The new semi-active system comprises of uprated NIX 30 fork and a TTX 36 rear shock fitted with new spool valve (SV) design which, according to Öhlins, enables quicker damping adjustment than a conventional needle valve while providing increased sensitivity and responsiveness at the low and high ends of the adjustment range.

There are three semi-active and three manual modes. Of the active (A) modes, A-1 is the sporty/track setting, A-2 is more suited for the road, and A-3 is the touring and comfort-focused setting. The M options let you electronically tune the suspension to your taste and then store your settings.

Gen 2 suspension adds 4.4 pounds to the overall weight of the MT-10, but the advantages are numerous. The racetrack part of this test used the A-1 mode, sportiest of the active settings. The base MT is an accomplished trackday tool, but can lack the precision and stopping power of its rivals when pushed hard. However, on excellent Bridgestone S22 rubber the new SP was noticeably more poised, with none of the mid-turn vagueness found in some electronic suspension systems.

The A-2 option was the preferred road setting, with A-3 used on longer rides when a soft, forgiving ride was a priority. In fact, the damping rates in A-3 make the SP noticeably more comfortable than the standard MT-10 if riding all day.

The versatility of the Gen 2 setup is incredible and must be experienced to be believed. The MT-10 SP really does behave like three bikes in one, a track tool, sportbike, and sporty tourer, with each machine accessed by a simple button press. The bike still feels a bit heavy and lethargic on fast direction changes, particularly on track, and it’s not as flickable as its closest rival, BMW’s S 1000 R, but the suspension itself is hard to fault. Furthermore, that extra weight brings reassurance through implacable stability; many riders, especially the larger ones, enjoy the muscular feel of the MT-10.

Related: 2022 Yamaha MT-10 First Ride Review

Suspension apart, the SP riding experience is much the same as the thoroughly entertaining and satisfying updated stocker. Yamaha’s ASPG throttle ensures fueling is virtually perfect, especially in do-it-all mode B, while amplifier grilles in the tank accentuate the CP4 motor’s glorious intake howl. You can hear and almost feel air being sucked into the induction system, and it adds even more character to the fabulously tractable, torque-rich inline-four.

In fact, the motor is as versatile as the Gen 2 suspension. Around town, the fueling is soft and friendly. Out in the open country, there’s lavish low-down grunt and a lovely spread of midrange from 4,000 rpm to 8,000 rpm. Only a racetrack, and a fast one at that, would find its 164 bhp anything but more than enough.

Stopping power has been improved with a Brembo radial master cylinder on the base MT-10 and, for 2022, the SP also gets braided brake lines like the R1M. Despite the preference for Brembo Stylema calipers among many high-end hyper-nakeds, Yamaha has stuck with its own hardware; while we weren’t overly taken with the rather wooden brakes on the updated MT-10, the SP’s stoppers were impressive. The lever has a more responsive feel around town and the brakes aren’t too aggressive for street use. On track, they were fade free, and cornering ABS is a welcome addition.

The finish and detailing of the SP get better with each new model. The 2022 bike has a sumptuous, factory feel that’s only enhanced by the M paint and belly cowl, and certainly helps make the extra bucks for the SP feel warranted. If you’re the type who can use the versatility the Gen 2 Öhlins system adds to the bike, the price is worth it indeed. This is the best MT-10 so far, a brilliant hyper-naked made even faster, smoother, easier, and more pleasurable to ride.

2022 Yamaha MT-10 SP Technical Specifications and Price

PRICE	$16,899
ENGINE	998cc, DOHC, water-cooled inline-four; 4 valves/cyl.
BORE x STROKE	79.0 x 50.9mm
COMPRESSION RATIO	12.0:1
FUEL DELIVERY	Fuel injection
CLUTCH	Wet, multiplate slipper clutch
TRANSMISSION/FINAL DRIVE	6-speed/chain
FRAME	Aluminium Deltabox
FRONT SUSPENSION	43mm Öhlins Gen 2 electronic suspension, fully adjustable; 4.7 in. travel
REAR SUSPENSION	Öhlins Gen 2 electronic suspension, fully adjustable; 4.7 in. travel
FRONT BRAKES	4-piston caliper, dual 320mm disc w/ ABS
REAR BRAKE	2-piston caliper, 220mm disc w/ ABS
WHEELS, FRONT/REAR	Alloy 5-spoke; 17 x 3.5 in. / 17 x 6 in.
TIRES, FRONT/REAR	Bridgestone Battlax Hypersport S22; 120/70-17 / 190/55-17
RAKE/TRAIL	24.0°/4.0 in.
WHEELBASE	55.3 in.
SEAT HEIGHT	32.9 in.
FUEL CAPACITY	4.5 gal.
CLAIMED DRY WEIGHT	376 lb.
WARRANTY	12-month limited factory
CONTACT	yamahamotorsports.com

We love the distinctive sound of the crossplane motor ever since the original CP4 was introduced in the R1 in 2009. (Peter Callister/)

Yamaha introduced the SP version, equipped with the very latest next-generation Öhlins electronically controlled suspension. (Peter Callister/)

The MT-10 SP is the first production bike to feature the new next-gen system. (Peter Callister/)

Gen 2 suspension adds 4.4 pounds to the overall weight of the MT-10 (Peter Callister/)

Yamaha added a six-axis IMU to the standard MT-10 at the start of this year. (Peter Callister/)

The SP comes equipped with braided brake lines, which accompany the new Brembo radial master cylinder that was introduced on the standard bike this year. (Peter Callister/)

The new Bridgestone S22 rubber, which warmed up quickly, gave confidence and feel. (Peter Callister/)

The SP is also distinguishable from the standard bike with a three-piece belly cowl and R1M-inspired colors. (Peter Callister/)

There are three “active” modes to choose from—A-1, A2, A-3—and three manual modes—M-1, M-2, M-3. (Peter Callister/)

We covered over 1,000 test miles, including a trip to the Isle of Man, with its unrestricted roads. (Peter Callister/)

The SP variation ups the ante in Yamaha’s naked bike portfolio. (Peter Callister/)

Price-wise, the new MT-10 SP comes in at $16,899, $2,900 above the base MT. (Peter Callister/)

Source: MotorCyclistOnline.com