Our man got an exclusive ride on the 9.5 prototype in Italy. (Milagro/)

Imagine if MV Agusta, a dedicated manufacturer of insanely focused, ridiculously beautiful Italian sportbikes, decided to do something completely different. Imagine if, just for once, it decided to build a bike devoid of 17-inch wheels, razor-sharp geometry, and uncompromising short-stroke suspension, replacing them with a seriously dirty 21-inch/18-inch front/back wheel combination, mile-crunching comfort, and genuine off-road ambition. What kind of motorcycle would that be?

We still don’t know exactly, but we have a fair idea. We spent a day in northern Italy riding a prototype machine of what, when it goes on sale in 2023, will be known as simply the Lucky Explorer 9.5, emphatically not the MV Lucky Explorer. This is the prestigious company’s first production adventure bike and a completely new direction for the Varese factory.

This is MV’s first production adventure bike with a 21-inch front wheel and real off-road ability. (Milagro/)

The inline-triple is derived from the 800, the 798cc unit powering the F3, Brutale, Dragster, Turismo Veloce, and Superveloce, with its capacity increased to 931cc. Power is a quoted 123 hp at 10,000 rpm with peak torque at 75.2 lb.-ft. at 7,000 rpm.

The engine also receives a new cylinder head, steel valves, a new counter-rotating crankshaft, new pistons, and a raft of detail updates including a new cooling system, oil feed, clutch, generator, starter motor, and gearbox covers. Not much of the 800 donor unit remains.

The Lucky Explorer 9.5 will go on sale next year. USA prices haven’t yet been confirmed, but in Europe it will start at 18,000 euros. (Milagro/)

MV is famous for its high-revving track-oriented machines, but has focused on producing a more torquey, usable engine, with peak power less significant than it is on its supersharp sportbikes and nakeds. Compared to the racy 800cc F3 (147 hp at 13,000 rpm and 65 lb.-ft. 10,100 rpm) the Lucky Explorer is down on peak power (123 hp), but considerably up on torque (75.2 lb.-ft.). It produces more power and torque than the Ducati DesertX, Triumph Tiger 900, and KTM 890 Adventure; in this mid-adventure category, only Honda’s larger Africa Twin produces more torque.

Riding modes and rider aids will be linked to a six-axis IMU. (Milagro/)

Rider aids, the exhaust and the switch gear, and multiple other details remain work in progress. But the three-cylinder motor with its counter-rotating crank is more than 95 percent complete, with power and torque outputs already finalized for production. Our testbike only had two riding modes, Urban and Touring, to play with. The final production version will have multiple rider modes, for both on and off-road, and rider aids linked to a six-axis IMU.

Our test confirmed two key facts. First, like all MVs, it sounds wildly exciting, snarling at low revs and wailing up top. And second, it has a glorious spread of easy-to-use torque, with smooth, progressive throttle response.

The Lucky Explorer produces more peak torque than Ducati’s DesertX, Triumph’s Tiger 900, and KTM’s 890 Adventure. (Milagro/)

The Lucky Explorer will pull cleanly from as low as 2,000 rpm. Riding the bike in a tall gear, challenging the bike’s low and midrange torque, was impressive. It drives clean and hard like a serious adventure bike must. The shifter can be left alone, simply letting the triple surge through the rev range.

This is MV, of course, so it’s no real surprise that the 9.5 also goes like the clappers. When you want to have some traditional MV-style fun, the 9.5 accelerates hard enough from 7,000 rpm to feel like the bike has grown an extra lung. It rushes to the redline the way all MVs do, wailing and barking like an F3 coming off Laguna’s Corkscrew.

Power is a quoted 123 hp at 10,000 rpm with peak torque at 75.2 lb.-ft. at 7,000 rpm. (Milagro/)

The chassis is nearly complete too, with rake, trail, wheelbase, and wheel sizes now decided: a 21-inch front and 18-inch rear, of course. The frame itself is all-new and has already been subject to extensive testing both on and off-road, including dramatic jump testing.

Suspension on our testbike is provided by Sachs and is fully, manually adjustable at both ends. In time MV will offer a semi-active alternative. Interestingly, MV has also opted for Bridgestone rubber instead of the usual Pirelli or Metzeler; we used A41s on the road and AX41s off-road.

The inline-triple is derived from the 800 (798cc) unit that powers the F3, Brutale, Dragster, Turismo Veloce, and Superveloce. Capacity has increased to 931cc. (Milagro/)

The seat is adjustable (to 33.5 inches and 34.3 inches) and the wide bars are slightly swept back. The 5.3 gallon fuel tank isn’t excessively large or bulky. And once underway, the 9.5 feels light and maneuverable, like a Yamaha Ténéré 700, certainly much lighter and more fluid than Honda’s Africa Twin.

While the 9.5 is smaller and less physical than the Africa Twin, it shares a similar riding position and windscreen. The screen is effective, and the riding position is roomy, yet not too tall. There’s a 7-inch TFT dash, and the production bike will have Bluetooth connectivity and cruise control as standard. MV also tells us it has spent a lot of time looking at the aero package, optimizing comfort and reducing wind noise for both rider and pillion.

We only got a flavor of what the 9.5 will be capable of off-road, but first impressions are positive. (Milagro/)

The pace set by the MV development riders acting as guides was rapid, but despite being onboard a “tall” adventure bike with genuine off-road potential, hardly any compromises were needed for the 9.5. Its fully adjustable long-travel Sachs suspension is plush and controlled, with no pitching or excessive movement. And despite that large 21-inch-diameter front wheel, the MV was happy to turn in and lay on its side midcorner.

Fully adjustable manual suspension is provided by Sachs. MV will offer a semi-active option in the future. (Milagro/)

Brakes are top-quality Brembo Stylema items normally associated with superbikes or exotic naked machines. The combination of quality brakes and controlled Sachs suspension results in excellent stopping performance, with one-finger braking the norm no matter whether you are in town or hauling down from a serious speed. The final version will come with switchable cornering ABS for both on and off-road, which can be switched off.

This testbike is only an early prototype; the rider aids, exhaust, and switch gear are work in progress. (Milagro/)

As mentioned, the production bike will come with four riding modes: Urban, Touring, Off-Road, and a Custom map. A six-axis IMU will be linked to the multiple rider aids, including eight levels of slide control/traction control. There will be front-wheel lift control, engine-brake strategies, and launch control, not forgetting the changeable ABS. Cruise control will come as standard along with an up-and-down quickshifter. All the rider aids will be accessed via the dash. MV’s rider aids have proved excellent in recent years, and there is no reason to believe the new 9.5′s should be different. The off-road modes will be a first for MV.

There will be a dedicated, specific off-road mode and switchable ABS on the final version. (Milagro/)

Unfortunately, we only got a taste of what the new 9.5 can do on the dirt. Standing up on the grippy pegs, the bars seemed a fraction too far back, but otherwise there was plenty of room to move backward and forward. Riders could clearly see over the screen, and the suspension soaked up the knocks and bangs without complaining.

Accessories, from hard luggage to race kits, are already in the pipeline. Future models are expected with semi-active suspension. There will also be an alternative to Honda’s DCT Africa Twin, with MV’s automatic clutch and the option of electronic actuated gearshifts.

The 9.5 styling pays homage to the famous Cagiva Elefant that took victories at the Paris-Dakar rally in 1990 and 1994. (Milagro/)

The Lucky Explorer 9.5 will be MV’s first purpose-built adventure bike and an exciting new take on the adventure middleweight. On the road, it’s typically sporty, but MV hasn’t simply chased peak power. The three-cylinder engine is smooth, usable, and torquey. We can’t say for sure how comfortable it will be over distance, or how the electronic rider aids will perform, but first impressions are positive.

There’s a generous 7-inch TFT dash and the final version will have Bluetooth connectivity and cruise control as standard. (Milagro/)

2023 Lucky Explorer 9.5 Technical Specifications and Price

Source: MotorCyclistOnline.com

Riding the new SP2 alongside a standard V4 S at Italy’s Misano MotoGP racetrack. (Lorenzo Concari/Photohouse/)

Ducati has always made its SPs truly special. From the 851 through the 916 to the V4 Panigale, they’re the poster bikes for successive generations of the marque’s superbikes. And this updated Panigale V4 SP, the SP2, will make even the coldest, most clinical hearts not only beat faster but lap faster.

Unlike previous SPs, this mid-season update is not about churning out the 500 production units necessary to meet homologation rules for World Superbike. It couldn’t; it runs an ineligible 1,103cc power unit, for starters. This is about bringing the SP into line with the 2022 Panigale V4 and V4 S. Both of these received updates this year that, somewhat bizarrely, meant the cheaper bikes made more power than Ducati’s “ultimate track machine.”

So now the SP2 catches up. There’s a 1.5 hp increase with four riding modes, Street, Sport, Race A, and Race B. There’s an STM-EVO dry slipper clutch that sounds incredible and a lighter 520 chain. There’s an option for a titanium Akrapovič exhaust system that increases power by 12.5 hp while trimming 11 pounds from the SP2′s overall mass. Suspension, too, is aligned with that of the new V4 S, meaning Öhlins Smart EC 2.0 electronic control system with an Öhlins NPX 25/30 fork and TTX 36 shock at the rear.

At 381 pounds (dry), the SP2 weighs the same as the original SP and is just 2.2 pounds lighter than the V4 S. But the ounces shaved are done so in critical areas, with the goal of making a Ducati V-4 that’s even easier to ride blisteringly fast on track. There’s more carbon fiber; the front mudguard, for example, which alongside the older SP’s carbon rims further reduces unsprung mass compared to the V4 S. There’s also a revised tank, and the riding position has been changed for V4 S this year. The aero winglets are redesigned for less drag compared to last year’s SP, and there’s an evocative Winter Test livery to help the SP stand out from the red V4 S crowd.

Ducati gave testers a session on the Misano racetrack on a standard V4 S before swapping them to the SP2. There was no time to warm up, so it was straight into a hot lap. Taking the bike on track in Race B mode seems the best option, basically putting the engine on medium heat, with restricted torque in the lower gears. The engine maps are essentially the same as those on the standard models, and previous experience indicates Race A and full power is a little too aggressive, especially on a scorching day at Misano.

That said, even when this bike is not up to speed and being short-shifted at around 12,000 rpm, well before the redline, it’s still arm-ripping quick. Once again it has demonstrated how it takes a while to recalibrate to riding any Panigale V4, let alone an SP.

After a lap or two to tune in, it’s a tap down on the butter-smooth quickshifter, get the revs singing, and, wow, the SP2 delivers. Now with less unsprung and rotational mass, the SP2 accelerates even faster, so much so that Ducati has been forced to recalibrate the V4′s excellent electronic rider aids. Straight-line speed isn’t a massive jump over the standard, but is noticeable when riding both bikes back to back. Some may have expected more power from the SP2, but unless you’re Danilo Petrucci doing your thing in AMA Superbike, it’s simply not required.

On paper, the separation between the SP2 and the standard V4 S isn’t as significant as the difference between the Streetfighter SP and Streetfighter S, which on track proved to be around two seconds. In back-to-back private testing, Ducati test rider Alessandro Valia was one second faster on the SP, and as the V4 S and the SP2 use the same engine, the difference in lap times is purely down to handling.

Objectively, it is hard to criticize the standard V4 S, as Ducati’s recent improvements have made a significant improvement. But the changes to the SP2 put this Panigale on another level. The speed at which it turns, especially during fast direction changes, and the accuracy of its line just takes this motorcycle into a class of one.

In the very fast fourth- and fifth-gear turns toward the end of the lap, the SP2 could carry more corner speed every time, pinging from apex curb to exit curb and back to apex curb with such precision that it was no more than a few millimeters different each lap, despite doing over 150 mph.

The first section of Misano is ultra-technical, and all about clipping false apexes, letting the bike drift wide, then pulling it back into the corner proper. Clean exits are vital, none more so than the one out of turn 6. Again, the SP2 felt easier to manage than the V4 S; it could be allowed to flow and run over the curb on the exit with confidence. The V4 S isn’t hard work, far from it, but 20-minute sessions chasing racebikes in scorching Italian heat, riders on the SP2 had more in reserve, lapping at the same speeds with less effort. Much of the credit must go to those lighter wheels, which save some 3 pounds in unsprung mass over the V4 S’s forged items.

Some credit also goes to the revised riding position, which positions the body more in the bike and more behind the fuel tank rather than over the fuel cap. The tank itself is wider, allowing a rider to feel better supported as well as more relaxed. It’s also worth mentioning the adjustable pegs, which can be positioned slightly higher than standard for an increase in clearance allowing the bike to carry a fraction more corner speed and keeping toes clear of the tarmac when riders are too tired to move them out of the way. The grip and feel of the pegs are also improved over standard; now you can really push through the pegs with confidence, as it feels like your toes are clipped in with bicycle clips.

Like the older SP, the SP2 uses Brembo Stylema R four-piston radial front brake calipers and 330mm discs and is supported by Bosch cornering ABS Evo. At the rear there’s a 245mm disc with a twin-piston caliper, again with cornering ABS.

It might not seem there would be that much difference between the Stylema Rs and the V4 S’ Stylema items, which are incredibly strong. But the difference is noticeable, and might in part be down to the SP’s lighter carbon wheels.

The standard V4 S stoppers are not inconsistent, but the R stoppers felt identical each lap, the pressure and stopping power required precisely the same on lap 1 and lap 15, despite the blistering heat and punishment. There is a lovely feel and one-to-one connection with the stoppers, and the remote span adjuster is a nice touch; lever position was easy to adjust while trundling out of pit lane. Even on track at speed the lever can easily be adjusted with the left hand while accelerating on the throttle with the right.

The electronics are the same as the V4 and V4 S but recalibrated to compensate for a bike that will accelerate and decelerate quicker. The package includes Bosch Cornering ABS Evo, Ducati Traction Control (DTC) Evo 3, Ducati Wheelie Control (DWC) Evo, Ducati Slide Control (DSC), and Engine Brake Control (EBC) Evo among the rider aids, as well as Ducati Power Launch (DPL) and Ducati Quick Shift (DPS) up-and-down Evo 2.

The SP2 also comes equipped with the GPS-based Ducati Data Analyzer+ module stored in the rear single seat. This unit can track your lap times with accuracy and display each lap very clearly using the Track Evo display, which is derived from the one used in MotoGP. Lap times appear at the same point each lap; once back in the pits riders can flick through the screen to compare their best lap times. Constantly chasing lap times and using the rider aids to boost performance turns the SP2 into an arcade game, if a fast, expensive, and physical one.

Verdict

The standard V4 and V4 S are both excellent. They produce the same power and are arguably already leaders in the superbike class. But the SP2 is another step up. It’s not a huge step, but this bike is certainly more track-focused than the standard models and can lap a racetrack quicker and with less effort. The lighter carbon wheels, already present on the 2021 SP, make the largest difference: The bike is easier to ride at speed than the V4 S and turns faster and with more accuracy. The Stylema R brakes are a small improvement, as are the multi-adjustable pegs. A remote brake span adjuster, milled levers, and GPS module are also details that start to add up.

Ducati claims this is the Ultimate Racetrack Machine, and it is about right.

2022 Ducati Panigale V4 SP2 Technical Specifications and Price

Power has increased slightly over the 2021 SP to match the 2022 V4 model, a 1.5 hp boost. (Lorenzo Concari/Photohouse/)

Essentially, take the new 2022 Panigale V4 S and add SP trinkets: carbon wheels, a dry clutch, adjustable pegs, dashes of carbon, a lighter chain, upgraded Stylema R brakes, race levers, GPS-based Ducati Data Analyzer+, plus a stunning test livery. (Lorenzo Concari/Photohouse/)

Our test was conducted on a Pirelli trackday, straight after the WSBK round. Does it get any better than this? (Lorenzo Concari/Photohouse/)

In back-to-back private testing, Ducati test rider Alessandro Valia was one second faster on the SP2 than on the V4 S. As both bikes use the same engine, the difference in lap times is purely down to handling. (Lorenzo Concari/Photohouse/)

The first section of Misano is ultra-technical, all about clipping false apexes, letting the bike drift wide, then pulling it back into the corner. SP2 territory. (Lorenzo Concari/Photohouse/)

Like the older SP, the 2022 SP2 uses Brembo Stylema R four-piston radial front brake calipers and 330mm discs and is supported by Bosch cornering ABS Evo. At the rear there’s a 245mm disc with a twin-piston caliper, again with cornering ABS Evo. (Lorenzo Concari/Photohouse/)

The SP2 also comes equipped with the GPS-based Ducati Data Analyzer+ module, which can track your lap times with accuracy and displays each lap very clearly using the Track Evo display. (Lorenzo Concari/Photohouse/)

There’s an STM-EVO dry slipper clutch that sounds fabulous. The open carbon clutch cover is not Euro 5 compliant and is sold separately. (Lorenzo Concari/Photohouse/)

Delicious carbon rims as used on the older SP reduce unsprung mass by 3.1 pounds compared to the V4 S. (Lorenzo Concari/Photohouse/)

Striking Winter Test livery helps the SP stand out. There may be no better-looking bike on the market. (Lorenzo Concari/Photohouse/)

Adjustable Rizoma pegs can be repositioned for a roomier riding position or a more track-focused riding stance. (Lorenzo Concari/Photohouse/)

The aero winglets are redesigned for less drag compared to the older SP1 (Lorenzo Concari/Photohouse/)

Source: MotorCyclistOnline.com

Fuel economy is a hot topic these days thanks to escalating fuel prices. Luckily, as enthusiasts are aware, motorcycles can be cost-effective transportation. Even larger three- and four-cylinder bikes can achieve 40 to 50 mpg, which is still far better than the average driver’s crossover. And smaller-displacement single- and two-cylinder engines are often capable of more miles per gallon.

Related: 5 Most Fuel-Efficient Motorcycles You Can Own

We’ve written before concerning fuel-efficient motorcycles. Many of those fuel-sipping options are still available, but there are now more models out there for mpg-minded buyers.

Related: Best Electric Motorcycles for Adults

Note that fuel economy may be affected by a number of factors: riding style, road conditions, load, tire pressure, and so on. This list contains a mixture of manufacturer claims, reader testimony, and averages found during our testing.

Honda Grom

This mini motorcycle does a fantastic job at sipping from its 1.6-gallon fuel tank. (Honda/)

Honda claims a mind-boggling 166.5 mpg for the Grom, but real-world results do vary. Editor Adam Waheed averaged “only” 98 mpg when he tested the 2022 model. One reader tallied 134 mpg. Honda’s other 125cc single-cylinder-powered mini motos like the Trail 125, Monkey, and Super Cub will likely see similar fuel economy figures. There’s also the 109cc Navi which makes a claimed 110 mpg.

Yamaha TW200

You don’t have to break the bank when it comes to filling up the tank. Dual sport fun can be had with the TW200 that averages 78 mpg. (Yamaha/)

Yamaha claims the TW200, like the V-Star, can get an estimated 78 mpg. This cult-favorite dual sport is as indifferent to fuel prices as it is to terrain changes and should certainly be on the radar of fuel-conscious riders. Fat, knobby-ish tires will help conquer trails while its 196cc four-stroke single sips frugally away.

Suzuki GSX250R ABS

Suzuki’s small GSX-R is a cost-saving streetbike for beginners. (Suzuki/)

Suzuki is right on the money when it claims the GSX250R makes around 76 mpg; one reader claimed they achieved about 75 mpg over 6,200 miles. This fully faired sportbike makes impressive gas mileage for new riders pulling away down the freeway or canyon roads.

Honda CBR500R ABS

The 471cc is a proven commuter-friendly engine with great mpg results. (Honda/)

The sleek CBR500R is a sporty commuter that also delivers impressive fuel economy; the newest model achieved a tested 67 mpg, with one reader claiming their 2013 model hit 62 mpg. Since the naked CB500F and adventure-styled CB500X share the same 471cc engine, riders can choose between a few different flavors of Honda’s fuel-friendly midsize parallel twin.

Honda NC750X

Over 50 mpg for a higher-displacement bike like the NC750X is impressive. (Honda/)

During our MC Commute, the NC750X was able to get a noteworthy 53.5 mpg, but some riders have claimed that it can get upwards of 60-plus mpg. We wrote: “Settling into 75 mph, the NC spins around 4,500 rpm in top gear, which lends itself to superb fuel economy.” So whether you are highway flogging with the manual transmission or making practical use of the DCT automatic transmission around town, the NC is a great higher-displacement motorcycle for all that and everything in between.

Honorable Mentions:

Royal Enfield Meteor 350 (tested 60.1 mpg)

Yamaha MT-07 (claimed 58 mpg, although aggressive riders will likely see around 37.5, as we did)

Honda Rebel 300 (tested 57.8 mpg)

Yamaha MT-03/YZF-R3 (claimed 56 mpg)

Honda XR650L (claimed 52 mpg)

Source: MotorCyclistOnline.com

Yamaha finally offers a premium middleweight naked bike in the form of its MT-09 SP. (Joseph Agustin/)

Yamaha has done something special for naked bike riders in the form of its 2021 MT-09 SP ($10,999). Based on the MT-09, which was fully overhauled for the ‘21 model year, it’s positioned as a special-edition up-spec’d middleweight naked bike.

Editor’s note: We reviewed the ‘21 MT-09 with our 2021 Yamaha MT-09 MC Commute Review and Yamaha Builds A Better Triumph – 2021 MT-09 articles and videos. Take a peek at the 2021 Yamaha MT-09 First Look Preview to get up to speed on the technical improvements.

The SP specification is priced $1,600 higher than the standard MT-09. For that, you get higher-end four-way-adjustable KYB front suspension and an Öhlins gas-charged shock absorber with a clever remote preload adjuster allowing for easy rear ride height adjustment based on rider preference. The SP also gets nice styling details, including the black handlebar, black control levers, and a tinted master cylinder reservoir.

A YZF-R1M-esque polished swingarm and polished stripe on the fuel tank set it apart from the standard MT-09. There’s also a custom-looking suedelike seat and cruise control.

So this bike looks awesome. But how does it ride?

We’re big fans of the Tuning Fork’s redesigned 890cc inline-triple. It’s clear Yamaha studied Triumph’s 675/765cc powerplant when putting this engine together; it has a very similar sound and character with less engine vibration.

This triple puts out right around 107 ponies at the business end of the 180-series Bridgestone Battlax S22 tire, meaning it definitely gets up and goes. We also appreciate how its bidirectional electronic quickshifter keeps the rear tire hooked up when leaned over in corners and grabbing downshifts.

Added agility is another clear benefit of the SP package. You might not think that fitting a four-way-adjustable fork and Öhlins rear suspension would be that big of a deal, but handling has gone from very good to exquisite; the SP handles bumps well and delivers a nice, cozy ride.

When you lean on this suspension through a twisty stretch of tarmac it performs with the support and the feel that make bikes like this tons of fun to whale on. Equally as pleasing is how easy this bike is to turn in from side to side. Overall, its handling is noticeably sharper than the base MT-09′s. We also value the four-way adjustability and separate high- and low-speed compression damping adjusters, which allow riders to fine-tune the dynamic of the fork to their liking.

As on the standard model, the SP includes traction control, slide control, and wheelie control. All these features work well, but the LCD user interface used to select them could be larger. The menu system, while simple, doesn’t offer enough adjustability. Another strike is the switch gear; the multifunction wheel may have been really nice on the original 2015 YZF-R1, but seven years later it’s gotten downright old and its tactile function is poor. Yamaha really needs to upgrade this switch gear and spec a bigger display.

Fixed always-on ABS augments the function of the triple disc brakes. The fronts can get a tad hot when riding on track or your favorite road. We’d also like to request that Yamaha Motor kindly allow rear ABS to be manually disabled. There are two electronically adjustable braking modes: brake control 1, the least restrictive setting, and brake control 2. There’s also cornering ABS; Yamaha doesn’t call it “cornering ABS” as such, but this bike includes it in the less aggressive brake control setting (Level 2). Keep it in mind when you’re riding on the street: Brake Control Level 1, although it’s less aggressive (in terms of ABS intervention), doesn’t have cornering ABS.

Yamaha seems to have really nailed the ergonomics on the SP. The seat height is Goldilocks for most riders, neither too low nor too high. The riding position is sporty without being too aggressive. The handlebar isn’t quite wide enough for our liking, but it’s not bad at all. This motorcycle is comfortable as a daily rider, which is fortunate, as it does a really good job of slicing through traffic; if you work long days, the smallish headlight even does a nice job of illuminating the road after dark. It’s the kind of bike that can be ridden all day and then some without getting beaten up, yet still has plenty enough sporting aptitude to be fun.

Even though this is a sport naked bike, you could absolutely ride this motorcycle at a trackday. So we did, taking it to an open-session SoCal Trackdays event with the OE-fitted Bridgestone Battlax S22 tires. It doesn’t quite have the same level of handling capability as Yamaha’s YZFs; it was still a whole lot of fun.

If you’re looking for a motorcycle with a high degree of comfort on the road, one that can do a lot of street and a little bit of track, you would do pretty well with the up-spec’d MT-09 SP. It’s an extremely capable, likable motorcycle, and a quality piece of equipment as well; it’ll run 4,000 miles between oil changes and a whopping 26,600 miles between valve inspections, and for what it’s worth, this bike is still built in Japan. It’s well worth considering for those in the market for a liter-class naked bike.

And again, Yamaha did well with the MT-09 SP’s look, giving it subtle styling cues that set it apart from the standard model. Factor in its more agile handling, and you have serious justification for spending an extra $1,600 over the already very good standard bike.

Gear Box

Helmet: Arai Signet-X

Jacket: Alpinestars Venture XT

Gloves: Alpinestars Chrome

Pant: Alpinestars AS-DSL Shiro

Boots: Alpinestars Faster-3

2021 Yamaha MT-09 SP Technical Specifications And Price

The 2021 MT-09 SP ($10,999) features blacked-out styling details to make it stand apart from the standard model. (Joseph Agustin/)

The SP variation gets a suedelike covered one-piece saddle. (Joseph Agustin/)

Increased agility and overall handling performance are clear benefits of the SP variation. (Joseph Agustin/)

A polished YZF-R1M-esque swingarm graces the MT-09 SP. (Joseph Agustin/)

The MT-09 SP is adorned with a KYB fork adjustable for high- and low-speed compression damping. (Joseph Agustin/)

With its upright ergonomics, and refined suspension, the MT-09 SP delivers pleasing ride quality in a straight line. (Joseph Agustin/)

Yamaha nailed it in terms of ergonomics. We also appreciate the blacked-out controls and fuel tank striping that set it apart from other models. (Joseph Agustin/)

Although it looks tiny, the MT’s LED headlamp throws off a nice spread of light for night rides. (Joseph Agustin/)

Even though the SP variation weighs 2 pounds more than the standard MT, the SP offers sharper steering, which we love. (Joseph Agustin/)

It’s obvious that Yamaha benchmarked Triumph’s inline-three when engineering its 890cc triple. The Tuning Fork brand’s powertrain is superior in every way. (Joseph Agustin/)

Yamaha’s MT-09 SP is a capable trackday bike, but the front brakes can be prone to fade. (Joseph Agustin/)

A hydraulic preload adjuster allows the rider to tweak rear ride height based on handling preference or vehicle load. (Joseph Agustin/)

With its sharper handling and styling improvements, not to mention cruise control, the MT-09 is worth its extra $1,600 cost. (Joseph Agustin/)

Source: MotorCyclistOnline.com

Electric balance bikes are a fantastic way to get young riders on two wheels. The ease of getting in motion with just a twist of the wrist can be very empowering. No clutch, no engine noise, and no heat; just a simple twist-and-go approach. As the little riders’ skills and balance improve they can use the throttle, increase the power, and eventually move up to minibikes, then gas-powered bikes, and then to the infinite possibilities grown riders enjoy.

The number of electric balance bikes on the market is growing, with one of the most prominent recent offerings coming from Kawasaki. There are also many notable Amazon finds and an abundance of choices available from the electric stability bike superstars at Stacyc. Minibike versions of bigger motorcycles are also available from Indian Motorcycle and Oset to really get children moto-vated to ride larger two-wheeled machines when they grow up. These little bikes are going to make you wish you were a kid again.

Hiboy BK1

Positive reviews and a low price tag make the Hiboy BK1 balance bike worth a look. (Hiboy/)

The Hiboy BK1 is a sleek electric balance bike with a hub-integrated 100-watt motor. Weighing in at a claimed 17.6 pounds with a 34.7-inch wheelbase, the BK1 can easily be handled by a kid between ages 3 and 5. There’s push-button start for easy and intentional startups. In order for the motor to kick on, the bike must be in motion; then it will go up to a mild-mannered 9 mph. A single brake lever triggers the front V-brake and the rear e-brake simultaneously for controlled stopping. Reviews on the Hiboy site and Amazon are positive overall, with some commenting that it is reliable and easy to operate and charge. With a price of around $300, the Hiboy BK1 is the least expensive on the list. Plus, it can be ordered through Amazon.

Hiboy BK1 Price: $300 (black)/$316 (white)

Indian eFTR Mini and eFTR Jr.

Kids 8 years old and up can enjoy letting the rear tire cut loose. Do they make steel shoes in youth sizes? (Indian Motorcycle/)

The eFTR Mini and eFTR Jr take flat-track design cues from the V-twin-powered FTR750, but are fully electric and geared toward kids. Since the eFTR’s introduction last year, the rally for Indian-loyal riders of all ages is stronger than ever. In addition to the Jr version, Indian is luring in smaller riders with the eFTR Mini and teens/young adults with the eFTR Hooligan 1.2 ebike. The Mini and Jr are intended for riders 8 and up; the difference between the two is that the Mini is smaller (18.4-inch seat height versus 23.2) and has a weight capacity of 140 pounds (versus 175 on the Jr). Both bikes have two ride modes, high and low. The manuals claim the eFTR Mini has a run time of up to 30 minutes and the FTR Jr up to 65 minutes. Considering how good these bikes look, the prices are very reasonable.

Indian eFTR Mini Price: $514.99

Indian eFTR Jr Price: $824.99

Kawasaki Elektrode

The Elektrode is an all-new offering from Kawasaki. (Kawasaki/)

The Kawasaki Elektrode, the newest addition to the electric balance bike scene, is suitable for kids 3 to 8 years old. Like the Stacyc bikes listed below, it has three speed modes that help control power. These power levels are a great way for kids to develop riding skills one step at a time. An auto-sleep feature turns off the bike after 10 minutes of inactivity, a nice feature considering kids’ attention spans. Its compact 32.8-inch wheelbase makes it easy to transport. It has an impressive claimed 2.5 hours of run time and takes the same amount of time to recharge. For more information, read our First Look.

Kawasaki Elektrode Price: $1,099

Oset 12.5 Racing, 16.0 Racing, and 20.0 Racing

The Oset delivers a different mode of two-wheeled entertainment. Kids can have fun maneuvering over rocks and logs in the backyard and the quiet electric bike won’t disturb the neighbors. (Oset/)

Oset, which was recently acquired by Triumph Motorcycles, continues to entice new riders to the sport in e-trials bike form. A trials bike is designed to tackle obstacles such as logs and boulders, and what better way to learn throttle modulation than with a simple twist-and-go electric platform? The Oset 12.5 Racing bike is for newbie trials riders (ages 3–5) whereas the 16.0 Racing adds more power for competitive riders (ages 5–7). The 20.0 model (appropriate for ages 8-plus) ups the ante even more with a 1,200-watt motor and larger dimensions. The kid can bound around the backyard without disturbing the neighbors with noise, or at least noise coming from a bike engine. A magnetic lanyard, padded chin guard, and two dials for adjusting speed and response are among the safety features on the 12.5 model. The magnetic lanyard is carried over to the other Osets, but the larger models have an additional dial to adjust power. All models have an approximate run time of 1 to 2 hours.

Oset 12.5 Racing Price: $1,699

Oset 16.0 Racing Price: $2,399

Oset 20.0 Racing Price: $3,099

Stacyc 12eDrive, 16eDrive Brushless, 18eDrive Launch Edition, and 20eDrive Launch Edition

Whether your kid is 3 or 12, there’s a Stacyc suitable for them. (Nik Wogen/)

What began as a father-son project exploded into a successful business that introduced 100,000 young kids to riding in a matter of a few years. Stacyc offers multiple models for a variety of ages, from the Stacyc 12eDrive ($799) for 3–5 year-olds to the 20eDrive ($3,100) for 10–12 year-olds. Sister brand Cycle World tested the 16eDrive and found that rider skills improve quickly aboard the Stacyc—big smiles and thumbs-up from the test rider. Light and maneuverable equates to confident handling, and these bikes are certainly lightweight; the largest 20eDrive weighs at a claimed 33 pounds with battery. Run time is about 30 to 60 minutes for the variety of models, so an extra battery may be needed if the kid loves covering a lot of terrain.

Stacyc 12eDrive Price: $799

Stacyc 16eDrive Brushless Price: $1,049

Stacyc 18eDrive Launch Edition Price: $2,650

Stacyc 20eDrive Launch Edition Price: $3,100

Viro Rides Café Racer

With looks like these, all the kids on the block will be jealous. (Viro Rides/)

Another Amazon standout is the Café Racer minibike from Viro Rides. This bike weighs a claimed 42 pounds and is equipped with a 250-watt motor that can go up to 15 mph, making it best for older children or young teens. From the fork gaiters to the “gas tank” and flat stitched seat, it has a legit-looking mini cafe racer profile. LED lighting on both the headlight and taillight which modernizes the style while improving visibility. A round instrument panel on the top of the tank displays speed and battery life. The battery lasts up to 40 minutes. Reviews highlight its easy assembly and its good looks, but it can be underpowered for some.

Viro Rides Café Racer Price: $498

Source: MotorCyclistOnline.com

There are two models to choose from, the Manx Silver or the Carbon. The only differences are the looks and the BST carbon wheels on the Carbon model. (James Archibald/)

How do you convince the world that you’ve changed? That the past is the past and the future will not only be different, but better? If you happen to be Norton Motorcycles, you build a state-of-the-art multimillion-pound headquarters and production facility, staff it with a skilled and highly focused workforce, and completely reengineer the machines that dented the brand’s image over the last few tumultuous years.

The Manx’ aluminum wheels are 7.7 pounds front, 8.6 pounds rear; the Carbon wheels are 6 pounds front and 6.2 pounds rear. (James Archibald/)

The bike in question is the Norton V4SS superbike, the 1 that promised so much but which, under the ownership of now-disgraced Stuart Garner, became mired in controversy. Customer deposits were paid but bikes weren’t delivered. There were issues with reliability, quality, and even safety.

In April 2020, Indian manufacturing giant TVS Motor Company bought the famous Norton brand, and in a short space of time—and in the midst of the global pandemic—restructured Norton’s business and began restoring the public’s love for the marque. Absolutely central to that process was correcting the defects and addressing the supply issues that blighted the old regime’s motorcycles. The “new Norton” team identified no fewer than 35 problems and set out on a project to completely reengineer the V4SS in order to rectify every fault and improve reliability and longevity.

Three riding modes to choose from: Wet, full power in sixth gear only; Road, full power third to sixth gears; and Sport, full power in every gear. (James Archibald/)

The new Norton stripped back the old V4SS, looked at and tested each component, and then rebuilt, redesigned, or spec’d entirely new parts where necessary. At every turn, quality control and craftsmanship were paramount. The result is basically an entirely new bike.

And this is it: the new V4SV by the new Norton. Motorcyclist rode it at the Mallory Park racetrack, not too far from the new company’s new headquarters in the heart of the British midlands.

No launch control, no specific wheelie control, no engine-brake control, and no cornering ABS. However, TC is lean sensitive, the quickshifter is standard, and there’s keyless ignition. (James Archibald/)

The old V4SS was shot through with problems ranging from a leaking fuel tank to substandard electrics and, perhaps most distressing, low-quality welding on the frame and swingarm. Its subsequent reengineering into the V4SV was a costly and time-consuming job, but it had to be done even though some customers are still waiting for bikes ordered from the “old” Norton.

Norton has kept the full-color rear-facing camera, which does not replace the mirrors. It’s addictive. (James Archibald/)

Despite its obvious connection with the V4SS, the V4SV is very much a new model. It uses a reengineered version of the 72-degree 1,200cc V-4 used in the original bike; numbers are claimed 185 hp at 12,000 rpm and 92.2 pound-feet of torque at 9,000 rpm, down on both power and torque compared to the 200 hp plus once claimed for the V4SS.

The bodywork and fuel tank are all carbon. (James Archibald/)

The hand-polished, handcrafted, TIG-welded frame is also similar to that seen on the V4SS, but redesigned and with new welding. Suspension is provided by Öhlins, with a manually adjustable NIX 30 43mm fork and a bespoke TTX GP rear shock. So, yes, it looks like the old bike, but underneath it’s all new.

There are still two models to choose from, the Manx Silver and the Carbon, with the only difference being the looks and the BST carbon wheels on the Carbon model.

Footpegs and top yoke are billet; the frame is handcrafted and polished for a mirrored finish. (James Archibald/)

Despite the bike’s connection with the Isle of Man TT races, at which the older V4SS was raced on several occasions, Norton is keen to emphasize that this is a road-going superbike and not a race machine with mirrors. And while the V4SV press launch was held at a racetrack, the testbikes were equipped with road-biased Dunlop SportSmart TT tires, first introduced back in 2018. There wasn’t a tire warmer in sight.

An examination of the V4SV’s specs reveals why Norton is pushing the road element rather than the track: The bike is significantly down on power and torque compared to the superbike competition, much of which sits happily in the 200-hp-plus club. Ducati’s Panigale V4 S, perhaps the Norton’s closest rival, produces a quoted 215.5 hp at 13,000 rpm, considerably more than the British bike. The hand-built Norton, however, produces slightly more peak torque and does so lower in the rev range.

Bodywork is small so it’s hard to get properly tucked in. That’s not a problem at a relatively short track like Mallory but would become an issue at the bigger circuits like Silverstone or Mugello. (James Archibald/)

But even in the distinctly unglamorous Mallory Park paddock—think the rough ‘n’ ready Transatlantic Trophy days of Kenny Roberts versus Barry Sheene in the late 1970s—the new V4SV shines. It remains evocatively reminiscent of the TT racebikes. The unconventional single-sided swingarm and Union Jack rear seat unit catch the eye immediately, while the billet machined footpeg assembly and new silver and carbon bodywork are stunning. The front sprocket cover is simply a work of art. And the designers’ decision to stick with the older bike’s hand-stitched single seat can only be applauded.

There are no fancy aero wings on this “luxury” superbike for the road but, unlike the old V4SS, the V4SV does get rearview mirrors. Once on board you’re greeted by a full-color 6-inch screen, which incorporates a rearview camera. Ignition is keyless, so it’s a press of the “On” button incorporated into the dummy carbon fuel tank (3.96 gallons of fuel is stored under the seat) and the smartly presented dash comes alive.

The exclusive test took place at Mallory Park—think Transatlantic Trophy, Kenny Roberts versus Barry Sheene in the late 1970s. (James Archibald/)

The view from the seat is purposeful: polished billet top yoke, protruding Öhlins fork, and a large manually adjustable Öhlins steering damper. The switch gear is Aprilia-like, with a toggle on the left bar that allows you to opt for one of three different riding modes, Wet, Road, or Sport. Each mode changes the engine character, throttle response, and the interaction of the rider aids.

All rider aids including traction control, which incorporates wheelie control, are linked to the six-axis IMU, but ABS is not and is therefore not lean-sensitive. Nor is there either launch control or engine-brake assist, and the electronic rider aids can’t be customized, meaning the TC and wheelie control are factory set and can’t be trimmed.

So, yes, given that virtually all 2022 machines in the superbike category feature 200 bhp outputs, multiple rider aids (including cornering ABS), and electronic semi-active suspension, the Norton feels a little old-school. But this isn’t a negative, more a recalibration to an earlier time.

V4SV will be available to purchase from Norton’s HQ at Solihull. Anyone interested in the Norton V4SV can register their interest via the website nortonmotorcycles.com/range/v4sv/ and the Norton team will get back in touch. (James Archibald/)

Up-and-down clutchless gear changes with the quickshifter are smooth, which is fortunate as the clutch is a little heavy. The Öhlins suspension is plush, not soft, but certainly not racebike firm. There are feel and movement, plus a one-to-one connection between the rider and the bike. You can feel the Dunlops coming up to temperature.

Norton’s quoted peak of 185 hp feels about right. Considering it’s 20 to 30 hp down on the competition, the V4SV is deceptively quick, pulling strongly while accompanied by a lovely V-4 howl from the exhaust. Note that the V4SV isn’t Euro 5 approved, and is therefore free to shout a little louder than some.

It’s easy to change the riding modes on the move by closing the throttle, and the dash changes the graphics to a checkered flag to indicate the move into Sport mode. It’s refreshing to have an intuitive dash; even the rear-facing camera is simple and fun to use, especially when you switch it on as you exit a corner and see the rear tire lay down a satisfying black line of rubber.

Norton is currently working on its future network plans and will be operating out of the factory in the short term. (James Archibald/)

But it’s here that the Norton V4SV will divide opinion, especially when compared to the competition. The Ducati Panigale V4 S, the epitome of a modern V-4, loves revs. Take it to 14,500 rpm, bounce it off the limiter, then hold onto those screaming rpm between turns.

But while you can make the Norton scream, it’s not the best approach. While the Panigale makes peak power at 13,000 rpm, and Honda’s Fireblade at 14,500 rpm, the Norton’s peak, as mentioned before, comes at a relatively low 12,500.

Only Aprilia’s V-4 makes more torque in class than the Norton, and it’s that strength in the midrange that makes the V4SV special—an abundance of easy torque that invites you to short-shift through the smooth gearbox, then let off the brakes and carry plenty of corner speed. It doesn’t want to be ridden aggressively. Better to let it flow and find its way, like an older V-twin or Honda RC45. Once you settle into that style of riding, the Norton becomes an effortless joy to flow around a racetrack.

The suspension setup is a little soft at the rear, but the front is near faultless. The supple ride of the Öhlins suspension gives feedback and confidence, and encourages you to dial in all that torque earlier and earlier.

The Carbon comes equipped with lighter BST Carbon wheels and steers a little quicker and feels a fraction more stable on the brakes, but there isn’t a gigantic improvement over the lightweight alloy wheels on the Manx Sliver. (James Archibald/)

Bodywork is small, so it’s hard to get properly tucked in. That’s not a problem at a relatively short track like Mallory but would become an issue at the bigger circuits like Silverstone or Mugello. So a larger screen—as used by the TT racers—would be a welcome option.

Verdict

Look at the dyno and performance figures as well as lap times and the Norton is clearly down compared to the competition. Even if we fitted slicks and tweaked the manually adjustable suspension, the competition would lap quicker. In fact, a slightly less expensive Panigale would eat the Norton for breakfast; even the ‘“cheaper” 30th Anniversary Fireblade would show it a clean pair of heels without breaking into a sweat.

But forget about the stopwatch and remember that this is a redesigned, reengineered iteration of a 2018–2019 motorcycle, so we are not comparing like for like. New Norton has done some serious reinventing, putting in hundreds of hours of dyno testing and 70,000 road and track miles. The V4SV is the bike the V4SS should have been and should now be reliable too.

Remove that distracting rear number plate and the V4VS looks stunning—as, of course, it should be for 44,000 pounds sterling (approximately $54,000). (James Archibald/)

It’s easy to ride and has usable torque, with excellent street-biased handling that can be easily tweaked for the track. Fit some slicks, fiddle with the suspension, and you won’t be a million miles away from the front of a trackday. Some will be perturbed by the basic level of rider aids; others will love it just because it says Norton on the side. They won’t care one jot or tittle if their bike is a few horses down.

2022 Norton V4SV Technical Specifications and Price

Source: MotorCyclistOnline.com

Wheelies… It can literally do them anytime, anywhere at any throttle position. (Stark/)

Whatever your thoughts on the electric future of off-road motorcycling, they now have to contend with reality. The two-wheeled electric motorcycle segment has been growing over the last decade, but most of the options come with compromises. Now the Stark Varg electric motocross bike has arrived, and the game, supposedly, has changed. As I boarded my flight to Barcelona, Spain, for the Varg’s official introduction, my thoughts were equal parts high expectations and reservations.

My thoughts aren’t normally worth mentioning, necessarily. But for now, my job is to offer the perspective of a mid-level off-road rider. I ride MX and off-road monthly, but I’m not a ranked pro; twisting throttle with the gang and trading stories truckside with the other weekend warriors is where I find myself. I’m also an Alta owner, and a fan of where an EV can take you when a combustion option is not suited. I’m also aware of the EV’s many weaknesses. I’ve kept a close eye on Stark, and suffice it to say, if the Varg delivers the numbers it’s promised, it’d settle a lot of my qualms.

A couple of those qualms were settled right away. From the moment we arrived at the MX Golf facility outside Barcelona and saw the bikes for the first time, it was clear that the design team had not been assembled at random. Attention to detail was obvious in every aspect of the Varg, and the fit and finish of the machines was a cut above anything I’d seen yet in the motocross industry.

Riding the bike was equally striking. After a hundred feet it was obvious that the Varg is a different animal. The throttle is crisp and direct, as electrics are, but also comfortably linear. This, the most immediate sensation, is where most riders will start to feel connected. And the Varg is connected, quite literally. Riders can hear as well as feel the earth break under power, the knobbies finding their groove and turning in on the front tire. It’s truly a different and extremely visceral experience to hear all the sounds of each and every move the motorcycle makes while moving through its environment. Without the roar of a gas engine, the rider feels at one with nature and the motorcycle at the same time.

The track layout was ideal for familiarization with a new platform, sandy at the base but just about perfect after two days of rain. The first few laps around the track were perhaps a little hesitant and Bambi-like over the jumps and rhythm sections; this was not because of the Varg’s performance. Gauging speed on a traditional MX bike is largely based on gear selection and throttle position; naturally the Varg is different. On corner entry and exit the Varg was like a knife, taking any line its rider chose to put it on. At times it felt like it could turnaround backward if necessary. I have never experienced something this responsive in the dirt.

For the suspension components, a KYB fork and shock with more than 12 inches of travel and NiCr-coated legs and shafts were developed in collaboration with Technical Touch. Right away this was a relief: Stark wasn’t wasting its time with any of the available air fork products that have continued to disappoint riders and racers alike.

The integration of the air fork was to reduce the production cost of the unit, which may seem at odds with Stark’s goal of not cutting any corners on the Varg platform. As funny as this sounds, the Stark “cases,” or comes up short, and overjumps like a dream. This is crucially important for most motocross riders; when you are fresh to your session, this is not an issue, but toward the end of a moto it becomes a very important handling characteristic. Stark was able to develop a rear linkage that kept the ship afloat and ready for competition without a lengthy linkage hanging below the skid plate, meaning there’s one less item to catch on the dirt. This will be an amazing design for enduro usage, as the linkage is often the lowest catch point on many large obstacles.

The Stark team was so confident their product would deliver that they brought every current 450, so riders could test them back to back with the Varg in a direct comparison. Of course, all of the new 450s rip. And so did the Varg; this was really the most convincing part of the day. Take, for instance, the excellent GasGas 450, which is a bit more rideable than some of the other high-powered 450s. Excellence notwithstanding, the GasGas instantly felt much heavier to maneuver than the Varg. Any advantages the traditional 450s had over the Varg were due mostly, if not completely, to familiarity, not quality or performance. This is surprising; ordinarily, riding 450s feel like trying to tame a rocket ship, but after two sessions on the Stark the 450s felt quite docile and sluggish in comparison.

Swapping back to the Varg for solo laps was an awakening. Coming from the 450s, it was another proper test of how the new linkage design handled harsh impact. This was the point when it all clicked; the gauge of speed was coming without a thought of gear-based rpm and the laps started clicking along. It took about a day on the platform for it all to begin to feel normal—the new normal, that is.

The Varg felt right at home on tight trails, grass turn sections, canyon step-ups, step-downs, and places to practice wheelies. When eventually the 20-minute call for the end of the session came, there were semi-serious thoughts of ignoring it. I truly could have ridden the Stark until my hands bled through; it’s the most excited I’ve been on a bike in years. So yes. From the perspective of a mid-level casual rider, it’s possible to match, or perhaps even exceed, the potential of current gasoline-powered dirt bikes.

If that’s enough to interest you, then you’ll be happy to hear that ordering a Stark online is a seamless process. Place a down payment; specify power output of 60 or 80 hp; choose a hand- or foot-operated rear brake; size your rear wheel at 18 or 19 inches;  enter rider weight for the suspension setup; and finally, choose your color. If all goes to plan, your bike will be delivered to your door in a few months. If it works, it’s a long-overdue update to the antiquated dealer network.

So: Will I forever have a home in my heart for the combustion motorcycle? Absolutely. That’s what I built my career on and how I developed my intense passion for life on two wheels. But the Stark Varg is a welcome, hopeful glimpse of what’s truly possible with electric motorcycles.

Stark Varg Technical Specifications and Price

The centerstand has an integrated charger into the base, eliminating the number of items needed in transit for riding. (Stark/)

The cockpit is streamlined with near perfect ergonomics and premium components. (Stark/)

The Flying V battery design was the first asthenic to draw my attention. Pound for pound and outstanding leader in its class. The Stark Varg 6kWh battery packs enough capacity to match a full tank of gas on a 450cc with full charge in 1–2 hours depending on the charger and power outlet. (Stark/)

A removable waterproof Android device allows more than 100 personalized bike configurations adjusting power curve, engine-brake, and traction control and virtual flywheel effect at your fingertips. (Stark/)

Wheelies. The Stark Varg is capable anytime, anywhere, at any throttle position. (Stark/)

Flashy aesthetics is not always what is best for the rider’s ergonomics. In the case of the Varg, it was able to accomplish both design goals. (Stark/)

After a quick overview, I learned there are many settings to adjust for the rider. By the end of the second session, I turned down power to 80 percent. For my pace and skill level it was perfect. (Stark/)

Moto developed, trail ready. In the next stage of the Stark development there will be more lighting options for enduro-minded riders. Until then you can order the current model with an 18-inch wheel and a kickstand. (Stark/)

The sweeping left-hander at MX Golf has me thinking about the look of the Varg on 19s as a DTX-style flat-track bike. (Stark/)

Throttle response is very linear and predictable. It took a few sessions to get used to not having gear selection and rpm as reference for approach speed over jumps. By the third session out, wind noise and visual perception became my markers and the jumps were easier to tackle. (Stark/)

We’re big fans of the Stark Varg’s design and general aesthetic. (Stark/)

Captive adjustment axle slider blocks make for easier and accurate chain adjustment. (Stark/)

Brake power was phenomenal in both power and feel. Brembo braking components front and rear paired with stainless lines and wave rotors (260mm/220mm). (Stark/)

Source: MotorCyclistOnline.com

We go for another ride aboard BMW’s easy-riding F 900 XR. (Joseph Agustin/)

The 2022 F 900 XR is a plus-size middleweight adventure sport from BMW Motorrad. When BMW introduced this model for the 2020 model year, we were there for the official press introduction; see the 2020 BMW F 900 XR Review First Ride and 2020 BMW F 900 XR Review MC Commute. The German brand hasn’t changed a whole lot on the bike besides the price for the 2022 model year, and that isn’t a bad thing.

Despite this 895cc parallel twin’s older-style architecture (remember the engine is based on the original F 800 GS and is a bit long in the tooth), it just plain works. It offers gobs of torque at lower revs. It has a pleasing V-twin-esque character and is a fun engine to operate.

The drive gearing inside the six-speed transmission is a little on the tall side, so when riding at 80 mph on the freeway, this twin isn’t spinning at ridiculously high revs. That makes for both more comfort and better fuel economy. We averaged right around 36.5 mpg. Still, that’s where one of the real gripes come from. The 4.1-gallon fuel tank is a tad too small for an adventure sportbike. We’d like to see more fuel capacity in the next version.

Something we really like about this bike is its nimble handling, surprising considering its nearly 500-pound curb weight. We love how easily this bike handles around turns and in the city. It’s a very easy motorcycle to ride.

This particular 2022 F900 XR is fitted with BMW’s premium package, which comes at a $2,400 upcharge. With that package you also get the select package, which in turn comes with all the bells and whistles. We have electronic semi-active suspension adjustment, heated grips, cruise control, and keyless ignition. It also includes hard luggage mounts, although the accessory luggage was unavailable for our test ride.

We value this bike’s high level of comfort and nice upright riding position. The seat is particularly comfy. This bike is really well suited to spending long days in the saddle.

BMW’s slick 6.5-inch color TFT display is awesome. The company has used this display since the ‘19 R 1250 GS (read the 2019 BMW R1250GS Adventure First Ride Review) debuted, and the panel is class leading; no motorcycle manufacturer makes a better display than BMW Motorrad right now. The thumb wheel apparatus introduced on the 2012 K 1600 GTL also still works really well, making it easy to navigate the well-designed menus. We also like the BMW connected app that’s available for iOS and Android-powered smartphones, which allows turn-by-turn directions right on the display. You can also check maintenance intervals, fuel level, and do all other kinds of fun things with that app.

Bright LED lighting is another welcome feature. The adaptive headlights that come as part of the premium package. Those are all really nice features, as is the two-way-adjustable windscreen. But we wish the windscreen was a little bit taller in its high position.

Overall, we enjoy riding this ‘22 F900 XR, especially at its $11,695 base price. But tack on the $2,400 premium package, with another $250 for our bike’s special black paint and plastic hand guards, and now the bike costs nearly $15,000. That’s a lot of money for a midsize adventure bike. It’s still worth considering, if you’re looking for a streetbike that’s very easy to ride, nimble, compact, and versatile enough to run errands well around town. If that’s what you want from a light-duty tourer that’s fun on sporty stretches of roads, then this F 900 XR might be good for you.

Gear Box

Helmet: Shoei RF-SR

Jacket: Rev’It Blackwater

Gloves: Rev’It Kinetic

Pant: Rev’It Piston

Boots: TCX Rush 2 Air

2022 BMW F 900 XR Technical Specifications and Price

All-new for the 2020 model year, the F 900 XR is a middleweight adventure sportbike from the German brand. (Joseph Agustin/)

The F 900 XR is powered by BMW’s tried-and-true 895cc parallel twin. We love its peppy sound, character, and around-town acceleration. (Joseph Agustin/)

The F 900 XR is a blast to ride around town. It’s nimble and the engine has a pleasing torque curve that makes it easy to ride. (Joseph Agustin/)

We’re big fans of the F 900 XR’s styling that appears rugged yet elegant. (Joseph Agustin/)

The one-piece seat is not only short rider friendly but it is cozy for long days in the saddle. (Joseph Agustin/)

Ergonomically, the F 900 XR is a tad small for taller riders, yet the ergonomic proportions are set well making it comfortable for a wide range of riders. (Joseph Agustin/)

A bright and crisp 6.5-inch color display keeps tabs on vehicle vitals. BMW easily employs the slickest interface in the motorcycle segment today. (Joseph Agustin/)

Brembo Monoblock calipers do a fine job of shedding speed on the 483-pound F 900 XR. Stainless steel brake lines are a nice touch. (Joseph Agustin/)

Bright LED headlamps help the F 900 XR stand out. They also perform well during night rides. (Joseph Agustin/)

We’re big fans of the F 900 XR’s smaller dimensions that make it easy to ride in urban environments. (Joseph Agustin/)

Introduced on the 2012 K 1600 GTL touring bike, BMW’s tried-and-true multi-wheel makes it easy to manipulate vehicle and display settings while riding. (Joseph Agustin/)

The F 900 XR’s cockpit is well suited for urban riding and light-duty touring escapades. (Joseph Agustin/)

Source: MotorCyclistOnline.com

Glamor shot of New Zealand’s UBCO 2X2 ADV. (UBCO/)

UBCO is short for the Utility Bike Company, and the UBCO 2X2 ADV is the New Zealand-based company’s bold attempt to create a new niche in the emerging electric bicycle market. Or the electric scooter market. Or maybe it’s the electric motorcycle market? The fun part of whatever this emerging category may be is that its category hardly matters. Hit the button on the fob, twist the throttle, and go.

As the name implies, the 2X2 ADV is two-wheel drive. Both wheels feature 1kw Flux motors, which ruins traditional dirt burnouts. But front wheelie burnouts are highly addictive. It adds a pleasing simplicity to max throttle, no matter what surface you’re on.

The ADV model is similar to the WRK model (get it, “Work”?), but 4.4 pounds heavier with less aggressive knobbies. The sturdy frame is identical, as are mounts for optional luggage and racks. The WRK model forgoes mirrors and the LED display and is priced $1,000 less ($5,999 MSRP). The WRK comes with a 2,400 LED floodlight and the ADV gets a 2,100/1,200 lumen headlight with high/low beams, plus turn signals and a license plate mount.

At first glance, riding the UBCO 2X2 ADV in Chicago is like testing a John Deere in the Loop. But the pockmarked streets of Cook County are as good a place as any for off-road bikes. And for those in the know, there are pockets of off-road escape in odd places. Just don’t get caught.

Although I carefully observed all applicable local laws regarding electric-powered whatnot, the 2X2 ADV poses unique challenges in traffic filled with IC vehicles and bicycles. Riding without a plate (hypothetically) offers the opportunity to bypass Chicago’s extensive network of speed and red-light camera enforcement. The electronically limited 31 mph limit renders speed camera issues moot. But in 18 days of testing, I estimated that 34 red-light violations ($3,400) could be avoided without the legally mandated license plate and registration. Obviously, Motorcyclist encourages all readers to comply with all applicable local laws.

A live dash lets you monitor speed, battery level, and front/rear motor temperature. Software and firmware updates are also available through the app, as well as a diagnostics display for troubleshooting. Pairing the app was impossible at first, but taking a setup course with “UBCO University” finally allowed pairing. The kickstand disengages drive mode when down, and also allows you to access rider modes. So don’t sit on the bike for 10 minutes in traffic trying to do this, like I did.

Once paired with the bike, the app allows for On Road and Off Road rider modes. Off Road offers more initial torque than On Road. Hunting mode turns the headlight off, allowing you to stealthily hunt or approach things (hopefully animals). Learner mode dials back responsiveness for beginners. Regenerative braking maximizes range and comes in four modes; Normal, Shy, Sticky, and finally, Aggressive. Power modes vary from Eco, Normal, or Boost. The limit is 31 mph regardless which you choose, but Boost makes it happen faster. All modes can only be changed while the bike is in neutral with the kickstand down.

While two rider modes are offered via the UBCO app, a few unofficial rider modes are offered. Jerk mode allows the user to filter and lane split traffic, either in between cars or in the right turn lane (illegal in Chicago). Total Bastard mode allows the user to ride in the bike lane, disregarding the safety of bicyclists unable to go 31 mph.

Battery life be damned; Boost is recommended in the city. After filtering past cars at a stoplight, you need getaway speed. But less aggressive riding is fine with the Eco setting. No matter the mode, you’ll get lots of head nods from food delivery drivers on ebikes. And be prepared for plenty of stoplight convos and questions.

The claimed 75-mile range was optimistic, but with full regen braking and Eco mode, I got 50 miles with a couple of bars to spare. A full recharge time of 4–6 hours was accurate with the 10-amp fast charging system. Either model comes with an optional 3.1kWh battery in place of the standard 2.1kWh battery, though it’s 10 pounds heavier. The difference in range isn’t noted on the site, but the larger battery likely adds a few miles to range.

In the interest of a thorough review, the 2X2 ADV got more rides (and riders) than a petting zoo pony. Opinions were uniformly positive, with seasoned riders wishing for more power. Still, dirt riding was a blast. The narrower and slower the trail, the more the ADV shined. With an estimated 3.2 hp, it’s definitely not a proper motocross or enduro bike. But that front wheel clawing its way over anything underneath it means you just point and shoot over muck, ruts or bad hill decisions.

Small logs and berms were no problem, thanks to the 5.1-inch front suspension and 4.7-inch rear. Both are adjustable, though differences are negligible. Disc brakes with 203 x 2.3mm rotors and Dash 3 brake lines front and rear are fantastic, though susceptible to wetness. Like many electric bikes, the right lever goes to the front brake, leaving the left for rear braking. This keeps your muscle memory working. Regenerative braking is appreciated in the city, but best turned off in dirt. Fixing a flat rear tire was a breeze without a greasy chain. Just unplug the power to the hub, loosen four bolts, and prep the patient for surgery on a milk crate.

After promising UBCO not to enter the 2X2 ADV in any events whatsoever, the MotoAmerica Superbike at Road America made for a great unofficial proving ground. Rolling hills, gnarly dirt trails, and miles between spectator points made the bike invaluable. And irresistible to about 20,000 drunk Wisconsin race fans. I stopped counting at 23 the number of times I got asked, “What is that thing?” But everyone under the age of 17 (also sometimes drunk) just seemed to know what it was.

Additional research with about 17 unofficial test riders (sorry, UBCO) were used to gather opinions and reviews. Of note, the key fob doesn’t have a proximity sensor. So besides the steering lock and optional tracking (after it’s already been stolen), conventional bike locks are needed to prevent theft. Thankfully, Wisconsinites may be drunks, but they’re not thieves. Rider reviews ranged from “That’s awesome” to “Can I borrow it again?” Unofficially, I was able to easily haul 351 pounds of race spectator (rated for 330 pounds) up the steep incline to Fireman’s Hill. However, riding two-up is not recommended. Again: sorry, UBCO.

It never failed to put a smile on anyone’s face until the price came up. The $6,999 price tag is hefty. And the utility angle might just be a cover for fun rips around one’s property. But it’s more than just a capable commuter, and could make for a great delivery platform with the extensive luggage and rack options available. The price point isn’t exorbitant by the standards of certain established mountain ebikes. And the payload-specific design renders comparisons with electric enduros and motocross bikes moot. Are you an UBCO rider? As with preventing forest fires, only you can decide that.

How to love living in the city: ride dirt bikes in abandoned lots between train yards. (Anders T. Carlson/)

Little logs, no problems with the UBCO 2X2 ADV. (Anders T. Carlson/)

Bright lights, but Hunter mode turns off the headlight in case of spontaneous hunting needs. (Anders T. Carlson/)

At home on the dirt trail, but easy to pick up if dropped. (Anders T. Carlson/)

Wide, flat bars (32.3 inches) helped with control, but caught lots of underbrush on narrow trails. (Anders T. Carlson/)

Beware Chicago alley shortcuts. But changing tires was simple. (Anders T. Carlson/)

Just four bolts and an unplugged cable frees the back wheel. (Anders T. Carlson/)

Brakes were fantastic, once bedded in. Some slippage in the wet was noticed, however. (Anders T. Carlson/)

Typical Chicago alley hazard. (Anders T. Carlson/)

Off to the races: light pitbike duty at Road America’s turn 1. (Anders T. Carlson/)

Greetings, race fans: the 2X2 ADV at Road America’s main entrance. (Anders T. Carlson/)

Borrowed plate, borrowed ride: All vehicles must be legal and plated at Road America. (Anders T. Carlson/)

Which one of these doesn’t belong? Liter beaters and electric bikes coexist uneasily. (Anders T. Carlson/)

Front wheel dirt burnouts in full effect. (Anders T. Carlson/)

Perfect for Road America’s endless dirt paths. Shown here by the turn 9 carousel. (Anders T. Carlson/)

Think back in the box. The 2X2 ADV heading back to Eugene, Oregon. (Anders T. Carlson/)

Flat is probably fine. It’s just a battery. (Anders T. Carlson/)

UBCO 2X2 ADV Technical Specifications and Price

Source: MotorCyclistOnline.com

“Wow, I always forget how tall you are!”

I can’t help but chuckle when I am reunited with friends who I haven’t seen for a while and that is the first thing they say. I’ve heard that the Dutch are among some of the tallest people in the world, and I guess those genes run deep. I am 6-foot and everyone else in my immediate family is at a minimum 5-foot-8. My “little” brother is 6-foot-4.

For motorcycle riding purposes, my height, more specifically my 32-inch inseam, is very useful for reaching the ground at stops. It certainly boosts my confidence to be able to have both feet on the ground for added stability. Sport-tourers, ADVs, and dual sports often have higher seat heights and more legroom which makes them very appropriate for riders with longer inseams.

This list isn’t a catchall of bikes for tall riders. There are plenty of other street-legal bikes (and dirt bikes) out there that are perfect for the vertically gifted. What motorcycle do you have that gives you a little more wiggle room? Any adjustments you made to your bike to make it feel more comfortable? Leave a comment below and let us know.

BMW F 900 XR

The F 900 XR provides both a high seat and low seat option to adjust the seat height to rider preferences. (BMW/)

When we had a BMW F 900 XR in the office one of my coworkers told me to go sit on it. “Gah, you’re lucky you’re tall.” By that reaction, I apparently aced some sort of seat height test. When aboard the XR, my inseam could comfortably reach the ground from the 32.5-inch seat height. An owner standing at 6-foot-6 reported the seat height to be fine for him, but as a personal preference he was going to get the extra high seat (which raises the seat height to 32.9 inches). There is also a low seat option that lowers the seat height to 31.3 inches or a low suspension option ($200) that, with the low seat, brings the seat height down to 30.5 inches. The riding position is upright which provides a bit more room for longer torsos.

BMW R 1250 GS Adventure

The venerable do-it-all R 1250 GSA has a seat height and comfortable ergonomics best suited for tall riders. (BMW/)

It helps to have long legs to climb aboard a large bike like the BMW R 1250 GS and keep it upright at stops. Seat height is at a claimed 35 inches, but with height adjustability as standard it can range up to 35.8 inches. An adjustable windscreen also allows riders to alter the current of the wind for improved comfort. In our review of the standard 2021 GS, we noted that it has a lofty level of comfort and the nice bend in the handlebars is suitable for both on- and off-road riding. A 32-inch inseam test rider of sister publication Cycle World reviewed the GSA in 2019 and found that in its lowest seat setting with minimum spring preload, the rider was able to flat-foot at stops, so any longer inseam riders have wiggle room here. The BMW accessories catalog also offers different rider seats, footpegs, and handlebar risers as options to customize the ergonomics and dimensions even further.

Ducati Multistrada V4

The Multistrada V4 balances sporty and roomy ergos. (Ducati/)

The Ducati Multistrada V4 in all of its variations offers a seat height that can be adjusted between 33.1 and 33.9 inches. While the Pikes Peak version, for example, also offers adjustable seat heights, its different handlebar and peg positioning make the ride more aggressive. Motorcyclist’s Senior Editor Adam Waheed wrote in his Pikes Peak review that he prefers the lower pegs and wider bar of the standard Multistrada V4 S, because the Pikes Peak machine’s more aggressive ergonomics border on overkill for the standard Multi’s already sporty ergos. Whereas the riding position on the Pikes Peak version is comfortable for test riders in the 5-foot-7 range, the standard model’s more relaxed dimensions can provide a roomier rider triangle for those with longer limbs.

Harley-Davidson Pan America 1250 Special

Adaptive Ride Height automatically adjusts the seat height based on whether the bike is in motion or not. (Harley-Davidson/)

As many of you know, the Pan America is Harley-Davidson’s foray into the adventure segment. One of the tech features available on the Pan America Special is the Adaptive Ride Height. Harley says this suspension system “automatically transitions between a low stopped position and optimal ride height when the motorcycle is in motion.” This handy feature is not only helpful to those with shorter inseams, but riders of all sizes. The adjustable windscreen does well in deflecting the wind, and reach to the bars is also easy and comfortable according to a 5-10 test rider. Its lowest unladen seat height (with ARH) is 32.7 inches and highest at 33.7 inches. Accessory low and high seats and handlebar risers are also available.

Suzuki DR650S

The DR650S’ seat height can be a stretch for shorter riders, but not so much for taller ones. (Suzuki/)

A dual sport like Suzuki’s DR650S is also a lighter weight option for those who don’t mind big bike dimensions. With a seat height of 34.8 inches (optional lowering kit brings it to 33.2 inches) the DR650S offers a good stretch to the ground. Riders with a 30.5-inch inseam found that the standard seat height is a little tall, but lowering it brought it down to more manageable levels for them. If your inseam is longer than that, you will be comfortable.

Triumph Scrambler 1200 XE

The Triumph Scrambler 1200 XE is slim and roomy for a great amount of legroom. (Triumph/)

My husband and I own a Triumph Scrambler 1200 XE. For me, the riding position is relaxed and spacious. Thanks to the narrow tank and seat there is a generous amount of legroom. Reaching the bars is comfortable in both standing and seated riding positions as well. The 33.1-inch claimed seat height isn’t an issue—the balls of my feet touch the ground when at a standstill. My husband who is 5-foot-10.5 and has an inseam of 31 inches is more on his toes, but since he started with dirt bikes he finds this reach comfortable. Without dirt experience he says it would be intimidating.

Yamaha Ténéré 700

This midsize adventure bike has a claimed seat height of 34.4 inches. (Yamaha/)

The Yamaha Ténéré 700 is a tall yet nimble ADV trekker. Its 34.4-inch seat height may be a touch on the higher side, but that will be welcome to taller riders and those looking to have some fun in the dirt. Riders with anywhere from 30-inch to 32-inch inseams can manage the tall seat height, but if additional height is desired, there is the optional rally seat which adds 1.6 inches to stock. Its slim design is almost dirt-bike-like making it easy to stand up on. It offers plenty of legroom when seated as well.

Honorable Mentions

Aprilia Tuareg 660 (33.9-inch seat height)

Honda Africa Twin (33.5–34.3-inch seat height)

Husqvarna Norden 901 (33.6–34.4-inch seat height)

KTM 1290 Super Adventure S (33.4–34.2-inch seat height)

And just about any full-size dirt bike

Source: MotorCyclistOnline.com