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Suzuki Announces 2023 Lineup of Sport, Street, and Adventure Bikes

September 16, 2022 mcnews Leave a comment

2023 Suzuki SV650 ABS in Metallic Reflective Blue.

Following the Suzuki announcement in June of select 2023 sport, dual-sport, supermoto, and off-road motorcycles and its recent announcement of updated V-Strom 1050 models, the company has released information on more sport, street, and adventure bikes that are returning for 2023. Included in the lineup are the high-performance sport GSX-R series, the street-tested and agile GSX-S series, the SV650 standard, V-Strom 650 adventure bikes, and the Burgman 400 scooter.

Read Suzuki’s press release below for details and pricing.

2023 Suzuki GSX-R Series

2023-Suzuki-GSX-R1000R-in-Pearl-Brilliant-White-and-Metallic-Matte-Stellar-Blue — 2023 Suzuki GSX-R1000R in Pearl Brilliant White and Metallic Matte Stellar Blue.

GSX-R1000R – At the pinnacle of the GSX-R product line of high-performance motorcycles, the 2023 GSX-R1000R’s engine combines high-performance engineering with performance and tractability. Traction control, launch control, and a bi-directional quick shifter help deliver an unparalleled sport riding experience.

The GSX-R1000R offers Showa BFF and BFRC-Lite suspension components delivering a suspension feel that helps riders rule any track day or mountain pass. Up-front, stainless-steel brake lines, radially mounted Brembo Monobloc brake calipers grasp a pair of 320mm Brembo T-drive floating brake rotors for strong stopping power with outstanding braking response and lever feel.

The GSX-R1000R continues its reign as the best liter-class supersport offering excitement with a proven combination of stellar reliability, durability, usability, and overall high performance with excellent racing potential. All delivered in a striking package augmenting the GSX-R’s 35+ year legacy of championship-winning sportbike performance.

2023-Suzuki-GSX-R1000R-in-Metallic-Triton-Blue-and-Metallic-Mystic-Silver — 2023 Suzuki GSX-R1000R in Metallic Triton Blue and Metallic Mystic Silver.

Key points of the 2023 Suzuki GSX-R1000R include:

A compact inline four-cylinder engine produces an exciting powerband thanks to the Suzuki Variable Valve Timing (VVT) system.
Advanced electronics, like Launch Control and the Bi-Directional Quick Shift System, augment riding performance.
Twin-spar aluminum frame with adjustable swingarm pivot carrying Showa Balance Free Front Fork (BFF) and rear shock for confident high-performance handling.
Stainless steel brake lines feed the ABS-equipped Brembo 4-piston front calipers for extraordinary stopping performance and lever feel.
Superb wind protection and aerodynamics with an LED headlight and Suzuki Ram Air Direct (SRAD) ducts.
Advance and distinctive LED position lights.

2023-Suzuki-GSX-R1000R-in-Metallic-Matte-Black-and-Glass-Sparkle-Black — 2023 Suzuki GSX-R1000R in Metallic Matte Black and Glass Sparkle Black.

For 2023, the GSX-R1000R rules the street or track in three color options. A historic Metallic Triton Blue and Metallic Mystic Silver paint scheme evocative of Suzuki’s MotoGP bikes, a stunning Metallic Matte Black and Glass Sparkle Black, or a Pearl Brilliant White and Metallic Matte Stellar Blue paint scheme. MSRP is $18,199. Visit the Suzuki website for more details.

GSX-R1000 – In 1985, Suzuki revolutionized the sportbike category with the introduction of the original GSX-R750, and then created another milestone in 2001 with the introduction of the GSX-R1000. The GSX-R1000 features the lightweight chassis of the GSX-R750 and a 988cc inline four-cylinder engine design.

2023-Suzuki-GSX-R1000-in-Pearl-Brilliant-White-and-Metallic-Matte-Stellar-Blue — 2023 Suzuki GSX-R1000 in Pearl Brilliant White and Metallic Matte Stellar Blue.

Related Story: 2017 Suzuki GSX-R1000 | First Ride Review

The 2023 Suzuki GSX-R1000’s inline 4-cylinder engine provides power delivered smoothly and controllably across a broad rpm range. Like the original GSX-R1000, the 2023’s compact, light, and strong chassis deliver precise high-performance handling and excellent suspension feel combined with stellar braking control. All combined to help riders conquer a racetrack or a country road with confidence. Advanced electronic rider aids such as Traction Control and a Bi-Directional Quick Shifter augment the riding experience while the distinctive, aerodynamic GSX-R bodywork offers styling that continues to turn heads.

Equipped with Showa’s Big-Piston Fork plus Brembo T-drive rotors and Monobloc brake calipers, the GSX-R1000 help deliver the sort of performance and confidence a sport rider’s favorite canyon road ride or local track day demand.

2023-Suzuki-GSX-R1000-in-Metallic-Matte-Black-No.-2-and-Glass-Sparkle-Black — 2023 Suzuki GSX-R1000 in Metallic Matte Black No. 2 and Glass Sparkle Black.

For 2023, the GSX-R1000 is available in Pearl Brilliant White and Metallic Matte Stellar Blue or Metallic Matte Black No. 2 and Glass Sparkle Black liveries. MSRP is $16,149. Visit the Suzuki website for more details.

GSX-R750 – On the road or on the track since 1985, the GSX-R750 features a pairing of 750cc performance with the lightweight, compact chassis of a 600cc Supersport, complemented by technologically advanced suspension front and rear. The 2023 GSX-R750 is the latest expression of the GSX-R’s original concept.

2023 Suzuki GSX-R750 in Glass Sparkle Black and Glass Matte Mechanical Gray.

Key features for the 2023 Suzuki GSX-R750 include:

Iconic, GSX-R aerodynamic styling with three distinctive paint and graphics schemes.
Fuel-injected, 750cc, 4-cylinder engine powers a balanced sportbike experience.
Suzuki Drive Mode Selector (S-DMS) lets the rider adjust the power delivery.
Twin-spar aluminum frame and Showa Big Piston Front Fork (BPF) deliver extraordinary handling.
Twin Brembo Monobloc, radially mounted front brakes deliver robust stopping power.

2023 Suzuki GSX-R750 in Pearl Brilliant White and Metallic Matte Stellar Blue.

2023 Suzuki GSX-R750 in Metallic Triton Blue and Metallic Mystic Silver.

The 2023 Suzuki GSX-R750 is available in Metallic Triton Blue and Metallic Mystic Silver, Pearl Brilliant White and Metallic Matte Stellar Blue or Glass Sparkle Black and Glass Matte Mechanical Gray. MSRP is $12,849. Visit the Suzuki website for more details.

GSX-R600 – The 2023 GSX-R600 underscores the GSX-R’s tradition of blending championship-winning track performance with impeccable handling.

The GSX-R600’s compact, four-cylinder engine reacts with vigor when a rider demands it, while its supremely refined suspension and brakes provide precise, responsive confidence-inspiring handling. The superb ergonomics enhance rider control and comfort, and the iconic GSX-R bodywork delivers an agile look.

2023 Suzuki GSX-R600 in Glass Sparkle Black and Glass Matte Mechanical Gray.

The GSX-R600’s race-ready look isn’t manufactured, it’s the byproduct of the GSX-R’s multiple decades of producing road racing dominance. The Suzuki GSX-R600 is designed for riders considering a mid-size supersport bike at home, on the track, or on the street.

Key features for the 2023 Suzuki GSX-R600 include:

Iconic, GSX-R styling with three distinctive paint schemes.
Fuel-injected, 599cc, 4-cylinder engine delivering championship-delivering power from idle to redline.
Suzuki Drive Mode Selector (S-DMS) lets the rider adjust the power delivery.
Twin-spar aluminum frame and Showa Big Piston Fork deliver exceptional handling.
Twin Brembo Monobloc, radially mounted front brakes deliver strong stopping power.

2023 Suzuki GSX-R600 in Metallic Triton Blue and Metallic Mystic Silver.

2023 Suzuki GSX-R600 in Pearl Brilliant White and Metallic Matte Stellar Blue.

Paint options include Pearl Brilliant White and Metallic Matte Stellar Blue, Glass Sparkle Black and Glass Matte Mechanical Gray, and Suzuki’s historic Metallic Triton Blue and Metallic Mystic Silver paint scheme. MSRP is $11,699. Click here for more details.

2023 Suzuki GSX-S

GSX-S1000 – The 2023 GSX-S1000 now aims to deliver greater controllability, agility, and power while complying with worldwide emissions standards. The GSX-S1000’s physique comes in a tight and striking package.

The GSX-S1000’s styling features include stacked LED headlights housed in a minimalistic cowling that resides between a pair of MotoGP-inspired winglets protruding from the angular radiator shrouds.

Related Story: 2022 Suzuki GSX-S1000 | Road Test Review

Riders can keep that power of the GSX-R-based engine under control with the electronic Ride-by-Wire throttle bodies and the latest version of the Suzuki Clutch Assist System (SCAS) that smooths shifting and engine braking.

There’s more GSX-R DNA in the chassis with its aluminum, twin-spar frame design, and superbike-braced swingarm. The suspension features a fully adjustable, inverted KYB fork and easy-to-adjust rear shock. Stopping performance is stellar via the dual, ABS-equipped, radial-mounted, four-piston Brembo front brake calipers and 310mm floating rotors. Wider than the prior generation model, the cast-aluminum handlebar provides a comfortable reach and the proper leverage to hustle the GSX-S1000 through the corners and maneuver in tight city streets and traffic.

Related Story: 2022 Motorcycle of the Year

The 2023 GSX-S1000 has the Suzuki Intelligent Ride System (S.I.R.S.) in its corner. Make this bike your own using the three-mode Suzuki Drive Mode Selector and the five-mode (and OFF) Advanced Traction Control System. Give your clutch hand a rest with the Bi-Directional Quick Shift system. Suzuki’s popular Easy Start and Low RPM Assist systems get the fun started without any hassle.

2023 Suzuki GSX-S1000 in Metallic Triton Blue.

The 2023 GSX-S1000 comes in Metallic Triton Blue and the new Glass Sparkle Black. MSRP is $11,499. Visit the Suzuki website for more details.

2023 Suzuki SV650 and V-Strom 650 Adventure Series

SV650/SV650 ABS – Since the first SV650 launched in 1999, this iconic middleweight has seen continual improvements while still embodying the sporty ride, precise feel, and riding versatility and prowess only a provocative, mid-sized V-twin roadster delivers.

The 2023 SV650 and SV650 ABS use an entertaining and refined engine delivering torquey middleweight performance, low emissions, and outstanding fuel economy. This enjoyable V-twin mill is mounted in a trim and lightweight chassis delivering a keen and spirited riding experience.

For 2023, the SV650 is available in Glass Sparkle Black and Solid Iron Gray bodywork, while the SV650 ABS features Metallic Reflective Blue bodywork.

Related Story: 2017 Suzuki SV650 | First Ride Review

Both SV650s’ great looks and sparkling performance deliver sportbike-like handling, exceedingly great value, and riding versatility that a broad range of riders continues to embrace, whether they are new to the sport, growing their riding skills or avid road racers; the confidence-inspiring Suzuki SV650 is their ideal ride.

2023 Suzuki SV650 in Glass Sparkle Black and Solid Iron Gray.

Key features of the 2023 Suzuki SV650/ABS include:

Liquid-cooled, 645cc, 4-stroke, DOHC, V-twin engine delivers inspired performance.
Suzuki EFI system with Low RPM Assist makes takeoffs smooth and pleasant.
Steel trellis-style frame blends low weight and strength for nimble handling.
Slim bodywork is aesthetically pleasing while aiding comfort and maneuverability.
Dual 4-piston front brake calipers and compact ABS** system (SV650 ABS) help provide great stopping performance.

V-Strom 650XT Adventure – Point the iconic Suzuki DR-BIG-inspired beak of the V-Strom at the horizon as the 37L quick-release aluminum panniers, rugged accessory bar, handlebar cross-brace, and mirror extensions are standard equipment. Finished with deep, Glass Sparkle Black paint, the 2023 V-Strom 650XT Adventure performs on tubeless-spoke wheels with blue-anodized rims conveying style, strength, and performance.

2023 Suzuki V-Strom 650XT Adventure in Glass Sparkle Black.

Loaded with intelligent features and ready for any adventure, the V-Strom 650XT Adventure continues the V-Strom legacy of offering a fun, agile, adventurous motorcycle providing unmatched versatility. The engine delivers stellar performance and great fuel economy while achieving worldwide emission standards. Suzuki’s proven engineering delivers a bike with low weight and a trim chassis, creating a V-Strom 650XT Adventure that does so many things so well, this bike could be called the Swiss Army Knife of motorcycles.

MSRP is $10,799. Visit the Suzuki website for more details.

V-Strom 650XT – Riders love the Suzuki V-Strom 650XT for its unique merger of a lightweight chassis coupled with an exciting liquid-cooled, 90-degree, 650cc, V-twin engine. A merger that creates a perfectly balanced motorcycle capable of delivering excitement, comfort, and confidence on every ride.

2023 Suzuki V-Strom 650XT in Pearl Brilliant White.

V-Strom 650XT riders see it delivering on motorcycling adventure while bringing a big dose of intelligence and versatility. The 2023 Suzuki V-Strom 650XT comes in a Pearl Brilliant White livery and is complemented by hand guards, a lower engine cowl, as well as spoke-style gold-anodized wheels mounting tubeless radial dual-sport tires.

MSRP is $9,599. Visit the Suzuki website for more details.

V-Strom 650 –The Suzuki V-Strom 650 is the perfect motorcycle for riders looking for versatility, real-world performance, and exceptional value. The 2023 V-Strom 650’s perfect blend of V-twin performance in a strong, yet lightweight chassis that delivers thrilling rides and cost-effective fun like no other adventure tourer on the scene today.

2023 Suzuki V-Strom 650 in Pearl Vigor Blue and Metallic Matte Sword Silver.

Related Story: 2017 Suzuki V-Strom 650 | Road Test Review

The 2023 V-Strom 650 rocks Suzuki’s beautiful Pearl Vigor Blue and Metallic Matte Sword Silver paint complemented with black accents giving this model runway-level attractiveness. The beak-style fairing, with vertically stacked headlights, augments the V-Strom 650’s aerodynamic prowess while protecting the rider in style. Light and strong 10-spoke cast wheels shod with Adventure-spec Bridgestone Battlax 19-inch front and 17-inch rear tubeless radial tires are great for all-around performance.

MSRP is $9,104. Visit the Suzuki website for more details.

2023 Suzuki Burgman 400 Scooter

Already the leader in its category, the 2023 Suzuki Burgman 400 continues with a host of styling, technical, and feature updates galvanizing its reputation as the Elegant Athlete of the scooter world. The Burgman 400’s slim and sharp styling features a new Solid Iron Gray paint scheme combined with blue wheels and seat stitching that pay classy homage to Suzuki’s on-road championship heritage.

2023-Suzuki-Burgman-400-in-Solid-Iron-Gray — 2023 Suzuki Burgman 400 in Solid Iron Gray.

The Burgman’s nose and tail blend sophisticated styling with full LED function, as the dual headlights have integrated position lights, while the rear combination taillight elegantly blends with the smooth bodywork. Functional design is brought to the well-thought-out instrument panel. Riding range and real-time fuel consumption indicators also may help the rider conserve fuel.

Related Story: 2018 Suzuki Burgman 400 | First Ride Review

The Burgman’s strong and responsive 400cc engine has a revised camshaft profile and a dual-spark technology ignition system achieving worldwide emissions standards while offering impressive fuel economy and highway riding power.

Similar to systems used on Suzuki’s V-Strom 650 adventure tourer and GSX-S750 street bikes, the Burgman features a rider-selectable Traction Control system offering the rider peace of mind and excellent road-holding ability in a variety of road conditions. Suzuki’s Easy Start System is a standard Burgman feature, so a simple, momentary press of the starter button starts the engine, while the fuel injection maintains a steady, smooth idle under all conditions.

The large-diameter 15-inch cast front wheel helps increase stability while enhancing the Burgman 400’s visual appearance and carries a pair of 260mm disc brake rotors. The 13-inch rear wheel has a 210mm hydraulic disc brake for reliable stopping control. The Anti-lock Brake System (ABS) monitors wheel speeds and hydraulic pressure hundreds of times per second to help provide stopping power that matches the available traction.

MSRP is $8,599. Visit the Suzuki website for more details.

To see Suzuki’s full motorcycle lineup or to find a Suzuki dealer near you, visit the Suzuki website.

The post Suzuki Announces 2023 Lineup of Sport, Street, and Adventure Bikes first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2022 Motorcycle of the Year

September 15, 2022 mcnews Leave a comment

For the past 32 years, Rider has selected a Motorcycle of the Year. With the exception of two years when we made a People’s Choice selection by popular vote among readers (the Honda F6B in 2013 and the BMW R 1200 RT in 2014), it has been up to the Rider editorial team to choose a winner based on our collective experience with the year’s eligible contenders.

We ride as many of the new or significantly updated motorcycles released over the past year as possible, and we evaluate them within the context of their intended use.

Since we announced last year’s winner, we’ve tested cruisers, baggers, sportbikes, adventure bikes, naked bikes, minibikes, sport-tourers, luxury-tourers, cafe racers, standards, dual-sports, and even an electric dirtbike for kids.

Narrowing down such a diverse range of motorcycles into a single “best” isn’t easy. Our goal is to identify the one that best fulfills its intended purpose and advances the state of motorcycle design, performance, and function.

We haven’t always hit the mark. The BMW K1 we selected as our first MOTY in 1990 proved to be a flop, and the forkless Yamaha GTS1000 we selected in 1993 was the answer to a question no one asked.

Even if some of the selections we’ve made don’t stand the test of time, we stand by them because they were impressive motorcycles within the context of their eras. Others are easier to defend, like the 2001 Honda GL1800 Gold Wing, the 2002 Suzuki V-Strom 1000, the 2005 BMW R 1200 GS, and the 2017 Harley-Davidson Milwaukee-Eight Touring lineup.

For 2022, there were more than 60 eligible contenders. We narrowed them down to 10 finalists and one ultimate winner.

2022 Motorcycle of the Year Finalists

1. BMW K 1600 GTL

2022 Motorcycle of the Year BMW K 1600 GTL — 2022 BMW K 1600 GTL. Photo by Kevin Wing.

Winner of Rider’s 2012 MOTY award, BMW’s top-of-the-line luxury-tourer got its most significant update yet for 2022. Its ultra-smooth 1,649cc inline-Six makes 160 hp and 133 lb-ft of torque, its full suite of electronic rider aids was upgraded, and it has a huge 10.25-inch TFT, an air-conditioned smartphone compartment, and other new comfort and convenience features.

2. CFMOTO 650 ADVentura

2022 Motorcycle of the Year CFMOTO 650 ADVentura — 2022 CFMOTO 650 ADVentura. Photo by Gary Walton.

Competing head-to-head with the Kawasaki Versys 650LT, the all-new 650 ADVentura is powered by a 649cc parallel-Twin that makes 60 hp and 41 lb-ft of torque. It has an adjustable windscreen, a TFT display, LED lighting, a slip/assist clutch, standard ABS, Pirelli Angel GT sport-touring tires, and hard-shell saddlebags. At $6,799, it undercuts the Kawasaki by $3,200.

3. Ducati Multistrada V4 Pikes Peak

2022 Motorcycle of the Year Ducati Multistrada V4 Pikes Peak — 2022 Ducati Multistrada V4 Pikes Peak. Photo by David Schelske.

The range-topping Multistrada V4 Pikes Peak’s 1,158cc Grandturismo V4 cranks out 170 hp and 92 lb-ft of torque, and its apex-strafing game gets elevated with a new Race mode and revised quickshifter. It’s equipped with a full electronics package (including adaptive cruise control and blind-spot detection), Öhlins Smart EC 2.0 suspension, Brembo Stylema calipers, and more.

4. Harley-Davidson Nightster

2022 Motorcycle of the Year Harley-Davidson Nightster — 2022 Harley-Davidson Nightster. Photo by Kevin Wing.

The spiritual successor to the air-cooled Evo-powered Sportster, the all-new Nightster is a performance cruiser built on Harley’s modular liquid-cooled Revolution Max engine platform, in this case with a 975cc V-Twin with variable valve timing that produces 90 hp. Classic styling cues include a peanut “tank” (actually an airbox cover), a round air intake cover, and exposed rear shocks.

5. Honda Navi

2022 Motorcycle of the Year Honda Navi — 2022 Honda Navi. Photo by Drew Ruiz.

Toeing the line between a twist-and-go scooter and a step-over motorcycle, the all-new Honda Navi borrows the fan-cooled 109cc Single and CVT transmission from the Activa 6G scooter and the Grom’s popular design language. The 8-hp Navi weighs just 236 lb, has a 30-inch seat height, and is priced at just $1,807, making it an ideal gateway to the world of motorcycling.

6. Indian Pursuit Limited

2022 Motorcycle of the Year Indian Pursuit Limited — 2022 Indian Pursuit Limited. Photo by Kevin Wing.

Indian’s Challenger bagger, powered by the liquid-cooled PowerPlus 108 V-Twin that makes 108 hp and 113 lb-ft of torque at the rear wheel, was Rider’s 2020 MOTY. Touring capability gets a boost on the Pursuit Limited (or Dark Horse), which adds fairing lowers, a tall adjustable windscreen, a Touring Comfort seat, heated grips, and a trunk with an integrated passenger backrest.

7. KTM 1290 Super Duke R Evo

2022 Motorcycle of the Year KTM 1290 Super Duke Evo — 2022 KTM 1290 Super Duke Evo. Photo by Kevin Wing.

Known as “The Beast,” the 1290 Super Duke R added “Evo” to its name and was updated with WP Semi-Active Technology (SAT) suspension available with six modes and automatic preload adjustment, a revised throttle-by-wire system, and more. Its 1,301cc V-Twin cranks out 180 hp and 103 lb-ft of torque, and its electronics allow riders to tame or unleash The Beast as they see fit.

8. Royal Enfield Classic 350

2022 Motorcycle of the Year Royal Enfield Classic 350 — 2022 Royal Enfield Classic 350. Photo by Brandon Bunch.

The Classic 350 brings back the styling that made the Royal Enfield Bullet – built from 1931-2020 – such an iconic bike and pairs it with a 349cc air-/oil-cooled, SOHC, 2-valve, fuel-injected Single with a 5-speed gearbox. Available in nine color-style combinations and priced as low as $4,599, the Classic 350 is the embodiment of simple, fun, affordable motorcycling.

9. Triumph Tiger 1200

2022 Motorcycle of the Year Triumph Tiger 1200 — 2023 Triumph Tiger 1200. Photo by Kingdom Creative.

Triumph completely revamped its Tiger 1200 adventure bike platform for the 2023 model year, shaving off 55 lb of weight, bolting in a 147-hp Triple from the Speed Triple, and equipping it with a new chassis and upgraded electronics. Five variants are available: the street-focused GT, GT Pro, and GT Explorer and the off-road-ready Rally Pro and Rally Explorer.

10. Yamaha MT-10

2022 Motorcycle of the Year Yamaha MT-10 — 2022 Yamaha MT-10. Photo by Joseph Agustin.

At the top of Yamaha’s Hyper Naked pecking order is the MT-10, a descendent of the FZ1 that was Rider’s 2006 MOTY. This “Master of Torque” is powered by a 160-hp crossplane inline-Four derived from the YZF-R1. It was updated for 2022 with new R1-derived electronics, upgraded brakes, revised styling and ergonomics, a new TFT display, and more.

And the 2022 Motorcycle of the Year Winner is…

SUZUKI GSX-S1000GT+

Here at Rider, we’re big fans of performance. That’s an often overused and general term, but it encapsulates so much of what we love about motorcycles. Powerful, thrilling engines. Strong, responsive chassis – everything from the frame to the suspension, brakes, and tires. And these days, electronic rider aids that allow responses to be tailored to different conditions or rider preferences.

We’re street riders. We may do the occasional track day or school, but it’s usually to help us sharpen our skills so we can ride more confidently and safely on the street. We want performance that is exciting yet still manageable on public roads.

At the same time, we like to go the distance. Rider was started in 1974 just as the touring segment was taking off, and motorcycle travel has been one of the magazine’s hallmarks. We’ve tested thousands of motorcycles over the years, and we gravitate toward bikes that are comfortable, reliable, and versatile yet still get our performance juices flowing.

Our 2021 Motorcycle of the Year was the Yamaha Tracer 9 GT, an adventure-style sport-tourer that’s lighter and more affordable than traditional heavyweight sport-tourers like the BMW R 1250 RT, Yamaha FJR1300, and Kawasaki Concours 14 – every one of which has worn Rider’s MOTY crown at some point. In fact, eight of our 32 previous MOTY winners have been sport-tourers.

And now, make that nine. The Suzuki GSX-S1000GT+ (the ‘+’ denoting the model with standard saddlebags, whereas the base GT model goes without) delivers all the performance a street rider needs in a refined, comfortable, sophisticated package at a reasonable MSRP of $13,799. It checks all the right performance boxes while also being practical and providing – as George Carlin would say – a place for our stuff.

The GSX-S’s 999cc inline-Four is adapted from the GSX-R1000 K5, a bulletproof, championship-winning engine. Tuned for street duty, it churned out 136 hp at 10,200 rpm and 73 lb-ft of torque at 9,300 rpm on Jett Tuning’s rear-wheel dyno.

As we said in our road test in the July issue, “The GSX-S engine is a gem with no rough edges. From cracking open the throttle above idle to twisting the grip to the stop, power comes on cleanly and predictably.”

The GSX-S1000GT+ is equipped with the Suzuki Intelligent Ride System, which includes three ride modes that adjust throttle response, power delivery, traction control, cruise control, and other systems. It has the best up/down quickshifter we’ve ever tested, and thanks to its street-tuned, sportbike-spec chassis, the GT+ offers predictable handling, unflappable stability, and impeccable smoothness.

Touring amenities include comfortable rider and passenger seating, 25.7-liter side cases that can accommodate most full-face helmets, and a 6.5-inch full-color TFT display with Bluetooth connectivity via Suzuki’s mySPIN smartphone app. With its angular sportbike styling, the GSX-S1000GT+ looks as fast as it goes, and the side cases can be easily removed for an even sportier look.

As we concluded in our road test, “The GSX-S1000GT+ strikes an excellent balance between performance, technology, weight, comfort, and price. Life is good when the scenery is a blur.”

Congratulations to Suzuki for the GSX-S1000GT+, Rider’s 2022 Motorcycle of the Year!

To find a Suzuki dealer near you, visit SuzukiCycles.com.

The post 2022 Motorcycle of the Year first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2023 Motorcycle Buyers Guide: New Street Models

September 12, 2022 mcnews Leave a comment

This 2023 motorcycle buyers guide highlights new or significantly updated street-legal models available in the U.S. So far, only a few 2023 models have been announced, mostly adventure bikes, and we’ve had a chance to test several of them. We include a couple of 2024 teasers too. We will continually update the guide as new models are available, so be sure to bookmark this page and check back often.

Organized in alphabetical order by manufacturer, our guide includes photos, pricing, key update info, and links to first looks and – when available – first rides, road tests, and video reviews of each motorcycle.

2024 Can-Am Origin

Can-Am Electric Motorcycle Pulse Origin — Can-Am Origin

OK, we’ve gotten a bit ahead of ourselves with this one since the earliest you can buy it will be mid-2024. At the annual Club BRP event in August2, Can-Am unveiled two all-new, all-electric motorcycles – the Origin dual-sport and the Pulse roadster (below). Detailed specs won’t be provided until mid-2023 (at Can-Am’s 50th anniversary celebration), but both will be powered by BRP’s all-new, proprietary Rotax E-Power technology, said to provide “highway-worthy speeds with plenty of horsepower and torque.”

The Can-Am Origin has rally-style bodywork, fork guards, and spoked wheels, in diameters that appear to be 21 inches in front and 18 inches out back, common sizes for off-road tires. The final drive is enclosed, and Can-Am reps would not reveal whether power is sent to the rear wheel via chain (used on nearly all dual-sports) or belt (used on many production electric bikes).

Read our Can-Am Origin and Pulse First Look Review

2024 Can-Am Pulse

The Can-Am Pulse has the muscular stance of a streetfighter, with racy-looking cast wheels shod with sportbike rubber and a sculpted “tank” that keeps the bike’s profile in line with conventional gas-powered motorcycles. The Origin dual-sport (above) and Pulse roadster share key design elements: distinctive LED headlights, large TFT displays, edgy white and gray bodywork, a bright yellow panel covering their battery packs, inverted forks, single-sided swingarms, single-disc brakes front and rear, and solo seats. Rear cowls may cover pillion seats; passenger footpegs are not visible on either machine, but production versions will likely have passenger accommodations.

Read our Can-Am Origin and Pulse First Look Review

2023 CFMOTO 800 ADVentura

The 2023 CFMOTO 800 ADVentura is powered by a liquid-cooled, DOHC, 8-valve 799cc parallel-Twin borrowed from the previous-generation KTM 790 Adventure and makes a claimed 95 hp and 57 lb-ft of torque. Equipped with throttle-by-wire, it has two ride modes (Sport and Rain) and cruise control. It has a chromoly-steel frame, fully adjustable KYB suspension, J. Juan triple-disc brakes with cornering ABS, and a 7-inch TFT display.

The base-model 800 ADVentura S (for Street) has cast wheels and an MSRP of $9,499. The up-spec 800 ADVentura T (for Terrain, shown above) has spoked wheels, a quickshifter, a tire-pressure monitoring system, a steering damper, a skid plate, crash bars, handguards, and a centerstand. MSRP is $10,499. They should be available in late 2022 or early 2023.

Read our 2023 CFMOTO 800 ADVentura First Ride Review

2023 KTM 450 SMR

Designed for the track only, the 2023 KTM 450 SMR has a 449.9cc liquid-cooled, SOHC Single putting out a claimed 63 hp, and the engine weighs just 59.5 lb, nearly a pound lighter than the previous model. In addition to the features riders already love about the KTM 450 SMR (read our review of the 2021 model here), the 2023 model includes a redesigned Pankl Racing Systems 5-speed gearbox and a new Quickshift sensor on the shift drum for clutchless upshifts, which can be disabled through the handlebar switch.

Other updates for the 2023 KTM 450 SMR include a revised shock mount, redesigned high-grade aluminum CNC-machined triple clamps offering increased grip surface, altered longitudinal and torsional flex and frame-wall thickness, suspension updates, revised ergonomics, and more. KTM is still only listing the 2022 model pricing of $11,999.

Read our 2023 KTM 450 SMR First Look Review

2023 LiveWire S2 Del Mar

Harley-Davidson and its LiveWire brand have introduced the second all-electric model, the 2023 LiveWire S2 Del Mar, which is smaller, lighter, and less expensive than the LiveWire ONE.

The street-tracker is said to produce 80 hp and weigh less than 440 lbs, yielding a 0-60-mph time of just 3.5 seconds. City range is said to be 100 miles, and highway range will be significantly lower.

LiveWire offered 100 serialized “Del Mar Launch Edition” models (shown above) with an exclusive paint scheme and a unique wheel design for $17,699, but all were sold out in the first 18 minutes. Those who missed the opportunity can get their name on a waiting list for when regular production models ($15,000) are available in the spring of 2023.

Read our 2023 LiveWire S2 Del Mark First Look Review

2023 Royal Enfield Scram 411

The 2023 Royal Enfield Scram 411 brings scrambler styling to the Himalayan adventure bike platform, which was updated for 2022. It’s powered by an air-cooled 411cc single-cylinder engine carried in a Harris Performance chassis. Royal Enfield says the Scram 411’s versatile geometry and comfortable ergonomics give the lightweight bike a unique combination of on-road agility and capability on trails. It’s available in nine different color/style configurations, and MSRP is $5,099.

Read our 2023 Royal Enfield Scram 411 First Ride Review

2023 Suzuki V-Strom 1050

The 2023 Suzuki V-Strom 1050 has a liquid-cooled, 1,037cc 90-degree V-Twin. When we tested the 2020 Suzuki V-Strom 1050XT, it made 96 hp at 8,500 rpm and 66 lb-ft of torque at 6,300 rpm on Jett Tuning’s rear-wheel dyno. The 2023 V-Strom 1050 has a 6-speed gearbox with higher 1st and 6th ratios, an updated throttle-by-wire system, a new ABS control unit, a new CAN (Controller Area Network) wiring system, and a new 32-bit ECM (Engine Control Module).

The new V-Strom 1050 also includes many features previously only available on the XT models, including a 6-axis Inertial Measurement Unit (IMU) and the Suzuki Intelligent Ride System (SIRS) electronics suite – which includes ride modes, cornering ABS, multimode traction control, cruise control, and braking systems that compensate for hill starts, slope, and load – as well as an up/down quickshifter, a new 5-inch TFT display, a new windscreen, and more. Pricing has yet to be announced.

Read our 2023 Suzuki V-Strom 1050 and V-Strom 1050DE First Look Review

2023 Suzuki V-Strom 1050DE and V-Strom 1050DE Adventure

The 2023 Suzuki V-Strom 1050DE and 1050DE Adventure share the same engine as the 2023 Suzuki V-Strom, as well as the new and updated features of the V-Strom (see above) and will replace the previous V-Strom 1050XT and V-Strom 1050XT Adventure models.

However, the DE models are more geared toward off-road adventures, featuring a 21-inch front wheel with a tube-type rim for maximum durability, a 17-inch tubeless rear wheel, and Dunlop Trailmax Mixtour adventure tires. They also add a new Gravity (G) traction control option in the Suzuki Intelligent Ride System, the ability to switch off ABS at the rear wheel, their own dedicated chassis geometry and suspension system, a longer swingarm, and other adventure motorcycle-specific offerings. The DE Adventure adds a set of 37-liter aluminum panniers with an anodized silver finish that attach to powdercoated, stainless-steel carriers. Pricing has yet to be announced.

Read our 2023 Suzuki V-Strom 1050 and V-Strom 1050DE First Look Review

2023 Triumph Tiger 1200

The folks in Hinckley have been busy. They’ve shaved 55 pounds off the new 2023 Triumph Tiger 1200, given it a 147-hp Triple, and equipped it with an all-new chassis and electronics.⁠ Five variants are available: the street-focused GT ($19,100), GT Pro ($21,400), and GT Explorer ($23,100) and the off-road-ready Rally Pro ($22,500) and Rally Explorer ($24,200).⁠

Read our 2023 Triumph Tiger 1200 First Ride Review

The post 2023 Motorcycle Buyers Guide: New Street Models first appeared on Rider Magazine.
Source: RiderMagazine.com

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2023 Suzuki V-Strom 1050 and V-Strom 1050DE | First Look Review

September 6, 2022 mcnews Leave a comment

Following the June announcement of returning sport, dual-sport, supermoto, and off-road motorcycles for 2023, Suzuki has announced new and updated models in its V-Strom adventure lineup: the 2023 Suzuki V-Strom 1050, 2023 Suzuki V-Strom 1050DE, and 2023 Suzuki V-Strom 1050DE Adventure.

Suzuki’s 2022 lineup included the standard V-Strom 1050 and the up-spec V-Strom 1050XT and V-Strom 1050XT Adventure, with the Adventure version featuring aluminum panniers, fog lamps, and heated grips.

Related Story: Suzuki Announces 2022 Returning Models

For 2023, the V-Strom 1050 returns with numerous updates, and the V-Strom 1050XT and V-Strom 1050XT Adventure will be replaced by the V-Strom 1050DE and V-Strom 1050DE Adventure.

Previously available only on the XT models, all V-Strom 1050 models now feature a 6-axis Inertial Measurement Unit (IMU) and the Suzuki Intelligent Ride System (SIRS) electronics suite, which includes ride modes, cornering ABS, multimode traction control, cruise control, and braking systems that compensate for hill starts, slope, and load. Supporting these electronic systems are an updated throttle-by-wire system, a new ABS control unit, a new CAN (Controller Area Network) wiring system, and a new 32-bit ECM (Engine Control Module).

Other changes common to all V-Strom 1050 models include an up/down quickshifter, a new 5-inch TFT display, a new windscreen that’s hand-adjustable to 11 different positions over a 2-inch height range, a new 12-volt power outlet under the passenger seat, revised mirrors, and revised LED turnsignals and taillight.

The standard V-Strom 1050 features a new dual-height seat (33.7/34.5 inches), while the V-Strom 1050DE and V-Strom 1050DE Adventure models feature a new fixed-height seat (34.6 inches).

Inside the engine are new sodium-filled exhaust valves, which reduce temperature in the combustion chamber for improved flow efficiency and durability. The 6-speed transmission has higher ratios for 1st and 6th gears that smooth the shift action into second and higher gears and contribute to smooth operation of the quickshifter.

V-Strom 1050 models use durable steel sprockets and feature a new stronger and longer O-ring drive chain. Under the bike is a new cowl that protects the oil filter, exhaust header, and engine, as well as a more sure-footed centerstand.

All V-Strom 1050 models are powered by a liquid-cooled, 1,037cc 90-degree V-Twin. When we tested the 2020 Suzuki V-Strom 1050XT, it made 96 hp at 8,500 rpm and 66 lb-ft of torque at 6,300 rpm on Jett Tuning’s rear-wheel dyno. The 1050XT has a 5.3-gallon fuel capacity, and during our 2020 test, we averaged 49.8 mpg and 264 miles of range.

2023 Suzuki V-Strom 1050DE and V-Strom 1050DE Adventure

Joining the standard V-Strom 1050 are the new V-Strom 1050DE and V-Strom 1050DE Adventure, which are geared toward more off-road-oriented adventures. The DE models feature a 21-inch front wheel for rolling over obstacles with a tube-type rim for maximum durability. The 17-inch rear wheel is tubeless, and the DE models are shod with Dunlop Trailmax Mixtour adventure tires.

To improve control and handling off-road, the DE models have unique features in the Suzuki Intelligent Ride System (SIRS), including new Gravel (G) traction control and the ability to switch off ABS at the rear wheel. They also get their own dedicated chassis geometry with a longer wheelbase (62.8 inches vs. 61.2 on the standard V-Strom 1050), longer rake (27.3 degrees vs. 25.4 degrees), more trail (4.96 inches vs. 4.33), more ground clearance (7.5 inches vs. 6.5), and a handlebar grip that is 1.6 inches wider.

To further enhance their off-road capabilities, the DE models get a dedicated suspension system with unique spring rates, damping force valving, and piston settings. The adjustable 43mm inverted fork and rear monoshock also have more suspension travel than the standard V-Strom 1050, with 6.7 inches of front travel (vs. 6.3) and 6.6 inches of rear travel (vs. 6.3).

For added stability, the DE models also have a longer swingarm with 10% more torsional rigidity. They also feature a new three-piece front fender assembly that combines the effectiveness of a conventional fender with the protection of fork guards like those used on a motocross bike.

To maximize visibility during off-road riding, the V-Strom 1050DE and V-Strom 1050DE Adventure have a unique smaller windscreen, which is more than 3 inches shorter and slightly narrower than the V-Strom 1050 windscreen. The wider handlebar on the DE models is cast in thicker tubing from a softer grade of aluminum than the V-Strom 1050 handlebar, which allows more flex and better shock absorption.

The DE models feature a new, more durable fixed-height seat (34.6 inches) with a new bottom shape that increases rigidity while reducing weight by 1.5 lb (a 37% reduction in mass). According to Suzuki, the rider and pillion seats provide a comfortable upright riding position, and the sides of both seats are covered with high-grip texture material to help the rider and passenger stay connected to the motorcycle.

Given their higher stance, the V-Strom 1050DE and the V-Strom 1050DE Adventure feature longer, model-specific sidestands and centerstands. They also feature a new engine protector made of 3mm-thick aluminum plate that shields the front and bottom of the frame, exhaust header, and engine from trail debris.

Unique to the V-Strom 1050DE Adventure are a set of 37-liter aluminum panniers with an anodized silver finish that attach to powdercoated, stainless-steel carriers. Constructed from 1.5mm-thick aluminum plates with strong, no-pierce rivet technology, the panniers feature hinged lids that stay in place when open, internal and external tie-down points, keyed stainless-steel latches, and quick-release hardware. Built to be waterproof with rubber-sealing lids, the panniers have powdercoated interiors that avoid transferring aluminum stains to cargo.

The 2023 Suzuki V-Strom 1050 will be available in Metallic Reflective Blue / Metallic Matte Black with black wheels, the 2023 Suzuki V-Strom 1050DE will be available in Pearl Vigor Blue / Pearl Brilliant White with blue rims, and the 2023 Suzuki V-Strom 1050DE Adventure will be available in Champion Yellow No. 2 / Metallic Matte Sword Silver with gold rims.

Pricing and availability have not yet been announced. For more information, visit the SuzukiCycles.com.

The post 2023 Suzuki V-Strom 1050 and V-Strom 1050DE | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com

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2022 Ducati Multistrada V4 Pikes Peak | First Ride Review

August 30, 2022 mcnews Leave a comment

2022 Ducati Mulistrada V4 Pikes Peak review — The Pikes Peak is the pointy end of the Multistrada V4 spear, a high-performance, state-of-the-art adventure bike designed to conquer the most challenging of mountain roads. Photos by Mike Levin and David Schelske.

The folks in Borgo Panigale makes the bold claim that the Ducati Multistrada V4 Pikes Peak is the sportiest adventure bike ever produced. And with its 1,158cc Grandturismo V-4 cranking out a claimed 170 hp and 92 lb-ft of torque and a new Race ride mode, the Pikes Peak can walk the walk.

The Multistrada is one of Ducati’s bestselling models, and 1 in 6 sold is a Pikes Peak. The Multistrada 1200 S Pikes Peak was introduced in 2011 to celebrate Greg Tracy’s win on a Multistrada at the 2010 Pikes Peak International Hill Climb, the legendary “Race to the Clouds” in the Rocky Mountains of Colorado.

Carlin Dunne claimed a second win on a Multistrada in 2011, setting a new motorcycle record of 11:11.329. The following year, Dunne and Tracy swept the top two positions on Multistradas, with Dunne becoming the first to break the 10-minute barrier on a motorcycle with a new record of 9:52.819 and Tracy close behind at 9:58.262. Ducati Multistradas went on to claim two more wins at Pikes Peak in 2013 and 2018.

GEAR UP
Helmet: Arai Regent-X
Jacket: Klim Carlsbad
Gloves: Klim Dakar Pro
Pants: Klim Carlsbad
Boots: Sidi Gavia Gore-Tex

In the past, Pikes Peak models were little more than styling variations on the base Multistrada. But for 2022, Ducati pulled out all the stops, moving the Pikes Peak to the top of the lineup by giving it the primo treatment from stem to stern.

Race mode replaces the Enduro mode found on other Multistrada models, and it is joined by Sport, Touring, and Urban modes. In Race mode, the rev limiter kicks in more gradually to allow uninterrupted drive at high revs. A revised quickshifter helps the cause with faster gear changes both up and down.

The Pikes Peak’s comprehensive IMU-based electronics suite includes customizable power modes, traction control, ABS, wheelie control, and Öhlins Smart EC 2.0 semi-active suspension with event-based settings that adapt to the user’s riding style. It’s also equipped with front and rear radar that informs adaptive cruise control and blind-spot detection.

As racy as the Pikes Peak is, we got our first ride on speed-limited public roads near Palm Springs, California, including the sinuous Palms to Pines Scenic Byway (State Route 74), which climbs out of the Coachella Valley and into Santa Rosa and San Jacinto Mountains, ascending more than 5,000 feet.

Even at a spirited pace, the Pikes Peak felt like a greyhound on a short leash, eager to dash off at a moment’s notice. The Granturismo is a fireball of an engine, generating a heady mix of power, sound, and sensation that is exciting and engaging. In either Race or Sport mode, where power and throttle response are at their highest setting, the connection between the right grip and the rear tire was direct and fueling felt spot-on.

We’ve tested every iteration of the Multistrada over the years, and the V4 platform represents a high-water mark in terms of performance and handling. Ducati went a step further with the Pikes Peak to give it more stability at speed. Compared to the standard Multistrada V4, its wheelbase was lengthened by 1.1 inches to 62.8, its rake was increased by 1.25 degrees to 25.75, and its trail was increased by 0.7 inch to 4.7. Front wheel travel remains the same at 6.7 inches, but rear wheel travel was reduced by 0.4 inch to 6.7.

Ergonomics are sportier too. Compared to the standard Multistrada V4, the Pikes Peak has a narrower, straighter handlebar that’s 0.6 inch lower and footpegs that are 0.4 inch higher and 0.4 inch farther back. But it’s still based on an adventure bike platform, so it’s far more comfortable than nearly any sportbike on the market, especially those in Ducati’s lineup.

Diving into corners, the Pikes Peak clung to the pavement like a mountain goat on the side of a cliff, and it transitioned from side to side with ease. Credit goes to the adaptability of the Öhlins electronic suspension, the grip of the Pirelli Diablo Rosso IV tires, and the lightness of the Marchesini forged aluminum wheels, which shave off a whopping 8.8 lb of unsprung weight compared to the Multistrada V4.

When the go must slow, Brembo Stylema front calipers with Panigale brake pads pinching enormous 330mm discs are like a giant pause button that freezes time and space. These impressive stoppers seem to defy physics.

With motorcycles no longer competing in the Race to the Clouds, the livery of the V4 Pikes Peak was inspired by Ducati’s Desmosedici GP21 MotoGP racebike. Ducati Red paint is complemented by white number-plate graphics with the number “1” in black and a two-tone red and black seat with “V4” embossed on the pillion. Grace notes include carbon fiber accents on the beak and front fender, a dark smoke low windscreen, and a carbon fiber cap on the titanium Akrapovič silencer. And it’s a treat to see Ducati’s signature single-sided swingarm reappear on the V4 Pikes Peak, recalling Multis of the past.

As racy as the Pikes Peak is in terms of its capabilities and style, it’s still practical enough to be used as a daily rider or a sport-tourer. It has standard hangers for optional saddlebags, and available accessories include heated grips, a heated seat, a centerstand, and luggage/accessory packs (Touring, Urban, and Enduro). You can also go full hero with carbon fiber front and rear fenders, a racing exhaust system (+10 hp, +5 lb-ft, -11 lb), and a dry clutch kit.

Admittedly, in the 120 or so miles I put on the Multistrada V4 Pikes Peak, I barely scratched the surface of its capabilities. Only on a racetrack or a deserted road far from watchful eyes can the true nature of the Pikes Peak be revealed. That would be a special moment, and you’d better hang on.

2022 Ducati Multistrada V4 Pikes Peak Specs

Base Price: $30,395
Website: Ducati.com
Warranty: 2 yrs., unltd. miles
Engine Type: Liquid-cooled, transverse 90-degree V-4, DOHC w/ 4 valves per cyl.
Displacement: 1,158cc
Bore x Stroke: 83.0 x 53.5mm
Horsepower: 170 hp at 10,500 rpm (factory claim)
Torque: 92 lb-ft at 8,750 rpm (factory claim)
Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
Final Drive: Chain
Wheelbase: 62.8 in.
Rake/Trail: 25.8 degrees/4.7 in.
Seat Height: 33.1/33.9 in.
Wet Weight: 527 lb
Fuel Capacity: 5.8 gals.

The post 2022 Ducati Multistrada V4 Pikes Peak | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

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2023 Royal Enfield Scram 411 | First Ride Review

August 30, 2022 mcnews Leave a comment

Anytime you have a hit on your hands the way Royal Enfield does with its Himalayan adventure bike, you capitalize on it. A few modifications here, a tweak there, and voila, a new variation is born. Many times, however, as with blockbuster movies, sequels fail to capture the success of the original. With the Scram 411, has Royal Enfield produced the two-wheeled equivalent of a follow-up hit like The Empire Strikes Back or a forgettable flop like Ghostbusters II?

The new scrambler-style Scram 411 and the Himalayan share the same frame and air-cooled 411cc Single with SOHC and two valves. The 4-gallon fuel tank is also the same, but the Himalayan’s two-piece seat has been swapped for one of a singular design. More importantly, the 21-inch front wheel of the Himalayan was replaced with a more street friendly 19-incher on the Scram.

The instrument cluster was also downsized, with the Himalayan’s digital compass and tachometer being omitted on the Scram, while the speedo was replaced with a different version that includes a clock, dual tripmeters, an odometer, and a gear-position indicator. Our test bikes were outfitted with Royal Enfield’s Tripper navigation unit, but according to company reps, supply-chain issues have prevented the Tripper from being offered as standard equipment. Instead, it will be an accessory available sometime in the future.

Gone as well are the Himalayan’s windscreen and front rack, forcing Enfield designers to clean up the bike’s exposed cockpit, which they did by way of a cast metal headlight nacelle. Affixed to the mounting points on the frame where the front rack was previously attached is a pair of “urban badge plates.” Kudos to Enfield for taking the time to cover an ugly mounting stalk that another OEM may have left exposed and then incorporating that element into the bike’s graphics.

The Scram 411 is available in seven different graphics packages, all starting at $5,099.

GEAR UP
Helmet: Scorpion EXO-GT930 Transformer Modulus
Jacket: Scorpion Vortex Air Mesh
Gloves: Scorpion Vortex Air
Pants: Klim
Boots: Sidi

Our route through the dairy lands of Wisconsin presented enough greenery and full lakes to make a California resident like me loathe returning to our brown, drought-stricken state. What it didn’t provide was a roadway tight enough to push the Scram to its limits in a series of peg-grinding, left-to-right transitions. But in the Badger State’s plentiful sweepers, gently rounded corners, and straightaways, the Scram exhibited all the confidence a bike of its caliber should.

The semi-knobby tires do a fine job generating good grip and control in on- or off-road conditions while looking the part of a scrambler. The handlebars are just the right width to provide the rider with comfortable control. But the reach to the levers was at the limit of my comfort level, and while you can fiddle with the clutch cable to bring the clutch lever closer to the bar, the brake lever would require replacement with something more ergonomic.

The few short gravel roads we traveled were also navigated with nonchalance except for the non-switchable rear ABS, which the Himalayan has but the Scram does not. Standing on the balls of my feet, I felt the same pressure from the side covers pushing my calves outward as I experienced with the Himalayan. Moving my feet forward until the heel of my boot caught the footpeg helped relieve the pressure, but I’d rather my feet be better positioned.

Over the course of 400 miles, I found the seating position of the Scram to be surprisingly agreeable for a small-displacement motorcycle. The reach to the handlebar felt natural, and the seat provided a good combination of comfort and support. The seat-to-footpeg ratio was spacious enough to keep my knees from aching at the end of two full days of riding.

At 7.5 inches, the Scram’s nonadjustable fork has 0.4 inch less travel than the Himalayan. Whether it’s the reduced travel or different damping, the Scram responded more harshly to rough pavement than its stablemate. The preload-adjustable rear shock, on the other hand, was less affected by irregularities.

The Scram 411 variant of the Himalayan is an obvious direction in which to expand Royal Enfield’s model lineup. However, whereas the Himalayan succeeds well in its intended off-road environment, the Scram struggles to shine as brightly on pavement. In the dirt, the 411cc Single’s claimed 24.3 hp is enough for a novice or experienced motorcyclist to have fun, but on the road there’s barely enough forward thrust to keep a 5-foot-11, 187-lb rider like me moving at freeway speeds. At full tuck on a flat road, I got to 75 mph molasses-quick, but even at 65 mph there’s hardly any passing power in reserve.

On the other hand, the counterbalanced Single produces hardly any vibration. Regardless of engine rpm, the air-cooled engine remained eerily smooth. The 5-speed transmission was uncooperative at times, exhibiting occasional notchiness when downshifting multiple gears, but the clutch pull is light.

The Scram’s brakes are adequate but uninspiring. On the Himalayan, the single-disc brakes front and rear sufficiently slow the motorcycle in the dirt. On the street, however, effort is required to extract full power from the front 300mm disc gripped by a 2-piston caliper and the rear 240mm disc with a single-piston caliper.

Has Royal Enfield got a sophomore hit on its hands? Accepted on its own terms – clean retro styling, a modestly powered little-engine-that-could Single, a solidly built price-point chassis, and an entry-level price – the answer is a qualified yes. Part of the deal is a low-tech motorcycle that’s heavy for its displacement class (432 lb with its 4-gallon tank full), which will be appealing, irrelevant, or unappealing depending on your point of view.

In the small-displacement scrambler segment, there aren’t many options available, but the Scram 411 isn’t the only game in town. For an extra $300, there’s the more modern, more powerful, and lighter Husqvarna Svartpilen 401. Different strokes for different folks.

2023 Royal Enfield Scram 411 Specs

Base Price: $5,099
Website: RoyalEnfield.com
Warranty: 3 yrs., unltd. miles w/ roadside assistance
Engine Type: Air-cooled Single, SOHC w/ 2 valves
Displacement: 411cc
Bore x Stroke: 78.0 x 86.0mm
Horsepower: 24.3 @ 6,500 rpm (factory claim)
Torque: 23.6 lb-ft @ 4,500 rpm (factory claim)
Transmission: 5-speed, cable-actuated wet clutch
Final Drive: Chain
Wheelbase: 57.3 in.
Rake/Trail: NA
Seat Height: 31.3 in.
Wet Weight: 432 lb
Fuel Capacity: 4.0 gals.

The post 2023 Royal Enfield Scram 411 | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

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2022 Ducati DesertX | First Ride Review

August 19, 2022 mcnews Leave a comment

2022 Ducati DesertX review — We got a first ride on the all-new Ducati DesertX in the Rocky Mountains of Colorado. Photos by Gregor Halenda and Scott Rounds.

Ducati knows how to build sportbikes and superbikes. The Italian manufacturer claimed 14 World Superbike championships between 1990 and 2011, and it has finished in the top three in MotoGP every year since it began competing in the premier class in 2003, including two championships. A lot of this racing experience transfers well onto the company’s streetbikes, and even its Multistrada models, which handle more like sportbikes than adventure bikes when ridden hard on pavement.

Enter the Ducati DesertX, the newest machine to leave the factory in Borgo Panigale, with a seemingly heavy penchant for unpaved surfaces. Styling-wise, the DesertX looks like it’s ready to tackle the Dakar Rally with a rally-inspired fairing, long-travel suspension, and off-road friendly wheel sizes.

At the bike’s North American launch held just outside Aspen, Colorado, Ducati reps admitted during the technical presentation that this machine took the company out of its comfort zone. Despite this declaration, Ducati has some off-roading lineage. Back in 1990, Italian rider Edi Orioli won the grueling Paris-Dakar rally aboard a Cagiva Elefant, a feat he repeated in 1994. Ducati was under Cagiva Group’s ownership from 1985 to 1996, and the Elefant was powered by a 900cc Ducati V-Twin.

A concept of the DesertX was first shown at EICMA in 2019, and it was met with a wave of enthusiasm. This prompted Ducati to pursue its development, and although the concept bike was based on a Scrambler 1100, the DesertX is almost entirely new from the ground up. Its engine is based on the Monster’s liquid-cooled 937cc Testastretta V-Twin, not on the Scrambler’s air-cooled 1,079cc mill.

It’s the same engine you’ll find in the Hypermotard, Multistrada V2, and Supersport, though it has been reworked for use in the DesertX. It claims 110 hp and 68 lb-ft of torque, and changes include dedicated ride and power modes. Gearing is shorter from 1st to 5th (6th was left unchanged for highway riding), with the lowest gears made especially short to handle tight off-road sections: 1st is 14% shorter and 2nd is 9% shorter than on the Multistrada V2. Valve-adjustment intervals are set at 18,000 miles.

The DesertX is the first modern Ducati to roll on a 21-inch front and 18-inch rear wheel combo, and the rims are cross-spoked and tubeless. This, of course, works better over rough terrain than other wheel combinations, and it offers a better selection of off-road tires. The Pirelli Scorpion Rally STR tires on the DesertX provide great traction on hard-packed and moderately soft dirt, as well as surprisingly tenacious, vibration-free grip on pavement. From previous experience with these tires, though, they’re not very good in sand and mud, but there are other options for that. You can opt for the aggressively treaded Scorpion Rally for more extreme off-road excursions or for the more street-oriented Scorpion Trail II tires, both of which are approved for the DesertX.

The DesertX is built on a steel trellis frame, with fully adjustable suspension by Kayaba that includes a 46mm inverted fork and a single shock with a remote preload knob located on the right side of the bike just below the seat. Suspension travel is ample, with 9 inches up front and 8.7 inches out back. The tall suspension provides abundant ground clearance, with 9.8 inches of space between the skid plate and terra firma.

Fuel capacity is 5.5 gallons, and a 2.1-gallon auxiliary tank ($1,500) is available. The optional tank is rear-mounted, and it feeds the main tank via a switch. When the fuel level in the main tank drops low enough to accept the additional 2.1 gallons, the rider is prompted to switch on the auxiliary tank through the instrument panel, and the extra fuel is then pumped into the main tank.

Out On the X

The DesertX proved itself more than capable of handling serious off-road excursions during our 85-mile test loop, of which about 85% was unpaved, and a good portion of that was rough, rocky, and in places quite steep. Our hosts had accessorized our test bikes, firstly to showcase a few of the goodies available from Ducati but also to help protect the bikes from damage that might be suffered over challenging terrain. Accessories included crash bars ($700), a larger skid plate ($500, mounted solidly to the frame via brackets rather than to the engine cases), and a Termignoni muffler, among a few other items.

Standard seat height is 34.4 inches, with an optional low seat ($308) dropping that to 34.1 inches. If you require an even easier reach to the ground, you can further drop the perch to 33.3 inches by combining the low seat with a lowering kit, which includes fork and shock springs and a shorter sidestand ($300). A taller seat is also available that raises height to 34.6 inches.

At 6 feet tall, I could get one foot flat on the ground and the other on my toes with the standard seat, which is narrow at the front to ease reach to the ground and widens considerably at the rear to give broad support. Unfortunately, I cannot comment on its long-term comfort since most of the day was spent standing on the footpegs off-road. The fairing protects your torso from most of the windblast, though the optional taller touring windscreen ($230) would probably be a good investment for longer highway stints.

The 5-inch TFT instrument display is mounted vertically, which is said to facilitate reading it while standing up, while also providing a better display when using the optional Bluetooth-enabled turn-by-turn navigation through your phone. Lean-sensitive ABS and traction control, wheelie control, adjustable engine braking, cruise control, and a quickshifter are all standard. The DesertX has four road modes (Sport, Touring, Urban, and Wet) and two off-road modes (Enduro and Rally), as well as four power levels, all selectable via the instrument panel. Enduro mode limits output to 75 hp, sets throttle response to dynamic, shuts off wheelie control, and reduces ABS intervention to level 2 (out of 3, rear ABS disabled) and traction control to level 3 (of 8).

Within minutes after turning off the pavement, the DesertX asserted itself more as a proper dual-sport machine rather than a ponderous adventure bike. My preferred off-road setting was Rally, which drops ABS intervention to minimum (still off at the rear) and traction control to level 2, though even this setting wasn’t ideal for a fast pace. Fortunately, all six ride modes are individually customizable, so I turned traction control off and selected the softer throttle setting than the standard dynamic setting.

My only gripe with the ride modes is how they are selected. You must hold down the mode button on the left-hand switch assembly for a couple of seconds to prompt the mode selection menu on the instrument panel and then scroll to the desired mode, hit the mode button again, and shut the throttle to confirm your selected mode. With practice it can be done in a matter of seconds while riding, but it’s a distracting and tedious process that could be simplified. On the bright side, the bike retains its selected ride modes anytime the ignition switch is turned off and on again.

With this tailored Rally setting selected, the rear end slid at will to ease cornering on dirt, and the front wheel lifted effortlessly to clear obstacles. With elbows up and in attack mode, the DesertX ate up all the rocks, bumps, and ruts that passed beneath its wheels without flinching. It kept a solid, unwavering line, and easily steered around anything I didn’t want to hit. It truly feels like a much lighter bike at speed than its claimed 492 lb wet weight would suggest. The front end feels solid, and the bike never shook its head, even after the front wheel got pounded by successive bumps at speed. The bike is equipped with a steering damper, so the stability isn’t surprising.

The suspension, which had been adjusted for my 220 pounds fully dressed, soaked up big dips and bumps without bottoming – and with dirtbike-like plushness. I did end up bumping up the rebound damping a couple of clicks at both ends since the fork had topped out with a knock a couple of times as the wheel lifted off a few jumps and the rear wallowed a bit when negotiating tight turning transitions. The bike behaved ideally after that.

The DesertX really impressed, however, on a long, steep, rocky climb up a switchback-riddled trail that brought us to the top of a ski hill at an elevation of more than 11,300 feet. This is where the shorter gearing became an asset, especially the bottom two gears. Admittedly, the gap between 1st and 2nd is a bit wide, prompting frequent gear changes when slowing for corner entry, but the bike’s quickshifter made this effortless.

On pavement, the DesertX behaved as a Ducati should. At a modestly quick pace it railed through sweeping turns with confidence-inspiring stability. Its tall suspension does make turning transitions ponderous, as it’s a long way up and then back down into a lean again. And it prefers a deliberate, calculated approach to cornering rather than a point-and-shoot sportbike style. This is due to its 21-inch front wheel and the long suspension travel – nail the twin M50 Brembos hard at corner entry and that long travel gets soaked up quickly. Overall, though, it will easily keep pace with sportbikes, especially if the pavement gets rough.

What’s the Verdict?

While the Ducati DesertX falls into the adventure-touring category due to its engine displacement, it really handles more like a big dual-sport machine off-road. It’s a serious off-roader that can be ridden hard by an expert or more modestly and easily by someone with less experience. It wavers into KTM 890 Adventure R, Husqvarna Norden 901, and Honda Africa Twin territory, which is an unusual place to be for the Italian maker of sportbikes. However, it can easily hold up performance-wise to those bikes both on and off the road and possibly exceed their performance, though only a head-to-head comparison can determine that.

It is pricey, however, retailing for $17,095. The KTM retails for $14,599, the Husky for $13,999, and the Honda for $14,449. That might make the choice a difficult one, but one thing is for sure, while Ducati might be fairly new to this off-road business, the DesertX will not disappoint, especially if you use it as it was designed to be used – off the pavement and on the gas.

2022 Ducati DesertX Specs

Base Price: $17,095
Price as Tested: $19,795
Website: Ducati.com
Warranty: 2 yrs., unltd. miles
Engine Type: Liquid-cooled, transverse 90-degree L-Twin, desmodromic DOHC w/ 4 valves per cyl.
Displacement: 937cc
Bore x Stroke: 94.0 x 67.5mm
Horsepower: 110 hp @ 9,250 rpm (claimed, at the crank)
Torque: 68 lb-ft @ 6,500 rpm (claimed, at the crank)
Transmission: 6-speed, cable-actuated wet slip/assist clutch
Final Drive: Chain
Wheelbase: 63.3 in.
Rake/Trail: 27.6 degrees/4.8 in.
Seat Height: 34.4 in.
Wet Weight: 492 lb
Fuel Capacity: 5.5 gals.

GEAR UP
Helmet: Arai XD4
Jacket: Alpinestars
Gloves: Alpinestars
Pants: Alpinestars
Boots: Alpinestars

The post 2022 Ducati DesertX | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2023 CFMOTO 800 ADVentura | First Ride Review

August 8, 2022 mcnews Leave a comment

We recently posted our first-ride review of the seven-model 2022 motorcycle lineup from CFMOTO, which ranges from the 126cc Papio to the 700CL-X Sport. I had a chance to sample each model on a private test track, and then I got a more extensive 350-mile ride on the 650 ADVentura.

Check out Rider‘s 2022 Motorcycle Buyers Guide

During the press event, held in late June, I also got a first ride on an eighth model, which was under embargo until August 1 and will be available in “late winter” as a 2023 model. The embargo has come and gone, so I can now talk about the 800 ADVentura. (When I asked one of CFMOTO USA’s reps how to pronounce the name, he said “add-ventura” rather than “A-D-V-entura,” which is a mouthful.)

GEAR UP
Helmet: Nolan N80-8
Jacket: Fly Racing Coolpro Mesh
Gloves: Fly Racing Brawler
Pants: Fly Racing Resistance Jeans
Boots: Fly Racing M16 Leather Shoes

Given American tastes for large motorcycles and the popularity of adventure bikes, the 800 ADVentura is the CFMOTO model that’s most likely to resonate with U.S. buyers. As described in my 2022 lineup review, CFMOTO established a partnership with KTM back in 2014, and soon after began producing KTM 200/390 Dukes for the Chinese market. In 2018, CFMOTO and KTM broke ground on a joint venture production facility in China.

Given the cozy relationship between CFMOTO and KTM, it’s no surprise that CFMOTO’s top-of-the-line model is powered by a liquid-cooled, DOHC, 8-valve 799cc parallel-Twin borrowed from the previous-generation KTM 790 Adventure, which makes a claimed 95 hp and 57 lb-ft of torque. Equipped with throttle-by-wire, it has two ride modes (Sport and Rain) and cruise control.

The 800 ADVentura has a chromoly-steel frame, fully adjustable KYB suspension (front/rear travel is 6.3/5.9 inches), 19-inch front and 17-inch rear wheels, and J. Juan triple-disc brakes with cornering ABS. It has a 5-gallon fuel tank, full LED lighting, and a 7-inch TFT display.

Two versions of the 800 ADVentura will be offered, an “S” (Street) model with cast wheels and a “T” (Terrain or Touring, you decide) model with spoked wheels. The T is also equipped with a quickshifter, a tire-pressure monitoring system, a steering damper, a skid plate, crash bars, handguards, and a centerstand. Claimed curb weight is 496 lb for the S and 509 lb for the T.

There was only one bike at the launch, an 800 ADVentura T, and it was hogged by everyone. I managed to get in a few laps, just enough to realize its potential. The 800 ADVentura has the wide, flat seat and comfortably upright seating position with generous legroom that we’ve come to expect from adventure bikes, and is part of what makes them so popular (unless you are short of inseam, of course).

When you’re on a closed circuit, as we were on the Minnesota Highway Safety & Research Center’s 1.2-mile, 6-turn paved road course with a one-third-mile front straight, it’s only natural to give the whip to whatever you’re riding. With the 800 ADV-T in Sport mode, I pinned the throttle and felt it surge forward with gusto.

I was the 509-lb gorilla on a track shared with wee Papios and playful 300s, so I used the 800’s wide handlebar to give a wide berth to other bikes and slice my way through the two chicanes made of traffic cones. Cornering ABS gave me the confident to dive deep into turns and trail brake to scrub off speed, and the J. Juan binders did my bidding without complaint. The 800 ADV-T handled with confidence and poise, and I was sorely tempted to exit the track and hit the road.

At the end of the day, after indulging in the gluttonous BBQ buffet laid out by Big Mo Cason (who drove all the way from Des Moines, Iowa, to cater the event) and a midafternoon downpour that drenched the track, I spent my last dozen or so laps of the day staring at the back of the 800 ADVentura. John Burns, who writes for Motorcycle.com and looks like Willie Nelson in high-viz gear, had grabbed the 800’s key and I did my best to chase him down on a 700CL-X.

I outweigh JB by 50 lb, probably 55 after hoovering two plates of brisket, mac-n-cheese, slaw, and cornbread at lunch, so my meat sack in the saddle knocked a big dent in the 700CL-X’s 83-lb weight advantage. Factor in the 800’s 21-hp upper hand over the 700 (95 hp vs. 74), however, and you’ve looking a pretty even odds. Lap after lap I’d close in on John, but I could never quite catch him. Burns got in way more laps on the 800 ADV-T than I did, and he can write – and ride – circles around me, so check out his review over at MO if you desire more depth and entertainment.

Overall, the 800 ADVentura felt solid, responsive, and – not surprisingly given the origin of its engine – on par with similar offerings from Europe. We look forward to getting more seat time for a more in-depth evaluation.

2023 CFMOTO 800 ADVentura Specs

Base Price: $9,499 (S model)
Price as Tested: $10,499 (T model)
Website: CFMOTOusa.com
Warranty: 2 yrs., unltd. miles
Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valve per cyl.
Displacement: 799cc
Bore x Stroke: 88.0 x 65.7mm
Horsepower: 95 hp @ 9,250 rpm (claimed, at the crank)
Torque: 57 lb-ft @ 8,000 rpm (claimed, at the crank)
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: Chain
Wheelbase: 60.3 in.
Seat Height: 32.5 in.
Wet Weight: 509 lb
Fuel Capacity: 5.0 gals.

The post 2023 CFMOTO 800 ADVentura | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

Can-Am Unveils Two Electric Motorcycles

August 8, 2022 mcnews Leave a comment

Teased back in March, Can-Am finally unveiled two all-electric motorcycles during a global product reveal on August 7 at the annual Club BRP event. The models include the Can-Am Origin dual-sport and Can-Am Pulse streetbike, both slated to launch in mid-2024.

Detailed specs for the Origin and Pulse will not be released until August 2023, but BRP provided images of the futuristic-looking machines and company reps did a walk-around of the two prototypes during a virtual media briefing.

Related Story: 2022 Can-Am Spyder RT | Road Test Review

“Today, our story of innovation reaches new heights,” said José Boisjoli, President and CEO of BRP, at Club BRP 2023. “We have set out to reclaim our motorcycle heritage and are very proud to re-enter the market with the introduction of the first two models of our all-electric Can-Am motorcycle family. Half a century ago, Can-Am roared to victory on the track and the trail, and today, a legacy is reborn. In true BRP fashion, we are bringing our very own electric powerpack to our motorcycles, and crafting thrilling riding experiences for a whole new generation.”

Both street-legal models will be powered by BRP’s all-new, proprietary Rotax E-Power technology, said to provide “highway-worthy speeds with plenty of horsepower and torque.”

They also share key design elements such as their distinctive LED headlights, large TFT displays, edgy white and gray bodywork, a bright yellow panel covering their battery packs, inverted forks, single-sided swingarms, single-disc brakes front and rear (with rather small front rotors), and solo seats. Rear cowls may cover pillion seats; passenger footpegs are not visible on either machine, but production versions will likely have passenger accommodations.

Setting the Can-Am Origin dual-sport apart from its streetbike sibling is rally-style bodywork, fork guards, and spoked wheels, in diameters that appear to be 21 inches in front and 18 inches out back, common sizes for off-road tires. The final drive is enclosed, and Can-Am reps would not reveal whether power is sent to the rear wheel via chain (used on nearly all dual-sports) or belt (used on many production electric bikes).

The Can-Am Pulse has the muscular stance of a streetfighter, with racy-looking cast wheels shod with sportbike rubber and a sculpted “tank” that keeps the bike’s profile in line with conventional gas-powered motorcycles.

According to BRP, both models will “showcase state-of-the art technology” and “offer a truly connected experience for riders.” The Origin and Pulse will be equipped with an on-board charger said to offer rapid charging times and easy charging at home or at automotive standard Level 2 charging stations.

BRP says the Rotax E-Power technology will “be at the heart of all BRP electric models, across all product lines – from water to snow, to dirt and asphalt.”

Full details about the Origin and Pulse will be revealed in August 2023 to coincide with Can-Am’s 50th anniversary. For more information, visit CanAmMotorcycle.com.

Rider Motorcycle Buying Program. Get up front prices on local inventory. View Inventory

The post Can-Am Unveils Two Electric Motorcycles first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

Kawasaki Announces More 2023 Returning Models

August 4, 2022 mcnews Leave a comment

Kawasaki announced the return of several sport, retro sport, naked, cruiser, adventure touring, and dual-sport models to its motorcycle lineup. These 2023 motorcycles are set to arrive in Kawasaki dealerships during the summer months.

Models included in this announcement are the Ninja 1000SX, Ninja 400 and 400 ABS, Z H2 and H2 SE, Z900RS and Z900RS Cafe, Z400 ABS, the Vulcan S and Vulcan 900 lineups, 1700 Voyager ABS, Versys-X300 and Versys-X300 ABS, and the KLR650 lineup.

To read about the 2023 KLX300 dual-sport, KLX300SM supermoto, Ninja ZX-6R sportbike, and new Elektrode electric balance bike, click here.

2023 Kawasaki Ninja 1000SX

2023 Kawasaki Ninja 1000SX in Emerald Blazed Green / Metallic Diablo Black / Metallic Graphite Gray

The Kawasaki Ninja 1000SX is back with its refined sport-touring capabilities, combining the power of a supersport with the feel of an upright sportbike and familiar Ninja styling.

The Ninja 1000SX features a 1,043cc liquid-cooled inline-Four, Kawasaki Traction Control, Kawasaki Intelligent anti-lock Braking System (KIBS), Kawasaki Quick Shifter, 4.3-inch all-digital TFT color instrumentation, and electronic cruise control.

The Ninja 1000SX includes rider aides such as electronic cruise control and integrated riding modes that combine traction control and Power Modes, and it is compatible with the Kawasaki RIDEOLOGY THE APP.

This 2023 model will be offered in Emerald Blazed Green / Metallic Diablo Black / Metallic Graphite Gray starting at $13,199

2023 Kawasaki Ninja 400 and Ninja 400 ABS

2023 Kawasaki Ninja 400 in Metallic Magnetic Dark Gray/ Metallic Matte Twilight Blue

Ideal for both experienced riders and newer riders looking to step up from a lower displacement bike, the 2023 Ninja 400 sport motorcycle offers the largest displacement in its category.

The 2023 Ninja 400 features a 399cc liquid-cooled parallel-Twin, a slip/assist clutch, a lightweight trellis frame, Uni-Trak rear suspension, a 310mm semi-floating petal disc brake and 2-piston caliper in the front, and 220mm petal disc brake and 1-piston caliper in the rear.

A low seat height (30.9 in.), twin LED headlights, and high-grade multifunction dash instrumentation make the Ninja 400 the ideal choice for riders looking to enter the sport-riding scene.

2023 Kawasaki Ninja 400 in Pearl Blizzard White / Metallic Carbon Gray

2023 Kawasaki Ninja 400 in Metallic Carbon Gray / Metallic Matte Carbon Gray

For 2023, the Ninja 400 and the Ninja 400 ABS are available in Metallic Carbon Gray / Metallic Matte Carbon Gray, Pearl Blizzard White / Metallic Carbon Gray, and Metallic Magnetic Dark Gray/ Metallic Matte Twilight Blue. The Ninja 400 starts at $5,299, and the Ninja 400 ABS starts at $5,699.

2023 Ninja 400 ABS KRT Edition in Lime Green / Ebony

The Ninja 400 ABS KRT Edition is painted in a Lime Green / Ebony color scheme and starts at $5,899. The Ninja 400 KRT Edition without ABS will come in the same color scheme starting at $5,499.

2023 Kawasaki Z H2 and Z H2 SE

2023 Kawasaki Z H2 in Metallic Phantom Silver / Metallic Carbon Gray

The flagship model of the Kawasaki Z lineup, the 2023 Z H2 features a balanced supercharged 998cc liquid-cooled inline-Four, a 6-speed dog-ring gearbox, a slip/assist clutch, a lightweight trellis frame, high-performance Showa suspension components, and Brembo monoblock brake calipers.

Related Story: 2020 Kawasaki Z H2 | First Look Preview

The bike also offers an IMU-based electronics package, Kawasaki Quick Shifter (KQS), Kawasaki Launch Control Mode (KLCM), Kawasaki Cornering Management Function (KCMF), electronic cruise control, integrated riding modes, all-digital TFT color instrumentation, smartphone connectivity via RIDEOLOGY THE APP, and LED lighting.

For 2023, the Z H2 comes in Metallic Phantom Silver / Metallic Carbon Gray and starts at $18,500.

The Z H2 SE offers the same features that come standard on the Z H2, with the addition of the Kawasaki Electronic Control Suspension (KECS) with Skyhook EERA Technology, which adapts to road and riding conditions in real-time, providing the ideal amount of damping by combining high-level mechanical components with the latest electronic control technology and reportedly giving the rider a smoother ride as it continually adapts to the road surface in real-time.

For braking power, the 2023 Z H2 SE will once again feature Brembo Stylema monoblock brake calipers, a Brembo front brake master cylinder, and steel-braided lines.

2023 Kawasaki Z H2 SE in Metallic Matte Graphenesteel Gray / Ebony / Mirror Coated Black

The 2023 Z H2 SE will be offered in Metallic Matte Graphenesteel Gray / Ebony / Mirror Coated Black starting at $20,700.

2023 Kawasaki Z900RS and Z900RS Cafe

2023 Kawasaki Z900RS in Metallic Diablo Black / Metallic Imperial Red

The Kawasaki Z900RS retro-sportbikes reignites the classic style of the original Z1 900 motorcycle.

The 2023 Z900RS and Z900RS Cafe feature a 948cc liquid-cooled inline-Four, a slip/assist clutch, horizontal back-link rear suspension, authentic retro styling, an iconic teardrop fuel tank, a tuned stainless steel exhaust system, a round LED headlight, and bullet-shaped analog dials.

2023 Kawasaki Z900RS Cafe in Metallic Diablo Black

For 2023, the Z900RS comes in a Metallic Diablo Black / Metallic Imperial Red paint scheme starting at $11,949. The Z900RS Cafe adds cafe-racer styling with a front cowl, a special seat, and a drop handlebar, and is available in Metallic Diablo Black starting at $12,399.

2023 Kawasaki Z400 ABS

2023 Kawasaki Z400 ABS in Metallic Matte Graphenesteel Gray / Metallic Spark Black

Described in a 2018 Rider First Ride Review as a “Ninja 400 with a flat handlebar and no fairing,” the Kawasaki Z400 ABS naked sportbike features a 399cc liquid-cooled parallel-Twin, a slip/assist clutch, streetfighter styling, a lightweight chassis, an upright riding position, a low seat height (30.9 in.), and standard ABS.

2023 Kawasaki Z400 ABS in Pearl Robotic White /Metallic Matte Graphenesteel Gray

For 2023, the Z400 ABS is available in Metallic Matte Graphenesteel Gray / Metallic Spark Black and Pearl Robotic White /Metallic Matte Graphenesteel Gray starting at $5,399.

2023 Kawasaki Vulcan S, Vulcan S ABS, and Vulcan S Cafe

2023 Kawasaki Vulcan S in Metallic Flat Spark Black

The Kawasaki Vulcan S sport cruisers are geared to fit a wide range of riders as a result of not only the bikes’ reported starting curb weight just shy of 492 lb but also the exclusive Ergo-Fit sizing system, which includes 18 possible configurations for the handlebar, footpegs, and seat.

Related Story: 2016 Kawasaki Vulcan S Cafe Road Test Review

Both bikes feature a 649cc liquid-cooled DOHC parallel-Twin and sportbike-derived chassis and suspension. The 2023 Vulcan S Cafe also comes equipped with three-tone paint, signature tank badging, sport striping, and a dark-tinted windshield deflector.

2023 Kawasaki Vulcan S in Cafe Pearl Storm Gray / Ebony

For 2023, the Vulcan S is available in a Metallic Flat Spark Black colorway starting at $7,349, the Vulcan S ABS is offered in Pearl Matte Sage Green / Metallic Flat Spark Black starting at $7,899, and the Vulcan S Cafe is available in Pearl Storm Gray / Ebony starting at $8,099.

2023 Kawasaki Vulcan 900 Classic, Vulcan 900 Classic LT, and Vulcan 900 Custom

2023 Kawasaki Vulcan 900 Classic in Metallic Spark Black /Metallic Magnesium Gray

In our “Middleweight Touring Cruisers” comparison test, which included the Vulcan 900 Classic LT, Rider EIC Greg Drevendstedt wrote: “Cruisers are about style and sensation. How a cruiser looks is just as important as how it sounds and feels.”

All three of the 2023 Vulcan 900 cruiser models feature a 903cc liquid-cooled, fuel-injected V-Twin and a low seat height (26.8 in.).

The Vulcan 900 Classic features rider footboards with a heel/toe shifter, tank-mounted instrumentation, and a 180mm rear tire. The Vulcan 900 Classic LT features a studded seat with standard passenger backrest, leather saddlebags, and a height-adjustable windscreen. The Vulcan 900 Custom features wide drag bars and forward-mounted footpegs, a low center of gravity for easy handling, custom styling with a teardrop tank, parallel slash-cut pipes, and pinstripe wheels.

2023 Kawasaki Vulcan 900 Classic LT in Pearl Storm Gray / Ebony

2023 Kawasaki Vulcan 900 Custom in Pearl Matte Sage Green / Flat Ebony

For 2023, the Vulcan 900 Classic is available in Metallic Spark Black /Metallic Magnesium Gray starting at $8,999. The Vulcan 900 Classic LT is available in Pearl Storm Gray / Ebony starting at $9,999 with a 24-month limited warranty, and the Vulcan 900 Custom is available in Pearl Matte Sage Green / Flat Ebony starting at $9,499.

2023 Kawasaki Vulcan 1700 Voyager ABS

2023 Kawasaki Vulcan 1700 Voyager ABS in Pearl Storm Gray / Ebony

The 2023 Vulcan 1700 Voyager ABS touring cruiser features a 1,700cc liquid-cooled, fuel-injected, transverse 52-degree V-Twin, Kawasaki Advanced Coactive-braking Technology (K-ACT II) ABS, throttle-by-wire, and electronic cruise control.

The bike has a frame-mounted fairing, an intercom-headset compatible audio system, and integrated luggage. For 2023, the Vulcan 1700 Voyager is available in Pearl Storm Gray / Ebony starting at $19,299.

2023 Kawasaki Versys-X 300 and Versys-X300 ABS

2023 Kawasaki Versys-X 300 in Pearl Matte Sage Green / Metallic Matte Carbon Gray

With a compact Ninja-derived 296cc liquid-cooled DOHC Twin, the Kawasaki Versys-X 300 is a nimble, lightweight motorcycle that’s suitable for commuting or touring.

The Versys-X 300 has a lightweight chassis, long-travel suspension, a low seat height (32.1 in.), front cowling with a tall windscreen, and a rear carrier.

The 2023 Versys-X 300 is available in Pearl Matte Sage Green / Metallic Matte Carbon Gray starting at $5,899, while the ABS model comes in the same color scheme starting at $6,199.

2023 Kawasaki KLR650 and KLR650 ABS

2023 Kawasaki KLR650 in Pearl Storm Gray

The KLR650 sports a 652cc liquid-cooled Single nestled in a recently redesigned high-tensile double-cradle frame. In 2022, the bike was upgraded with new improved ergonomics, bodywork, a taller two-position adjustable windscreen, a larger aluminum rear carrier, increased generator capacity, and an LED headlight. It features all-digital multifunction instrumentation, an optional ABS system, and 7.9 inches of front travel coupled with 7.3 inches of rear travel.

2023 Kawasaki KLR650 in Pearl Solar Yellow

2023 Kawasaki KLR650 in Candy Lime Green

The 2023 KLR650 is available in three colorways – Pearl Storm Gray, Pearl Solar Yellow, and Candy Lime Green – and starts at $6,899. The KLR650 ABS is offered in Pearl Storm Gray starting at $7,199.

2023 Kawasaki KLR650 Adventure and KLR650 Adventure ABS

2023 Kawasaki KLR650 Adventure in Cypher Camo Gray

The KLR650 Adventure model is built off of the standard KLR650 platform and designed for the rider who is looking for increased carrying capacity and convenience. It comes equipped with factory-installed side cases, LED auxiliary lights, engine guards, a tank pad, and both a DC power outlet and USB socket. It’s available both with and without ABS.

The 2023 KLR650 Adventure is available in Cypher Camo Gray starting at $7,899, while the KLR650 Adventure ABS also comes in Cypher Camo Gray starting at $8,199.

2023 Kawasaki KLR650 Traveler ABS

2023 Kawasaki KLR650 Traveler ABS in Pearl Solar Yellow

The KLR650 Traveler model consists of the same features found on the standard KLR650 as well as a factory-installed top case and both a DC power outlet and USB socket. It comes equipped with ABS.

The KLR650 Traveler ABS is offered in Pearl Solar Yellow starting at $7,599.

For more information, visit the Kawasaki website.

The post Kawasaki Announces More 2023 Returning Models first appeared on Rider Magazine.
Source: RiderMagazine.com

2023 Suzuki GSX-R Series

2023 Suzuki GSX-S

2023 Suzuki SV650 and V-Strom 650 Adventure Series

2023 Suzuki Burgman 400 Scooter

2022 Motorcycle of the Year Finalists

And the 2022 Motorcycle of the Year Winner is…

SUZUKI GSX-S1000GT+

2024 Can-Am Origin

2024 Can-Am Pulse

2023 CFMOTO 800 ADVentura

2023 KTM 450 SMR

2023 LiveWire S2 Del Mar

2023 Royal Enfield Scram 411

2023 Suzuki V-Strom 1050

2023 Suzuki V-Strom 1050DE and V-Strom 1050DE Adventure

2023 Triumph Tiger 1200

2023 Suzuki V-Strom 1050DE and V-Strom 1050DE Adventure

2022 Ducati Multistrada V4 Pikes Peak Specs

2023 Royal Enfield Scram 411 Specs

Out On the X

What’s the Verdict?

2022 Ducati DesertX Specs

2023 CFMOTO 800 ADVentura Specs

2023 Kawasaki Ninja 1000SX

2023 Kawasaki Ninja 400 and Ninja 400 ABS

2023 Kawasaki Z H2 and Z H2 SE

2023 Kawasaki Z900RS and Z900RS Cafe

2023 Kawasaki Z400 ABS

2023 Kawasaki Vulcan S, Vulcan S ABS, and Vulcan S Cafe

2023 Kawasaki Vulcan 900 Classic, Vulcan 900 Classic LT, and Vulcan 900 Custom

2023 Kawasaki Vulcan 1700 Voyager ABS

2023 Kawasaki Versys-X 300 and Versys-X300 ABS

2023 Kawasaki KLR650 and KLR650 ABS

2023 Kawasaki KLR650 Adventure and KLR650 Adventure ABS

2023 Kawasaki KLR650 Traveler ABS

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