BMW tastefully updates its six-cylinder-powered K 1600 platform. We test rode its bagger variation in the K 1600 B. (Jeff Allen/)

BMW Motorrad offers sport-touring motorcyclists something special with its six-cylinder K 1600 series platform. The K 1600 platform originally debuted in the United States for the 2012 model year. Fast-forward to 2016, and BMW has expanded the lineup to include a bagger variation in the K 1600 B. For 2022, BMW Motorrad has modernized the platform. We tested the bagger variation in the BMW K 1600 B ($27,115 as tested).

Editor’s note: We’ve reported on BMW’s new luxury-touring bikes during the 2022 BMW K 1600 Six-Cylinder Touring Line Preview and 2022 BMW K 1600 Grand America Review articles.

As the model name indicates, the K 1600 is powered by BMW’s rowdy liquid-cooled 1,649cc inline-six. This bike makes nearly 135 hp at the business end of the 17-inch Bridgestone, these now arriving 1,000 rpm earlier in its powerband. It still makes nearly 116 lb.-ft. of torque, but the peak arrives at higher rpm versus bikes like Honda’s Gold Wing.

What sets this Beemer apart from others in this premium segment is its flexible powerband. Lug it low and this inline-six offers plenty of torque to get you moving quickly. Short-shift through the slick-shifting and electronic quickshifter-equipped (Motorrad calls it Gear Shift Assist Pro) six-speed gearbox and you’re riding a wave of torque to triple-digit speeds in no time.

Conversely, if you’re riding in a more sport-oriented fashion or with faster guys and gals on high-performance sportbikes, rev it out and listen to its six cylinders scream. The 1600 B has a borderline ridiculous amount of acceleration force for a heavyweight touring rig. With the throttle pinned, it’s pure F1-like exhilaration, winding out the engine and rowing through the transmission while you’re pushed deep into the cozy saddle.

Despite employing older-style axial-mount front calipers, the triple-disc braking package on the K 1600 offers plenty of stopping power; IMU-powered ABS now completes the braking package, boosting stability during brake application over slippery surfaces. We’re especially fond of the sharp, precise front brake compound and hearty brake pedal feel.

As before the engine drinks from a generous 7-gallon fuel tank. We recorded a 32 mpg average during mostly fast-paced riding. This extends range to well over 200 miles, a boon for riders who go the distance. Note, though, that with the oddly engineered OE-fitted floorboards included in the $3,400 Bagger Package, you’ll feel engine heat, especially in your feet.

Suspension-wise it continues to employ BMW’s marvelous Duolever front suspension. This configuration separates steering and damping functions. This is a nearly 800-pound motorcycle, yet steering feel is exceptionally light at any speed and it retains favorable damping quality in a variety of surfaces.

Riding over bumpy surfaces with jarring potholes it delivers a smooth and supple ride. Conversely, when you’re getting after it in the twisties, the suspenders offer a more conventional handling feel versus the Gold Wing, with the traditional front suspension bite of a telescopic fork. We also appreciate the fitment of traditional 17-inch cast alloy wheels fore and aft. Damping is electronically controlled via an IMU—smartphone-type chip that gives the vehicle positional awareness in real time, based on global riding mode (Rain, Road, and Dynamic).

The IMU also powers Motorrad’s new Drag Torque Control (BMW calls it “MSR”) which mitigates instability during declaration by raising engine rpm (reduce engine-brake effect). In layman’s terms, if you downshift in too low of a gear for vehicle speed, the throttle bodies open to help limit engine back torque and reduce instability on slippery pavement.

In typical BMW form, the K 1600 B is loaded with all the bells and whistles: heated grips, heated seat, cruise control, electronically adjustable windscreen, LED lighting, electronic suspension, and electronic reverse—it’s all standard fare. Our bagger, as noted, was outfitted with the $3,400 Bagger Package, which adds a two-speaker Bluetooth-enabled stereo (it’s a tad quiet for our tastes), centerstand, keyless/push-button engine start, electronic storage locks, LED fog/auxiliary, engine crashbars, and those questionable floorboards.

Keeping tabs on vehicle settings is a huge 10.25-inch color TFT display. In typical Motorrad form, the display shares identical fonts to other BMW two-wheel and four-wheel vehicles. As usual, the screen is sharp and is easy to read day or night. Menu navigation is identical to other streetbikes, and input is through the signature BMW multi-wheel design that debuted on the original ‘12 K 1600.

Instead of Apple CarPlay, BMW uses its proprietary iOS and Android-enabled smartphone app, BMW Motorrad Connected, which enables on screen turn-by-turn navigation and allows riders to track rides and monitor fuel level and maintenance intervals when away from the bike. Some may find it quirky, but a reasonably tech-savvy person should find it functional. Riders can plug in and stow their phone inside a somewhat cheap-feeling compartment behind the windscreen, though we found we preferred to leave our smartphones in our pants pockets.

Storage-wise, the K 1600 B accommodates 17 gallons of cargo; a full-face helmet can fit in each of its lockable side compartments. The hard cases are easy to use and feature a handy electronic central lock system that keeps your valuables secure when you’re away from the bike.

LED headlights with cornering function are a nice improvement over the previous setup. We rode this motorcycle after dark and the cornering function on the headlights performed adequately, but we’ve ridden motorcycles that had better corner-lighting function (i.e., Honda’s 2020 Africa Twin Adventure Sport ES DCT).

Which brings us to price. This motorcycle rings in at $22,545 in base configuration. Our testbike was outfitted with the executive styling package, which includes Metallic black paint, nifty air deflectors which channel air inside the cockpit during warm-weather rides, and engine spoilers. The Bagger package adds to that an electronic central locking system, centerstand, and a keyless remote fob; we’re not usually big fans of those, but on this bike it seems to work OK.

Sport-oriented luxury-touring riders will love the pedigree of BMW’s K 1600 platform. It’s fast when you want to zoom, yet equally capable purring placidly down the freeway for hours on end. Aside from the feet-cooking floorboards and the somewhat peculiar smartphone/app navigation integration, performance-minded riders will adore what the big-six BMW brings to the table.

Gear Box

Helmet: Shoei RF-SR

Jacket: Rev’It Tornado 3

Pant: Rev’It Piston

Gloves: Rev’It Sand 3

Boots: TCX Rush 2 Air

2022 BMW K 1600 B Technical Specifications and Price

PRICE	$27,115 as tested
ENGINE	1,649cc, liquid-cooled, oil-cooled inline 6-cylinder; 4 valves/cyl.
BORE x STROKE	72.0 x 67.5mm
COMPRESSION RATIO	12.2:1
FUEL DELIVERY	Electronic intake pipe injection digital engine management system: BMS-O w/ throttle-by-wire
CLUTCH	Multiple-disc clutch in oil bath
TRANSMISSION/FINAL DRIVE	6-speed/shaft
FRAME	Bridge-type frame, cast aluminum, load-bearing engine
FRONT SUSPENSION	Duolever; central spring strut; 4.5 in. travel
REAR SUSPENSION	Cast aluminum single-sided swingarm w/ BMW Motorrad Paralever; central spring strut; 5.3 in. travel
FRONT BRAKES	4-piston fixed calipers, dual 320mm discs w/ ABS Pro
REAR BRAKE	2-piston caliper, 320mm disc w/ ABS Pro
WHEELS, FRONT/REAR	Cast aluminum; 17 x 3.5 in. / 17 x 6.0 in.
TIRES, FRONT/REAR	120/70-17; 190/55-17
RAKE/TRAIL	27.8°/4.2 in.
WHEELBASE	63.7 in.
SEAT HEIGHT	29.5 in.
FUEL CAPACITY	7.0 gal.
CLAIMED CURB WEIGHT	758 lb.
WARRANTY	3 years/36,000 miles
AVAILABLE	Now
CONTACT	bmwmotorcycles.com

We appreciate the K 1600 B’s long and low stance. It’s certainly more attractive without the GTL’s top case. (Jeff Allen/)

BMW’s inline-six is easily one of the finest engines in motorcycling. It happily purrs at lower rpm yet provides a wild rush of acceleration at high rpm. (Jeff Allen/)

Motorcycle riders who cover serious distances will value the K 1600 B’s posh cockpit. Its generous 7-gallon fuel tank is another nice plus. (Jeff Allen/)

The K 1600 B’s broad front fairing and electronically adjustable windscreen do a marvelous job of shielding the rider from dirty air. Clever deflectors on either side of the fairing channel air into the cabin during warm-weather rides. (Jeff Allen/)

If you’re into logging miles, the K 1600 B’s cockpit is the place to be. It’s quiet, cozy, and loaded with creature comforts. (Jeff Allen/)

The K 1600 B is especially attractive when viewed from the rear three-quarter angle. We love its giant swept pipes that emit a pleasing exhaust note from the 1,649cc inline-six. (Jeff Allen/)

The K 1600 platform employs a giant 10.25-inch color TFT screen. The display is sharp and easy to read day or night. We appreciate the consistent BMW font and menu navigation. (Jeff Allen/)

BMW’s signature multi-wheel control returns and makes menu navigation easy. The K 1600 B also features an electronic reverse which is handy for getting out of tight parking spots. (Jeff Allen/)

Each lockable hard case is capable of swallowing nearly 9 gallons of cargo. The optional electronic central locking feature is another handy touch. (Jeff Allen/)

More sport-inclined riders will appreciate the sharper, more traditional chassis response of BMW’s K 1600 B versus bikes like Honda’s Gold Wing. (Jeff Allen/)

Source: MotorCyclistOnline.com

Ducati enters the middleweight adventure bike segment with its capable DesertX. (Phewlid Films/)

Ducati’s 2023 DesertX is the Bologna, Italy-based brand’s all-new middleweight adventure motorcycle. We teased it with our Ducati Reveals Two Scrambler Concepts at EICMA 2019 article, then officially unwrapped it in the 2022 Ducati DesertX Adventure Bike Preview write-up. Today, Ducati has brought this bike into North America for US consumption.

Editor’s note: We also reported on the DesertX during its official European press introduction in the 2022 Ducati DesertX First Ride Review article.

We love the aesthetic of this Duc, especially in its flat matte white colorway, which is a good thing seeing as that’s the only hue available for ‘23. Overall, the DesertX looks like a brand-new version of the original mid-’90s Cagiva Elefant. Ducati did a remarkable job reworking styling elements from that foundational ADV.

The DesertX is powered by Ducati’s tried-and-true 937cc Testastretta 11° L-twin, an engine that’s been in Ducati’s lineup for a few years now. The unit has benefited from some

updates along the way, and was mated to a new six-speed gearbox in the Monster last year. Its technical improvements can be seen in the 2021 Ducati Monster Review and 2021 Ducati Monster MC Commute Review articles, or take a few minutes to watch our videos.

For this bike, Ducati fitted shorter transmission gear ratios in first and second gear. The lower ratios help when negotiating precarious terrain and are also good for added acceleration when climbing grades.

As usual, this configuration continues to offer Ducati’s advanced electronics package. Ride-by-wire, adjustable engine power modes, traction control, and wheelie control are all managed by the usual group settings: Urban, Sport, Enduro, Rain, and Touring. For the DesertX, a new Rally setting was added. It’s basically a spin off the Enduro setting, but unlike the low-power enduro mode, it uses high power. Most folks who ride off-road want full power, as the extra oomph is needed when trying to clear obstacles, or climbing steep grades.

The Rally setting allows a little bit more wheelspin when DTC is enabled. It’s neat that Ducati offers this feature, but it would be even better if it would’ve added incremental wheel slip setting within the Rally mode. Other manufacturers in this segment offer this feature on their IMU-powered traction control systems for riders who want an extra degree of control.

We value the handling on this motorcycle, which surprised us a little, as we generally don’t favor motorcycles that don’t employ rear suspension linkages, but this setup works very well. To be fair, the roads around Aspen, Colorado, where we first rode this bike were smooth, and even the fire roads and the two-track weren’t that rough. So the jury is still out on how this suspension performs over rough surfaces, but in our initial rides it worked well.

Ergonomics-wise, we like the cozy seat and the way it positions the rider low and inside the bike. We also like the oversize footpegs, which keep a pleasing grip on boot soles even on precarious terrain. The handlebar is nice and wide with a little bit of rearward sweep, but that’s a good configuration for extended miles on the street.

The 5.5-gallon fuel tank is styled very nicely, though it feels a tad wide when riding the bike in the standing position. We also wish Ducati engineers would flatten the fuel tank surface near the seat. But despite that nitpick, the DesertX is an easy bike to ride.

We love the generous fuel capacity. Motorcycle manufacturers typically fit too-small fuel tanks on streetbikes, but the DesertX is a nice exception. Ducati also offers a number of accessories including handlebar guards ($187.20), crashbars ($700), and heated grips ($388.17), which were fitted on our example.

The accessory that we want to get our hands on is the auxiliary 2.5-gallon fuel tank ($1,500), which sits atop the passenger seat and plugs into the main fuel tank. This extends fuel capacity to nearly 8 gallons. The range boost is especially noticeable on a middleweight that isn’t as thirsty as liter-plus ADV bikes would be.

Overall, this bike is a really fun bike to ride. We’ll have to wait and see if it’s better than the others in its class, but it will be fun finding out. It handles nicely, has good power, and uses well-thought-out electronics. Plus it really stands out in the usual crowd of peculiar-looking ADVs with handsome aesthetics. That edge will be reason enough for many to shell out $17,095 for a DesertX.

Gear Box

Helmet: Arai XD4

Jersey: Rev’It Flow

Pant: Rev’It Peninsula

Gloves: Rev’It Massif

Boots: Alpinestars Tech 7

2023 Ducati DesertX Technical Specifications and Price

PRICE	$16,975
ENGINE	937cc, DOHC, liquid-cooled, L-twin desmo; 4 valves/cyl.
BORE x STROKE	94.0 x 67.5mm
COMPRESSION RATIO	13.3:1
FUEL DELIVERY	Fuel injection w/ 53mm throttle bodies; ride-by-wire
CLUTCH	Wet, multiplate slipper; hydraulic actuation
TRANSMISSION/FINAL DRIVE	6-speed/chain
FRAME	Tubular steel trellis
FRONT SUSPENSION	46mm inverted KYB, fully adjustable; 9.1 in. travel
REAR SUSPENSION	Single KYB, fully adjustable; 8.7 in. travel
FRONT BRAKES	Brembo M50 4-piston radial calipers, dual 320mm discs w/ Bosch cornering ABS
REAR BRAKE	Brembo floating 2-piston caliper, 265mm disc w/ Bosch cornering ABS
WHEELS, FRONT/REAR	Spoke; 21 x 2.15 in. / 18 x 4.5 in.
TIRES, FRONT/REAR	Pirelli Scorpion Rally STR; 90/90-21 / 150/70-18
RAKE/TRAIL	27.6°/4.8 in.
WHEELBASE	63.3 in.
SEAT HEIGHT	34.4 in.
FUEL CAPACITY	5.5 gal.
CURB WEIGHT	492 lb.
WARRANTY	3 years
CONTACT	ducati.com

The ’23 DesertX looks marvelous in its matte white colorway. We love that Ducati adopted styling cues from the original Cagiva Elephant from the mid-’90s. (Phewlid Films/)

A vertical aspect ratio color TFT display keeps tabs on the DesertX’s vitals. (Phewlid Films/)

Ducati’s DesertX expands the Italian brand’s motorcycle lineup and allows would-be adventure riders to explore beyond pavement. (Phewlid Films/)

The DesertX is powered by Ducati’s tried-and-true 937cc Testastretta L-Twin that’s used in its Monster. (Phewlid Films/)

In true ADV form the DesertX employs a 21-inch front and 18-inch rear wheel combo with long-travel suspension. (Phewlid Films/)

Ducati generously fitted a 5.5-gallon fuel tank extending range. An accessory 2.5-gallon fuel tank ($1,500) is also available for riders who want to go farther. (Phewlid Films/)

The DesertX’s ergonomics package is well thought out, but we wish the fuel tank was slimmer where it meets the rider’s seat. (Phewlid Films/)

We’re big fans of the DesertX’s styling and overall proportions. It’s easily one of the best-looking bikes in the ADV segment. (Phewlid Films/)

Source: MotorCyclistOnline.com

New from Royal Enfield, the 2023 Hunter 350. The 349cc single-cylinder engine remains untouched, but almost every other component is completely new. (Royal Enfield/Nigel Paterson/)

Royal Enfield’s current focus on producing bikes for its home and emerging markets is eloquently expressed by the Indian manufacturing giant’s new Hunter 350.

The Hunter 350 is specifically designed to excel in the cut and thrust of the world’s largest and most congested megalopolises. It’s nimble, cheap to run, and propelled by an unburstable air-cooled single-cylinder engine that gives the bike just enough gumption to keep ahead of the scooter hordes when the lights turn green.

But there’s more to the Hunter than practicality. At just 399 pounds, it’s 22 pounds lighter and has a shorter wheelbase and sharper geometry than its 350 siblings. Its 17-inch wheels, a first for Enfield, help give it a welcome sporting edge in the urban context. With more than 80 percent of the manufacturer’s sales now coming from India itself, its modern styling is clearly aimed at a younger audience too.

The air-cooled SOHC 349cc single is identical to that found in Enfield’s Classic 350 and Meteor 350, producing a gentle 20.2 hp at 6,100 rpm and 19.9 lb.-ft. torque at 4,000 rpm. The fuel injection has been tweaked to improve throttle response; Enfield quotes a top speed of 71 mph. As you might expect, there are no electronic riding modes or rider aids.

There’s no hiding the fact the SOHC two-valve 350 is as basic as they come. But in Thailand’s seething capital of Bangkok, Enfield’s carefully selected location for its first test, the Hunter excelled. It was punchy enough to surge ahead of the traffic, chassis perfectly balanced at low speeds, a breeze to steer through the gridlocked cars and taxis.

The fueling is soft and easy, the gearbox positive while feeling robust, and even during a 62-mile night ride, I never for a moment wanted any more power or performance. An indicated 75 mph was achievable when I tucked in tight, though only when the going was flat and there was no headwind.

Of course, the traffic usually moves with a little more freedom in the cities of Europe and the USA, and there’s a question mark regarding how well the Hunter will cope in a faster environment. It lacks zip when accelerating from 50 mph, and if you are commuting in and out of the city, it may struggle to stay ahead of the traffic.

Chassis-wise, those new 17-inch wheels are 3.3 pounds (front) and 3.5 pounds (rear) lighter than the rims seen on its stablemates, for a significant saving in unsprung weight. The frame is beefed up, the wheelbase is shorter, and the head angle is more aggressive than its 350 cousins too. Suspension is completely new, with 5.1 inches of travel at the front and 4 inches at the rear, plus preload adjustment on the rear. The footpegs are slightly higher and set back farther, while the CEAT tires have been specifically designed for this model.

All this, plus a low, generous, pillion-friendly seat, makes for a supremely easy bike to ride. The Hunter feels perfectly balanced, agile and relaxed as if the center of mass is held low in the chassis. The steering lock has an extremely tight turning circle that’s perfect for weaving through stationary traffic.

When the streets clear and the pace gets hotter, the Hunter 350 maintains its chilled but sporty attack plan. Specially developed CEAT tires lack feel and side grip when pushed (and the exhaust touches the asphalt a little early), but there’s plenty of fun to be had. The front fork is a little soft, the rear end a little firm; the only adjustment available is rear spring preload. The single disc and twin-piston caliper with dual-channel ABS up front is unintimidating to newer riders and delivers just about all the stoppage the Hunter needs.

In fact, it’s easy to imagine new riders and veterans alike enjoying a gentle ride along a country lane on the Hunter. It is modern in its outlook and poise, but also charming and refreshingly simple; slightly old-fashioned too, if that makes sense. It will also be pleasantly cheap to run. The other 350 models in this Enfield stable regularly average over 83 mpg (US) if ridden sensibly, and Enfield quotes a slightly pessimistic 71 mpg (US) for the Hunter.

There’s no doubt that the Hunter’s ease of use and friendly delivery will make it a favorite with many. Some will understandably turn their nose up at its lack of power and performance, its basic LCD clocks, and ugly switch gear. But swap those CEAT tires for something grippier and the Hunter will make for a rewarding ride, both in the city and along quiet back lanes.

2023 Royal Enfield Hunter 350 Technical Specifications and Price

This is the first Enfield to feature sporty, lightweight 17-inch wheels front and rear. (Royal Enfield/Nigel Paterson/)

The air-cooled SOHC 349cc single is identical to that in the Classic 350 and Meteor 350. (Royal Enfield/Nigel Paterson/)

Enfield claims to have played with the fuel injection to give the Hunter a crisper feel, and quotes a top speed of 114 kph/71 mph, which is actually achieved in fourth gear and not top (fifth). (Royal Enfield/Nigel Paterson/)

We visited Bangkok to see if the new Hunter 350 could cut it in one of the busiest and most congested cities in the world. (Royal Enfield/Nigel Paterson/)

No rider aids, no rider modes… Just the two-channel ABS which cannot be deactivated. (Royal Enfield/Nigel Paterson/)

There is no hiding the fact the SOHC two-valve 350 is basic, but in Thailand’s seething capital Bangkok, the Hunter excelled. (Royal Enfield/Nigel Paterson/)

The low seat is accommodating for short riders, and there appears to be plenty of room and decent grab handles for the pillion. (Royal Enfield/Nigel Paterson/)

The LCD clocks are neat and easy to read with a clear gear position indicator. They are on the basic side but do the job. (Royal Enfield/Nigel Paterson/)

Push the handling and the exhaust will eventually touch down the right side with an attached risk of lifting the front tire. (Royal Enfield/Nigel Paterson/)

It is no sportbike, but below 50 mph spirited riding is rewarded. (Royal Enfield/Nigel Paterson/)

You could easily be fooled into thinking the Hunter 350 is just a Meteor or Classic with some fresh bolt-on parts but, engine aside, is actually an entirely new bike. (Royal Enfield/Nigel Paterson/)

Prices are yet to be confirmed but the Hunter is set to be the cheapest of the 350 range despite being arguably the most appealing and attractive. (Royal Enfield/Nigel Paterson/)

Source: MotorCyclistOnline.com

Yamaha elevates its liter-class naked bike into the modern era with its 2022 MT-10. (Joseph Agustin/)

For the 2022 model year Yamaha offers a new and improved MT-10, its liter-class naked bike. Previously known as the FZ-10, and the FZ1 before that, the MT-10′s name was changed so that Yamaha could fit it into the global Masters of Torque/MT model family. The MT-10 slots in above the new rider-friendly MT-03 and MT-07, both with parallel-twin power, and the inline-three MT-09.

Editor’s note: We previously featured this bike during the 2022 Yamaha MT-10 Review, 2022 Yamaha MT-10 First Look Preview, and 2022 Yamaha MT-10 First Ride Review articles. Additionally, you can read about its predecessor in the 2020 Yamaha MT-10 MC Commute Review article and video.

We love the reshaped front end, with its Transformer-esque LED positioning lights and ultrabright LED headlamps. Other improvements include unique acoustic channels built into the top of the fuel tank. These vents allow the awesome sound of the 998cc CP4 engine to be focused right on the rider.

Yamaha has been manufacturing its crossplane CP4 engine for over a decade; its original purpose when it debuted was to offer added track ability. Today’s version feels like a cross between an old V-twin-style sportbike and a screaming inline-four, with a unique exhaust note. There are a lot of great-sounding motorcycles out there, and this CP4 engine ranks right up at the top. The sound when riding is tremendous, thanks to the new ducts, and those hearing this bike go by them won’t soon forget. We’re not sure how Yamaha Motor got this bike past sound and emissions testing, as it sounds downright mean. To the testers, it sounded nearly as awesome as a Tuono V4 1100, though with a character all its own; frankly, we love it. Anyway, the CP4, Yamaha’s 998cc liquid-cooled inline-four, is the same crossplane-equipped engine as in the YZF-R1 minus the titanium valve train and connecting rods. This version is now Euro 5 compliant thanks to modified intake and the exhaust systems, which incidentally help make the induction system more rowdy.

Improvements include the radial-mount master cylinder that replaces the axial component on the predecessor, which wasn’t great; we’re big fans of this Brembo unit. The rear brake benefits from a Brembo-sourced master cylinder as well.

The MT-10 also gets the 2015-generation Yamaha YZF-R1 color TFT dash display. It’s a nice improvement from the old monochrome LCD setup, but realistically, this dash display is too small and the multi-wheel switch gear button is too old and clunky. The control wheel is easy to use, and you can make adjustments while you’re riding, which we like. But the tactile response of this control wheel (right-hand side) is sloppy. It doesn’t offer a good tactile feel, so it’s hard to make micro adjustments, especially with gloves. Yamaha really needs to step it up in this department. That said, we do like the handy 12-volt power port located right underneath the dash display; it makes it easy to fit a USB-style charger for gadgets.

Cruise control returns, now including a manually adjustable speed limit function allowing the rider to set their maximum speed, an upgrade from Europe where speed cameras are everywhere. Small changes include the one-tooth-smaller rear final drive sprocket, which results in a mite slower acceleration but also lower revs during top gear cruises on the freeway. Lastly, Yamaha fitted the updated throttle tube system, first unveiled on the 2020 YZF-R1M, for improved throttle response.

We’re big fans of the MT-10 the last time we operated it during the 2020 Yamaha MT-10 MC Commute Review, but there were some squawks with it. Yamaha has addressed many of these bugs.

In the electronics department the MT-10 has adopted the R1′s electronics package. Four combined engine power/throttle response modes let the rider tailor the MT’s acceleration; PWR 1 was our favorite, offering maximum power and the most aggressive throttle response. This setting benefits from the updated function of Yamaha’s Accelerator Position Sensor with Grip (APSG). Yamaha has also provided the ability to adjust traction control, slide control, and wheelie (Yamaha calls it lift) control. All of these systems are enabled by an IMU-powered electronic system originally fitted on the 2015 YZF-R1; the previous MT-10 relied on Yamaha’s older 2012-generation R1 system.

The electronics also benefit from adjustable engine-brake control, allowing riders to dial in deceleration for more or less engine-braking effect; we generally like a moderate level of engine-brake during street rides to slow the bike without relying solely on the brakes, whereas at the track we find less engine-braking desirable. Luckily, the choice is the rider’s with this feature.

Cornering ABS is now included, although Yamaha doesn’t call it that. The system employs lean angle-sensitive ABS in the Brake Control 2 mode (less aggressive setting); in the more aggressive Brake Control 1 mode, lean-sensitive brake ABS is deactivated. As usual, Yamaha’s ABS programming is definitely on the conservative side, especially in comparison to its European-made equipment. If you’re looking for a motorcycle that doesn’t flirt with the ABS a lot when you’re using the brakes aggressively, the MT-10 is not for you.

The MT-10 weighs in at 467 pounds with a full 4.5 gallons of premium unleaded, about 4 pounds heavier than last year’s bike, but it wears its weight well. The MT-10′s chassis is very well balanced and nimble, very ready to put where you want. The ergonomics aren’t overly aggressive. Three-way-adjustable suspension with preload adjusters atop each fork cap make tweaking handling based on preference easy. We appreciate the suspension’s optimum pitch control; the bike goes over bumps nicely without too racy of a ride. While we love Yamaha’s YZF-R1, it’s downright uncomfortable to ride on the street because the suspension setup is so rigid. This MT has a little bit more give, perfect for street riders.

Overall we like what Yamaha’s done with the ‘22 version of the MT-10. We like the styling, we like the R1-based electronics; it’s all a nice step up, especially for track riders; street riders may find this upgrade less of a big deal. So would we pony up $13,999 for this bike? If we were looking for a high-end, liter-class naked, this would be on our shopping list. We really like the R1-sourced engine and its more rambunctious character and, especially, sound. Still, at another $1,000 over the previous MT-10, if we owned the old model, we wouldn’t replace it with this version. The upgrades simply aren’t big enough to justify it. But if we were coming from an MT-07 or MT-09, this would be a great step up.

Gear Box

Helmet: Arai Signet-X

Jacket: Dainese Sevilla Air

Pant: Dainese Tex

Gloves: Racer Guide

Boots: TCX Rush 2 Air

2022 Yamaha MT-10 Technical Specifications and Price

We appreciate the MT-10’s more sculpted lines and body panels that make it look less toyish. (Joseph Agustin/)

The MT-10 offers more robust suspension components than the rest of the MT family. This boosts road holding at speed. (Joseph Agustin/)

The devil’s in the details and the Tuning Fork gets it right with its ’22 MT-10 naked bike. (Joseph Agustin/)

As usual the MT-10 impresses with its nimble handling. (Joseph Agustin/)

Yamaha offers liter-class naked bike riders something different with its rowdy crossplane-equipped 998cc inline-four. (Joseph Agustin/)

Styling-wise the Yamaha MT-10 appears much cleaner and lust-worthy than the 2016-2021 model. (Joseph Agustin/)

Riders seeking sportbike-like performance in a more upright and comfortable riding position will appreciate the MT-10. (Joseph Agustin/)

The MT-10 benefits from the YZF-R1’s chassis underpinnings which provides excellent road holding for riders who want to go fast. (Joseph Agustin/)

The MT-10 wears the YZF-R1’s color TFT dash. While it was class-leading when the iPhone 5–sized display debuted, now it appears small. (Joseph Agustin/)

The MT-10 wears the YZF-R1’s color TFT dash. While it was class-leading when the iPhone 5–sized display debuted, now it appears small. (Joseph Agustin/)

Source: MotorCyclistOnline.com

The Super73-R Brooklyn in hipster nation’s Second City, Chicago’s Logan Square park. (Anders T. Carlson/)

Why is Motorcyclist reviewing electric bicycles? Easy; as discussions of cubic centimeters and compression ratios are giving way to those of volts and kWh, the line between ebikes and electric motorcycles is blurring. But one thing will always be true: If it’s got pedals, it’s a bicycle. Right?

Well, mostly. Readers might be following the recently announced Super73-C1X (shipping in winter 2023) but the current Super73 R, S, and Z-series are the templates the C1X is based on. Sized to accommodate every rider, Super73 is making light handling and accessible power its calling card. If it pulls off the C1X delivery date, the company will be making a smart, calculated jump from its ebike lineup.

All 10 current Super73 models currently available have honest-to-god old-fashioned pedals. But like vestigial tailbones and floating casinos, the purpose is legal, not locomotion. With miniature 125mm cranks and pedal assist that quits around 28 mph (or so), the Super73 becomes a Class 2 (or 3) electric bicycle, able to legally use bike lanes and trails. They also stay out of the way as you jump speed bumps, curbs, or exposed manhole covers. More on those manhole covers later.

The $3,495 MSRP Super73-R Brooklyn isn’t a commuter, mountain, or track bike. It’s billed as the “Performance Street Racer,” which isn’t entirely untrue. Unlike the S and Z series, it features a rear monoshock which definitely helps performance. Right? Hitting Chicago’s Beirut-esque streetscape should help us find out.

What does the Super73-R Brooklyn do really well? It looks great and attracts lots of attention from curious passersby and fellow ebike riders. The dual downtube aluminum frame is a funky, fun, and sturdy design. The 83-pound weight makes it cumbersome as a bicycle, but positively pixie-like in motorcycle terms. And it’s a blast to ride and looks great.

It features an impressive 18 Super73 logos, not including four on the tires. There’s also six lightning logos, plus one on the left-hand display on start up. Motor Company, you’ve got serious competition.

The Brooklyn is stripped down, but optional fenders, luggage, and racks are available and recommended for commuting. True to its California roots, a surfboard rack is also available for $105. Hey, surfers commute too.

The pedal assist comes on slow, helping preserve the life of the 1/8-inch chain. You have four PAS (Pedal Assist System) modes, ranging from minimal to maximal assist. But you’ll never opt for No. 1, the lowest setting. Pedal assist continues for a split second after you stop pedaling, which is a little disconcerting. But the brakes cut power immediately, no matter what.

The 32-inch seat height and short cranks mean pedaling gets comically futile at 15 mph or so, like a Flintstones car. It comes with 36T/16T front and back cogs, but an optional 44T front and 11-34T rear 10-speed unit is available. A chain tensioner is also a nice touch. Tired of pedaling? Hit the right-hand thumb throttle and watch everything become a 30-mph blur.

That’s right. You can easily do 30-plus mph, provided you’re in the Mode 4 Off-Road setting. Obviously, Super73 and Motorcyclist discourage the use of Mode 4 for anything besides off-road locales and/or dirt. But lots of streets, and all of Chicago, are off-road by any civilized definition, so use your best judgment.

“Best judgment” doesn’t include doing 31 mph in the Milwaukee Avenue bike lane, aka “The Hipster Highway.” You’ll terrify fellow bicyclists and drivers alike as you pass both at twice their given speed with inches to spare on either side.

Front and rear brakes are Tektro Hydraulic two-piston calipers on 180mm rotors. They work well from 20 mph or so, but 30 mph, not so much. Feel is great, but the motorcyclist’s habit of always planning emergency escape routes comes in handy as objects appear faster than you can stop for them. Spirited testing by several “assistants” resulted in the front rotor getting pretzeled, but a vise put things back to 95 percent new. It’s unlikely the rotor warped, so only the guilty party knows their blame.

The nonadjustable front shocks suffered from bad stiction that mimicked the feel of bottoming out a number of times. Lift the front end and you’re immediately greeted by another healthy thud. This is doubly disappointing, since the meaty LZRD Override 20 x 4.5/5.0 tires invite you to do unwise and fun things, like jumping speed bumps and unfinished manhole covers. But read the warning label behind the front right shock; “Do not big jump, competition and other similar activities.” Super73′s site shows all manner of curbs and dirt hills being jumped in extreme fashion, so the truth lies somewhere between.

The adjustable rear suspension is fine, though differences between adjustments are suspect. Regardless, it stands up nicely to abuse, unlike the front. It’s set pretty hard, with slow rebound, highlighting the Brooklyn R’s minimal seat padding. Best to stay on the pedals over rough stuff.

The Brooklyn comes preprogrammed to provide 750W of power (1,200W peak) in Class 2 mode, allowing for pedal assist and throttle operation up to 20 mph. Stick to this and you’ll get very close to a promised 40-plus mile range. Or use Class 1 pedal assist only and get up to 75-plus miles. But Class 3 mode (available as Mode 4 in the Super73 app) unlocks 2,000 watts of peak power, bringing total range down to an estimated 29 miles or less. A 7.3-mile commute in Class 4 took 10 miles off displayed range. Curiously, a full charge brought a range display of only 36 miles. Still, standard 110V recharging plus a removable battery means range is fine for anyone except overworked delivery drivers.

The Super73 app worked nicely, with map and navigation features working well. Stats and battery life showed up nice and accurate. An optional phone holder is recommended, probably a better fit than the Ram unit used during testing. Saved rides were problematic, often failing to save after arriving at destinations, which was a bummer. Less free data for Super73.

Otherwise, the left-hand Bluetooth display was intuitive and smart, letting you cycle through ride modes and choose range, PAS, or speed displays. It was of little use displaying navigation and directions, but you’ll likely never use it.

The Brooklyn’s fun and fresh design was undercut by less than perfect fit and finish. The horn wasn’t connected and an errant blue O-ring was hanging out on the left fork stanchion. Maybe the cause of the fork stiction?

The easiest way to explain the Super73-R Brooklyn is that it’s an ebike for people who don’t want an electric bicycle. It’s an ebike for people who will eventually get an electric motorcycle. Funky style and zero-apologies design isn’t limited to motorcycling. Plus, you’re guaranteed to cut five to 10 minutes off your motorcycle commute in any given dense urban environment, unless you’re a jerk and ride in the bike lane.

Already ride motorcycles? Then you’re well versed in threatening your life through calculated and measured ways. Grab your full-face helmet and enjoy the thrilling view from a blurry bike lane by giving the Brooklyn a test ride. The Brooklyn is available in three colors: Obsidian (as tested), Dark Earth, and Blu Tang.

Fenders are a good idea. Pardon the pavement saw spatter from Milwaukee Avenue’s repaving. (Anders T. Carlson/)

Ample LZRD 20 x 5.0 rear tire with micro-knurling, for added grip (as long as they don’t wear out). (Anders T. Carlson/)

Smart display: Mode selection on the left, display toggle button on the right. (Anders T. Carlson/)

The 180mm rotors and Tektro twin-piston caliper brakes are good from 20 mph, but plan stops after that. (Anders T. Carlson/)

The 750W nominal power (2,000W peak power) hub-mounted motor works a 1/8-inch chain with tensioner. (Anders T. Carlson/)

Rear coilover monoshock is adjustable, though differences in settings are suspect. (Anders T. Carlson/)

Hydraulic brakes use mineral oil, a nice change of pace from the paint-destroying toxicity of DOT 3 brake fluid. (Anders T. Carlson/)

Meaty 20 x 4.5 front and 20 x 5.0 rear tires make for good shortcuts through debris-filled Chicago alleys. (Anders T. Carlson/)

Handlebars offer a tempting BMX-style profile, but you’ll soon find the limits of the fork. (Anders T. Carlson/)

Attention cafe racer lovers: That’s a hoop below the seat. (Anders T. Carlson/)

One of the Brooklyn’s 22 Super73 logos. Note the cutouts in the rim to keep weight low. Mind those rim strips though. (Anders T. Carlson/)

Angled valve stem on tire tubes is a nice touch. (Anders T. Carlson/)

A 1,100-lumen LED headlight throws a nice beam, especially on streets with burned-out streetlights. (Anders T. Carlson/)

Chicagoans, roll your eyes: gratuitous shot of Brooklyn by beloved Milwaukee Avenue street mural. (Anders T. Carlson/)

The Brooklyn comes preprogrammed as Class 2 ebike, but skip a class to graduate to Class 3. (Anders T. Carlson/)

Mystery blue O-ring on left fork stanchion. (Anders T. Carlson/)

Bad news: no <i>big</i> jumps. Good news: You’re golden for up to 60 kph, or 38.2 mph. (Anders T. Carlson/)

Super73-R Brooklyn Technical Specifications and Price

Source: MotorCyclistOnline.com

We saddle up on Yamaha’s new and improved 2022 MT-10 naked bike in this review. (Joseph Agustin/)

Yamaha has updated its liter-class MT-10, its top-of-the-range Masters of Torque-series naked bike, for 2022. It’s now even more a streetbike designed for sport-riding enthusiasts who want their superbike-level performance in a comfortable upright ergonomics package.

Editor’s note: We have reported on the new and improved MT-10 during the 2022 Yamaha MT-10 First Look Preview and 2022 Yamaha MT-10 First Ride Review articles. Additionally read about its predecessor in the 2020 Yamaha MT-10 MC Commute Review article and video.

The new styling is of course what’s noticed first, and we like the updated shape of the body panels in general and the front end in particular, where the LED running lights give it a sort of Transformer-ish look. The MT-10 certainly follows the motif of Yamaha’s YZF lineup, a feel that extends from styling to its sporting character and now, even its sound.

New air exit vents atop the 4.5-gallon fuel tank direct the motor’s induction roar back towards the rider, giving the engine note a surround-sound feel and more sonic presence than a YZF-R1 superbike. The engine and exhaust notes are in another league and give the European naked bike competition a serious run for their money. Good job, Yamaha Motor.

And as for the motor, it’s Yamaha’s tried-and-true 998cc inline four from the 2015-generation YZF-R1. The engine benefits from the Tuning Fork brand’s crossplane engine technology, giving the bike feel between that of an old-school V-twin sportbike and a high-revving inline four, with a character and sound that’s exclusive to Yamaha.

Over the years, this bike has become one of our favorites. It has good feel at the business end of the Bridgestone Battlax S22 tire and is very playful. The implementation of the YZF-R1′s IMU and electronics takes this naked into the modern era. Specifically, the MT-10 inherits four-way adjustable combined engine power and throttle response modes. It also benefits from wheelie control, known as lift control by Yamaha Motor. Slide control expands on traction control by metering power based on vehicle yaw, which is basically how sideways a vehicle gets; you can see how that’d be helpful.

Take power sliding, for example; when doing so, the electronics allow a certain amount of sliding in the yaw axis when the rider holds the throttle wide on the racetrack. It’s neat that Yamaha fit its high-end electronics package on its MT-10, but realistically, this feature is more oriented for circuit riders. If you’re a street rider, you’re going to be hard pressed to ride this bike hard enough to engage the electronics on the street, especially at a sane pace.

Compared to the R1, Yamaha’s MT-10 is far more comfortable for day-to-day riding. The handlebar is nice and upright, though it makes for more sporty ergonomics than the MT-07 and MT-09. Yet the ergonomics package isn’t too aggressive. Most riders will be able to spend a seven-hour day in the saddle without their wrists and knees screaming in agony.

That said, the MT is outfitted with the YZF-R1′s chassis and suspension. The handling on this bike is exquisite. It gained four pounds versus its predecessor, but you’ll never feel the minimal extra weight. This bike is very maneuverable, easy to put where you want, and it’s stable to boot. The suspension has a good combination of road holding and compliance over bumps. It’s not going to ride quite as nicely over the rough stuff as the squishy MT-09, but this model is all about handling precision for riders who like to ride truly fast.

With that in mind, we’re happy Yamaha upgraded the front brake master cylinder with a Brembo sourced radial unit that gives exquisite brake feel at the front lever. The rear master cylinder is also a new Brembo, giving copious rear end brake feel. Furthermore, adjustable mode ABS, which Yamaha calls Brake Control, is now standard on this MT. The least aggressive setting (BC 2) has lean-based cornering ABS; however, the more aggressive setup (BC 1) disables lean sensitive ABS braking. More aggressive riders or those riding at the trackshould select BC 1. Still, the ABS programming is very conservative compared to that on the European brands. For our part, we wish Yamaha would go more aggressive with its ABS programming, allowing us to use the brakes much harder without having to worry about the system intervening or kicking back at the lever.

We also appreciate Yamaha stepping it up in the creature comforts department. The nice TFT color display is an improvement over the previous LCD version, although it’s an old design. Yamaha has been using this dash display for seven years now and it’s a tad small. The switchgear for the interface is hokey-pokey, too. We’ve written about this many times in other recent contemporary Yamaha street bike reviews, and our feelings here are the same: Please, Yamaha, fit a larger color TFT display on these vehicles and improve the feel of the scroll wheel. We’re not mad, just disappointed. And please note that we do love the returning 12-volt power port and the max speed limiter function update to the cruise control.

If you’re an existing MT-10 owner, is the ‘22 version worth the extra $1,000 MSRP over its predecessor? We don’t think so. It doesn’t offer enough in terms of performance, handling, or creature comfort upgrades to justify replacing. But MT-07, MT-09 and MT-09-SP riders who want a motorcycle with added handling pedigree should definitely add the 2022 MT-10 to their shopping list.

Gear Box

Helmet: Arai Signet-X

Jacket: Dainese Sevilla Air

Pant: Dainese Tex

Gloves: Racer Guide

Boots: TCX Rush 2 Air

2022 Yamaha MT-10 Technical Specifications and Price

We’re big fans of the MT-10’s improved styling. Although it still looks Transformer-ish, the body lines are more elegant. (Joseph Agustin/)

Cut-outs on either side of the 4.5-gallon fuel tank emit a pleasant sounding induction roar from the reshaped airbox. (Joseph Agustin/)

The MT-10 is an easy handling street bike that affords added road holding compared to its smaller MT siblings. (Joseph Agustin/)

The 2022 MT-10 is powered by the Tuning Fork brand’s tried-and-true 2015-spec YZF-R1 engine that offers a hybrid powerband that feels like a cross between a V-twin sportbike and a high-revving inline four. (Joseph Agustin/)

Real ram air scoops feed the 998cc inline four. We love the intake roar of the MT-10 while riding. (Joseph Agustin/)

The MT-10’s ergonomics package is the sportiest in the four-bike MT line-up. It’s purposeful without being too demanding for everyday rides. (Joseph Agustin/)

The ‘22 MT-10 has a cleaner appearance than the original model. LED lighting helps the MT-10 rider stand out after dark. (Joseph Agustin/)

The MT-10 employs a wheel-style control switch that allows for menu navigation. It could benefit from improved tactile response. (Joseph Agustin/)

Yamaha’s MT-10 is easily the sportiest MT motorcycle in its lineup. It’s a hoot to ride on your favorite backroad. (Joseph Agustin/)

The MT-10 benefits from superbike-derived suspension that offers a good balance between sport and comfort on the street. (Joseph Agustin/)

The MT-10’s saddle is nice and cozy and well suited to long days behind the handlebar. (Joseph Agustin/)

Superbike riders that are seeking a more comfortable upright street bike that won’t break the bank will appreciate Yamaha’s 2022 MT-10. (Joseph Agustin/)

Source: MotorCyclistOnline.com

In common with Norton Motorcycle and Royal Enfield, the backing for the project comes from India, namely Classic Legends Private Ltd., a subsidiary of the Mahindra Group. (Gareth Harford, Woodcote Events/)

Recent decades have seen the happy reinvention of first Triumph and then Royal Enfield, and even the much-resurgent Norton name popped up yet again earlier this year. Now BSA, another once-great British motorcycle manufacturer, emerges from the great motorcycle graveyard of the 1970s with a reboot of the legendary Gold Star.

Mind you, the new Gold Star isn’t a 500 like the barnstorming “ton-up” original. It certainly isn’t going to be vying for a podium finish at the Isle of Man TT or Daytona, like the Goldie that lit up roads and racecourses in the 1950s and ‘60s. But this new 652cc single will certainly satisfy riders of a certain age, and perhaps some younger riders looking for a fun but uncomplicated way to move around the planet.

As with Norton Motorcycle and Royal Enfield before, the backing for the project comes from India in the form of Mahindra Group subsidiary Classic Legends Private Ltd., which took ownership of BSA in 2016. Manufacturing is based in India rather than in Birmingham, England, and it was a few deliberate years before the first production machine arrived.

But now that it’s here, there’s much to admire. While the essential lines and stance of the classic Gold Star are lovingly recreated, the 2022 machine is fully equipped for modern life. There’s fuel injection, of course, plus liquid-cooling and Euro 5 compliance. Chassis-wise, there are Brembo brakes, ABS, and grippy Pirelli Phantom Sportscomp tires. There are no electronic aids or rider modes, and more controversially, no kickstart, which will either delight or disappoint depending on your motorcycle upbringing.

The twin-spark DOHC single started life as a Rotax and was developed for the Goldie in collaboration with Ricardo, the famous engineering company. It produces a perky 45 hp at 6,500 rpm and 40.6 lb.-ft. at 4,000 rpm. There are just five gears on board, and the lubrication system features a dry sump with the oil tank located behind a side panel, much like it was on the original bike. Removing the sump allowed the engine to sit lower in the chassis than a wet sump, ensuring the cylinder block could be positioned upright while the fuel tank and seat could be aligned so that the line from the bottom of the fuel tank flows to the underside of the seat. Classic Goldie look: intact.

Motorcyclist’s test ride was conducted at the Millbrook Proving Ground near London, and while the test facility has the appearance of a real UK road, its fast and sweeping nature didn’t fully play to the Goldie’s strengths.

Essentially, the Gold Star is about user-friendliness. It’s obliging and easy to ride slowly, and will be a quietly effective tool in city congestion as well on narrow leafy lanes. The gearbox is smooth, and with the big single making usable torque from 2,000 rpm (peaking at a lowly 4,000 rpm before tailing off) there’s plenty of puff to keep it ahead of the traffic at the lights. Only a slightly snatchy throttle at low rpm, a perennial problem for singles, tarnishes its natural flow.

There’s a little bit of edge too. The exhaust note is relatively throaty and pleasing enough in its muted Euro 5 tune to get silver-haired gents spinning on their heels as it passes. And, as you’d hope, the Goldie is also more than capable of cracking a ton: of breaking the 100 mph barrier, which the postwar bikes were so famously proud of back in the days of limit-free roads and flat-caps.

In top gear, 4,500 rpm equates to 70 mph, but the new Gold Star will happily cruise at 80 mph (5,000 rpm) and still has enough in the bank to slip past faster vehicles. For a truly nostalgic experience, drop your chin onto that beautifully finished tank, wind on the throttle, and make like it’s 1953. I saw an indicated max of 109 mph, which somehow felt as thrilling as far greater speeds on other bikes.

The gauges are central to the Goldie experience, and the anti-clockwise sweep of the speedo and tachometer needles are perfectly suited, though the speedo needle on our bike bounced around madly above 70 mph. Sadly, the circa-1990 switch gear is a bland nonevent, and the USB port, while admittedly useful, is strangely out of place.

The BSA weighs in at a claimed 437 pounds dry (470 pounds ready to go), so is relatively light compared to other bikes in this category, its low center of gravity undoubtedly helping with its excellent low-speed agility. Comfort on our short test was good, with the broad, flat saddle and traditional posture combining to make for a relaxed ride, while engine vibration, another unwelcome characteristic of singles, was present but not distracting.

But, as mentioned, there is a slight edge to the Gold Star’s performance, and the chassis, like the engine, is happy to step up when you’re in the mood for some old-fashioned bend swinging.

Up front, a 41mm fork with traditional shrouded stanchions is nonadjustable, while the twin shocks on the rear are only adjustable for preload. But the ride is controlled and damping rates are pretty much spot on for what is, after all, a low-cost machine. Larger bumps and undulations can excite the rear end a little, but not enough to overly worry the reassuring Phantoms.

Ground clearance is good, and the Goldie warmed to the Millbrook sweepers, encouraging me to let go of the brakes and let the bike roll into the track’s open corners. It’s an old-fashioned and rewarding experience, the rasp of the single and easygoing surge of torque on the exits making for a pleasant way to spend an afternoon in the countryside.

The single 320mm disc up front is worked by a dual-piston sliding Brembo caliper that suits the easygoing nature of the machine. It’s strong, but far from aggressive, and should be ideal for town as well as open country. The ABS chimes in a little early at the rear, but never to the point of feeling intrusive.

BSA quotes 58.3 mpg (USA), and the low-revving engine should indeed prove frugal. Combine that with a 3.2-gallon tank and potentially you’re looking at 186 miles before the Goldie runs dry. We don’t yet know how intrusive engine vibes will be after a few hours in the saddle or whether the mirrors are any good, but first impressions are positive.

UK prices start at 6,500 pounds sterling for the base Highland Green Edition, rising to 6,800 pounds for the Insignia Red, Midnight Black, and Dawn Silver edition, with the top-spec Silver Sheen Legacy priced at 7,000 pounds. That’s entry-level pricing, but indifferent switch gear aside, the Gold Star doesn’t feel or look cheap. The motor is handsome, and the period clocks, twist-off fuel cap, and remote oil tank are all quality touches.

Some classic buffs might object to the use of the prestigious Gold Star name on a relatively pedestrian machine. But this charming and responsive 2022 reincarnation is a willing and punchy workhorse that will take on tasks far meatier than merely tickling the nostalgia gland. Welcome back, BSA.

2023 BSA Gold Star Technical Specifications and Price

BSA was, in the 1950s, one of the world’s largest motorcycle manufacturers. (Gareth Harford, Woodcote Events/)

BSA is actually an initialism of Birmingham Small Arms Company Ltd. (Gareth Harford, Woodcote Events/)

BSA’s most famous model was the Gold Star. Available as a 350 and 500 (from 1938 to 1963). (Gareth Harford, Woodcote Events/)

In the ’50s, BSA was the biggest bike brand in the world, with one in every four motorcycles sold a BSA. (Gareth Harford, Woodcote Events/)

US prices have not been confirmed, but UK prices start at 6,500 pounds sterling. (Gareth Harford, Woodcote Events/)

No rider aids, no modes, just conventional ABS. (Gareth Harford, Woodcote Events/)

The twin-spark SOHC single started life as a Rotax and was developed for the Goldie in collaboration with Ricardo. It produces a perky 45 hp at 6,500 rpm and 40.6 lb.-ft. at just 4,000 rpm. (Gareth Harford, Woodcote Events/)

<i>Motorcyclist</i>’s test ride was conducted at the Millbrook Proving Ground near London, and while the test facility has the appearance of a real UK road (it’s where James Bond rolled his Aston Martin in <i>Casino Royale</i>!). (Gareth Harford, Woodcote Events/)

The lubrication system features a dry sump with the oil tank located behind a side panel, much like it was on the original bike. (Gareth Harford, Woodcote Events/)

In top gear 4,500 rpm equates to 70 mph, but the new Gold Star will happily cruise at 80 mph (5,000 rpm). ( Gareth Harford, Woodcote Events/)

Our man got an exclusive ride on the new BSA Gold Star in England, where production will eventually be moved to (currently India). (Gareth Harford, Woodcote Events/)

BSA fell into financial difficulties and in 1973 stopped production. (Gareth Harford, Woodcote Events/)

Source: MotorCyclistOnline.com

Feeling the speed: Working the roads of SE Wisconsin aboard the BMW K 1600 Grand America. (Jim Lüning/)

After 11 years, the BMW K 1600 doesn’t do much that’s new or unheard of. It just does everything slightly better than the year before. That’s saying a lot, as the K 1600 is the gold standard in touring. The 2022 Grand America mirrors the landscape it’s supposed to master; Bryce Canyon hasn’t changed in eons, but your new camera takes better pics of it.

The Grand America is America seen through Teutonic eyes. While it was created with American dimensions and landscape in mind, the styling and user interface is still the product of rationality and constant self-improvement.

Let’s get the new bits out of the way. New for 2022 are the headlights, suspension, torque retuning, and a fun and literally cool place to recharge your phone.

First off, the adaptive headlights follow the road. They swivel up and down in relation to the bike’s turning and suspension travel to stay focused on the path ahead. To aid this, the self-adjusting Dynamic Electronic Suspension Adjustment suspension monitors load, angle, and travel to provide a near-uniform ride experience. The unchanged 29.5-inch seat height starts things off in egalitarian style, but after that, the six-axis IMU (and the countless rider aids it controls) does the rest, even as you ride.

The already smooth inline six-cylinder 1,649cc motor still puts out 160 hp, unchanged for 2022, but now develops 133 lb.-ft. of torque, up from 129 lb.-ft. and arriving 1,000 rpm sooner than before. The dynamic mode lives up to its name, with more power arriving at about 2,500 rpm and building steadily until 6K or so.

Finally, a new air-cooled smartphone compartment behind the dash keeps things connected via USB-C port to keep music, messages, and maps displayed on the new 10.25-inch TFT display.

Travel in the company of vintage BMW nerds and the Grand America’s strengths become clear. BMW’s heritage dictates that form is subordinate to function, and their function is to pile on miles with zero drama, hits to your wallet notwithstanding. BMW motorcycles are designed with six-figure odometer readings in mind.

Wisconsin is Harley country to most, but the Grand America is right at home in America’s Dairyland. The bike’s obvious spiritual connection might be with the area’s generations of German settlers, but the native Potawatomi’s century of loyalty to the ultimately unsuccessful French against British interests might be another. History aside, the region is full of people willing to chat you up about your big, shiny BMW. Or about their first motorcycle, which never turns out to be a Harley.

Over 540 or so miles, the BMW K 1600 Grand America made sure I felt very little of the American landscape through my butt, back, or feet. From the Duolever front suspension to the “next generation” Dynamic ESA, I rode Wisconsin pavement both good and bad (as opposed to just plain bad in Chicago) at the correct height and suspension travel, according to the calculations of Bavarian engineers. Who evidently did a great job, since I didn’t notice much of their hard work. For reference, this 180-pound, 5-foot-11 rider sat on the bike the first day, then never bothered changing anything in a full week of riding.

The BMW’s 809-pound curb weight rides a bit higher than comparable Milwaukee iron. The oil/liquid-cooled inline six leans 55 degrees forward to keep mass down low. Of course, hard cases, speakers, and the adjustable windscreen elevate some of that mass back up. Still, from 20 mph or so, the Grand America gracefully takes flight wherever you point it.

Amid breweries and roadside cheese stands lies the wonderful nothing this BMW was designed to inhabit. Heading west, the rigid rural plat-map grid gives way to curving roads following hills and bluffs and providing blessed relief from the relentless flat monotony that is Illinois. The bike’s sensory reality, from the comically high-pitched starter whine to the effortless power of the narrow six-cylinder mill, is the mechanical equivalent of an understated “Gosh, that’s nice” from a Midwestern rider.

The redline’s at 8,500 rpm, but at 4,500, it sounds like an M3 racing alongside you. But it’s just you and those giant 6-into-2 pipes. Just laugh to yourself and shift clutchlessly up. After all, you’re winning at motorcycling.

An alphabet soup of farm roads occasionally brought the Dynamic ESA into play, creating a slight but perceptible “correction” beneath the bike when encountering uneven pavement or swerving to avoid manure or gravel in turns. Considering the Grand America’s size, it’s best to keep the throttle open. Better yet, give it an extra twist. Whether you can tell or not, the Dynamic Throttle Control is always watching your right hand mid-turn. A slight hesitation occasionally gave the DTC away, but never got in the way of the full 160 hp pulling hard.

That clutchless shifting is superb, serving as an unofficial Drag Race mode. You’re on the moto-equivalent of a Winnebago, but 0–60 mph in 3.4 seconds, or so, means you can dust almost anything you’re lined up next to. The clutch is only needed for navigating parking lots. Or three-point turns in the middle of rural two-lane roads, but try not to do that too much. An odd off note: neutral got harder and harder to find as the bike warmed up and was eventually most easily found from second gear.

Engine drag torque control tames any ill-advised downshifting, though it intervenes less in Dynamic mode. I spent all of 20 minutes in Rain or Road mode, where it was perceptible. But I never noticed in the preferred Dynamic mode.

The electronically limited 100 mph limit may be sensible, linked as it is to the Grand America’s supposedly performance-inhibiting footboards, but un-American. The German word would be “bullscheiße.” Escaping danger or rescuing someone far away? BMW policy dictates that heroism comes second. But with the previously mentioned 133 lb.-ft. of torque, you might arrive in time to save the day.

As far as braking, it was near impossible to find the ABS ghost in the machine. Emergency stops brought intervention that could be felt through the handlebars, but the new ABS Pro modulates mid-turn braking nicely, using lean angle to calculate a safe buildup in braking force applied. Forget it exists and chalk it up to your suddenly improved riding technique.

So what about that big 10.25-inch TFT and all the fun buttons?

As an experiment, I went farkle-free to see how the new TFT fared. A new air-cooled smartphone holder with a USB-C recharging port sits behind the dash. This keeps your phone plugged in, which is mandatory since it must remain unlocked to keep the app-provided map displayed on your 10.25-inch TFT. There’s probably an App Development reason for this, but it’s terrible from a UI/UX perspective. It’s understandable to want to harvest as much data as possible from users’ apps (for your benefit, they say), but it’s frustrating to be limited to just the BMW Motorrad app.

The map display does a so-so job of displaying the road ahead. The TFT is great, but you get a superb view of the geography around you with just a small preview of the road you’re actually taking. The text directions are OK, but the issue is the app; downloading maps of individual states doesn’t feel very 2022, and neither does their interface. Best to keep those farkles handy if you like Google Maps or Waze.

The Grand America audio system is nice, with added speakers by the passenger seat. For those going without earbuds or a headset, the speakers aren’t much use above 80 mph, though raising the windscreen brought a sudden improvement in acoustics. While every effort was made to outride the Sirius XM range, the signal held on well until returning to Cook County. Sound-wise, dad rock or ‘90s-era hip-hop are recommended, with Queen and Notorious B.I.G. sounding nice even at higher speeds. Just avoid the acoustic-heavy early catalogs of Led Zeppelin and Pink Floyd.

The instrument layout quickly becomes muscle memory with dedicated windshield and ride mode buttons. The menu button is a bit close to the one for the windshield, though small hands may have compounded the problem. The horn button could also be larger and more centrally located, but the Oldsmobilesque sound of the horn itself helped move slower Wisconsin traffic along.

Four buttons on the left side of the front fairing are dedicated to preprogrammed ride settings and phone pairings. Will four different riders have access to your shiny new Grand America? Not likely. Plus, with the six-axis IMU and the Dynamic ESA always hard at work, the buttons seem superfluous. But hey, cool buttons.

Aerodynamically speaking, the Grand America does a great job of punching through airspace, unless it’s 95 degrees out. The front end allows a long, uninterrupted flow of air to become a cocoon of calm air around the driver. Unfortunately, this means calm summer air can become a de facto sauna. By directing air up from legs and boots on the forward controls, airflow improves. Lowering the windscreen harshes the stereo’s mellow, so improving flow that way is a devil’s bargain. I should note that promptly upon arriving home I discovered the wind deflection wings on the fairing that would’ve helped me stay cooler. Hey, man, that manual is 268 pages long.

Peering over at my friend Gabe on his 1977 R75/7, I was jealous of the wind tunnel’s worth of air flowing through his jacket and boots. His farkle was also doing better work than my giant TFT, which I still hadn’t configured to display any sort of navigation. Sometimes you’ve just gotta figure it out on the way.

Take, for instance, the BMW’s reverse function. After 543.7 miles, I gave in and finally read the manual. Turns out it’s a Honda Gold Wing trick, using the starter motor and reverse polarity. At least I entertained diners at Pancho & Lefty’s BBQ in Monroe, Wisconsin, as I tiptoed the Grand America out of a downhill parking spot. You’re welcome, folks.

The next stop at Bridges Bar & Grill in Brodhead, Wisconsin, went better, and with renewed confidence we traveled to the People’s Republic of Madison, Wisconsin. The next day, filled with last night’s steak and looking forward to the coming day’s poor decisions, we headed north to Sauk City, birthplace of Culver’s; the Wisconsin River, a gorgeous waterway and the first notable tributary of the Mississippi; and a bougie stop at Taliesin, estate of leaky-roof innovator Frank Lloyd Wright. Tourists note: you can eat at Culver’s and swim in the Wisconsin River, but mere mortals aren’t allowed to simply stroll around Taliesin.

Thankfully, the visitor center has $4 bottled water, which makes the difference between likely and possible heatstroke. We started off as dapper BMW funboys, but sweat stains and bug juice meant no one sat within two tables of us. Hasn’t anyone figured out a NASCAR-style “cool suit” for riding? C’mon, BMW.

The search for curvy roads led us south again. The Grand America’s 7-gallon fuel capacity means it’s easy to forget the last fill-up. I saw a fuel gauge somewhere in the display options, but forgot where. I assume it’ll pop up again before I’m out of gas, which it does, displaying real-time miles remaining on the tank. I got it down to 6 miles left before I chickened out and refueled. City fuel economy averaged in the lower 30s, while extended highway droning reached the lower 40s.

The standard equipment Bridgestone Battlax Sport Touring tires are great on grooved concrete and even the odd metal-grated bridge. The unusual Duolever front suspension means zero brake dive, but gives a vague, if but very stable, feel when cornering. Strangely, you get 4.5 inches of travel in the front, 5.3 inches in the rear. Unless you’re launching off speed bumps, you probably won’t notice, as front damping is excellent.

A storm front the size of Connecticut approaches, so it’s time to either retreat to Illinois or heroically make it back to Madison. I chose heroism, arriving back at a friend’s in time to watch a Mordor-like storm sluice several hundred bug carcasses off the Grand America’s windshield.

Home at last, I ride with a friend and his 1984 BMW RS100RS to close out the Grand America experience. With his airhead soon to be sold on Bring a Trailer, he rode more gingerly than I did on my $33K behemoth. Although the Grand America’s DNA comes from the K100 “Flying Brick,” Hans Muth’s “Reisesport” design counts as an ancestor. Side by side, you see the evolution of the touring form, even if it’s hard to believe the two are separated by more than 40 years.

Then, as now, their form remains subordinate to a single unchanged function: circling the globe as easily as possible. Until BMW inevitably refreshes the line, the 2022 BMW K 1600 Grand America remains one of the plushest ways to see this country on two wheels.

Gott segne Amerika!

Badges matter. You’re on a Grand America, not some plebe GTL. (Jim Lüning/)

A stifling 95 degrees and wearing leather: <i>Motorcyclist</i> photo shoots aren’t always grand affairs. (Jim Lüning/)

Life aboard the Grand America, bug splatter and all. (Jim Lüning/)

The giant 10.25-inch TFT display of the BMW K 1600 Grand America. (Jim Lüning/)

Rider and shadow, somewhere in SE Wisconsin. (Jim Lüning/)

Meet the German ancestors: Monroe, Wisconsin, and the Minhas (formerly Huber) Brewery, active since 1845. (Jim Lüning/)

Eight calipers (total) plus ABS Pro will stop anything, anywhere. (Jim Lüning/)

Windshield down, the Grand America strikes a pleasing profile. (Jim Lüning/)

Even beating a path to nowhere, the Grand America is light on its feet. (Jim Lüning/)

Again with the badges, the Grand America offers proof of its price. (Jim Lüning/)

The multi-controller ring, menu button, and windshield button work well together. (Jim Lüning/)

From the official BMW K 1600 Grand America owner manual: Don’t do burnouts. (Jim Lüning/)

Where the fun starts, the on/off button. (Jim Lüning/)

Legacy matters: Grand America and 1984 BMW R100RS. (Jim Lüning/)

The evolution of luggage, 40 years ago versus today. (Jim Lüning/)

They say there’s nothing in the Midwest, which is only partially correct. There’s also freedom. (Jim Lüning/)

2022 BMW K 1600 Grand America Technical Specifications and Price

Source: MotorCyclistOnline.com

We try out Suzuki’s affordable 2022 GSX-S1000 naked bike. (Joseph Agustin/)

Suzuki aims to lure its die-hard sportbike riding audience with its 2022 Suzuki GSX-S1000. The GSX-S is a liter-class size naked sportbike based on Suzuki’s legendary sportbikes. Suzuki has been manufacturing this bike since the 2016 model year. Fast forward to today and this 2022 iteration is the second-generation GSX-S1000.

Starting with the powertrain, this GSX-S1000 continues to use Suzuki’s tried-and-true 999cc inline-four. This engine’s architecture is very similar to the long-stroke GSX-R1000 from the 2005, 2006 model years, though the actual components, the hard parts, cases, camshafts, and the like are all different.

Suzuki has made a number of nice durability enhancements focused on increased combustion efficiency in order to make this engine smoother and more entertaining to ride. What we really like about this 999cc four is the amount of torque it has on tap. Lug it low or rev it high, this engine always delivers a pleasing amount of acceleration force. This gets even better with the OE-fitted electronic quickshifter, which slices through the six-speed transmission without having to work the clutch. We love it.

The frame and swingarm are also based on Suzuki’s older-generation GSX-R1000, though these parts also benefit from subtle improvements. We rode at the racing circuit during a SoCal trackdays open session and were surprised at how adept it is on track.

Upright ergonomics make for a comfortable ride even while melting knee pucks. The suspension may be a little bit older in terms of architecture, but it just plain works. It handles bumps nicely and delivers good comfort on the street, but when you’re leaning on the suspension, the chassis feedback gives you the fun, exciting feeling that sport riding on a well-set-up bike delivers.

Triple-disc hydraulic brakes work well to keep this streetbike’s speed in check. While the GSX-S1000 doesn’t benefit from cornering ABS like some of its competitors, that doesn’t seem to limit how hard you can ride it in the real world.

Ergonomically, we appreciate the wider, taller handlebar, and that the seat has been lowered a tad. These help make the GSX-S1000 a good motorcycle for someone who’s seeking a powerful bike to ride both around town and in the canyons, something that’s simply well-rounded.

A large one-color digital display keeps tabs on vehicle metrics. We like its different appearance compared to other new motorcycles. The lack of full-color graphics is not really a deal breaker. What might be is just how much information Suzuki has wedged into the screen. It’s really hard to read the speedometer and tachometer, and the clock is far too small. There are a lot of decent features on this dash, but they’re very hard to read. Suzuki would do well to streamline its user experience.

After all, it has streamlined the rest of the bike. We weren’t fans of the aesthetics of the oddly shaped original GSX-S1000, but this motorcycle is much more sleek. We appreciate the flatter, angular body panels, and the stacked LED headlamp looks very nice as well as doing a better job of illuminating the road ahead than the halogen bulb setup on its predecessor. They could stand to be a little brighter, but we were happy at the switch to LEDs in the headlights and turn signals.

Overall the 2022 Suzuki GSX-S1000 is a hoot to ride, especially on your favorite backroad. It’s a great way to experience the liter-class torque and horsepower of Suzuki’s playful GSX-R-based engine, with its pleasing air induction and exhaust roar. We’re in love with the upright ergonomics package; it’s always good to be extra comfortable while carving corners.

Which brings us to price. Ringing in at $11,299, the GSX-S1000 represents a substantial value, especially for its class. Suzuki is known for giving its riders a lot of value, but in today’s world, $11,300 for a naked literbike is a steal. Considering that Yamaha’s liter-class naked bike is approaching $14,000 for 2022, there aren’t a lot of brand-new motorcycles under 12 grand that have the GSX-S1000′s big-bike capability.

If we were shopping for a new, liter-class bike, we wouldn’t hesitate to check out Suzuki’s GSX-S1000. Even though it doesn’t have some of the fancy features of other nakeds in this category, it just plain works; the engine makes good power, the suspension and chassis function seamlessly, the ergonomics are nice, the features are modern, and the bike has real character. If you’re looking for a fun 1,000cc naked bike that’s not going to break the bank, the 2022 GSX-S1000 is it.

Gear Box

Helmet: Shoei RF-SR

Jacket: Rev’It Tornado 3

Gloves: Rev’It Kinetic

Pant: Rev’It Piston SK 2

Boots: TCX Rush 2 Air

2022 Suzuki GSX-S1000 Technical Specifications and Price

Suzuki gives its 2022 GSX-S1000 naked bike a much needed face-lift. It’s a big improvement aesthetically over the previous model. (Joseph Agustin/)

Stacked LED headlamps offer a narrower profile while providing improved visibility during night rides. (Joseph Agustin/)

The GSX-S1000 proves to be a versatile streetbike. (Joseph Agustin/)

The GSX-S1000 continues to source Suzuki’s legendary long-stroke GSX-R1000 engine from the 2005 model year. (Joseph Agustin/)

The rider seat is a tad closer to the ground. As usual, the seat is comfy for long days in the saddle. (Joseph Agustin/)

In spite of its hefty 472-pound curb weight, the GSX-S1000 is an exceptionally agile streetbike. (Joseph Agustin/)

An LED taillight continues to adorn the 2022 GSX-S1000, however the turn signals are now LED as well. (Joseph Agustin/)

We like the appearance of the GSX-S1000 one-color display. However the fonts are too small and there is too much information packed into too small of a space. (Joseph Agustin/)

We’re big fans of Suzuki’s more sporty ergonomics package. (Joseph Agustin/)

The Suzuki rolls on a stout set of hydraulic disc brakes that do a fine job of slowing down the 472-pound GSX-S1000. (Joseph Agustin/)

The GSX-S1000 offers adjustable combined engine power mode and throttle maps via this mode button. Older-style non-IMU-powered traction control is also standard. (Joseph Agustin/)

The LED headlamps cast a deeper swath of light compared to the previous versions’ halogen bulb setup. (Joseph Agustin/)

The GSX-S1000 appeals to sport riders seeking a motorcycle that is more comfortable and practical than a GSX-R sportbike. (Joseph Agustin/)

Suzuki’s GSX-S1000 happily does it all and is perfectly capable of track duty. (Joseph Agustin/)

Source: MotorCyclistOnline.com

We return inside of the cockpit of Polaris’ wild-looking Slingshot SL autocycle in this review. (Polaris/)

Polaris offers powersport enthusiasts something different with its 2022 Slingshot SL ($26,799). Although it looks like a backward trike, it’s categorized as a three-wheel-equipped autocycle in California. To operate this vehicle in the Golden State, you only need a standard driver’s license; no motorcycle endorsement is necessary, though DOT-labeled helmets are required for drived and passenger.

Editor’s note: We tested the automatic transmission-equipped version in the 2020 Polaris Slingshot SL MC Commute Review. Legal restrictions and vehicle classification vary from state to state. Check your state’s local laws before operating this vehicle on public streets.

Polaris says it designed the Slingshot to look like a predatory bird. If there’s one thing Polaris gets right, it’s the industrial design; it did a great job with the styling. This Slingshot rolls on 18-inch front cast aluminum wheels and a 20-inch rear cast aluminum wheel. The wheels look nice and are equipped with low-profile Kenda rubber. The two-front, single-rear configuration lets it have side-by-side seating and accommodations for a passenger. There’s plenty of storage behind the seat and inside the glove box, where there’s also a USB and a 12-volt charging port.

Like most new automobiles, the Slingshot employs an electronic proximity key fob, which is used to start the engine. A mechanical key locks the internal storage cases.

Starting the Slingshot reveals a strange glitch; occasionally, when the starter button is pressed, the trike won’t immediately start. The dash display reads, “Proximity key fob not in range.” As Polaris has been manufacturing this vehicle for the last two years, this is an odd hiccup.

While the Slingshot may loosely resemble an automobile from the front, there are no doors. Low frame rails on either side require interesting contortions to get inside; for those with limited mobility, traditionally a notable part of the trike-driving demographic, this vehicle likely wouldn’t be a good fit. The seats do have forward and aft mechanical adjustability and the backrests also adjust forward and back, just like most cars. Another nice touch is tilt steering, though there isn’t a telescope function.

This Slingshot’s 1,997cc water-cooled inline-four was engineered and manufactured by Polaris in Minnesota and replaces the GM Ecotec four-cylinder used since the Slingshot debuted for the 2015 model year. This engine doesn’t benefit from variable valve timing like the GM unit, but feels very similar in terms of power, vibration, and sound. There’s also a red button which Polaris calls “Slingshot mode.” This adjusts the engine calibration for added response. Realistically, we couldn’t really tell the difference between either setting. The major perceivable difference is the new I4 has a bit more torque. It’s a cool-sounding engine, and it’s really fun to row through the gears.

Those gears live in a Japanese-sourced five-speed Aisin AR5 transmission, an older design that’s been manufactured for well over a decade and used in vehicles including the Chevy Colorado and old-school Isuzu Trooper. It may be an aging design, but it’s a proven one, and this gearbox functions well. We love how close the lever throws are between each of the five gears though there’s a bit of a longer gap between second and third. We also think closer ratios would be an improvement in this application. Still, it’s a very nice, positive-shifting unit. Those who don’t want to work the clutch pedal can opt for an auto-drive transmission ($1,750 option) that adds hydraulic actuation via a Magneti-Marelli system; still a manual transmission, but with automated operation.

We’re typically manual shifting enthusiasts, unless it’s Honda’s DCT, so we wouldn’t spend the extra $1,750 for the AutoDrive transmission. It’s worth noting that, since this is a rear-drive trike, it doesn’t have the torque steer effect of vehicles like Vanderhall’s autocycle (as noted in the 2020 Vanderhall Motor Works Venice GT Review MC Commute). Traction control keeps the 20-inch wheel and tire in contact with pavement, though it can also be manually disabled for burnouts or lurid fishtailing.

The suspension has just over 4 inches of travel up front, and 4 inches out back via a motorcycle-style swingarm. The rear suspension and rear end is very similar to a motorcycle with its swingarm and belt final drive. And below 60 mph, the Slingshot is a real hoot. Handling is lively and it almost feels like a kart. There’s a pleasing level of front grip and a nice, low roadster feel, almost like driving a low-slung convertible. At those speeds, the Slingshot rides acceptably over decent roads. Get on a rough patch of asphalt, however, and it delivers a jarring ride; you’ll feel a lot of the bumps and pavement imperfections. And above 60 mph, the Slingshot’s chassis really gets unhinged and feels loose and unstable. Buyer beware, or at least aware.

The Slingshot comes outfitted with Polaris’ awesome 7-inch color TFT display. It’s known as Ride Command on its Indian motorcycles and has similar functions here, including touchscreen capability. It’s easy to pair via Bluetooth to a smartphone, and you can then listen to music and access turn-by-turn navigation. There’s also a neat GPS-enabled ride setting where you can monitor the metrics of your ride. It’s a slick interface. And of course there’s also an analog-style speedometer and analog tach, plus a little digital readout with fuel information and ambient air temperature; it’s perfectly functional, but the gauge cluster does look a little old.

Although it looks like it has bright headlamps when viewed from the front, at night, the headlamps don’t throw a deep swath of light. It’s easy to overdrive the headlights, even at legal highway speeds.

It’s worth noting this autocycle falls into a unique category in which it isn’t subject to passenger vehicle safety standards like automobiles. So, besides a three-point, automobile-style safety belt, there’s no other protection. This vehicle doesn’t employ crumple zones, there are no airbags, there hasn’t been crash testing, which safety-conscious buyers will want to keep in mind. And because it’s so low, other motorists tend to see you a lot less often than other vehicles.

Triple-disc hydraulic brakes keep speed in check. It employs vented disc brakes all the way around, like an automobile, with single-piston calipers. The brakes work much better than the original Slingshot, but they’re still not great; larger, multi-piston calipers are called for here. Fixed, always-on ABS mitigates any instability during braking—and you definitely want ABS on a vehicle like this with its questionable stability.

In the creature comfort department, there’s cruise control, plus controls to operate the Bluetooth-enabled stereo. Oddly enough, this vehicle does not include a heater. When driving at night, in chilly conditions, occupants definitely feel the cold. The windscreen helps block a good amount of wind, but you’re still in an exposed cockpit, and you’re going to get chilly after dark. Conversely, when the mercury is above 80–85 degrees Fahrenheit, you’re going to feel the heat.

Without a doubt, the Slingshot is certainly a head turner. In the grand scheme of recreational vehicles, there are 2022 cars that cost $100,000-plus and garner less attention at stoplights than this $26,000 Slingshot. Its look is just so unique that it attracts eyeballs, good or bad.

So our feelings are mixed. Below 60 mph, the 2022 Polaris Slingshot SL with the five-speed manual gearbox is a hoot to drive. We also appreciate its stunt factor. However, it takes up way too much space in the garage and it’s limited in terms of its safety. You also don’t get any of the benefits of a motorcycle. No lane filtering, no hauling butt around the streets, and it’s not as fun as a streetbike.

But if we were über-rich types with the space to store it, then yes, we would buy one of these things. Kudos to Polaris for trying something different and making something that looks cool and has some degree of function on the road.

Gear Box

Helmet: Shoei RF-SR

Jacket: Saint Unbreakable Denim Shearling Collar

Gloves: Rev’It Kinetic

Pant: Zara

Boots: TCX Rush 2 Air

2022 Polaris Slingshot SL Technical Specifications and Price

Source: MotorCyclistOnline.com