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2023 Yamaha MT-09 SP | First Ride Review

May 2, 2023 mcnews Leave a comment

In January of this year, EIC Greg Drevenstedt asked me what was on my list of “riding resolutions” for 2023. I had heard about the Yamaha Champions Riding School from content we had published, and even though I have no false pretenses about my future as a professional racer, I told him I would love to attend one of the YCRS classes – even better on a bike like the Yamaha MT-09 SP.

The reason for the latter is that I knew my normal cruiser was clearly not going to be the optimal bike for the two-day ChampSchool class I would attend at the end of January at the Las Vegas Motor Speedway. Since the program has “Yamaha” in the name, we opted for one of their bikes.

Yamaha MT-09 SP: Take a Ride on the Dark Side

The Yamaha MT-09 naked bike was introduced in 2014 and was a crowd pleaser from the jump. In 2021, the bike received a major overhaul, and the up-spec MT-09 SP was introduced. Displacement on the MT-09’s CP3 inline-Triple was bumped from 847cc to 890cc, and claimed output increased to 117 hp and 69 lb-ft of torque. Yamaha also updated the throttle-by-wire and slip/assist clutch and added a quickshifter.

A 6-axis IMU derived from the YZF-R1 manages the bike’s traction control, slide control, and front-wheel lift control systems. The IMU was designed to be smaller and lighter, and along with other weight-shaving measures, including spin-forged aluminum wheels and an aluminum swingarm, the MT-09 comes in at a trim 417 lb, with the up-spec SP at 419 lb. Both bikes also have two levels of ABS intervention and four D-Mode engine maps that regulate engine response and output.

GEAR UP

Helmet: HJC RPHA 91
Jacket: Joe Rocket Sinister
Gloves: Joe Rocket Super Moto
Pants: Joe Rocket Anthem Jeans
Boots: Joe Rocket Sonic X

To create the MT-09 SP, which retails for $11,499 (a $1,700 premium over the standard MT-09), Yamaha added high- and low-speed compression adjustability and sportier damping to the KYB 41mm inverted fork and swapped the KYB rear shock for a premium Öhlins unit that is fully adjustable and includes a remote preload adjuster. The SP also has standard cruise control and styling inspired by the YZF-R1M.

Southern California to Southern Utah

I picked up the MT-09 SP from Cypress, California, the weekend before ChampSchool. The first thing I noticed when I fired up the bike was the sound. It’s not the low rumble I’m used to from my V-Twin, but it emits a nice throaty bellow from the symmetrical muffler with dual outlets mounted under the bike. The pleasing tones continue into the mid- and upper-range thanks to the three variable-length intake ducts that also came along with the 2021 upgrade.

With the suspension and other settings dialed in, I set off for the 450-mile ride back to my home in southern Utah. On the unfamiliar California highway system, I was glad to be on the MT-09 SP. Its throttle-by-wire provides smooth, crisp response. Even in D-Mode 2 (moderate engine response), overtaking was a breeze when I needed to, and when a quick stop was required, the radial-mounted Nissin master cylinder, 4-piston calipers, and dual 298mm floating discs up front worked in concert nicely.

My mid-January ride started in beautiful weather, but right around San Bernadino, I hit a 20-mph headwind that stuck around for almost the entire 200 miles to Las Vegas. Enter cruise control.

I’ve never ridden a bike with cruise control – and I was okay with that fact. It seemed like there was something inherently unnatural about cruise control on a motorcycle, and on a bike like the MT-09 SP, it felt akin to taking your hands off the steering wheel of a rocket (and yes, I’m aware it’s actually called a “reaction wheel,” but you get the idea). However, with those kinds of winds on the naked bike, I felt more like I was just fighting to hold on as opposed to controlling the motorcycle, and cruise control became my new best friend.

However, I think the cruise control could use some improvement. Once it’s turned on and engaged, cruise control can be disengaged by applying the brakes, throttle, or clutch, but the on/off, set, and resume buttons are a stretch from the left grip, and they’re small. With my winter gloves on, when I had disengaged the cruise control and then attempted to reach my thumb across to hit resume, several times I inadvertently ended up hitting the on/off button by mistake, which resulted in deceleration when I didn’t want to slow down. Then I had to start the process over, turning it back on and re-setting my speed. The placement and size (or style) of the cruise control buttons could be made more user-friendly.

To the Track…and Beyond!

One place I certainly wasn’t using the cruise control was at the Las Vegas Speedway, and this is where the MT-09 SP really shined.

Yamaha Champions Riding School ChampSchool Yamaha MT-09 SP — Taking a breather between track sessions at ChampSchool with the Yamaha MT-09 SP. Is it obvious that I’m not used to track leathers?

The quickshifter was a thing of beauty for getting up to speed (at the behest of my instructor to practice blipping the engine on downshifts, I didn’t use the quickshifter there, but it was smooth when I tried it elsewhere). The quickshifter has up/down arrows that light up on the 3.5-inch color TFT display when it’s possible to use the feature in each gear, which is handy. However, despite the manual’s recommended speeds for shifting, I found the transition from 1st to 2nd kind of clunky at the recommended 12 mph. It was definitely smoother if I accelerated a little more before using the quickshifter.

The MT-09 SP combines traction control, slide control, and wheelie control into four TCS settings: 1 (minimal intervention), 2 (moderate intervention), Manual (settings can be customized), and Off. At the track, at my instructor’s recommendation, I had TCS mode set at level 2, which is moderate intervention across the board. There was one particular turn where I felt the rear end slip out a little on multiple passes, but the traction control did its job with subtle intervention.

For someone who had never been on a track, I felt surprisingly comfortable on the MT-09 SP – several instructors said, “Oh yeah, that’s a good one.” I was able to trust in its abilities while practicing the finer details of track riding. And when it came to riding the MT-09 SP in a favorite canyon closer to my home, all the thought-out details that went into the 2021 upgrade – from the lighter curb weight, stiffer chassis, and throttle-by-wire to the up-spec suspension of the SP – worked together for some nice carving, as well as quick evasive maneuvering around a couple corners where heavy precipitation had loosened some rocks from the roadside cliffs and dropped them in my unsuspecting path.

As I mentioned in my report on the YCRS ChampSchool, I’ve always been more of a cruiser guy than a sportbike guy, but after more than 1,300 miles on the 2023 Yamaha MT-09 SP, including track, interstate, around town, and canyon riding, I’d gladly take more rides on the dark side.

Read all of Rider‘s Yamaha coverage here.

2023 Yamaha MT-09 SP Specs

Base Price: $11,499
Website: YamahaMotorSports.com
Warranty: 1 yr., unltd. miles
Engine Type: Liquid-cooled transverse inline-Triple, DOHC w/ 4 valves per cyl.
Displacement: 890cc
Bore x Stroke: 78.0 x 62.1mm
Horsepower: 117 hp @ 10,000 rpm (factory claim)
Torque: 69 lb-ft @ 7,000 rpm (factory claim)
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: O-ring chain
Wheelbase: 56.3 in.
Rake/Trail: 25 degrees/4.3 in.
Seat Height: 32.5 in.
Wet Weight: 419 lb
Fuel Capacity: 3.7 gal.
Fuel Consumption: 48.3 mpg

The post 2023 Yamaha MT-09 SP | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2023 Royal Enfield Hunter 350 | First Ride Review

April 26, 2023 mcnews Leave a comment

The Royal Enfield Hunter 350 is an urban prowler, designed to explore the concrete jungle with grace and agility. We tested this new roadster in and around San Diego to see if it truly excels in the city as intended and if it has enough mojo to keep pace out of town as well.

Royal Enfield has been in continuous production since 1901, and the brand excels in the small- to mid-sized motorcycle segment. It also excels in honoring its British heritage with a classic-meets-modern aesthetic, making for motorcycles that catch your eye and take you back to simpler times.

While Royal Enfields are plentiful in India, where the bikes are produced and smaller-displacement bikes are the norm rather than the exception, the brand has been making strong headway in North America the past few years as well. Ron Luttrell, VP of sales and dealer development, reported that Royal Enfield has seen a 317% growth in U.S. sales since 2019 and that they’ve recently reached their goal of 10,000 units sold in North America. Not too shabby. With the introduction of the Hunter 350, it’s clear Royal Enfield is looking to hold onto that forward momentum.

Next-Gen Geometry

Royal Enfield’s Hunter 350 shares the same 349cc J-series Single as the Classic 350 and Meteor 350. When we tested the 2021 Meteor 350, the engine put out 18 hp and 18 lb-ft of torque at the rear wheel on Jett Tuning’s dyno. While the engine has been tuned for relaxed urban riding, what truly makes the Hunter 350 stand apart from its stablemates is its chassis geometry. With a shorter wheelbase and a steeper rake, as well as a lower curb weight, the Hunter provides a more accessible, nimble riding experience than what you might find on the Classic or the Meteor. That, coupled with an attractive and youthful styling, will allow the Hunter 350 to attract and fill the needs of a different rider demographic.

At the U.S. press launch in San Diego, the Hunter’s MSRP, which had been kept hush-hush until that moment, was revealed. The bike will start at $3,999, with some color options adding $200. When the price went up on the big screen, the journalists expressed their surprise, followed by applause. This low price, coupled with the bike’s youthful style and smaller size, is sure to bring in new and young riders.

The number of color options is also sure to please riders on the hunt for a motorcycle that fits their style. The Dapper White, Dapper Ash, and Dapper Grey will be priced at the lower $3,999, while the two-toned Rebel Black, Rebel Blue, and Rebel Red colorways retail for $4,199. All six color options were available for our test ride, and I immediately claimed the Rebel Red before anyone else could take it.

Swinging a leg over the bike in the hotel parking lot, I immediately felt at ease. The upright seating position was comfy, and the contoured seat was plush but supportive. With a 31.1-inch seat height, the Hunter 350 had me tip-toeing, but I was the only journalist at the launch who couldn’t flat-foot on it (I’m 5-foot-1). Even with my short legs, I had no trouble reaching everything I needed to reach.

The uncluttered and simple design added to the at-ease feel of the motorcycle. A single round digital and analog instrument display was easy to read and didn’t offer too many options or information to distract me from the simple joy of riding. There’s something to be said for having a customizable display with all the bells and whistles, but sometimes those things get in the way of a pure motorcycling experience.

After getting acquainted with our mounts, we rolled out onto the street, and that’s when the real fun began.

Good Times

We started the first half of the day riding through San Diego, from neighborhoods to downtown, including shop-lined streets and beach-side roads. I have never ridden a motorcycle that feels so at home in the city. This motorcycle made me feel like I was much better at slow-speed turns than I am. It’s small enough to squeeze into tight spaces and wheel around without trouble.

The maneuverability of this bike is mostly due to its chassis geometry, something Royal Enfield said it put a lot of effort into getting just right for this type of riding environment. The Hunter has a 25-degree rake and a wheelbase of just 53.9 inches using 17-inch front and rear wheels. It’s lighter than the other Royal Enfield models with the 350 engine, with a claimed curb weight of 400 lb (the Meteor 350 and Classic 350 have curb weights of 421 lb and 430 lb, respectively). All of these characteristics give the Hunter an agility that took stress out of riding through busy city streets.

The Hunter’s styling certainly belongs in the retro-inspired Royal Enfield family, but it looks like the cool teenage cousin who just flew in from the city for a family holiday, the one all the other kids are jealous of. The bike has a youthful character, in both riding experience and personality, that will make anyone feel young again.

For braking, the Hunter 350 comes with a 300mm disc with a twin piston ByBre caliper up front, a 270mm disc with a single piston ByBre caliper in the rear, and ABS. I found braking power to be dialed in well for the sudden and frequent stopping of city riding. The suspension consists of a nonadjustable 41mm fork with 5.1 inches of travel and dual rear shocks with six-step adjustable preload and 4.8 inches of travel. The suspension also felt well-suited for its intended purpose. None of these components are state-of-the-art, but they did their job well for a bike with a price tag of about $4K, which is all I could ask of them.

Far and Wide

After experiencing how well-suited the Hunter 350 is to an urban environment, I was curious to find out if it could hold its own outside of town. Would that slow-speed agility affect the bike’s stability at higher speeds? To my delight, there was no compromise to be found. On the twisty roads up Otay Mountain, we pushed the Hunter 350 to its limit.

There’s something exciting about experiencing the full range of a motorcycle’s capabilities, from a slow roll around traffic to a full-out dash through the hills. Royal Enfield hit the sweet spot between granting the Hunter enough power to keep up with highway speeds while maintaining the bike’s tight stance and agility.

GEAR UP

Helmet: Scorpion EXO Covert FX
Jacket: Joe Rocket Wicked
Gloves: Joe Rocket Ballistic Ultra
Pants: Alpinestars Daisy V2 Women’s Riding Denim
Boots: Joe Rocket Trixie

That being said, if you’re commuting on the interstate every day, this might not be the ideal ride for you. With a top speed of about 75 mph, we were riding full-out on the freeway to get back to the hotel. The Hunter 350 held that speed smoothly and comfortably, but it would be preferable to have a little power on reserve in case I need to dart away from a dangerous situation, and the Hunter 350 didn’t have that. But I appreciated how steadily it could hold its top speed without feeling too stressed or overworked.

All Good Things…

All too soon, our riding day had come to an end. A testament to the Hunter 350 is that, after a full day of riding on a variety of roads, I was ready to keep going. Taller riders might feel fatigued more quickly by the Hunter’s smaller stature, but this model fit me so well and was so stress-free to ride that I saw no reason to get off it. If it weren’t for my rumbling stomach calling for the taco bar and the fact that I’d be completely lost in San Diego without a guide, I’d have been tempted to roll right on past the hotel’s parking lot and keep going.

This proabably isn’t the motorcycle that your Harley-or-nothing leather-clad uncle is going to buy, but for riders looking for a fun, agile, and affordable option, the Hunter 350 hits the nail on the head. I love to see more affordable motorcycles entering the market, and I believe this is an option that will make owning a motorcycle and experiencing the rides we all love a little more attainable for a new generation of motorcyclists.

2023 Royal Enfield Hunter 350 Specs

Base Price: $3,999

Website: RoyalEnfield.com

Warranty: 3 yrs., unltd. miles w/ roadside assistance

Engine Type: Air/oil-cooled Single, SOHC w/ 2 valves

Displacement: 349cc

Bore x Stroke: 72.0 x 85.8mm

Horsepower: 18.0 @ 6,200 rpm (rear-wheel dyno, 2021 Meteor 350)

Torque: 18.2 lb-ft @ 3,500 rpm (rear-wheel dyno, 2021 Meteor 350)

Transmission: 5-speed, cable-actuated wet clutch

Final Drive: Chain

Wheelbase: 53.9 inches

Rake/Trail: 25 degrees/3.7 in.

Seat Height: 31.1 in.

Wet Weight: 400 lb (factory claim w/ 90% fuel)

Fuel Capacity: 3.4 gal.

The post 2023 Royal Enfield Hunter 350 | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2023 Yamaha MT-10 | Tour Test Review

April 4, 2023 mcnews Leave a comment

Some rides are more challenging than others. Sometimes we seek out the challenge, and sometimes the challenge finds us. It was a little of both when I found myself stopped on the side of the road, trying to stay upright on a Yamaha MT-10 while being battered by 60-mph winds and sandblasted by a dust storm.

It was Valentine’s Day, and I was headed for Las Vegas to attend the AIMExpo dealer show while a winter storm was sending a freight train of frigid air down from the Sierra Nevada mountains. South of me on Interstate 15 in the Mojave Desert, tractor-trailers were being overturned by the wind. I had avoided that route because I’ve ridden it a million times and find it boring, so I was taking a longer, more scenic ride along part of the Eastern Sierra Scenic Byway (U.S. Route 395) and through Death Valley.

Related: 2023 AIMExpo Highlights

While I expected it to be a cold, windy day – and was warmly cocooned in my Zerofit HeatRub baselayers, Gerbing’s 12V heated jacket liner and gloves, and traffic-cone-orange Aerostich R-3 suit – I didn’t anticipate it would be quite this bad. My arms and neck were sore from leaning into the wind for the past couple of hours, and things went from bad to worse after I filled up in Olancha and turned east on California Route 190 across the Owens Valley. The snowcapped Sierras were partly obscured by dusty haze, and soon I became engulfed in a beige cloud and got blitzed by stinging sand.

After a few gusts nearly knocked me off the road, I slowed way down and turned on my hazard flashers. At one point, I stopped on the side of the road to get my bearings near the Olancha Dunes OHV area, with my legs splayed like outriggers and my feet planted firmly on the ground. I didn’t dare get off the bike or it would have toppled over, but I managed to dig my phone out of my pocket to capture a video of the blasting sand starting to cover the road and slamming into me and the bike like millions of miniature BBs.

Once you’re in it, you’re in it. You can either wait it out or proceed with caution.

Sport-Touring on the 2023 Yamaha MT-10

In calmer days last fall, I traveled to North Carolina to attend the press launch for the Yamaha MT-10, a naked sportbike based on the YZF-R1 that was updated with engine refinements, R1-sourced electronics, new styling, and revised ergonomics.

The MT-10’s suck-squeeze-bang-blow comes courtesy of a 998cc inline-Four with a crossplane crankshaft that produces sound and feel like a V-Four, and its aural symphony is amplified by acoustic sound grilles atop the air intakes on either side of the tank.

At the launch, we rode stock MT-10s in the Cyan Storm colorway, which has a mix of gloss black and gray bodywork with bright blue wheels. One of the Yamaha guys rode a Matte Raven MT-10 fitted with factory accessories: Windscreen ($249.99), GYTR Frame Sliders ($209.99), Comfort Seat ($299.99), Rear Rack/Top Case Mount ($250.99), 39L Top Case ($241.99), and Universal Mount ($24.99). After the launch, Yamaha agreed to let us borrow the accessorized bike for an extended test.

The first thing we did was take the MT-10 down to Jett Tuning for a dyno run. Measured where the rubber meets the road, the MT-10’s quartet of 249.5cc cylinders chuffed out 138.5 hp at 10,200 rpm and 76.5 lb-ft of torque at 9,000 rpm. Yes, that’ll do nicely.

Then we flogged it around town and up and down the canyon roads that make Southern California such a land of milk and honey for motorcyclists. The balance and smoothness of an inline-Four is always a delight, but the MT-10’s particular blend of herbs and spices is truly mouth-watering. Twist the throttle hard, and the bike leaps forward, emits a joyful noise, and flashes an amber light as the wheelie control keeps the front wheel close to the ground.

GEAR UP

Helmet: Schuberth C5
Suit: Aerostich R-3
Gloves: Aerostich Elkskin Gauntlet
Boots: Sidi Gavia Gore-Tex

Have Trunk, Will Travel

Flash forward to my trip in February. The temperatures had been in the 40s all morning, and after making it through the dust storm and climbing out of the Owens Valley, it dropped into the 30s by the time I stopped for a photo in front of the Death Valley National Park sign. It was a Tuesday, and there were few cars on the road – just the way I like it.

2023 Yamaha MT-10 Death Valley National Park — A gritted-teeth smile and a powdered MT-10 after the first dust storm.

No matter how many times I visit Death Valley, I never get tired of it. Covering nearly 5,271 square miles, you could fit Rhode Island and Delaware within its borders and still have 1,237 square miles left over. It’s a place of extremes, contrasts, and wonders. And with nearly 1,000 miles of paved and unpaved roads ranging from tame to intense, it’s a two-wheeled playground.

I savored the long, winding descent into Panamint Valley, enjoyed the sweeping curves up to 4,956-foot Towne Pass, and cruised the 17 miles back down to sea level at Stovepipe Wells in Death Valley. After passing Mesquite Dunes, I was engulfed in another dust storm near the Devil’s Cornfield, where clumps of arrowweed resemble corn stalks. Even though wind was battering me, dust was obscuring the wide-open views that make Death Valley such a unique place, and hours of being cold were beginning to take their toll, it felt good to be hundreds of miles away from my desk.

The windscreen provided more protection than the MT-10’s stock flyscreen but not by much. The comfort seat, however, was a huge improvement over the stock seat. It has a flatter shape, more supportive foam, and a suede-like finish. The top case provides 39 liters of lockable storage, and I used it as a solid anchor point for my Nelson-Rigg Hurricane 2.0 Waterproof Backpack/Tail Pack that sat on the passenger seat. For those who want more storage, Yamaha sells a 50L Top Case ($298.99), Side Case Brackets ($249.99), and MT Soft ABS Side Cases ($484.99).

By the time I made it to Las Vegas, the MT-10 no longer looked Matte Raven but a light gray because it was so powdered with dust and grit. In my hotel room, I poured handfuls of sand out of the pockets of my Aerostich suit.

Cold and Flat

As I wrote about in First Gear last month, it wasn’t just me at AIMExpo. Our dispersed editorial team also came together in Las Vegas, and we enjoyed a group ride to Hoover Dam and Valley of Fire State Park. In the hotel parking garage after the ride, my colleague Kevin Duke pointed out the center of the MT-10’s rear tire was getting thin on tread. Admittedly, of the 2,000 miles on the bike’s odometer, most of them had been ridden with little to no lean angle, but I figured the tire had enough life left to get me home.

From Vegas, I rode north on I-15 to St. George, Utah, where I spent the weekend with my father and stepmother. Wanting to avoid the interstate for the long ride home, Dad helped me plot out a route west through the sparsely inhabited interior of Nevada.

2023 Yamaha MT-10 Snow Canyon State Park Utah — Sunrise at Snow Canyon just north of St. George, Utah. It stayed below freezing for the next two hours.

On Presidents Day, I suited up, plugged in my heated apparel, and set off north from St. George on State Route 18, which passes by Snow Canyon on its way to Enterprise. Dawn was just breaking, and it was below freezing – and it stayed that way for the next two hours, mostly down in the 20s. My heated gear did its best to keep up; my core was warm, but my hands, even with the heated, insulated gloves turned to the highest setting, were still cold. The accessory I most wished the MT-10 had was heated grips (Yamaha doesn’t offer them).

2023 Yamaha MT-10 Cathedral Gorge State Park — Cathedral Gorge State Park.

After crossing into Nevada, my teeth chattered as I rode over 6,718-foot Panaca Summit, and then I made a brief stop at Cathedral Gorge State Park, which has walls of eroded bentonite clay that look like intricate sandcastles. Continuing southwest on U.S. Route 93, I went from cold to colder over 6,243-foot Oak Springs Summit. At Crystal Springs, I turned onto Nevada Route 375, known as the Extraterrestrial Highway because it passes near Area 51, the infamous secret government facility where there have been reports of UFO sightings.

2023 Yamaha MT-10 Extraterrestrial Highway Nevada Route 375 — Nevada Route 375 is known as the Extraterrestrial Highway. With its beady headlights, the MT-10 looks a bit extraterrestrial itself.

Nevada is known for its “basin and range” topography, with abrupt changes in elevation as you travel over steep mountains and across wide, flat valleys. I passed over two more of Nevada’s summits – Hancock and Coyote, both around 5,500 feet – before reaching the rundown town of Rachel, home to the Little A’le’inn bar/restaurant/motel, the Alien Cowpoke gas station, and scattered mobile homes.

2023 Yamaha MT-10 Area 51 — This is the only UFO I saw in the vicinity of Area 51.

Other than a few overpriced souvenirs, Rachel didn’t have much to offer. Route 375 passes through vast emptiness, but there was no evidence of Area 51 or anything otherworldly.

My dogleg westward route eventually brought me to the old mining town of Tonopah for gas. I entered California by way of Nevada Route 266, which took me over 7,420-foot Lida Summit, the highest pass of the day.

2023 Yamaha MT-10 Westgard Pass — It was cold and windy for 1,600 miles.

After crossing the state line, I stopped at a ranch that straddles both sides of California Route 168. Nearly 15 years ago, on a moonless night at that very spot, I crashed a Ducati GT1000. I had no business riding through an open range area after dark, but I had left home late and was on my way to meet my father at the Bonneville Salt Flats. I suddenly came upon a herd of black cows on the road, grabbed a handful of brake lever, locked up the front wheel, and went down.

All things considered, I was lucky. It could have been much worse that night. My apparel was thrashed, but I wasn’t hurt and the bike was rideable. The Swiss Army knife that I carry in my pocket to this day still bears scratch marks from sliding along the pavement during that crash. Had I not stopped this time around to preserve the memory with a photo, I wouldn’t have noticed that the MT-10’s rear tire, with just 2,600 miles on it, was worn down to the cords. Bridgestone Battlax Hypersport S22 tires are marvelously grippy, but they’re not much for longevity.

I rode slowly and gingerly for the next 50 miles, which, regrettably, also happened to be the curviest section of my entire trip. I made it over 6,373-foot Gilbert Pass and 7,271-foot Westgard Pass on my way to Big Pine, a small town that sits in the shadow of the Sierras on U.S. 395. I was safe and sound, but I was 250 miles from home.

Unwilling to risk a catastrophic blowout, I got a motel room and hunkered down. The next day, my dear wife drove up to Big Pine in our 4Runner with a motorcycle trailer and rescued me. It’s not how I wanted the trip to end, but once again, it could have been much worse. Maybe my guardian angel lives at that ranch out on Route 168.

How about a Tracer 10 GT?

The MT-10’s performance, handling, and ergonomics make it a great streetbike, and with some accessories, it makes for a very sporty sport-tourer. In fact, we’d love to see a Tracer 10 GT version with an even taller windscreen, a lower fairing, heated grips, wind-blocking handguards, hard saddlebags, and higher-mileage sport-touring tires. Hey Yamaha, whaddaya think?

See all of Rider‘s Yamaha coverage here.

2023 Yamaha MT-10 Specs

Base Price: $14,199
Price as Tested: $15,477
Website: YamahaMotorsports.com
Engine Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl.
Displacement: 998cc
Bore x Stroke: 79.0 x 50.9mm
Horsepower: 138.5 hp at 10,200 rpm (rear-wheel dyno)
Torque: 76.5 lb-ft at 9,000 rpm (rear-wheel dyno)
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: Chain
Wheelbase: 55.3 in.
Rake/Trail: 24 degrees/4.0 in.
Seat Height: 32.9 in.
Wet Weight: 467 lb
Fuel Capacity: 4.5 gal.
Fuel Consumption: 36 mpg

The post 2023 Yamaha MT-10 | Tour Test Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2023 Husqvarna Norden 901 Expedition | First Ride Review

March 23, 2023 mcnews Leave a comment

2023 Husqvarna Norden 901 Expedition Ride Review — The 2023 Husqvarna Norden 901 Expedition arrives just one year after the introduction of the Norden 901 and is more off-road and touring ready. (Photos by Sebas Romero & Marco Campelli)

Walking up to the Husqvarna Norden 901 Expedition for the first time, the bold graphics caught my eye. In a departure from the subdued matte-black paint scheme on the standard Norden 901, the Expedition sports a blue and white colorway with yellow accents, a large white Husqvarna logo, and white handguards and side panels. Like the standard model, the graphics include topographical lines that bring to mind far-flung places where one might venture on the Expedition.

The visual prowess of the new machine got me excited. The inverted WP Xplor fork – an upgrade from the WP Apex unit on the standard Norden – has an eye-catching WP logo and red accents on the silver tubes. The wrap-around skid plate is big and rugged, protecting both the underside of the engine and the lower pods of the horseshoe-shaped fuel tank.

The Expedition looks the business, and all I wanted to do was ride it.

But is it the off-road beast I wanted the first Norden to be? The standard model was released just last year, and it planted a prominent flag for Husqvarna – a legendary off-road brand – onto the ADV landscape. The Expedition ups the platform’s game with higher-spec WP Xplor suspension, a taller windscreen, and side carriers with a pair of 18-liter waterproof saddlebags. Several optional features and accessories for the Norden are standard on the Expedition, including the Explorer ride mode, a beefier skid plate, heated grips and seat, a centerstand, and Bluetooth connectivity for infotainment and navigation. It’s priced at $15,799, a $1,300 premium over the Norden 901.

Enough speculating, let’s ride!

Husqvarna Norden 901 Expedition in South Africa

Husqvarna did an amazing job plotting a route up and down epic mountains, over rolling hillsides, and along rugged coastlines near Cape Town, South Africa. Our first day started with a short stint on the freeway to get comfortable on the machine, and then we wicked it up on a hardpacked gravel road through vineyards and recently harvested grain fields. It was super dusty, so we tried leaving enough space between riders to avoid the dust without losing sight of those ahead of us. With a quick glance down, I saw 136 kph (84 mph) on the TFT display, and I wondered, Are we in a hurry?

GEAR UP

Helmet: Arai XD-4
Jacket: Alpinestars Bogota Pro Drystar
Gloves: Alpinestars Bogota Drystar XF
Pants: Alpinestars Bogota Pro Drystar
Boots: Sidi Adventure 2 Gore-Tex

Our route took us along the edge of a lake, and the scenery was breathtaking. Then we returned to the tarmac and blasted down a beautiful canyon road with towering cliffs, majestic mountains, and deep ravines. Back and forth we went, from gravel roads to highways at a brisk pace. The Norden’s 889cc parallel-Twin, which cranks out a claimed 105 hp and 73.8 lb-ft of torque, was pegged at 7,000 rpm in 6th gear without complaint, even though redline is 8,500 rpm.

Day 2 brought more serious off-road terrain, with technical two-track, wet sand, and gnarly, rutted-out hillclimbs. At one point, facing exposed rocks and step-ups as the trail steepened toward a peak, I thought to myself, There’s no way this bike is making it to the top. It looked like something only an enduro bike should tackle but not this bike, not with its road-biased tires with 36 psi in them. But the Norden proved to be quite the mountain goat, and we successfully summitted the hill.

Then it was on to an enduro-type loop section with sand, loose red rock, hardpacked dirt, and a wet, grassy stretch. We did several loops, each slightly faster and messier than the last, pushing the Norden 901 Expedition harder with each pass. Then we charged up a steep and crumbling single-lane paved road. What a climb, and what a view from the top! It was an amazing couple of days to test an adventure bike – the perfect mix of a challenging route and out-there countryside.

Report Card

The Husqvarna Norden 901 is built on the same platform as the KTM 890 Adventure and 890 Adventure R, a bike I’ve previously sampled. They share an engine and much of the same technology, such as ride modes, cornering ABS and traction control, Motor Slip Regulation, and a quickshifter. As on the KTMs, ABS is linked to the ride modes, so selecting the Street or Rain ride mode activates the Road ABS mode, and selecting the Offroad or Explorer ride mode activates the Offroad ABS mode.

But the Explorer ride mode is fully customizable. Riders can select among four different throttle-response maps (Rally, Offroad, Street, or Rain), select either ABS mode, and toggle between 10 levels of traction control for the rear wheel on the fly, ranging from Level 0 (off) to Level 9 (most intrusive). I found that Level 3 allowed for nice power slides without letting things get too out of hand.

The biggest change on the Expedition relative to the standard Norden 901 is the suspension. Compared to the WP Apex setup on the base model, the Expedition’s WP Xplor fork has larger diameter tubes (48mm vs. 43mm) and more travel (9.4 inches vs. 8.7 inches), and the Xplor PDS (Progressive Damping System) shock also has more travel (9.4 inches vs. 8.5 inches). The KTM 890 Adventure R also has Xplor suspension, but the Expedition has softer damping for a more comfortable ride. After two hard-charging days of riding, I can tell you that the bike’s handling is phenomenal.

On pavement, the added stiffness of the 48mm fork kept the front end firmly planted no matter how hard I pushed into turns, even with the additional travel. The damping allowed the Expedition to float down the road, but it never felt spongy or bouncy. Off-road was a different story. At high speeds on long, fast gravel roads, I felt equally confident until I hit a loose rock or pothole and the handlebar did a quick 1-2-3 twitch – just enough to remind me to tone it down. On gnarly trails, I felt the softness of the stroke and used all the travel, but it never held me back and I experienced less jarring on my body than what I’ve experienced on the 890 Adventure R.

Before the more technical riding on Day 2, I asked the Husqvarna techs to firm up the damping front and rear (there’s a settings chart under the rider seat). Adjusting the fork is simple since there are compression and rebound clickers atop the fork tubes; adjusting the shock requires tools that are found in the toolkit under the side panel. The changes made a big difference. On the road, I could feel small imperfections in the tarmac, and I could dive into corners with even more confidence and speed. Off-road was even better. I felt more in tune with the bike, allowing me to push the limits. There was no more twitch at high speeds, and the bike tracked straighter through sandy sections. On rough, rocky trails, the tires didn’t deflect as much, though it would have been even better if we could have aired them down.

The Pirelli Scorpion Rally STRs on the Expedition, which have roughly a 70/30 on/off-road bias, performed well on pavement and on fast-paced gravel roads. We flogged them hard, and they provided confident, consistent grip. In sand and on some of the more technical off-road sections, however, I would have preferred a more aggressive knobby. Tires are always a compromise, and the Pirellis are versatile tires with big knob blocks that should hold up well during long multiday tours.

Jack of All Trades

Adventure bikes have a tough job. They need to be rugged and capable of tackling a wide variety of off-road terrain, they need to be robust enough to withstand abuse and carry heavy loads, and they need to provide enough power, comfort, and sophistication to satisfy riders who want to carve canyons or cross continents.

The Norden’s tubular chromoly-steel trellis frame is light and strong and uses the engine as a stressed member for added rigidity. The rest of the chassis consists of a steel trellis subframe and a cast-aluminum open-lattice swingarm. The steering stem, triple clamps, handlebar, and footpegs are also made of aluminum, saving weight without sacrificing durability.

The parallel-Twin engine is certainly up to the task. It’s a lively powerplant, yet dual balancer shafts keep vibration to a manageable level. It makes plenty of power and torque, its throttle-by-wire enables the selectable ride modes and other rider aids, and its 6-speed transmission is equipped with a slip/assist clutch and the best quickshifter I’ve had the pleasure of using.

Whether seated or standing, I found the ergonomics to be spot-on for my 5-foot-11 frame. The low-slung fuel tank keeps weight down low for better balance and handling, and it keeps the upper part of the tank narrow between the knees. The tank, bodywork, and windscreen kept the wind and water off me for the most part. The windscreen isn’t adjustable, but it has a cut-out in the center that smooths the airflow. There was no buffeting, and I could look side to side without the peak of my helmet getting ripped by the passing air. When seated, I felt some airflow at neck level, but I didn’t mind, especially in the warm temperatures we were riding in.

With good wind protection, cruise control, and heated grips and seat, the Expedition is a good choice for those who want to burn miles. The luggage that comes standard, however, wasn’t quite up to the task. Halfway through Day One, the crossmember that connects the two side carriers came off and went flying end over end down the road behind me. That got repaired, but after two days of thrashing, the loaded bags hung down because the stitching on the upper backing was stretching and coming undone. The side bags look good and provide useful storage, but they don’t seem robust enough for serious off-road abuse.

For digital addicts, the Expedition has a connectivity unit that allows a smartphone to be paired via Bluetooth using the Ride Husqvarna Motorcycles app, which enables phone and music functions as well as Turn-by-Turn+ navigation and route planning. Pairing a Bluetooth helmet headset with the app allows riders to listen to music and take calls, with functions controlled via the left switch cube and displayed on the TFT dash. Maps can be downloaded for use offline, and up to 128 waypoints can be added to routes. I didn’t test the app, but I found the TFT display easy to read and the menus intuitive.

See all of Rider‘s Husqvarna coverage here.

Bottom Line

Overall, my criticisms of the Norden 901 Expedition are fairly minor. I’d like an adjustable windscreen, more robust luggage, and knobbier tires, but some of that just reflects my personal preferences. If you’re in the market for a middleweight do-it-all adventure bike, especially if you put emphasis on the “touring” part of Adventure Touring, then the Expedition is hard to beat. With its excellent on- and off-road handling, versatile engine, fantastic electronics package, and comfortable ergonomics, you’ll be smiling ear-to-ear on every adventure.

2023 Husqvarna Norden 901 Expedition Specs

Base Price: $15,799
Website: Husqvarna-Motorcycles.com
Warranty: 2 yrs., 24,000 miles
Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
Displacement: 889cc
Bore x Stroke: 90.7 x 68.8mm
Horsepower: 105 hp @ 8,000 rpm (factory claim)
Torque: 73.8 lb-ft @ 6,500 rpm (factory claim)
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: X-ring chain
Wheelbase: 59.5 in. ± 0.6 in.
Rake/Trail: 25.8 degrees/4.2 in.
Seat Height: 33.6/34.4 in.
Wet Weight: 503 lb (claimed)
Fuel Capacity: 5.0 gal.
Fuel Consumption: 52.3 mpg (claimed)

The post 2023 Husqvarna Norden 901 Expedition | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2024 Triumph Street Triple 765 R/RS | First Ride Review

March 21, 2023 mcnews Leave a comment

2024 Triumph Street Triple 765 RS — Hunting for apexes at Circuito de Jerez in Spain. (Photos by Kingdom Creative)

The updated and upgraded Triumph Street Triple 765 hits a sweet spot in the sporty motorcycle market. It’s comfortable enough for commuting and light-duty touring, cool enough to hold its head high at bike nights, and fast enough for scorching trackdays. With prices starting at $9,995, it offers undeniable value for a sporting naked streetbike.

The Street Triple has been one of our favorite sports roadsters since its 2007 inception as an offshoot of the 675cc Daytona. Surprisingly lively and always playful, it was like a more exotic and more stimulating Suzuki SV650, another longtime fave that punches above its weight.

2024 Triumph Street Triple 765 R RS — The Street Triple R (left) retails for $9,995, while the RS version (right) demands a $2,600 premium.

The Street Triple 765 arrived in 2017 with a power-to-weight ratio that would humble the original 885cc Speed Triple, the Street’s older brother and one of the godfathers of the naked sportbike genre.

The revised Street Triple was a bigger, more capable machine that came in three variants: S, R, and RS, with outputs ranging from 111 hp to 121 hp.

Triumph launched its first Street Triple 765 in southern Spain, so it was fitting that we were invited back to Spain to sample the new version on Andalusian roads and the famous Jerez racetrack.

Triumph Street Triple 765 Revamped

Categorized in the U.S. as a 2024 model, the Street Triple gets an extensive overhaul this year. It enjoys many welcome upgrades and is available in three versions.

Along with the R and RS we tested, Triumph is offering a special Moto2 Edition to celebrate its involvement as the engine supplier in MotoGP’s junior category since 2019. It’s basically an RS but with clip-on handlebars, carbon bodywork, and an Öhlins fork, and it’s limited to 765 units for each of its two colorways. Retailing for $15,395, as of press time it’s sold out in most global markets but is still available in America.

2024 Triumph Street Triple 765 Moto2 in Crystal White with Triumph Racing Yellow rear subframe

Triumph reps boasted about how they took lessons learned in the Moto2 program and applied them to the streetbike. The bore and stroke of the inline-Triple remain unchanged, but most internals have been changed, including pistons, con-rods, camshafts, and valves. The piston crowns and combustion chamber are now fully machined for optimal flow and combustion, combining for a higher 13.25:1 compression ratio. The intake uses trumpets that are 20mm shorter for a stronger pull up top, and the exhaust now has just one catalyzer instead of two.

The result, according to Triumph, is an increase in power from the midrange on up. The R version claims 118 hp that arrives at 11,500 rpm, 500 revs earlier than the previous motor’s 116 ponies. The higher-spec RS variant delivers 128 hp at 12,000 rpm, a jump of 7 hp from the previous model. Torque on all models is bumped by 4% to a creditable 59 lb-ft.

New to the Street Triple is the addition of an IMU that enables precise traction-control modulation and cornering ABS. Also coming standard and cued to the IMU is one of the most seamless up/down quickshifters we’ve sampled, which uses a pressure-sensitive actuator rather than a basic switch.

Styling remains similar but freshened, with a new, sharply creased fuel tank with integrated side panels and a stubby new stainless-steel muffler tucked in next to the gullwing aluminum swingarm. The distinctive dual headlights with LED eyebrows are topped with a mini wind deflector that’s more integrated than on previous models. Scrolling LED turnsignals are a nice upmarket touch.

The chassis remains the same but tweaks to ride heights have modestly sharpened the steering geometry to aid agility. A shuffling of transmission and final-drive ratios has slightly shortened up the overall gearing for snappier engine responses.

Is R Enough?

2024 Triumph Street Triple 765 R — Tall mirrors identify this Street Triple as an R version.

The R version of the Street Triple makes a good case for saving money over its pricier RS brother. It very well could be the most appealing sub-$10,000 sporty bike on the market.

It would be unfair to cast the R as a “budget bike,” as it includes a plethora of desirable features. An aluminum frame helps keep weight to a tidy 417 lb wet, fully adjustable Showa suspension can be dialed in to personal preferences, and a Brembo brake package with radial-mount monoblock calipers provides secure speed bleeding through braided steel lines. Tire valves directed to the sides are another pleasing accoutrement.

Ergonomics are pleasantly familiar, placing a rider in a modestly leaned-over forward cant and now with a half-inch wider handlebar to aid agility. Long-legged riders may feel a bit cramped because of the high footpeg position that supplies a generous amount of lean angle before they begin dragging. The seat is reasonably comfortable and roomy, but short riders will whine about the 32.5-inch seat height. A lower accessory seat reduces height by 1 inch.

GEAR UP

Helmet: Arai Regent-X
Suit: Aerostich Roadcrafter 
Gloves: Shift Torrent SS
Boots: Alpinestars Soho

While the RS gets a vivid 5-inch TFT instrument panel, the R gets a more basic LCD screen augmented by a diminutive TFT panel. It’s perfectly adequate if not visually brilliant. Both can be connected to phones via Bluetooth.

The star of the Street Triple show is its compact three-cylinder engine that emits some of the most pleasing sounds ever trumpeted by a motorcycle – a mix of inline-Four scream tempered by a hint of twin-cylinder thrum. In addition to being delightfully sonorous and pleasingly smooth, it’s blessed with a wide swell of power that can easily carry a higher gear than typically optimum yet lunges for horizons with a howling top-end climax. Torque peaks at 5,500 rpm, which is below the halfway point of its rev range.

New throttle maps for the three ride modes (Rain, Road, and Sport) are finely tuned to deliver precise and user-friendly throttle responses. Traction and wheelie control settings are tied into each ride mode. The “Rider” mode can be tailored to personal preferences. A slip-assist clutch eases lever effort and sloppy downshifts.

Handling is another Street Triple strong point, now with minimally less rake and trail. It quickly bends into corners and provides confidence-inspiring feedback. The suspensions of the bikes on our street ride were set up to be compliant on the damp and occasionally bumpy Spanish backroads, but preload and damping (both compression and rebound) can be dialed up to suit rider weights and inclinations.

The RS version has higher-end brake components, but there’s nothing wrong with the R’s for street usage. Brembo M4.32 calipers bite on 310mm rotors up front and provide strong power and the security of cornering ABS. The brake lever next to the Nissin axial master cylinder has a wide adjustment range to suit hands of all sizes. Application of the front brake subtly engages the rear brake to help settle the chassis during corner entries, but it’s entirely seamless and can be disabled in Rider mode settings.

Story continues below 2024 Triumph Street Triple 765 R photo gallery

2024 Triumph Street Triple 765 RS On the Track

The RS version of the Street Triple includes everything good about the R and dials it up to a more premium and slightly faster experience. Stylewise, you’ll notice the addition of a chin fairing, a cowl on the passenger seat, and a stitched seat. The RS also includes a deflector in front of the rear sprocket to prevent errant items or digits from entering, an item unappreciated until it’s needed. Ask me how I know.

The RS’s cockpit is graced by TFT instrumentation that includes a lap-timer function, along with more comprehensive switch cubes. Unlike the R, the RS can be fitted with cruise control as an option. Heated grips are another option, which were gratefully fitted to the bikes on our chilly street ride. Bar-end mirrors replace the ones mounted atop the handlebar on the R.

While engine internals are unchanged from the R, different ECU settings endow it with 10 extra ponies at its top end, to 128 hp at 12,000 rpm. A higher-end Showa fork damps bumps up front, while an Öhlins shock does duty out back. Sticky Pirelli SuperCorsas replace the R’s ContiRoad rubber.

Riding a naked sportbike on a MotoGP racetrack seemed incongruous before I arrived at Circuito de Jerez, but that proved not to be the case. The Street Triple RS was fully capable of cutting quick laps, suffering only a lack of wind protection while traveling at speeds reaching 140 mph at the end of the back straightaway.

The RS adds a Track setting to the R’s ride modes, which disables the linked brakes and cornering ABS for a purer riding experience. Track mode also ups the limits of traction control, wheelie control, and ABS interventions. Kudos to Triumph for enabling high limits for the electronic nannies on track. Unlike some systems that intervene too early when riding aggressively, I wasn’t tempted to disable any of the RS’s safety nets. The TC indicator lamp frequently flashed on the TFT, but intervention was so smooth that I mostly wouldn’t have otherwise noticed it.

The bike’s handling prowess is enhanced by sharper steering geometry due to a slightly taller rear ride height, tightening the rake angle to 23.2 degrees from the R’s 23.7 with a marginal decrease in trail. The bike proves to be agile but without any hint of instability, even when the front tire is dancing just above the tarmac during acceleration events out of lower-speed corners. It’s notable that no steering damper is fitted and isn’t needed.

GEAR UP

Helmet: Arai Regent-X
Suit: Spidi Track Wind Pro 
Gloves: Spidi CarboTrack
Boots: Sidi Mag-1

Although I have no complaints about the R’s brakes for street use, I was happy to have the RS’s higher-spec units at the racetrack. The front brakes begin with a radial-style Brembo master cylinder that includes an adjustable lever ratio as well as an adjustable span feeding Brembo’s class-leading Stylema monoblock calipers. They are nothing short of stellar. Oddly, the lovely black Brembo MCS lever’s adjustment range doesn’t bring it as close to the grip as the plain-looking silver lever on the R.

The RS proved to be far more worthy of racetrack exploration than I had imagined. Its versatile and punchy motor allowed a choice of gears in corners, so it could be tractored out smartly or revved out until it screamed. Throttle modulation is excellent, and its quickshifter is a wonderful aid on track. Cornering clearance is bountiful, so you’ll need to be a bit of a track hero to drag its pegs.

Story continues below 2024 Triumph Street Triple 765 R photo gallery

What’s Not to Like About the Triumph Street Triple 765?

A sign of motorcycle excellence is when a reviewer must search for things to complain about, and that’s the case here. Really tall or really short riders might complain about the rider triangle layout, but it fit me well – I’d be comfortable enough to use it for light-duty touring and tolerate the wind blast or find a fashionable windscreen.

We know it’s a superb bike when my biggest complaint is that I couldn’t clearly see the shift lights while revving the bike out at the track. Unless you’re cutting hot laps at a racetrack, this is a complete non-issue. A larger fuel tank would be nice, but a 150-mile range isn’t a deal-breaker.

See all of Rider‘s Triumph Motorcycle coverage here.

The combination of a sonorous and thrilling motor, low weight, admirable electronics, and a playful character places the Street Triple near the top of my most desirable streetbikes. It’s more debonair than the 3-cylinder Yamahas (MT-09, XSR900) and will blow away a KTM 790 Duke. Just as thrilling and likely a bit more agile is the 890 Duke R, but the KTM retails up at $12,949 and lacks the Triumph’s soul-stirring soundtrack.

Which brings me back to the Street Triple R. It’s astonishing that a semi-exotic and highly refined motorcycle with such outsized performance capabilities can be had for less than $10K. At a $2,600 saving over the admittedly cooler RS, I’d say it’s one of the best values in motorcycling.

2024 Triumph Street Triple 765 R / RS Specs

Base Price: $9,995 / $12,595
Website: TriumphMotorcycles.com
Warranty: 2 yrs., unltd. miles
Engine Type: Liquid-cooled inline-Triple, DOHC w/ 4 valves per cyl.
Displacement: 765cc
Bore x Stroke:  78.0 x 53.4mm
Horsepower: 118 hp @ 11,500 rpm / 128 hp @ 12,000 rpm (factory claim)
Torque: 59 lb-ft @ 5,500 rpm (factory claim)
Transmission: 6-speed,
Final Drive: Chain
Wheelbase: 55.1 in.
Rake/Trail: 23.7 degrees/3.9 in. / 23.2 degrees/3.8 in.
Seat Height: 32.5 in. / 32.9 in.
Wet Weight: 417 lb / 414 lb
Fuel Capacity: 4.0 gal.
Fuel Consumption: 38.8 mpg (EPA)

The post 2024 Triumph Street Triple 765 R/RS | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2023 Suzuki V-Strom 800DE | First Ride Review

February 28, 2023 mcnews Leave a comment

The new Suzuki V-Strom 800DE casts aside the model’s V-twin engine heritage, replacing it with an all-new 776cc parallel-Twin. The new bike’s styling, however, emphasizes Suzuki’s adventure bike lineage by drawing from its late ’80s Paris-Dakar-inspired DR 750S Big. Hats off to Suzuki for nailing the aesthetics, but does the bike’s performance match its adventurous good looks?

Having spent two days riding the new V-Strom in both on- and off-road environments, it’s easy to shrug off the fact that the engine architecture strays from the model’s namesake because the new parallel-Twin is the business. It has a 270-degree crank, which gives it power characteristics similar to the 90-degree V-Twins in the V-Strom 650 and V-Strom 1050. Claimed output is 83 hp at 8,500 rpm and 57.5 lb-ft of torque at 6,800 rpm.

When a twist of the throttle requests more power, the engine responds with a torquey forward rush, and the Suzuki Cross Balancer system does a great job of quelling any excessive engine vibration. Also helping keep engine vibes to a minimum is the fact that revving the engine to redline is unnecessary due to all the fun available in the midrange.

Engine snappiness is selected via the left handlebar-mounted switchgear with a choice of three throttle-response modes: “A” is most aggressive, “B” is less so, and “C” is the mildest (best for rainy conditions). In almost all on-road circumstances, I preferred the middle-ground B mode with its slightly smoother throttle application. In the dirt, it was a 50/50 toss-up between A and B modes. And this is where Suzuki’s traction control offerings get interesting.

There are three levels of on-road traction control intervention plus an off-road G (gravel) mode, or TC can be turned off. For an intermediate dirt rider such as myself, G mode made me feel more skilled than I am because it did the work of metering rear-wheel spin before things got out of control, providing a nice balance between hero-like drifting and forward thrust. With the most aggressive throttle setting (A) and TC in G mode, I could ride to my limit without fear of over-spinning the rear wheel. Or, to work on throttle control, I turned TC off, selected the milder B mode throttle setting, and practiced spinning the rear wheel without intervention.

Another rider aid outfitted to the V-Strom 800DE is a bi-directional quickshifter – always a welcome feature in my book. I tested the system on two different test bikes to make sure what I was experiencing wasn’t an adjustment issue, and both bikes responded similarly. In essence, upshifting was akin to some sportbikes I’ve tested, wherein the faster you are accelerating and the higher the engine speed, the smoother the quickshifter functions. Not to say it was bad at lesser speeds, just not quite as smooth.

Downshifts, no matter what the situation, were a bit clunky. When standing up during off-road riding, the weight of my body hovering over the shift lever made the operation a bit easier. The quickshifter can also be turned off.

The V-Strom’s claimed curb weight of 507 lb didn’t seem to correspond with how light the bike felt while riding it. The bike’s handling manners both on- and off-road were very nimble. Being the professional that I am, I threw myself into this test by falling over in a marbly, rutted downhill hairpin directly in front of the camera crew. Embarrassing, yes, but I learned that riding an adventure bike like the V-Strom 800DE in the outback is a little less scary knowing you can pick it up by yourself after a tip-over – something that can’t be said about many of the heavier open-class ADVs.

Helping the V-Strom navigate off-road obstacles is its 21-inch front wheel, an impressive 8.7 inches of front and rear suspension travel, and 8.75 inches of ground clearance. Spoked wheels are of the tubed variety, while the Dunlop Trailmax Mixtour 90/10 tires favor on-road handling over aggressive off-road riding. The Showa inverted fork and link-type shock are fully adjustable, allowing riders to fine tune the suspension to personal preference, and there’s a remote preload adjuster for the rear.

The seating position has a natural feel with plenty of legroom and a short reach to the bars. Seat foam density is spot-on with absolutely no complaints after two days of riding. At 33.7 inches, the seat height isn’t as daunting as some other adventure bikes, especially considering the V-Strom’s suspension travel and ground clearance. While seated, the height of the wide, tapered handlebar was just right, but since I’m taller than average (5-foot-11), I was a little hunched over when standing up on the pegs. I’d prefer the handlebar to be a bit more elevated, but I suspect it would be a good fit for riders of average height.

GEAR UP:

Helmet: Arai XD-4
Jacket: Alpinestars Monteira Drystar XF
Gloves: Alpinestars Halo Leather
Pants: Alpinestars Monteira Drystar XF
Boots: Alpinestars Corozal Adventure Drystar

Braking performance of the dual 2-piston Nissin front calipers pinching 310mm discs was more than adequate in the dirt, though the street-biased Mixtour tires offered limited off-road grip. On the pavement, especially at higher speeds, there were times when more stopping power was needed but not available. At the lever, I could almost feel the rubber brake lines expanding when maximum pressure was applied. Steel braided brake lines and more aggressive pads would probably help, but 4-piston front calipers be even better. ABS is standard and offers two levels of intervention, and it can be turned off at the rear wheel.

The 5-inch color TFT instrument panel delivers information to the rider in an uncluttered, easy-to-read layout. From ABS, TC, and ride mode settings to speed, gear position, and fuel level, the information is intuitive and well-organized. The brightness of the display is adjustable, and the day/night mode background can be set to switch automatically or manually. On the left side of the display is a handy USB port for charging a phone or other electronic device.

Above the instrument panel resides an adjustable windscreen. There are three heights to choose from in 0.6-inch increments, for a total of 1.8 inches of adjustment. However, a hex key is required to remove four bolts to reposition the windscreen – a cost-saving design that cuts a little too deep for my taste. Other attempts to control costs include flimsy plastic handguards and a minimalist plastic bash plate under the engine.

The pace set by our lead rider on the morning of the first day was posted-speed-limit slow. Great for taking in the scenery of Sardinia, Italy, but as limiting as a conga-line demo ride when it comes to assessing the V-Strom 800DE’s capabilities. It was surprising that, when set free to ride at a spirited pace, I quickly found the limit of the bike’s cornering clearance when the footpeg feeler gouged its way through the pavement in the first corner of a photo pass. Rather than a criticism, however, this was a virtue. Right out of the gate, I felt comfortable pushing an unfamiliar motorcycle to its street-riding limits. And this was before making any adjustments to suspension settings. From there, I grew even more fond of the V-Strom 800DE during the next day and a half of testing.

Considering the V-Strom’s $11,349 MSRP, the technologies with which it is outfitted, and its performance in the dirt and on the pavement, Suzuki clearly did its homework and developed a great overall package for a reasonable price. The middleweight adventure segment is highly competitive, with a range of offerings from Aprilia, BMW, Husqvarna, KTM, Triumph, and Yamaha.

See all of Rider‘s Suzuki coverage here.

For those looking for a more well-endowed traveling companion, Suzuki also offers an Adventure version of the V-Strom 800DE for a $1,650 premium. The extra money gets you a pair of quick-release black-anodized 37-liter aluminum panniers, an accessory bar for mounting other accessories and protecting the side of the motorcycle (something I could have used), and an aluminum skid pan. Fuel capacity for either model remains the same 5.3 gallons.

The 2023 Suzuki V-Strom 800DE strikes a happy medium between the more diminutive V-Strom 650XT ($9,599) and the V-Strom 1050DE ($15,999). You get more of what you want – engine and chassis performance – compared to the 650 and less of what you don’t want – weight and cost – compared to the 1050. That’s a win/win.

2023 Suzuki V-Strom 800DE Specs

Base Price: $11,349
Website: SuzukiCycles.com
Warranty: 1 yr., unltd. miles
Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
Displacement: 776cc
Bore x Stroke: 84.0 x 70mm
Horsepower: 83 hp @ 8,500 rpm (factory claim)
Torque: 57.5 lb-ft @ 6,800 rpm (factory claim)
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: Chain
Wheelbase: 61.8 in.
Rake/Trail: 28.0 degrees/4.5 in.
Seat Height: 33.7 in.
Wet Weight: 507 lb
Fuel Capacity: 5.3 gal.
Fuel Consumption: 53.4 mpg (factory claim)

The post 2023 Suzuki V-Strom 800DE | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2023 Indian Sport Chief | First Look Review

February 21, 2023 mcnews Leave a comment

Indian Motorcycle has announced details of the 2023 Indian Sport Chief, a bike the company says is its most aggressive iteration of the legendary Chief.

From a visual standpoint, a new quarter-fairing sets the Sport Chief apart, combined with a new moto-style bar with a machined triple clamp and 6-inch riser. Indian says this new bar, mid-mount foot controls, and a solo gunfighter seat put riders in a “commanding yet comfortable” riding position.

The suspension and brakes of the Sport Chief get a major upgrade over previous Chief iterations. Indian bolted on the same front end as used on the Challenger bagger, including its 43mm KYB inverted fork and pair of Brembo 4-piston calipers biting 320mm rotors, which replace the Chief’s underwhelming single-disc setup.

Indian must’ve been listening when we said the 2022 Chief’s chassis was so solid and stable that it made us wish for more than just 28.5 degrees of lean angle and 3 inches of rear travel, because the new piggyback FOX shocks bump travel by an inch and lean angle by 1 degree.

Ola Stenegärd, director of Industrial Design for Indian Motorcycle, said that with the Sport Chief, the company wanted to maintain “the same care-free attitude and American muscle but elevate it even further with componentry that not only delivers a style and attitude that exudes performance but raises the bar entirely for performance cruisers.”

The Sport Chief features cast wheels (19 inches in the front, 16 in the rear) wrapped in Pirelli Night Dragon tires, a 4-gallon fuel tank, a bobbed rear fender, dual exhausts, LED lighting, keyless ignition, and three selectable ride modes: Sport, Standard, and Tour.

The new Sport Chief will boast the same blacked-out Thunderstroke 116 motor of the Dark Horse versions of the Chief, Chief Bobber, and Super Chief Limited, making a claimed 120 lb-ft of torque. When we tested the various iterations of the Chief in May 2021, the Thunderstroke 111 on the standard models offered ample power, but the 116 on the Dark Horses was even more satisfying.

As with the Dark Horse models, the Sport Chief offers a customizable 4-inch touchscreen powered by Ride Command that can also be accessed via handlebar controls. Riders can cycle through multiple interfaces, including two different gauge configurations, bike and ride information, and turn-by-turn navigation with optional connected features like weather and traffic overlays. Riders can also link up to a smartphone via Bluetooth or USB to access music and phone information, and incoming calls will appear and can be accepted or declined directly through the Ride Command system.

The Sport Chief is available in Black Smoke, Ruby Smoke, Stealth Gray, and Spirit Blue Smoke starting at $18,999. We’ll soon be taking it for a ride, so stay tuned for its road test report.

Visit Indian’s website for more information.

The post 2023 Indian Sport Chief | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2023 KTM 890 Adventure | First Ride Review

January 24, 2023 mcnews Leave a comment

To stay current with the latest technology and ahead of the competition, KTM has been on a two-year development cycle with its middleweight Adventure platform. The KTM 790 Adventure and 790 Adventure R were launched for 2019, then they evolved into the KTM 890 Adventure and 890 Adventure R for 2021, and now we have updated versions for 2023.

KTM unveiled the 2023 version of the more off-road oriented 890 Adventure R at its Adventure Rider Rally in Idaho last September, and the 2023 KTM 890 Adventure was announced two months later. The standard model and the R are mostly the same, differing only in terms of suspension, tires, seats, windscreens, and color/graphics.

When the platform debuted for 2019, KTM said the 790 Adventure was designed to be the most off-road capable touring bike and the 790 Adventure R was designed to be the most touring-capable off-road bike. They were head and shoulders above anything else in the category, and they shared Rider Magazine’s 2019 Motorcycle of Year award.

KTM has continued its two-pronged approach. To handle its more rugged mission, the 890 Adventure R is equipped with higher-spec WP XLPOR suspension, which mostly accounts for its higher price ($15,199 versus $13,949 for the standard model tested here). It also has Mitas Enduro Trail+ tires, a single-piece seat perched 34.6 inches off the ground, a short windscreen, and rally-inspired graphics.

At the press launch for the 890 Adventure in Obidos, Portugal, KTM representatives said that many customers end up buying the R over the standard model because they perceive the higher-priced one as being the better of the two. But it really comes down to where and how someone rides. If they spend most of their time on the road with occasional forays in the dirt, if their off-road riding style is more exploratory than aggressive, and if they tour with a passenger, the standard model is a better overall fit.

In that vein, KTM made the 890 Adventure more off-road capable without sacrificing its street manners or road-going comfort. New damping settings for its WP APEX suspension are less sporty, geared more toward touring comfort with or without a passenger and compliance on rough off-road terrain. The fully adjustable 43mm inverted fork has an open-cartridge design with compression in the left leg, rebound in the right leg, and new finger-turn adjusters on the fork caps. The Progressive Damping System rear shock is adjustable for rebound and preload, with an adjuster knob for the latter under the left side of the seat. And like the R, the 890 Adventure has 7.9 inches of suspension travel front and rear, 9.2 inches of ground clearance, and 21-inch front and 18-inch rear wheels.

On the technology front, there’s a new ABS unit that works in conjunction with the 6-axis IMU, and as before, there are two ABS modes: Road (full intervention front and rear, lean-angle sensitive) and Offroad (less intervention at the front, no intervention at the rear, and no compensation for lean angle). Also unchanged are the three standard ride modes (Street, Rain, and Offroad) and an optional Rally mode, all of which adjust throttle response, power, and MTC (Motorcycle Traction Control).

In the past, a rider had to select ABS mode and ride mode separately. On multiple occasions on previous models, I’ve switched over to an off-road mode, headed down a trail, and only then realized I was still in Road ABS mode. Now, when either Offroad or Rally mode are selected, Offroad ABS is automatically selected, while Road ABS is the default for Street and Rain modes.

Gear Up:

Helmet: Arai XD-4
Jacket: Fly Racing Off Grid
Gloves: Fly Racing Surveyor
Pants: Fly Racing Terra Trek
Boots: Fly Racing Milepost

A new feature on several 2023 KTM models is Demo mode, which allows a new owner to use and evaluate optional electronic upgrades for 1,500 km (932 miles) before paying for them. After the distance limit has been reached and the bike is keyed off, the options are deactivated. The owner then has the option to return to the dealer to pay for them to be reactivated. On the 890 Adventure, those options include Rally mode, Motor Slip Regulation (MSR), Quickshifter+, and cruise control, which can be purchased individually or all together as part of the Tech Pack ($549.99).

There’s also an upgraded 5-inch TFT display with new graphics, a more intuitive menu system, and color-coded pictograms of the bike – when ABS is turned off at the rear wheel, for example, it changes from green to red. With the optional Rally mode, there’s a high-contrast, minimalist Rally display that shows the slip-adjust setting, which can be changed on the fly via the up/down arrows on the switchgear. An optional connectivity unit allows the bike to be paired to the KTMconnect app via Bluetooth, which enables Turn-by-Turn+ navigation as well as music and calling functions when connected to a helmet communicator. A new call-out function lets riders create a favorites list of 10 phone numbers for quick access.

See all of Rider‘s KTM coverage here.

To underscore the 890 Adventure’s newfound off-road worthiness, at the press launch, KTM organized a challenging route near the coast of Portugal. It was a winter day that started off cold, foggy, and damp. Our ride leader was Giacomo Zappoli, KTM’s Product Marketing Manager Offroad & Travel, a young, energetic Italian who has competed in hard enduros and rally raids. After just a few miles of wet pavement, we turned onto a rough gravel road riddled with roots, ruts, and puddles, and before I had even gotten my “dirt legs,” we were throttling our way through deep sand. Alrighty then, game on.

Throughout the day, we switched frequently between paved and unpaved surfaces. The asphalt ranged from wet to dry, flat to curved, and rural to urban, along with some sketchy roundabouts. The off-road terrain included loamy single-track winding through trees, dodgy farm roads lined with ancient stone walls, packed-down gravel on a 6th-gear ridgeline dotted with wind turbines, and even a shortcut between paved sections that had us roosting our way through a small garbage dump. The variety provided the perfect opportunity to test every ride mode repeatedly in its intended environment, and the automatic selection of the appropriate ABS mode meant there was one less thing to worry about.

The 890’s softer suspension settings felt spot-on for the variable terrain, and the new Pirelli Scorpion Rally STR tires, which have a roughly 70/30 on/off-road ratio compared to the 90/10 ADV tires on the previous model, were appreciated. Countless rocks pinged off the beefier aluminum engine protector, which also covers the front and sides of the lower fuel pods on the horseshoe-shaped fuel tank. The tank’s design, introduced on the 790, carries most of the fuel down near the rider’s feet, reducing the bike’s center of gravity for better handling.

Though unchanged for 2023, KTM’s 889cc LC8c parallel-Twin remains a compact, well-balanced, lively engine. When we put a 2021 890 Adventure R on Jett Tuning’s dyno, it made 90 hp at 8,200 rpm and 62 lb-ft of torque at 6,200 rpm at the rear wheel. The ride modes allow the engine’s character to be tailored to conditions, and the Twin’s flexibility, responsiveness, and auditory rumble are well-suited to an adventure bike that will be pressed into different roles and provide enough excitement to keep things interesting.

Inspired by the KTM 450 Rally – which clinched the top two positions in the 2023 Dakar in the hands of Kevin Benavides and Toby Price – the new bodywork on the 890 Adventure has a more integrated front fairing that includes larger tank and side panels. The connection between the fairing and the frame now uses two forged aluminum components, providing additional strength as well as more load-bearing capacity for large GPS devices (there are USB and 12V outlets on the dash). The new windscreen is taller, has a steeper pitch, and includes a vertical lip at the top, as well as an opening in the center that reduces buffeting at high speed. Wind protection and airflow were noticeably improved, and the taller screen didn’t interfere with terrain reading during tricky off-road sections.

Comfort was further enhanced with an extra 0.4 inch of foam in the seat, which increases the height of the dual position seat by the same amount to 33.1/33.9 inches. To compensate for the added height, the seat has been made narrower in the front to make the effective stand-over height roughly the same. Since I have a 34-inch inseam and ample curb weight of my own, I appreciated the seat’s additional support but did not mind the extra height, even in the higher setting with rear preload cranked up a bit. Lower seats and a lowering kit are available as accessories.

Our test ride on the 890 Adventure certainly lived up to the bike’s name. I made heavy use of the brakes as I adapted to the rapidly changing conditions – both the front lever and rear pedal were easy to modulate – and the ABS intervention did its job without fail. Late in the day, as the hide-and-seek sun had dried out the pavement and we did our best to keep up with Zappoli on a particularly serpentine stretch of road, I gassed it exiting a corner and felt the rear step out. Before I could even think “Oh, sh…!” the TC light flashed and the moment passed.

Back at the hotel, my fellow North Americans and I went directly to the bar; we did not pass Go and we did not collect $200. We ordered tall glasses of beer, toasted each other, and recounted highlights of the day. We had been out in the elements, challenging ourselves, exploring a new area, and having fun. That’s what adventure is all about.

2023 KTM 890 Adventure Specs

Base Price: $13,949

Price as Tested: $14,499 (Tech Pack)

Website: KTM.com

Warranty: 2 yrs., 24,000 miles

Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.

Displacement: 889cc

Bore x Stroke: 90.7 x 68.8mm

Horsepower: 105 @ 8,000 rpm (factory claim)

Torque: 74 lb-ft @ 6,500 rpm (factory claim)

Transmission: 6-speed, cable-actuated slip/assist wet clutch

Final Drive: X-ring chain

Wheelbase: 59.4 in.

Rake/Trail: 25.9 degrees/4.2 in.

Seat Height: 33.1/33.9 in.

Wet Weight: 474 lb (claimed)

Fuel Capacity: 5.3 gal

Fuel Consumption: 52.3 mpg (claimed)

The post 2023 KTM 890 Adventure | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2023 Royal Enfield Super Meteor 650 | First Ride Review

January 18, 2023 mcnews Leave a comment

There are many definitions for the word “cruise,” but one of them is to travel “without a precise destination, especially for pleasure.” Another is to “travel smoothly at a moderate or economical speed.” Those definitions apply well to riding a cruiser like the 2023 Royal Enfield Super Meteor 650.

In America, “cruiser” brings to mind motorcycles that are long, low, and heavy, typically with a big air-cooled V-Twin and a logo from a heritage brand like Harley-Davidson or Indian on the tank. Royal Enfields have been in continuous production since 1901 – beating Harley-Davidson by two years and matching Indian’s year of birth – so it’s got the heritage part covered. But Royal Enfield takes a different approach to building a cruiser.

Inspired by the 1956-62 Royal Enfield Super Meteor 700 – U.K.’s largest-displacement Twin at the time and available with factory-fitted touring panniers – the new Super Meteor 650 is powered by an air/oil-cooled 648cc parallel-Twin and has styling that leans more British classic than American traditional. Chrome is found only on the dual exhausts and mirrors, while most other finishes are black or satin silver. It’s available in standard trim as well as with Solo Tourer and Grand Tourer accessory packages.

The Super Meteor’s wheels are cast aluminum, with a 19-incher up front carried by an inverted fork and a 16-incher out back flanked by exposed dual shocks. With reasonably generous rear suspension travel, a 29.1-inch seat height, and a 59.1-inch wheelbase, it is both taller and shorter than most cruisers. (The Indian Scout Sixty, for example, has a 25.6-inch seat height and a 62-inch wheelbase.)

Riding Through Rajasthan

Based in Chennai, India, Royal Enfield invited motojournalists from around the world to its home country for a first ride on the Super Meteor 650. Over the course of two days, we logged nearly 300 miles on rough-and-tumble roads in the western state of Rajasthan, a mostly desert region that borders Pakistan. Curves were few, but road hazards were many, including crumbling (or missing) pavement, teeth-rattling cobblestones, unexpected dips and drops, ubiquitous speed bumps of all shapes and sizes, and even a long, deep patch of sand.

The real-world handling course was made spicier by chaotic swarms of pint-sized motorcycles, smoke-belching tuk-tuks, trailer-towing farm tractors, clapped-out busses, and overloaded trucks. Since India is a former British colony, everyone drove on the left side of the road, but otherwise traffic laws were all but ignored. Oh, and let’s not forget the wandering (and sacred) cows, herds of goats and sheep, unpredictable dogs, even more unpredictable pedestrians, and a few camels.

“In India, horns are wear items,” said Mark Hoyer, Cycle World’s editor-in-chief, and using them is its own artful language. Trucks in India are often colorfully painted, and many have “BLOW HORN” written in large letters on the back.

So we didn’t exactly ride the Super Meteor 650 for pleasure, nor did we ride it smoothly or at a moderate speed. But the ride certainly was memorable.

Soul of a Royal Enfield Super Meteor

The Super Meteor 650 is the third model built on Royal Enfield’s 650 Twin platform. The first two were the Continental GT and INT650, both of which debuted for 2019. All three share an air/oil-cooled 648cc parallel-Twin with large cooling fins, SOHC with four valves per cylinder, and a single-piece forged, counterbalanced crankshaft with a 270-degree firing interval. The engine has a 9.5:1 compression ratio and runs on regular fuel, with injection and engine management supplied by Bosch. For the Super Meteor, the Twin gets new engine covers and darker finishes.

All modern Royal Enfields are jointly designed by teams at the company’s design centers in the U.K. and India. The Super Meteor 650 was extensively tested and validated with state-of-the-art rigs and lab equipment as well as a purported 1 million kilometers on a variety of roads. The engine endured 1,500 hours on the dyno under various duty cycles, and bikes were subjected to rain, deep water, mud, altitude, and harsh environmental conditions.

Although a 650 is considered a big bike in India – most motorcycles are 100-125cc – it’s considered a middleweight by American standards. The 650 Twins are global models designed to be accessible for as many riders as possible. The engine fires up eagerly, idles quietly, and chugs along at a relaxed cadence with smooth throttle response, minimal vibration (just a touch of that Twin tingle), and easy-to-manage power. Like the Continental GT and INT650, claimed output is 46.4 hp at 7,250 rpm and 38.6 lb-ft of torque at 5,250 rpm. Modest figures, yes, but the Super Meteor 650 felt peppy pulling away from a stop and ran at 80 mph without complaint for long stretches of our test ride.

Gear Up

Helmet: Arai
Jacket: Scorpion Stealthpack
Gloves: Scorpion SGS MK II
Pants: Scorpion Covert Ultra Jeans
Boots: Sidi Gavia Gore-Tex

Royal Enfield endeavored to create what it considers a “proper” cruiser – one with a relaxed riding position where the rider’s body line is slightly reclined. Unlike the stretched-out, arched-back rider triangle of long and low cruisers, riders sit more upright on the Super Meteor, and the ergonomics are compatible with spending long hours in the saddle. I’m 6 feet tall with long arms and a 34-inch inseam, and I found the seat to be supportive (it’s wide at the back for comfort and narrow in front for easy stand-over), the angle and position of the pullback handlebar to bet natural, and the forward foot controls to be sensibly placed.

Royal Road Warrior

Like the other 650 Twins, the Super Meteor 650 is solidly built. Its tubular-steel spine frame was jointly designed with Harris Performance (now owned by parent company Eicher Motors Ltd.), and it’s made from a combination of investment casting, pressing, extrusion, and forging. Below the seat is a V-shaped rear frame loop that mimics those found on other Royal Enfields like the Bullet and the Meteor 350.

Up front, a nonadjustable 43mm Showa Separate Function Big Piston fork – the first inverted fork offered on a Royal Enfield – has 4.7 inches of travel. Out back, dual shocks have five-position preload adjustment and 4 inches of travel. Damping was compliant with minimal harshness even under the adverse road conditions we encountered – especially those infernal speed bumps – and the rear springs were robust enough to support my husky bodyweight. Single discs – 320mm in front, 300mm at rear – are pinched by 2-piston floating calipers that provide decent stopping power, with standard anti-skid insurance (ABS).

With a wide handlebar, a tidy wheelbase, and narrow tires (100/90-19 and 150/80-16), the 531-lb Super Meteor wound around curves and dodged obstacles with ease. The agility test we perform repeatedly at press launches and photoshoots is U-turns, and during those tight maneuvers the bike’s steering felt neutral and its weight balanced.

Ensconced within a satin-finished bezel, the Super Meteor 650’s LED headlight is another first for Royal Enfield. The bright-white light is eye-catching during the day, and as we found out while riding back to our hotel after late-light photography, it projects a wide, distant beam at night. Mounted on the rear fender is an LED tail/brake light. The Super Meteor comes standard with a centerstand, which simplifies chain maintenance.

Fit and Finish

Building on the impressive foundation of the Continental GT and INT650, the Super Meteor 650 is Royal Enfield’s most premium motorcycle to date. There are thoughtful, attractive details from stem to stern, such as a crossbar bearing an embossed Royal Enfield logo inside the headlight. The headlight holder, upper and lower yoke, and handlebar risers and clamps are all made of forged aluminum with an anodized finish. Both hand levers are adjustable for reach, and the switch cubes are made of aluminum with a satin finish. The dual round gauges include a large meter with analog speedometer and an inset multifunction digital display. A smaller meter houses the Tripper navigation system, which provides turn-by-turn routing.

On the 4.1-gal teardrop tank is a beautiful meteor-shaped Royal Enfield badge that follows the shape of the tank and echoes winged Royal Enfield logos of the past. The brushed aluminum fuel filler cap is lovely to behold. Several colorways include gold pinstriping on the tank that’s done by hand – by the same two brothers who have worked at the Chennai factory for years.

The Celestial Red Tourer version I rode at the launch had a two-tone tank as well as several accessories – a windshield, a deluxe two-up seat, and a passenger backrest. The windshield provided good protection from oncoming airflow, and its center vent equalizes pressure to reduce buffeting. Others rode a solo version of the standard model with the small pillion pad replaced by a fender-hugging rear rack. Grouped under Grand Tourer and Solo Tourer themes, there are 50 Genuine Motorcycle Accessories for the Super Meteor 650, including hard-shell saddlebags, a top box, machined alloy wheels, and a long list of bolt-on bits for both style and function.

At the global launch in January, Royal Enfield announced pricing and availability for Europe and India, but that information has not yet been released for the U.S. By way of comparison, the U.K. price for the Super Meteor 650 is £6,799, and the Continental GT with a chrome tank is priced at £6,899. In the U.S., the same Continental GT model starts at $7,149, so if pricing is roughly equivalent, then expect to pay about $7,269 for the Super Meteor 650 here.

Its nearest competitor in the U.S. is the Kawasaki Vulcan S, which also has a 650cc parallel-Twin and is priced at $7,899. But it lacks passenger accommodations and isn’t nearly as attractive as the Royal Enfield.

Keep On Cruisin’

On several occasions during my first year as a Rider staffer, my enthusiasm exceeded my skills, resulting in me dumping a few bikes. While crying the blues to my friend Maeve about putting my dream job at risk, she reassured me and said, “You’ve got to find your inner cruiser.”

As much as I like to live the old CityBike motto – ride fast and take chances – I’ve also learned to slow down and enjoy a more relaxed riding style. Cruisers are meant to cruise and to look good doing it. The Super Meteor 650 does both – impressively so for such a reasonable price.

2023 Royal Enfield Super Meteor 650 Specs

Base Price: $7,269 (estimated)
Website: RoyalEnfield.com
Warranty: 3 yrs., unltd. miles w/ roadside assistance
Engine Type: Air/oil-cooled, transverse parallel-Twin, SOHC w/ 4 valves per cyl.
Displacement: 648cc
Bore x Stroke: 78.0 x 67.8mm
Horsepower: 46.4 @ 7,250 rpm (factory claim)
Torque: 38.6 lb-ft @ 5,650 rpm (factory claim)
Transmission: 6-speed, cable actuated slip/assist wet clutch
Final Drive: Chain
Wheelbase: 59.1 in.
Rake/Trail: 27.6 degrees/4.7 in.
Seat Height: 29.1 in.
Wet Weight: 531.3 lb (90% fuel, factory claim)
Fuel Capacity: 4.1 gal.

The post 2023 Royal Enfield Super Meteor 650 | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2023 KTM 1290 Super Adventure R | First Look Review

January 3, 2023 mcnews Leave a comment

KTM has announced the release of the updated KTM 1290 Super Adventure R, which the company says is oriented for “hardcore offroad adventurers who want and need premium kit to level any landscape or terrain.”

The 2023 KTM 1290 Super Adventure R is still powered by the 1,301cc LC8 V-Twin making a claimed 160 hp and approximately 102 lb-ft of torque and mated to a 6-speed Pankl transmission, a PASC slip/assist clutch, and optional Quickshifter+.

“You can’t ride a big ADV like it’s a dual-sport,” our reviewer wrote of the 2022 model. “But with a little restraint and sound judgment, the 1290 Super Adventure R can take you to places well off the beaten path.”

The KTM 1290 Super Adventure R is designed for the rigors of multiple surfaces thanks to the Bosch 6D IMU that informs much of the bike’s behavior through Motorcycle Traction Control, Motorcycle Stability Control, various ride modes (Sport, Street, Rain, Rally, and Off-road), ABS, and more.

When we put the 2022 KTM 1290 Super Adventure R on Jett Tuning’s dyno, the bike produced 126 hp at 9,100 rpm and 88 lb-ft of torque at 8,000 rpm at the rear wheel in Sport mode. In Off-road mode, it made 81 hp at 6,600 rpm and 62 lb-ft of torque at 6,900 rpm.

The KTM 1290 Super Adventure R features WP XPLOR fully adjustable suspension, with a 48mm split- cartridge fork, a Progressive Damping System rear shock, and 8.7 inches of travel at both ends.

KTM says the suspension funnels the maximum level of feedback through the Alpina aluminum spoked wheels, with an improved sealing system appropriate for tubeless tires. The 2023 KTM 1290 Super Adventure R is shod with Bridgestone AX41s.

For 2023, KTM has boosted the navigation potential of the KTM 1290 Super Adventure R. Enhanced Turn-by-Turn+ guidance and the ability to set waypoints and diversions are now all possible through the handlebar switch dial and through the 7-inchTFT. There is no need to prop the bike and fish around for the phone that engages the KTMConnect app; everything – including phone call answering and logging top ten “favorites” – can all be done with a push of a finger.

The KTM PowerParts collection includes additional gear and protection for the 2023 KTM 1290 Super Adventure R, such as 11 different seats, luggage, crash bars, or more aesthetic touches.

The 2023 KTM 1290 Super Adventure R comes in a new sporting white color and graphic scheme starting at $20,299.

For more information, visit the KTM website.

The post 2023 KTM 1290 Super Adventure R | First Look Review first appeared on Rider Magazine.
Source: RiderMagazine.com

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