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Triumph TE-1 Electric Motorcycle Prototype Unveiled

July 12, 2022 mcnews Leave a comment

Following a two-year collaboration between Triumph and the UK’s electrification experts and a six-month development period, Triumph has unveiled the TE-1 electric motorcycle prototype and released the final prototype test results, which company officials say exceeded the project objectives.

When the TE-1 was unveiled via a video conference call press briefing, it displayed the aggressive stance of semi-naked sportbikes in Triumph’s lineup like the Speed Triple 1200 RS. Prominent features include a twin headlight with what appears to be an angry, furrowed brow and a robust cast-aluminum frame.

Up front is a 17-inch front wheel wrapped in Pirelli Diablo Supercorsa tires, a pair of superbike-sized brake rotors, Brembo brake calipers, and an inverted fork. Out back is a stout single-sided swingarm suspended by an Öhlins shock.

Behind the front wheel is a large radiator and a peekaboo view of the TE-1’s battery pack, which is mostly hidden behind several panels of racy bodywork. From the humped “tank” cover to the slender, blade-like tailsection, the bike looks like a proper, full-on sportbike – except for the lack of a clutch lever and the belt final drive.

According to a press release accompanying the briefing, the collaboration between Triumph Motorcycles, Williams Advanced Engineering (WAE), Integral Powertrain Ltd, and WMG-University of Warwick was funded by the Office for Zero Emission Vehicles through Innovate UK. It was set up to create “groundbreaking developments in specialist electric motorcycle engineering and innovative integrated technology design.”

The extensive live testing program, which involved assessments of the bike’s performance on both the dyno and the track, provided direction into the final set-up and calibration of the TE-1 prototype, which has now reportedly delivered on all its targets and objectives, setting new standards for the electric motorcycle sector, including battery and range performance.

During the briefing, Miles Perkins, Triumph’s head of brand management, said the TE-1 “very clearly signals the future.”

And with the following specs and features, the future at Triumph looks bright indeed.

Triumph TE-1 Offers 100-Mile Real-world Range

The Triumph TE-1 prototype achieved all project targets with regards to the energy capacity of the WAE TE-1 project developed battery, with a 100-mile (161 km) range, based on official testing and projections.

Regenerative braking has been implemented for TE-1, with scope for further optimization, as well as greater efficiencies in the motor generator unit and transmission, which could improve the range further for the future of Triumph electric motorcycles.

Dyrr Ardash, WAE head of strategic partnerships, said the company is “delighted” to have been involved in the program.

“It is pleasing to hear positive rider comments which confirm that the dynamics of the bike are aligned with Triumph’s DNA,” Ardash said. “This core WAE technology has allowed us to exceed performance and charging targets for the battery which we look forward to seeing in future powertrains.”

Triumph TE-1 Offers Performance That Meets or Exceeds the Speed Triple 1200

During the press briefing, Perkins said the team wanted to ensure the TE-1 “handled like a Triumph,” and the manufacturer’s current Speed Triple 1200 was cited on a few occasions. Along these lines, the TE-1 prototype delivers a claimed 175 hp and 80 lb-ft of torque – very close to the Speed Triple’s figures (177 hp, 92 lb-ft).

The TE-1 has also reported a standing start acceleration of 0-60 mph in 3.6 seconds and 0-100 mph in 6.2 seconds, the latter besting the Speed Triple 1200.

The team responsible for delivering the TE-1 project said they anticipate that performance could be enhanced further with refinement of the electronics, including the traction control system and front wheel lift control.

Daytona 200 champion Brandon Paasch participated in the final testing phase, both in engine performance evaluation and with the final set-up of the prototype through track testing. Paasch called the TE-1’s throttle response “kind of incredible.”

“It’s very torquey and when you first touch the throttle it’s instant power, which is obviously what I love as a motorcycle racer,” he said. “I love when it’s super-torquey and picks up right away, so for me it was a really great experience. I got to peg this thing all the way from zero to 100% throttle and it’s unbelievably quick, it pulls like crazy.”

Triumph says the TE-1’s level of performance and acceleration, combined with its riding package, result in a bike that delivers all of the brand’s signature feel and neutral handling: a smooth, predictable ride that is agile and nimble, great in the corners, and provides controllable power.

Professor David Greenwood, CEO of WMG Centre High Value Manufacturing Catapult at the University of Warwick, said motorcycles like the TE-1 “have a pivotal role to play in the transport revolution as a zero-tailpipe emission option.”

“In our partnership with Triumph, WMG used our research experience in electrification to demonstrate manufacturers can deliver products with a lower emission burden as well as outstanding performance-offering customers an EV that is great fun to ride,” Greenwood said.

Triumph TE-1 Boasts 20-Minute Charge Time

Advances in battery and charging technologies that have been developed as part of the Triumph TE-1 project in collaboration with WAE have resulted in a 20-minute charge time from 0-80%, successfully delivering against the targets laid out by Innovate UK, the government’s research and innovation agency that supports business-led R&D funding and UK business growth.

“We are excited to see that our funding is supporting Triumph Motorcycles in driving forward innovation and capability in the electric motorcycle space, while fostering collaboration between several pioneering UK companies,” said John Bray, R&D lead for the Office for Zero Emission Vehicles. “Investment in Research and Development is key to our mission of putting the UK at the forefront of the design, manufacture and use of zero emission vehicles.”

Triumph TE-1 Weighs Less Than Other Electric Sportbikes

With an overall weight of 485 lb, the TE-1 prototype is up to 25% lighter than the equivalent electric bikes available currently, giving it an appealing power-to-weight ratio. Triumph says the bike has a physical size and scale comparable to a Street Triple but with the ergonomics, geometry, and weight distribution of a Speed Triple, while still being nimble and compact.

“I wish I’d had this at Daytona,” Paasch said. “That acceleration in this chassis, and how it corners – wow! I think this would be a really nice motorcycle to ride on the street, just based on how nimble and agile it is, and how light it feels.”

A New Electric Soundtrack That Builds to a Crescendo

Described in the press release as a “distinctive and thrilling soundtrack, building to the most spine-tingling crescendo,” the Triumph TE-1 prototype’s sound is considered by company officials to be more appealing and exciting than any of the equivalent electric motorcycles currently available thanks to its unique helical gear pair primary transmission.

At the briefing, Perkins said it has “much more like a jet turbine sound.”

What’s Next?

During the press briefing, Triumph Chief Product Officer Steve Sargent called the prototype a “engineering exercise” and didn’t offer a timeline or potential price point for when the average consumer might throw a leg over their own TE-1.

However, in the press release, Sargent said they have already seen “incredibly positive reaction” to the TE-1 prototype from motorcyclists all around the world.”

“Many people are telling us that for the first time, they are seeing an electric motorcycle as desirable, and something that they would genuinely want to own,” Sargent said. “Being the first step in our journey towards developing our future approach to electric powertrain technology, the TE-1 prototype and the incredible results it has achieved in its intensive testing program has provided crucial insights and capabilities that will ultimately guide our future development.”

According to the press release, the key objective of the TE-1 project has always been focused on developing electric motorcycle capability, to provide an input into Triumph’s future electric motorcycle offering, driving innovation, capability, and new intellectual property, and enhancing the credibility and profile of British industry and design.

The achievements in the live testing phase, exceeding current benchmarks and targets, provide a platform at Triumph with great potential for future development in electric motorcycle performance.

“We are incredibly proud to be able to share such positive outcomes from the completion of Project Triumph TE1,” said Triumph CEO Nick Bloor. “Everyone on the team is thrilled with the results we have achieved with our partners, and how the outcomes of the project will feed into the electric future to come from Triumph.”

The post Triumph TE-1 Electric Motorcycle Prototype Unveiled first appeared on Rider Magazine.
Source: RiderMagazine.com

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Riding the Best of the White Mountains in New Hampshire

July 5, 2022 mcnews Leave a comment

On the Road Best of the White Mountains — Whether you’ve been riding together for years or share the road for just one day, the bond between riders always feels like family. (Photos by the author)

My obsession with the White Mountains and Kancamagus Highway in New Hampshire began nearly a year before I rode the famous route. I’d been testing BMW’s K 1600 B on a late-season ride on Vermont Route 100, just tootling along with all the Subarus, when I saw a guy on the side of the road standing atop an aged custom Harley, waving.

Curiosity got the best of me, so I swung the bagger around to meet Eric, a local mechanic, who said he was standing on his bike to get people to stop and make a donation for a friend and his wife who were in a motorcycle accident.

New Hampshire Best of the White Mountains — Route courtesy of New England Riders (NewEnglandRiders.org)

Scan QR code above to view route on REVER, or click here

This would turn out to be Stanley Lynde and his wife, Laura, owners of Lynde Motorsports in Brattleboro, Vermont. There was an official GoFundMe webpage at the time, but Eric “didn’t do the internet.”

And his method seemed to work, with several people stopping by as we chatted, offering donations and well wishes. Eric, a veteran motorcyclist and builder who can no longer get out for big rides, was very emotional about the situation. When I asked him if there was something I could do beyond a donation, he promptly said yes, I could ride. Specifically, he requested I head up into the White Mountains and ride his favorite road, the Kancamagus Highway, in honor of the Lyndes.

And I tried. With all my heart. But a major storm blew in the next day, the only free day I had before returning the bike and flying home. Eric, his friends, and the road with the odd-sounding name were on my mind all winter long.

A COMMUNITY, NOT A CLUB

Late the next summer I was finally able to return to the Northeast, this time for a high-mileage test of BMW’s R 1200 RT. The Kancamagus, aka The Kanc (technically NH Route 112), topped my list of roads to explore.

I enlisted the help of Ed Conde, route master for New England Riders (NER, newenglandriders.org), an impressively large group (14,000+ strong on Facebook) that identifies as “a community of motorcyclists that self-organize to ride and have fun with other riders,” rather than a club, in which there would be things like dues and rules and officers.

Now, I’m a solo rider by nature, but after getting to know Ed and his wife, Debbie, online, I was excited to meet up with them and a small crew of NER riders to follow Ed’s “Best of the White Mountains” tracks, a 202-mile double loop that launches from Gorham, New Hampshire.

It was a Friday morning in September when I throttled out of Gorham with seven strangers, tracing the Androscoggin River eastward on U.S. Route 2, then crossing into Maine to head south on State Route 113. This rural highway is where the party started, with the road beginning to curve and roll as it swept its way up into the White Mountain National Forest.

Right away, it was clear this group could ride. On the way to the meeting point, I’d been thinking, “Okay, be patient, this could be a long day, be on your guard…” – all the things one should remember when joining an unknown group of riders. When we stopped at Evans Notch overlook for a breather, I learned these NER members are skilled because most had invested in training and trackdays, many under the tutelage of Ken Condon, author of Riding in the Zone.

THE MASTER PLANNER

The White Mountains, a roughly 90-mile segment of the much larger Appalachian Range, was created by western movement of the North American Plate more than 100 million years ago, long before the glaciers of the Ice Age covered them, then receded, smoothing sharp edges into the rounded notches and dished valleys we see today.

Our group was too early for the region’s famous fall colors, which suited these passionate riders just fine since it meant light traffic as we flowed down State Route 113. At Fryeburg, we followed Ed on a few quick turns to reach Hurricane Mountain Road, a narrow goat path of a backroad that constantly rises and dives, splashing through the densely forested hills, twisting just enough to heighten the senses.

I swear I didn’t tell Ed that I’m obsessed with road-trip pancakes; it just happened this group feels the same. Polly’s potential for addiction is real, and I’m happy I live thousands of miles away. Most of us went with pancake “samplers,” where you order three short stacks (yes, per person!), mixing and matching different batters and mix-ins.

It’s at this point I realize Ed Conde is more than just a nice guy with some ideas about good roads. Ed is a purveyor of truly fine roads, the kind of gems you simply wouldn’t find and connect on your own. And as I’ll learn over time, his skills aren’t limited to cataloging premium strands of tarmac; Ed sews in all the best views, bathroom stops, and restaurants, too.

It’s the secret stash a local rider might know, but Ed’s not a local here in New Hampshire. He and Debbie live near Boston, and it’s become their shared passion to travel on bikes – he on a Honda ST1300 and she on a Suzuki V-Strom 650 – exploring new states and creating a database of the best motorcycle roads, many of them stitched into day rides. Ed shares these elaborate ride plans and GPX tracks, which span from Nova Scotia all the way down to Alabama and Georgia, on the NER website.

It’s their way of giving back to the community, he says, for all the joy and treasured memories motorcycling has brought to their lives.

TIES THAT BIND

After conquering Hurricane Mountain Road, we traveled west on U.S. Route 302, taking time for a photo stop at the beautiful Cathedral Ledge viewpoint in Echo Lake State Park, before continuing to Bear Notch Road, another curvy delight with three worthy overlooks.

Then finally, up ahead, the road sign I’d been envisioning for almost a year: State Route 112, the famous Kancamagus.

While no one I was with that day knew the reason behind my request to ride this particular highway, I was sure they would feel equally compelled by Eric standing on his old Harley, feeling helpless about his friend’s fate.

Since that chance meeting, I’d learned Laura had survived her injuries, but sadly, Stanley had not. I carried his family in my heart as I rolled onto the Kanc.

PANCAKES FOR LUNCH

Just as Eric promised, the views from Route 112 were glorious. The highway is well-kept and curvaceous, chasing after the Swift River like a blackbird mobbing a hawk.

When we stopped at the Pemigewasset Overlook, everyone was in great spirits, laughing and telling stories. I didn’t even stop to wonder how it was these strangers I’d met only hours before now felt like old friends. We’ve all felt it, that current of shared experience that so instantly connects riders when and wherever we meet.

Unexpectedly, the ride only continued to get better as the day rolled on. Departing the Kanc, we reunited with Route 302 and headed east to Bath, where you’ll find The Brick Store, America’s oldest continuously run general store. The market is flanked by a popular ice cream shop, but we were headed for Polly’s Pancake Parlor on Route 117 for an afternoon feast of hotcakes and bacon.

From Polly’s we headed east to Franconia and followed U.S. Routes 3 and 302 to link together alpine lakes and waterfalls, crossing over our westbound route around Bartlett. There’s plenty to see and do on this section, but we kept an eager clip so we could start up the Mount Washington Auto Road, the capper of Ed’s “Best of the White Mountains” ride, well before the toll road’s cutoff entry time of 5 p.m.

A SLICE OF HEAVEN

Mount Washington (6,288 ft) is the most prominent peak west of the Mississippi and the highest mountain in the Northeast, but what’s really neat about it is the road that takes you to the summit. It’s just 7.6 miles long, but man, the views are forever. The drop-offs are too, which can rattle some, even though the mountain is well controlled by low speed limits and heavy traffic.

We arrived at the summit with just enough time to check out the museum and observation areas. This windy peak was also where I said goodbye to my new friends, since we’d head in different directions at the mountain’s base.

After snapping an action shot or two of the group halfway down the now heavily shaded northeastern slope of the mountain, park trucks pulled up, urging stragglers like me toward the gates. On a whim I asked if I could ride back up – “super quick” – to get a photo of the empty road.

I was floored when the guys said sure, I could have the 20 minutes or so it would take them to usher the remaining tourists from the lower lookout points.

And so began one of the most striking experiences of my 36 years of riding. I had the top half of Mount Washington to myself. Its Auto Road, which had been clogged an hour before, was now empty.

And I’m proud to say I didn’t rip up and down the famous toll road as I would’ve in the past. Instead, I focused every bit of energy on soaking up a scene that looked and felt like a literal slice of heaven.

By this point, my White Mountains ride had become way more than a report about a day trip in New England. It reminded me that I’m part of a huge, ever-present family. Showed me that true friends can be old, or new, or only in your heart.

No matter how far we wander, there will be other riders to make us feel at home.

The post Riding the Best of the White Mountains in New Hampshire first appeared on Rider Magazine.
Source: RiderMagazine.com

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2022 Harley-Davidson Nightster | First Ride Review

June 29, 2022 mcnews Leave a comment

Reinventing an icon is never easy, and the Sportster is about as iconic as a motorcycle can get. Introduced in 1957, the Sportster is old enough to qualify for Medicare, and it’s the longest-running model family in the 119-year history of Harley-Davidson.

When the Motor Company introduced the Sportster S for 2021, its name was the only thing it had in common with previous Sportsters. Its model designation was RH instead of XL. It was liquid-cooled instead of air-cooled. And it was lighter, more powerful, and more modern than the Forty-Eight, the only 1,200cc Evo-powered XL still in Harley’s lineup. With its upswept pipes, mash-up of colors and finishes, and Fat Bob-inspired headlight and chunky tires, the Sportster S was intended to be a radical departure from the past.

The new Nightster, on the other hand, has classic Sportster styling elements. It has an airbox cover that’s shaped like a peanut tank, a round air cleaner cover on the right side of the engine, and dual exposed rear shocks. It has a solo seat and chopped fenders like the Iron 883, a small speed screen like the Iron 1200, and a side cover over the underseat fuel tank that’s reminiscent of a Sportster oil tank. It also takes its name from the Nightster XL1200N, a blacked-out, Evo-powered Sportster built from 2007 to 2012 that was part of Harley’s Dark Custom lineup.

Check out Rider‘s 2022 Motorcycle Buyers Guide

Rev to the Max

The Nightster’s name and styling serve as a bridge to the past. But like the Sportster S and Pan America adventure bike, it’s built on the modular Revolution Max platform that represents Harley-Davidson’s future. Its liquid-cooled, 60-degree RevMax V-Twin has DOHC with four valves per cylinder, variable valve timing, and forged aluminum pistons with machined crowns to deliver a 12:1 compression ratio. The RevMax serves as a central, structural element of the chassis, with the trellis front frame, mid frame, and tailsection bolted directly to the engine.

GEAR UP
Helmet: Fly Racing Sentinel
Jacket: Fly Racing Coolpro
Gloves: Fly Racing Brawler
Pants: Fly Racing Resistance Jeans
Boots: Fly Racing Journeyman

Harley-Davidson has long had 1,200cc and 883cc versions of XL Sportsters in its lineup. Likewise, there are two versions of the RH Sportsters, with the Sportster S displacing 1,252cc (105 x 72mm) and the Nightster displacing 975cc (97 x 66mm). Compared to the Sportster S, the Nightster’s RevMax not only has a smaller bore and a shorter stroke, it uses a single spark plug per cylinder rather than two, and variable valve timing is used only on the intake cam rather than on both the intake and exhaust cams. Claimed output on the Nightster is 90 hp at 7,500 rpm and 70 lb-ft of torque at 5,000 rpm, whereas the Sportster S makes 121 hp and 94 lb-ft.

Although the Nightster has a 60-degree vee angle between its cylinders, its two crankshaft connecting rod journals are offset by 30 degrees. This gives the RevMax a firing order and pulse feel like a 90-degree V-Twin. The engine has roller-finger valve actuation, which reduces valve noise, and hydraulic lash adjusters, which eliminate the need for valve adjustments. The variable valve timing advances or retards intake camshaft timing over 40 degrees of crankshaft rotation, which broadens the powerband, improves combustion efficiency, and reduces emissions compared to fixed cam timing.

Located between the cylinders are a pair of 50mm down-draft throttle bodies, and fuel delivery is optimized for each cylinder. Above the engine is a 6.5-liter airbox with tuned velocity stacks that pack air into the combustion chambers for more power, and the airbox has internal ribs that eliminate unwanted resonance and intake noise. The RevMax’s dual counterbalancers reduce primary and secondary vibration as well as rocking couple, but they are tuned to allow enough vibration to deliver a visceral riding experience.

The Nightster is equipped with Harley-Davidson’s Rider Safety Enhancements electronics suite, which includes ABS, traction control, and drag-torque slip control. There is no IMU or lean-angle sensors, so ABS and TC are not lean-angle-adaptive. There are three ride modes (Road, Sport, and Rain) that adjust throttle response, engine braking, ABS, and TC settings.

Take a Seat

“Form follows function, and both report to motion,” declared Harley-Davidson’s VP of Design, Brad Richards, at the Nightster’s press launch. Motorcycles are intended to be ridden, and their design should serve that purpose. But we all know that compromises are made in the name of style. And when it comes to cruisers, many buyers are more concerned with how they look than how they go.

The Nightster, however, balances the scales between curb appeal and riding appeal. The design team went to great lengths to give it a classic Sportster profile, with a 19-inch front wheel paired with a 16-incher out back. Even though it is built on a different platform, the Nightster’s rider triangle is similar to that of other Sportsters, with a low 27.8-inch seat, midmount controls, and a low-rise handlebar. (For those who prefer forward controls, they are available as a $599.95 accessory.) A nice bonus is that both hand levers are adjustable for reach.

With 3 inches of travel for the emulsion-technology shocks and 4.5 inches of travel for the 41mm Showa dual-bending-valve fork, the Nightster’s well-damped suspension provides a comfortable, responsive ride. The only adjustability is rear preload, and a spanner is included under the seat. And with 32 degrees of cornering clearance on either side, a fair amount of lean is possible before chamfering one’s boot soles. Single-disc brakes front and rear with Brembo calipers and steel-braided lines provide plenty of stopping power.

The RevMax is a rev-happy engine – redline is 9,500 rpm – and the 975cc version in the Nightster feels lively and engaging. Giving it the whip through a fast set of curves feels like the right thing to do. How else does one do justice to such a responsive engine and solid chassis? But the Nightster is still a cruiser, just as happy to chug down Main Street at a chill pace.

Details, Details

There’s a good reason we love air-cooled engines. They are elemental, pure, and elegant in their simplicity. Cooling fins look cool, and the lack of a radiator and associated plumbing keeps the engine bay clean and tidy. The performance and emissions advantages of a liquid-cooled engine are undeniable, but let’s face it, not many of them are pleasing to the eye.

The surfaces and finishes on the RevMax make it look muscular and solid, but also somewhat robotic. On the Nightster’s pipe side, everything on the powertrain has its proper place, but the plastic shrouds covering the radiator and oil cooler look like an afterthought. On the kickstand side, there are unsightly wires and hoses between the engine and radiator that even the discontinued Street 750 managed to avoid. Harley-Davidson is known for its attention to detail, and on its Twin-Cooled Milwaukee-Eight it went to great pains to hide the evidence of liquid cooling. As good as the RevMax engine is, aesthetic appeal is its biggest challenge.

There’s also unattractive exposed wiring around the handlebar, and the switchpods next to both grips are bulbous with cheap-looking buttons. Perhaps it is because Harley-Davidson has previously set such high benchmarks for fit and finish that these deviations stick out like sore thumbs.

Otherwise, the Nightster looks sharp. Like the original XL1200N Nightster, bright work is minimized, with the only chrome found on the fork stanchions. The seven-spoke wheels are finished in Satin Black, and the 2-in-1 exhaust is matte black. The black speed screen is both stylish and functional, and the single round instrument gauge is handsome and user-friendly. All the lighting is LED, and the rear turnsignals double as brake lights.

In its early days, the Sportster developed a reputation as a hot rod because it offered more horsepower and less weight than most of its competitors. Over the years, however, that reputation faded, and the Sportster came to be regarded as a venerable member of the old guard rather than the vanguard.

Thanks to the RevMax platform, the Sportster S and Nightster have reclaimed a reputation for performance. The Sportster S is more powerful, more radically styled, and has higher-spec components and electronics, while the Nightster is more familiar, more accessible, and has stronger links to the long history of Sportsters. Both are taking Harley-Davidson in a bold new direction.

2022 Harley-Davidson Nightster Specs

Base Price: $13,499 (Vivid Black)
Price as Tested: $13,899 (Redline Red)
Warranty: 2 yrs., unltd. miles
Website: Harley-Davidson.com
Engine Type: Liquid-cooled, transverse 60-degree V-Twin, DOHC w/ 4 valves per cyl.
Displacement: 975cc
Bore x Stroke: 97 x 66mm
Horsepower: 90 @ 7,500 rpm (claimed, at the crank)
Torque: 70 lb-ft @ 5,000 rpm (claimed, at the crank)
Transmission: 6-speed
Final Drive: Belt
Wheelbase: 61.3 in.
Rake/Trail: 30 degrees/5.4 in.
Seat Height: 27.8 in.
Wet Weight: 481 lb
Fuel Capacity: 3.1 gals.

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The post 2022 Harley-Davidson Nightster | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

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2022 Kawasaki Versys 650 | First Ride Review

June 21, 2022 mcnews Leave a comment

My 2009 Kawasaki Versys 650 was one of the best utilitarian two-wheelers I’ve owned, but since I’m always putting miles on test bikes, I hardly ever rode it. When I realized I’d added only 500 miles to the odometer in five years, a deep sense of shame prompted me to sell it. After listing it on Facebook Marketplace, it was gone in a flash. Due to the high prices for used motorcycles right now, I earned a small profit – about a dollar for every mile I put on it.

Flash forward a few months and I’m wending my way through the twisty interior of San Diego County aboard a 2022 Kawasaki Versys 650. It’s the $9,999 LT version with hard saddlebags and handguards, which only comes in Metallic Spark Black/Metallic Flat Spark Black this year. The base model is available in the same color for $8,899, or in Candy Lime Green/Metallic Flat Spark Black/Metallic Spark Black for $9,099.

Check out Rider‘s 2022 Motorcycle Buyers Guide

Not surprisingly, the 2022 upgrade is a much better motorcycle than my just-sold 2009 model, but they still have a lot in common despite 13 years of separation. The seating position, performance, and overall essence of the motorcycle remain virtually unchanged, but a few key aspects go a long way toward improving the bike’s desirability.

New for ’22 is a full-color 4.3-inch TFT display that is a major improvement over the previous instrument panel, and light-years beyond the one on my ’09 model. The layout of information is modern and clean, blending everything – the gear position indicator, fuel gauge, tach, speedo, clock, tripmeter, etc. – into a centrally located format. A rider can choose between a black or white background, and the screen brightness automatically adjusts to ambient light levels.

Gear Up:
Helmet: Sena Impulse
Jacket: Spidi H2Out
Gloves: Spidi TX-2
Pants: Rev’It Campo
Boots: Alpinestars SMX-1 R

Simultaneously depressing two analog buttons on the display allows a Bluetooth connection to be established between the Versys and Kawasaki’s Rideology smartphone app. The app features a useful and handy maintenance log, general bike info, and the ability to record rides as well as share them with others.

During the ride, when the bike and app are talking to one another, the TFT display will notify the rider when a new call or email has been received. The part of my ride recorded with the Rideology app showed that I traveled 79 miles for 1.34 hours from Orange to San Diego counties at an average speed of 54 mph. The map, however, displayed a straight line from point A to point B, not an accurate GPS mapping of the twists and turns.

My old Versys’ windscreen was adjustable only if I were willing to remove the four bolts necessary to position it differently, which rarely, if ever, happened. The inefficiency of the process meant a rider found a likable position for the windscreen and that’s where it stayed. The new Versys features an easily adjustable windscreen that can be raised and lowered to four different settings over a 3-inch range. It’s a two-handed affair with one hand depressing the lock button while the other moves the windscreen, but it’s worth the small effort. The upper position deflects wind quite well while the low position puts the rider more in the wind stream.

The new windscreen is the cherry atop a redesigned upper fairing that shares a family resemblance with its liter-bike counterpart, the Versys 1000. The sides of the new cowling are ducted to move air around the rider while the dual headlights are now bright, low-wattage LEDs. The rear of the Versys matches the front with aggressively pointy style and a new LED taillight.

Anti-lock brakes now come standard on all Versys 650 models, as does traction control. The 649cc liquid-cooled parallel-Twin powering the Versys isn’t a tire shredder – when we dyno tested a 2020 Versys 650, it sent 63 hp and 43 lb-ft of torque to the rear wheel – but it can certainly break traction given enough throttle when leaned over. TC has two settings, with the first being less intrusive and the second providing a more conservative safety net that should prove beneficial to newer riders or experienced ones caught in low-traction conditions. If desired, traction control can be switched off entirely via a switch located on the left switchpod.

Kickstand up and traveling south on Interstate 5 toward San Diego, the Versys felt like a comfortable and familiar old shoe. Exiting the slab and venturing into the twisties, it soon becomes apparent the Showa suspension’s stock settings were a tad soft for my taste. Once stopped, a few stiffening clicks of preload on top of the left fork leg, a few clicks of tensioning rebound on top of the right fork leg, and a few stiffening twists of the remote preload adjuster on the rear shock dialed things in for tackling the road ahead.

The 28-liter saddlebags are large enough to accommodate a full-face helmet, though without much room to spare. There is also a helmet lock if you need to secure your lid when the saddlebags are full of other incidentals. The ignition key unlocks the saddlebags and allow them to be removed from the motorcycle. For those requiring more storage, Kawasaki offers a matching 47-liter top case along with other accessories, such as heated grips and a GPS mount.

The bike’s peppy midrange thrusts its 503-lb claimed curb weight forward in enthusiastically manageable fashion. Dual 2-piston calipers grip 300mm petal discs to slow the party down with equal efficiency. When leaned over, the Versys holds its line effectively and transitions to and fro confidently.

The 5.5-gallon fuel tank combined with efficient fuel consumption allows for extended mileage between fuel stops. (During our 2020 test, we averaged 46 mpg for 253 miles of range.) That’s great news for commuters or anyone wanting to incorporate longer trips into their Versys ownership. Complementing the Versys’ fuel range is an ergonomically neutral riding position that is one of the things I loved most about my old Versys as well as the new one.

Like my old Versys, the new version is a modern, solid, middleweight jack-of-all-trades that’s as steadfast as a motorcycle can be. It responds dutifully to what’s asked of it, whether that be cruising around the city, commuting to work, or taking off on long weekends or longer tours. During my Versys ownership never once did it fail to start, or run badly once started, even though it spent most of its time languishing in my garage.

My old Versys didn’t have ABS, traction control, a remote preload adjusting shock, TFT display, a slip/assist clutch, LED lights, or an easily adjustable windscreen, and it didn’t look nearly as good as the ’22 Versys. In 2009, the MSRP of a base-model Versys was $7,099, which is just over $9,700 in today’s dollars. The new bike offers much more for less money, and the touring-ready LT is a fantastic bargain.

2022 Kawasaki Versys 650

Base Price: $8,899
Price as Tested: $9,999 (LT model)
Website: Kawasaki.com
Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
Displacement: 649cc
Bore x Stroke: 83 x 60mm
Horsepower: 63 hp @ 8,700 rpm (rear-wheel dyno, 2020 model)
Torque: 43 lb-ft @ 7,300 rpm (rear-wheel dyno, 2020 model)
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: Chain
Wheelbase: 55.7 in.
Rake/Trail: 25 degrees/4.3 in.
Seat Height: 33.3 in.
Wet Weight: 503 lb (as tested)
Fuel Capacity: 5.5 gals.
Fuel Consumption: 46 mpg

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

The post 2022 Kawasaki Versys 650 | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2022 Suzuki GSX-S1000GT | Road Test Review

June 7, 2022 mcnews Leave a comment

2022 Suzuki GSX-S1000GT review — Suzuki’s all-new GSX-S1000GT+ is a street-tuned sportbike that’s outfitted for touring with a fairing and windscreen, comfortable rider and passenger accommodations, and 36-liter side cases. Photos by Kevin Wing.

Suzuki is helping sport-tourers make a comeback. With the rise of adventure bikes over the past decade, sport-tourers got shoved aside, relegated to the dark corners of showroom floors. Development cycles stretched out, and model updates became few and far between. That’s a shame. Not everyone wants a motorcycle with a 19-inch front wheel, a 34-inch seat height, and a jungle gym’s worth of crash bars.

Check out Rider‘s 2022 Motorcycle Buyers Guide

As the name implies, sport-tourers combine go-fast performance and touring prowess into a single package. What’s not to love about a superbike engine tuned for the street, a chassis built for both speed and comfort, and ergonomics that won’t make you cry uncle after an hour in the saddle? With their 17-inch wheels shod with grippy radials, sport-tourers love to lean, and modern electronic rider aids help keep things in check.

Enter the new-for-2022 Suzuki GSX-S1000GT ($13,149) and GSX-S1000GT+ ($13,799), the latter distinguished by its color-matched side cases. Color options are the Metallic Reflective Blue of our test bike or Glass Sparkle Black. The GT is built on the same platform as the GSX-S1000 naked sportbike we tested recently. But unlike the GSX-S1000F that was in Suzuki’s lineup until 2020, which was little more than a GSX-S1000 with a fairing bolted on, the GT is a true grand tourer.

Look Good, Feel Good

The GT’s bodywork is distinctive and angular, with a wedge-shaped front fairing that juts sharply forward and houses a V-shaped LED position light and a pair of mono-focus LED headlights (for low beam, only the right lamp is illuminated). Attached to the top of the fairing are mirrors perched on the ends of long stalks and a nonadjustable windscreen. Lower fairing panels keep the radiator and much of the engine hidden, and they are vented to pull hot air out and away from the cockpit.

GEAR UP:
Helmet: Scorpion EXO-R1 Air
Jacket: Scorpion Optima
Gloves: Scorpion Havoc
Pants: Scorpion Covert Pro Jeans
Boots: Sidi Gavia Gore-Tex

Two-up comfort was an important consideration in the GT’s development. All the rider and passenger touchpoints – the handlebar, footpegs, and rear grab handles – are rubber-damped to minimize vibration. Compared to the GSX-S1000F, the handlebar is 0.9 inch wider and 0.6 inch closer to the rider, allowing for more steering leverage and a nearly upright seating position. The wide, slightly dished rider’s seat sits 31.9 inches off the deck and is comfortable enough for long days in the saddle. A sporty amount of cornering clearance necessitated high placement of the footpegs, sacrificing some legroom, and they are positioned just below the rider’s hips.

Seat height for the passenger is 34.2 inches, and the 2.3-inch boost in height provides a better view over the rider’s shoulders. Large grab handles allow the passenger to hold on securely to the bike rather than just a strap on the seat or the rider’s hips. Both the front and rear seats have thick, supportive foam and are covered in a slightly grippy weather-resistant material.

To accommodate the added weight of a passenger and luggage, the GT has a trellis-style subframe that provides both strength and visual flair. The GSX-S1000GT+ comes standard with side cases that hold 36 liters (and up to 11 lbs) on each side, and they’re large enough to fit most full-face helmets. The saddlebags are easy to open, close, lock, remove, and reinstall, and they are keyed to the ignition. The only downside is that they cannot be left unlocked for quick access.

Paying the $650 premium for the GT+ is money well-spent. High-quality, lockable, removable, weatherproof saddlebags are undeniably convenient and practical. And buying the cases and necessary hardware as standalone accessories will set you back more than $1,000.

To further enhance the GT’s touring ability, Suzuki gave the bike a 6.5-inch full-color TFT display, all-new switchgear, and Bluetooth connectivity. The TFT has a large analog-style tachometer, a digital speedometer, and a fuel gauge on the left side, as well as an array of bike and trip info on the right. It also has a sensor that automatically switches the background from white in bright light to black in low light.

Buttons on the left switchgear allow the rider to adjust settings and navigate menus. Installing the Suzuki mySPIN smartphone app and pairing via Bluetooth provides access to contacts, phone, maps, music, and calendar functions, which are displayed on the TFT screen. You’ll need a Bluetooth helmet headset to make/receive calls, listen to music, or hear turn-by-turn directions. A USB port on the dash provides on-the-go charging for devices.

In Thrust We Trust

Like the GSX-S1000, the GT is powered by a 999cc in-line Four adapted from the GSX-R1000 K5 (2005-2008). It’s been retuned to make the engine more suitable for the street, but there’s still plenty of heat in the kitchen. On Jett Tuning’s rear-wheel dyno, the GSX-S1000 churned out 136 hp at 10,200 rpm and 73 lb-ft of torque at 9,300 rpm. Updates to the engine include new camshaft profiles, new valve springs, new throttle bodies, a revised airbox, and a Euro 5-compliant 4-2-1 exhaust. Together, they result in an extra 2 hp at the peak and smoother horsepower and torque curves.

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. Slaloming back and forth on a series of curves with grace and confidence requires accurate additions and subtractions of fuel and air, and the Suzuki mixes them perfectly. Using a throttle-by-wire system, turning the right grip directly activates the throttle position sensor, which sends instantaneous signals to a servo motor that precisely moves the throttle plates. Throttle response is further enhanced by a long, tapered intake tract that is narrower at the bottom where the 10-hole injectors are located.

The GT’s throttle-by-wire also enables the Suzuki Intelligent Ride System, which includes three ride modes (Active, Basic, and Comfort) that adjust throttle response and power delivery, 5-level traction control, cruise control, and Suzuki’s Easy Start, Low RPM Assist, and Bi-Directional Quick Shift systems. ABS is also part of the electronics package, but with no IMU, neither it nor the TC are lean-angle adaptive. The 6-speed transmission has a cable-actuated slip/assist clutch. Gear changes using the quickshifter are fast and smooth, and clutch action is light with predictable engagement. Both the clutch and brake levers are adjustable for reach.

Being derived from a Superbike championship-winning sportbike like the GSX-R1000, the GSX-S1000GT has a massive twin-spar cast-aluminum frame that surrounds the engine and attaches to a cast-aluminum swingarm. KYB suspension – a fully adjustable 43mm inverted fork and a link-type rear shock that’s adjustable for preload and rebound – is taut yet comfortable.

Brembo 4-piston radial-mount monoblock front calipers are mated to fully floating 310mm rotors, and they offer strong power and precise feedback. A Nissin 1-piston rear caliper squeezes a 240mm disc. The GT rolls on six-spoke, 17-inch cast-aluminum wheels shod with Dunlop Roadsmart 2 sport-touring radials that deliver reliable grip and neutral cornering behavior.

On the Road Again

Suzuki hosted a two-day press launch for the GSX-S1000GT+, with a test route that started and ended at its U.S. headquarters in Brea, California. Back-to-back 300-mile days gave us a chance to thoroughly evaluate the GT in a wide range of conditions, including traffic-choked freeways, wide-open highways, and tight, technical backroads. We followed that up with more miles on a test bike over several weeks on home turf.

The qualities that impressed us about the GSX-S1000 – impeccable smoothness, predictable handling, unflappable stability, and linear power delivery – carry over to its GT sibling. Likewise, its braking and suspension components and electronic rider aids were selected to deliver sporting performance without inflating the retail price.

Where the GT really stands out is its rider and passenger comfort, cruise control, instrumentation and connectivity, and, on the GT+, stylish and useful saddlebags. Weighing in at 521 lbs with its 5-gal. tank full, the GT+ is much lighter than open-class sport-tourers like the BMW R 1250 RT (615 lbs), Yamaha FJR1300ES (644 lbs), and Kawasaki Concours 14 (691 lbs). It weighs more than the Yamaha Tracer 9 GT (503 lbs) but makes significantly more rear-wheel horsepower (136 vs. 108). With its cornering ABS and TC and semi-active suspension, the Tracer 9 GT also costs $1,200 more than the GSX-S1000GT+ ($14,999 vs. $13,799).

If the GT has one notable shortcoming, it’s the nonadjustable windscreen. Though Suzuki says it and the bodywork were developed in a wind tunnel, airflow over the windscreen hit me square in the chest and created a lot of turbulence around my helmet. Of course, the size of the rider plays a role in aerodynamics (I’m 6 feet tall), but the lack of height adjustability means you get what you get. Suzuki makes an accessory touring windscreen ($169.95) that is 2.75 inches taller and has a more vertical pitch near the top, but one was not available during our test.

Other available accessories include heated grips, a two-tone rider’s seat with a suede-like cover embossed with the GSX-S GT logo, axle sliders, ring-lock tankbags (small and large), tank pads and protectors, and wheel rim decals.

We’re glad to see Suzuki helping bring the sport-touring class to its former glory. The GSX-S1000GT+ strikes an excellent balance between performance, technology, weight, comfort, and price. Life is good when the scenery is a blur.

2022 Suzuki GSX-S1000GT+ Specs

Base Price: $13,149 (GT)
Price as Tested: $13,799 (GT+ w/ 36L side cases)
Warranty: 1 yr., unltd. miles
Website: suzukicycles.com
ENGINE
Type: Liquid-cooled, transverse in-line Four, DOHC w/ 4 valves per cyl.
Displacement: 999cc
Bore x Stroke: 73.4 x 59.0mm
Compression Ratio: 12.2:1
Valve Insp. Interval: 15,000 miles
Fuel Delivery: EFI w/ throttle-by-wire, 40mm throttle bodies x 4
Lubrication System: Wet sump, 3.6 qt. cap.
Transmission: 6-speed, cable-actuated slip/assist wet clutch
Final Drive: O-ring chain
CHASSIS
Frame: Twin-spar cast aluminum frame & swingarm
Wheelbase: 57.5 in.
Rake/Trail: 25 degrees/3.9 in.
Seat Height: 31.9 in.
Suspension, Front: 43mm inverted fork, fully adj., 4.7 in. travel
Rear: Single linkage shock, adj. spring preload & rebound, 5.1 in. travel
Brakes, Front: Dual 310mm floating discs w/ 4-piston radial monoblock calipers & ABS
Rear: Single 240mm disc w/ 1-piston caliper & ABS
Wheels, Front: Cast, 3.5 x 17 in.
Rear: Cast, 6.0 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 190/50-ZR17
Wet Weight: 521 lbs (as tested)
Load Capacity: 405 lbs (as tested)
GVWR: 926 lbs
PERFORMANCE
Horsepower: 136 hp @ 10,200 rpm (rear-wheel dyno)
Torque: 73 lb-ft @ 9,300 rpm (rear-wheel dyno)
Fuel Capacity: 5.0 gals.
Fuel Consumption: 35.5 mpg
Estimated Range: 178 miles

The post 2022 Suzuki GSX-S1000GT | Road Test Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2022 Indian Pursuit Limited | Road Test Review

May 24, 2022 mcnews Leave a comment

Indian Motorcycle, now in its ninth model year since being relaunched under Polaris ownership, continues to expand its range of American-made V-Twins. Less beholden to tradition than Harley-Davidson, Indian has embraced liquid-cooled engines since the introduction of the Scout for 2015. The air-cooled Thunderstroke V-Twin is still available on Indian’s Chief, Springfield, and Roadmaster models, but radiators are found across the Scout cruiser and FTR street-tracker lineups, and the liquid-cooled PowerPlus 108 powers the Challenger bagger that was introduced for 2020.

Joining the Challenger for 2022 is the new Pursuit, a full-dress tourer that adds a top trunk with an integrated passenger backrest, vented fairing lowers, a Touring Comfort seat, and heated grips. The Pursuit is available in two versions: the Limited with chrome finishes (starting at $29,999) and the Dark Horse with blacked-out finishes (starting at $30,999).

Both versions of the Pursuit are available with a Premium Package ($3,000) that adds electronically adjustable rear suspension preload, Smart Lean Technology, integrated driving lights, and heated seats for both the rider and passenger.

After the Pursuit was unveiled in February and first shown to the public at Daytona Bike Week, Rider got early access to a Premium-equipped Pursuit Limited for a full test.

Power to the People

All of Indian’s liquid-cooled V-Twins share some common elements. They have a 60-degree spread between their cylinders, four valves per cylinder, and high compression ratios. Unlike the DOHC valvetrain on the Scouts and FTRs, however, the PowerPlus 108 in the Challenger and Pursuit models uses SOHC with hydraulic cam-chain tensioners and hydraulic valve lash adjusters.

Indian went all-in with full conventional liquid cooling on the PowerPlus rather than the partial liquid cooling used on Harley-Davidson’s Twin-Cooled Milwaukee-Eight. The frame downtubes on the Challenger and Pursuit wrap around a large black radiator to downplay its presence. Full liquid cooling improves an engine’s thermal efficiency, more effectively manages temperature in a wide range of conditions, and more easily satisfies increasingly stringent emissions regulations. Liquid cooling also improves performance, fuel efficiency, and comfort for the rider and passenger. Heat radiating from the engine was not a problem during our test of the Pursuit. Like other Indian tourers, it has rear-cylinder deactivation that kicks in when the bike is idling at a stop.

Displacing 108 cubic inches (1,768cc), the PowerPlus churns out a claimed 128 lb-ft of torque and 122 hp at the crank. After working its way through the clutch, gearbox, and belt final drive, engine output was 113 lb-ft of torque at 3,500 rpm and 108 hp at 5,600 rpm at the rear wheel on Jett Tuning’s dyno. Even though a pair of big 4.25-inch pistons work through a 3.8-inch stroke, the PowerPlus revs eagerly from idle all the way to its 6,500-rpm redline.

The Pursuit Limited with the Premium Package weighs a hefty 925 lbs, but it pulls away from stops authoritatively and lunges forward with quick twists of the throttle. Three ride modes – Standard, Sport, and Rain – adjust the throttle-response map to suit conditions or preferences. When it’s time to just cruise, shifting into the overdriven top gear of the 6-speed constant-mesh transmission turns the engine at a relaxed 2,500 rpm at 60 mph, and cruise control is standard.

We’re In This Together

A big part of what distinguishes the Challenger from the Pursuit is the latter’s top trunk with integrated passenger backrest. A two-up test ride with my wife, Carrie, earned high marks for the passenger accommodations. The wrap-around backrest provides both comfort and security, and we both appreciate the firm-yet-supportive Touring Comfort seat. There are separate seat heating controls for the rider and passenger, with individual buttons on the left side of the seat. The Ride Command+ touchscreen can also be used to activate seat heaters as well as the heated grips.

Carrie also liked the passenger footboards and speakers integrated into the backrest, which allowed her to hear and feel the music when we cranked up the tunes on the 100-watt audio system. What she was less enamored with, however, was the amount of bobblehead helmet buffeting she experienced when the electric windscreen was in the lowest position. That’s my favored position for the windscreen because it allows me to see over the top of the screen while providing wind protection for my upper torso.

Raising the windscreen to its highest position did a fantastic job of reducing turbulence and noise for both of us, though it forced me to look through the screen. With the screen all the way up, there’s an almost eerily quiet bubble within the cockpit, isolating the rider and passenger and allowing the thrum of the engine to be the primary soundtrack. In all, the windscreen has 3 inches of height range, so riders and passengers of different heights and preferences should be able to find a happy medium. On warmer days, opening the vents on the lowers and inner fairing boosts airflow through the cockpit.

The electronically adjustable preload on the Fox rear shock is a convenient, useful feature. On the Ride Command+ touchscreen, the rider can make various selections: Solo or Passenger; No Luggage, Light Luggage, or Heavy Luggage; and Trunk or No Trunk. The rider’s weight can also be set, and preload can be fine-tuned up or down in two increments. The system is user-friendly and makes a significant difference in how the Pursuit handles under different load conditions. (It’s available as a $999.99 accessory upgrade on all 2022 Challenger and Pursuit models.)

Like the Challenger, the Pursuit delivers a comfortable ride and responds predictably and confidently to steering inputs when pushed hard through a series of corners. With 31 degrees of cornering clearance, the footboards rarely scrape the pavement. The frame-mounted fairing takes weight off the handlebar, giving the big tourer a neutral, low-effort steering feel when applying pressure to the grips.

Part of what gives the Pursuit such poise is its modular aluminum backbone frame, which is shared with the Challenger and similar to the one used on the Chieftain. The frame is rock-solid, and despite having hundreds of pounds of engine, motorcycle, humans, and gear trying to twist it out of shape, it remains as unmovable as a mountain. This is the same frame that, by regulation, must be kept in stock form for the MotoAmerica King Of The Baggers series, where Indian’s factory team regularly wins races on Challengers.

A pair of 4-piston Brembo front calipers clamping down on big 320mm rotors and a 2-piston Brembo rear caliper squeezing a 298mm rotor provide prodigious stopping power. The front brake lever is adjustable for reach, but the clutch lever is not. ABS and TC are standard on the Pursuit, and the Premium Package goes a step further by adding an IMU that enables lean-angle-adaptive ABS and TC as well as drag-torque control.

Take It with You

The Pursuit’s top trunk is the same one used on Roadmaster models, and it’s a cavernous cavity that holds two full-face helmets. It’s also lined with durable gray fabric and has a 12-volt power socket. If the Pursuit’s 35 gallons (132 liters) of storage aren’t enough, the trunk has a chrome luggage rack on top for lashing down your kitchen sink. The keyless fob has buttons to lock and unlock the luggage remotely. There are also two small, non-locking storage cubbies in the fairing, and the one on the right has a USB port for connecting/charging a smartphone or thumb drive. Under a flip cover on the dash is another 12-volt outlet, so none of your devices should feel neglected.

Indian’s Ride Command+ is one of the most feature-rich and flexible infotainment systems available. Mission control is the 7-inch touchscreen, which has multiple screens for vehicle info, settings, navigation, music, and more. A button on the left switchgear allows riders to quickly toggle through the screens, and there are five prominent buttons below the screen to directly access specific functions. Vehicle/trip info screens can be customized by moving or swapping out different widgets, so you always have your favorite stats in one place.

Ride Command+ includes tire-pressure monitoring, Bluetooth connectivity, Apple CarPlay integration (which requires an iPhone and a Bluetooth headset), GPS navigation with turn-by-turn directions and built-in points of interest, and a customizable route builder that allows riders to add up to 100 waypoints. Pursuit owners get a free year of Ride Command+ connected features, which include live traffic and weather overlays, as well as a new vehicle locator feature that works through Indian’s Ride Command mobile app or website (after the first year, a Ride Command+ subscription costs $99.99/year).

Hot Pursuit

Baggers and tourers are big motorcycles that can pack in a lot of performance, technology, and amenities. But without style they’d be like the shy, pimply-faced teenager at the school dance, staring at his shoes with no one to dance with. Going down the road in a big American V-Twin needs to make a visual statement.

Leading the charge is a trim fender topped with an illuminated Indian headdress ornament. The fender hugs a 19-inch Sport Contrast Cut cast-aluminum front wheel, which is paired with a 16-incher out back, and both are shod with Metzeler Cruisetec tires. The Pursuit’s massive, wide-mouth, frame-mounted fairing has a large central LED headlight flanked by LED running lights/turnsignals.

GEAR UP
Helmet: HJC RPHA 1N
Jacket: Highway 21 Winchester
Gloves: Highway 21 Trigger
Pants: Highway 21 Blockhouse Jeans
Boots: Highway 21 Axle Shoe

Outboard of the frame downtubes are highway bars and large fairing lowers that provide leg protection and house driving lights (on Premium-equipped models). Toward the rear are tip-over bars just ahead of the saddlebags, and the bags have black-plastic panels that protect their leading edges and lower sides from rock chips and other road debris.

Our Pursuit Limited test bike is painted a lustrous Deepwater Metallic blue (it’s also available in Black Metallic and Maroon Metallic over Crimson Metallic; the Pursuit Dark Horse is available in four other colorways), and it has just the right amount of chrome and Indian badging. The Pursuit’s trunk gives it more visual weight at the rear to balance out the large fairing. Overall, it’s a handsome machine that will make owners feel a sense of pride and confidence when going down the road or parking it on bike night.

It’s About the Ride

With my feet up on the floorboards and my fundament down in the diamond-stitched seat, taking a long ride on the Pursuit reminded me of why we picked the Challenger as our 2020 Motorcycle of the Year. As we wrote in our September 2020 issue:

“The PowerPlus 108 … offers the performance, comfort, and lower emissions that only liquid cooling can provide, and delivers impressive grunt and smoothness with the rumbling character that makes V-Twins so popular. That plus muscular, modern style, an excellent chassis, a full range of available technology, generous wind protection and luggage capacity, and plenty of long-haul comfort make the Challenger a really great bagger.”

The Pursuit advances to the Challenger platform with greater touring capability, improving comfort, convenience, weather protection, and cargo capacity. Equipped with the Premium Package, the Pursuit Limited and Pursuit Dark Horse are fully featured and leave nothing on the table. Still, motorcyclists love to customize their machines. Indian’s accessories include performance upgrades, speakers for the fairing lowers and saddlebag lids, a Pathfinder Adaptive LED headlight, and more.

Passionate V-Twin fans love to debate the merits of air versus liquid cooling, loud versus quiet exhausts, different vee angles, and much else, but the bottom line is that cruising down the road on a big V-Twin touring bike is deeply satisfying. The pulse and relaxed cadence of the engine, the solidity and security of a heavyweight machine, and the go-all-day comfort always feels good and never gets old. Whether it’s a short ride to blow out the cobwebs or a weeklong journey to escape and explore, the enjoyment is a renewable resource, the gift that keeps on giving. Life, liberty, and the Pursuit of happiness.

2022 Indian Pursuit Limited Specs

Base Price: $29,999
Price as Tested: $33,749 (Premium Package, Deepwater Metallic color)
Warranty: 2 yrs., unltd. miles
Website: indianmotorcycle.com

ENGINE
Type: Liquid-cooled, transverse 60-degree V-Twin, SOHC, 4 valves per cyl.
Displacement: 1,768cc (108ci)
Bore x Stroke: 108.0 x 96.5mm
Compression Ratio: 11.0:1
Valve Insp. Interval: N/A (self-adjusting)
Fuel Delivery: EFI, 52mm dual-bore throttle body x 2
Lubrication System: Semi-wet sump, 5-qt. cap.
Transmission: 6-speed, cable-actuated assist wet clutch
Final Drive: Belt

CHASSIS
Frame: Modular cast aluminum w/ engine as stressed member & cast aluminum swingarm
Wheelbase: 65.7 in.
Rake/Trail: 25 degrees/5.9 in.
Seat Height: 26.5 in.
Suspension, Front: 43mm inverted fork, no adj., 5.1 in. travel
Rear: Single shock, electronically adj. for spring preload (as tested), 4.5 in. travel
Brakes, Front: Dual 320mm floating discs w/ 4-piston radial calipers & ABS
Rear: Single 298mm floating disc w/ 2-piston caliper & ABS
Wheels, Front: Cast, 3.50 x 19 in.
Rear: Cast, 5.00 x 16 in.
Tires, Front: 130/60-B19
Rear: 180/60-R16
Wet Weight: 925 lbs
Load Capacity: 460 lbs
GVWR: 1,385 lbs

PERFORMANCE
Horsepower: 108 hp @ 5,600 rpm (rear-wheel dyno)
Torque: 113 @ 3,500 rpm (rear-wheel dyno)
Fuel Capacity: 6.0 gals.
Fuel Consumption: 34 mpg
Estimated Range: 204 miles

The post 2022 Indian Pursuit Limited | Road Test Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2022 Can-Am Spyder RT Limited | Road Test Review

May 16, 2022 mcnews Leave a comment

BRP’s Can-Am three-wheelers have come a long way since the first model was introduced back in 2007. What started out as a single Spyder roadster powered by a 998cc V-Twin has grown into three distinct platforms that include a total of 10 models, with base prices ranging from $8,999 to $29,999.

There’s the light, sporty Ryker platform, which includes a base model available with a 600cc parallel-Twin or 900cc inline-Triple, plus 900cc Sport and Rally models. Each has a Sport or Rally ride mode that allows playful drifting on pavement or dirt.

Next up is the feet-forward, cruiser-touring Spyder F3 platform, with four models powered by a 1,330cc in-line Triple, including the F3, the F3-S Special Series, the F3-T with saddlebags, and the F3 Limited full-dress tourer. For luxury touring, there is the Spyder RT platform, with three models also powered by a 1,330cc Triple: the RT, the RT Limited, and the ultra-primo RT Sea-To-Sky.

The “Y” in the Spyder and Ryker names refers to the two-wheels-in-front, one-wheel-out-back configuration. Unlike trike conversions or sidecar rigs where a third wheel is grafted onto a two-wheeled motorcycle, Can-Am Spyders and Rykers were designed from the ground up as three-wheelers. With two wheels in front and three automotive-size contact patches, they are incredibly stable.

We’ve tested many Spyder and Ryker models, but our last test of a Spyder RT Limited was back in 2013. Upgrades to the platform over the years made us eager to reacquaint ourselves with Can-Am’s big tourer.

Ace In The Hole

Propelling the RT Limited down the road is a liquid-cooled, 1,330cc ACE (Advanced Combustion Efficiency) inline-Triple that’s made in Austria by BRP-owned Rotax. Its 120-degree crankshaft gives it perfect primary balance, and a gear-driven counterbalancer offsets the secondary and rocking-couple vibrations. Maintenance is minimized with self-adjusting valves and belt final drive. Claimed output is 115 hp at 7,250 rpm and 96 lb-ft at 5,000 rpm, modest figures for a machine said to weigh 1,021 lbs dry (the engine alone weighs 246 lbs).

GEAR UP
Helmet: Arai Regent-X
Jacket: Dainese D-Air Smart Jacket LS
Gloves: Dainese M1G C2 Gloves
Pants: Rev’It Piston Jeans
Boots: Wolverine 1000 Mile

Given that its power-to-weight ratio is about half that of many motorcycles, one might think the Spyder’s acceleration would suffer accordingly. But you’d be wrong. With ample torque on tap throughout the rev range, the big RT blasts away from stops and launches out of corners, delivering smile-inducing exhilaration. Jackrabbit starts can even break the rear tire loose briefly before the traction control kicks in.

Using paddle shifters on the left switchgear, the 6-speed semi-automatic transmission delivers lightning-fast upshifts. When ridden hard, each shift delivers a visceral power surge that eggs riders on. You can manually paddle shift into lower gears, or the electronically controlled transmission will do it automatically as you slow down, and it shifts into neutral at a stop. The Spyder has an electrically actuated parking brake, and when it comes time to back out of a downhill parking space, the reverse mode is a huge benefit.

The Spyder uses a throttle-by-wire system that sometimes delivers delayed responses. Both the standard and Eco ride modes exhibited a noticeable hitch in initial throttle application, and irregular power pulses plague the fuel-efficient Eco mode at lower speeds. Those issues fall to the wayside once the Spyder gets rolling, and the big Triple remains ultra-smooth throughout the rest of the rev range.

Out on the open road, the RT Limited gallops along with ease. In 6th gear, the Spyder maintains 70 mph at 3,600 rpm, nowhere near its 8,100-rpm redline, and its relaxed engine speed keeps vibration and harshness to a minimum. A couple taps on the paddle shifter gets the engine closer to its torque peak to make a quick pass. Or you can set the cruise control, lean back, and enjoy the ride.

Stable Is As Stable Does

In addition to its Y-architecture, one of the Spyder’s early innovations was its Vehicle Stability System (VSS), which integrates ABS, EBD (electronic brake-force distribution), TCS (Traction Control System), and SCS (Stability Control System). As far back as the original 2007 Spyder, based on inputs from an array of steering, engine speed, wheel speed, and other sensors, VSS would reduce engine power or brake individual wheels to keep the vehicle under control. Those early models were also equipped with Can-Am’s Dynamic Powering Steering.

The Spyder’s electronic rider aids have evolved steadily over the last 15 years. The same basic systems described above are used on current models, but they are more advanced, so they respond more quickly and intervene more gradually. Also standard on the RT Limited is hill-hold control, which maintains brake pressure on inclines to make it easier to pull away from a stop.

Suspending the Spyder is a trio of Sachs shocks, with two non-adjustable Big-Bore shocks in front and a self-leveling air shock out back. Thanks to double A-arms with an anti-roll bar in front, each wheel moves independently and the vehicle stays planted over irregular pavement and off-camber turns. The shocks are calibrated to deliver a comfortable ride, and they soak up a lot of abuse without upsetting the chassis. With three separate wheel tracks, however, it can be a challenge to dodge big potholes or debris in the road.

Lean In

The Spyder’s reverse-trike layout maximizes stability and traction, but the additional wheel also changes the steering dynamics. For riders accustomed to countersteering on two-wheeled motorcycles, there can be an adjustment period. For those with experience on ATVs or snowmobiles, the Spyder’s conventional steering will feel second-nature. To turn, you simply apply pressure to the outside handlebar. To hold a line, you need to maintain that pressure.

To help overcome the turning resistance of the Spyder’s two big contact patches in front, the Dynamic Power Steering system provides more assistance at low speeds and less assistance at high speeds. Still, because those dinner plate-sized front contact patches grab onto more pavement than the single, small contact patch on a motorcycle, Spyders can be sensitive to small inputs at speed. Early models often felt darty, a tendency that has been reduced but not fully eliminated on newer models. As riders rack up miles, they adapt and adjust their steering inputs accordingly.

When cornering at speed, leaning one’s body into the turn helps counteract centrifugal forces. It doesn’t make the Spyder turn quicker, but it helps the rider feel more planted and in control. Whereas early Spyders had both a brake lever on the handlebar and a brake pedal – using either applied brake pressure to all three wheels – newer models use only a brake pedal. For riders used to the finer motor control of their right hand for modulating brake pressure, using only a foot pedal can take some getting used to. With those three big contact patches and triple-disc brakes, the Spyder scrubs off speed quickly and stops on a dime.

Lap of Luxury

The RT Limited and the RT Sea-To-Sky, the latter featuring exclusive styling upgrades, are Can-Am’s top-of-the-line touring models. Standard equipment includes an electric windscreen, an integrated passenger backrest, heated grips, and heated pilot and passenger seats. The Spyder’s side panniers, top case, and front trunk offer a prodigious total of 47 gallons (177 liters) of storage for long-distance adventures.

Can-Am’s LinQ system allows the top case to be easily removed and reinstalled. The top case can also be swapped out with various LinQ accessories, such as a rear rack, a stand-alone passenger backrest, and bags of various sizes.

For those who want additional storage, the RT Limited has a towing capacity of 400 lbs. Can-Am’s accessory catalog includes trailer hitches and other towing accessories. Can-Am no longer offers its Freedom trailer, but the RT Limited is calibrated to work with earlier versions, and it is compatible with aftermarket trailers.

Both rider and passenger seats provide ample comfort and support for extended road trips, and they have separate heating controls. The broad seat pan paired with generous plush padding and a lumbar-supporting rear bolster promote comfort in the saddle and hold the rider in place during cornering. The handlebars sweep back to the rider for relaxed, easy steering, while the large rider footboards and adjustable passenger footboards allow both pilot and pillion to adjust their foot positions and stretch their legs.

The Spyder’s cozy confines encourage mile-munching journeys, but the infotainment system seems dated when compared to its contemporary counterparts. The 7.8-inch color LCD panel lacks the vibrance and visual detail of the TFT displays found on other luxury touring machines. It does provide a wealth of information, however, including a speedometer, a tachometer, a gear-position indicator, fuel level, ambient temperature, and other trip-related details.

Standard equipment on the RT Limited includes the BRP Audio Premium system with six speakers (four in front, two in back), a radio, and connectivity via USB and Bluetooth. The system can be controlled via buttons on the left switchgear, and the front storage compartment has a USB port for device connectivity and charging. The audio system envelopes the rider and passenger in sound, and volume automatically rises and falls in relation to the vehicle’s speed.

Additional connectivity is available by pairing a smartphone via the BRP Connect app, which allows riders to view texts and make/receive calls or listen to music using a Bluetooth headset. BRP Connect integrates other apps as well, such as REVER, Pandora, and AccuWeather, and they can be controlled through the Spyder’s switchgear.

Three Wheelin’

Starting at $27,499, the Spyder RT Limited is price competitive against luxury touring motorcycles such as the Honda Gold Wing (starting at $28,500) and Harley-Davidson Road Glide Limited (starting at $28,729), but it’s significantly less expensive than Harley’s factory trike, the Tri-Glide Ultra (starting at $35,699). All offer generous rider and passenger accommodations, ample storage capacity, infotainment systems, and smooth, torque-rich engines.

From its Y-architecture and Vehicle Stability System to its “frunk” (front trunk), paddle-shifting semi-automatic transmission, and foot-pedal-only combined braking system, the Spyder is a unique powersports vehicle. Two-wheel riders may dismiss it because it doesn’t lean, but the Spyder offers an open-air riding experience for those who do not want to balance and manage a heavyweight touring motorcycle. The RT Limited offers a one-of-a-kind mix of comfort, stability, safety, and touring capability. Prepare to be impressed.

2022 Can-Am Spyder RT Limited

Base Price: $27,499
Warranty: 2 yrs., unltd. miles w/ roadside assistance
Website: can-am.brp.com
ENGINE
Type: Liquid-cooled, transverse in-line Triple, DOHC w/ 4 valves per cyl.
Displacement: 1,330cc
Bore x Stroke: 84.0 x 80.0mm
Compression Ratio: 12.2:1
Valve Insp. Interval: N/A (self-adjusting)
Fuel Delivery: Electronic fuel injection w/ throttle-by-wire
Lubrication System: Dry sump, 5.0 qt. cap.
Transmission: 6-speed, semi-automatic w/ reverse
Final Drive: Belt
CHASSIS
Frame: Surrounding Spar Technology steel center beam
Wheelbase: 67.5 in.
Rake/Trail: N/A
Seat Height: 29.7 in.
Suspension, Front: Double A-arm w/ anti-roll bar & dual shocks, no adj., 6.9 in. travel
Rear: Single shock w/ self-leveling air preload adj., 6.0 in. travel
Brakes, Front: Dual 270mm discs w/ 4-piston fixed calipers & ABS
Rear: Single 270mm disc w/ 1-piston floating caliper, integrated parking brake & ABS
Wheels, Front: Cast aluminum, 5.0 x 15 in.
Rear: Cast aluminum, 7.0 x 15 in.
Tires, Front: 165/55-R15
Rear: 225/50-R15
Dry Weight: 1,021 lbs
Load Capacity: 494 lbs
PERFORMANCE
Horsepower: 115 hp @ 7,250 rpm (claimed)
Torque: 96 lb-ft @ 5,000 rpm (claimed)
Fuel Capacity: 7 gals.
Fuel Consumption: 32 mpg
Estimated Range: 224 miles

The post 2022 Can-Am Spyder RT Limited | Road Test Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2022 Royal Enfield Classic 350 | First Ride Review

May 10, 2022 mcnews Leave a comment

2022 Royal Enfield Classic 350 review — The 2022 Royal Enfield Classic 350 blends authentic style with modern engineering. Photos by Brandon Bunch.

Few motorcycle manufacturers can hold claim to the word “classic” with as much legitimacy as Royal Enfield. Having launched its first motorcycle at the Stanley Cycle Show in London in 1901, it’s the oldest motorcycle brand in continuous production. Now, 121 years later, we have the 2022 Royal Enfield Classic 350.

Check out Rider‘s 2022 Motorcycle Buyers Guide

One of Royal Enfield’s best-known models – the Bullet – was produced from 1931 until 2020, and it was available with either a 346cc or 499cc air-cooled Single. In 2021, Royal Enfield introduced the Meteor 350, a cruiser powered by a 349ccc air-/oil-cooled, SOHC, 2-valve, fuel-injected Single with a 5-speed gearbox. The Classic 350, which brings back the styling that made the Bullet such an iconic bike, is built around the same engine.

Built in Chennai, India, since 1955, Royal Enfields are designed for an enormous segment of the global market – those who want reliable, affordable small to mid-sized motorcycles. Over a 12-year production run, from 2008 to 2020, Royal Enfield produced and sold three million examples of the Classic 500, known here in the U.S. as the Bullet C5 Classic.

Gear Up:
Helmet: Arai Defiant-X
Jacket: Highway 21 Winchester
Gloves: Highway 21 Trigger
Pants: Highway 21 Blockhouse Jeans
Boots: Highway 21 Axle Shoes

Royal Enfield North America hosted the press launch of the Classic 350 in Savannah, Georgia, a classic Southern city established in 1733 on the banks of the Savannah River. On hand were two variants of the Classic 350, both retailing for $4,599: Dark models, available in Gunmetal Gray or Stealth Black, with a blacked-out powertrain and 10-spoke cast wheels with tubeless tires; and Signals models, available in Desert Sand or Marsh Grey, with 1950s military-style graphics and spoked wheels with tube-type tires. The Signals models are inspired by Royal Enfield’s long association with India’s armed forces.

Later this year, Royal Enfield will release the Halcyon collection inspired by 1950s-era British roadsters. Halcyon Forest Green, Halcyon Black, and Halcyon Blue will retail for $4,499, while the Chrome Red and Chrome Brown models with a mirror tank finish and special badging are priced at $4,699.

Like the Meteor, the Classic 350 was a collaborative effort by Royal Enfield’s design teams in the U.K. and India. They endeavored to create a motorcycle that seamlessly blends authentic styling and ride character with modern necessities like electronic fuel injection, disc brakes, and dual-channel ABS. All Royal Enfields are built in a state-of-the-art, ISO-9001-certified manufacturing facility and backed by a three-year, unlimited-mileage warranty with roadside assistance.

As pleasing as the Classic 350 is to look at while parked on one of Savannah’s brick-paved streets, it’s even more enjoyable to ride. Its relaxed, neutral seating position accommodates riders of all shapes and sizes, and its engine abides riders of all skill levels. Hit the starter and the Single burbles to life, delivering a pleasant, visceral pulse feel and a heartwarming exhaust note that your grandmother would love.

Royal Enfield claims 20 hp and 20 lb-ft of torque at the crank. When we tested a Meteor 350, it sent 18 hp at 6,200 rpm and 18 lb-ft of torque at 3,500 rpm to its chain-driven rear wheel. Built around a heavy steel frame and weighing 430 lbs ready to ride, the Classic 350 isn’t exactly a featherweight. Add in a full-grown adult male compressing the 31.7-inch seat’s foam, and the result is a languid, unhurried experience. The engine revs at a relaxed pace, and acceleration lacks urgency. Top speed is about 75 mph.

Horsepower and speed, however, are not the appropriate measuring sticks for the Classic 350. It’s the sort of motorcycle that embraces the slower pace of life that comes with molasses-thick humidity and lazy afternoons. What’s the rush?

Classic 350s will pound the pavement of rough, neglected roads the world over, and its suspension and brakes are designed to take abuse. The 41mm non-adjustable fork with 5.1 inches of travel and twin emulsion rear shocks with adjustable preload and 3.5 inches of travel were chosen for their durability and affordability. Ride quality is good but not great, right in line with expectations. Likewise, the ByBre disc brakes, with a 2-piston front caliper squeezing a 300mm rotor and a 1-piston rear caliper squeezing a 270mm disc, provide modest but predictable stopping power.

With a 19-inch front wheel and an 18-inch rear, the Classic 350 rolls over road imperfections with ease. Its Ceat Zoom Plus tires, which are also made in India, are narrow – 100/90-19 front, 120/80-18 rear – and contribute to the bike’s quick steering.

It’s hard not to love a motorcycle like the Classic 350. It’s a time capsule, an attention-getter, and – like that 1960s ad campaign for Tab diet cola – a “mindsticker.” Riding around the streets of Savannah, every time our get-along gang of journos stopped at a red light or a crosswalk, locals and tourists alike stopped in their tracks and asked, “Hey, what kind of bike is that?”

Ride a Royal Enfield Classic 350 and you’ll make new friends, and that never gets old.

2022 Royal Enfield Classic 350 Specs
Base Price: $4,599
Warranty: 3 yrs., unltd. miles w/ roadside assistance
Website: royalenfield.com
Engine Type: Air-cooled Single, SOHC w/ 2 valves
Horsepower: 20 hp @ 6,100 rpm (claimed)
Torque: 20 lb-ft @ 4,000 rpm (claimed)
Displacement: 349cc
Bore x Stroke: 72.0 x 85.8mm
Transmission: 5-speed, cable-actuated wet clutch
Final Drive: O-ring chain
Wheelbase: 54.7 in.
Rake/Trail: 26 degrees/4.4 in.
Seat Height: 31.7 in.
Wet Weight: 430 lbs (90% fuel)
Fuel Capacity: 3.4 gals.

The post 2022 Royal Enfield Classic 350 | First Ride Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2022 KTM 1290 Super Duke R Evo | Road Test Review

May 5, 2022 mcnews Leave a comment

Some motorcycles are like Buddha, such as a Gold Wing gliding down the road in near silence, its deep bucket seat cradling your fundament and scarcely a vibration felt at the feet and hands. Others are like mad dogs, snarling and pulling at their chains, ready to rip, tear, and lacerate at a moment’s notice. The original KTM 1290 Super Duke R was pretty much the latter – an idealized naked hyperbike that was introduced in 2014. It had terrific power, satisfying daily-rider ergonomics, and the immediate response that earmarks most race machines. KTM’s “Ready to Race” slogan was aptly fulfilled.

Now, after eight years of evolution, the latest-gen 1290 Super Duke R Evo goes further with the addition of multi-mode semi-active WP suspension to the KTM’s existing electronic elements, including throttle-by-wire, ride modes (which adjust throttle response and engine power), cornering ABS and traction control, wheelie control, cruise control, and more. Our test bike was equipped with the Tech Pack, a $899.99 option that adds an up/down quickshifter, Motor Slip Regulation (MSR), Suspension Pro, and Track Pack.

The settings may be configured statically or on the fly via multifunction switchgear on the left handlebar. The multilayered menu appears bright and crisp, day or night, on a 4.8-inch color TFT screen, which also includes a hockey-stick-style tachometer, a large digital speedometer, a gear-position indicator, and various annunciators.

FIRE ME UP

Let’s take a ride. There is no traditional ignition key, but rather an electronic transponder with a flip-out key that’s used only to unlock the seat. Approach within a few feet of the bike and the transponder and machine connect wirelessly. A quick press of the master power button on the right handlebar unlocks the fork and gas cap and illuminates the instrument panel.

From there, climb aboard and tag the start button. The highly tuned 1,301cc DOHC 75-degree V-Twin whirs and churns like a Massey Ferguson before firing and settling into a grumbling baritone idle through its enormous stainless headers. Sound pressure recorded at idle at helmet height was 88 decibels. And it gets louder as the revs build, naturally along with wind noise.

While the liquid-cooled motor warms up – we found the KTM to be somewhat coldblooded – use the opportunity to configure the electronic engine and chassis parameters for the ride. Which invites a fair question: What kind of ride?

First, select a ride mode: Street, Rain, and Sport modes are standard, while Performance and Track modes are part of the optional Track Pack. Next, select a suspension damping mode: Comfort, Street, and Sport are standard, along with electronically adjustable rear preload (in 2mm increments). Track, Advanced, and Automatic modes are part of the optional Suspension Pro package, which also adds automatic preload leveling with three modes (Low, Standard, and High). You can also turn off both traction control and MSR, turn off the quickshifter, and select an ABS mode (Road or Supermoto, which deactivates ABS at the rear wheel). Or not. Everything can be left in default settings, and you can just grab a gear and go.

It would take much more space than we have available to review all the settings and permutations. It takes some time to get familiar with everything, but for most riders the only settings that will be regularly changed are ride mode and suspension mode. Two customizable profiles allow riders to configure their favorite settings and toggle between them using a switch on the right handlebar. Set it and forget it.

CREATURE COMFORT

Let’s start the ride with the default Street ride mode and the genial Comfort suspension mode to get a baseline understanding of how the semi-active suspension interplays with the carryover electronics. It’s surprising what a pleasant motorcycle the 1290 SD-R Evo is with these soft settings. The suspension – a 48mm WP inverted fork, a linked monoshock, and a single-sided swingarm – is surprisingly comfy. Rowing across town, I found the steering characteristics to be pure joy. The Super Duke is nimble and agreeable for any necessary urban maneuver, from tight turns to quick lane changes to streaking away from offensive traffic.

GEAR UP
Helmet: Arai Quantum-X
Jacket: Alpinestars Hyper Drystar
Gloves: Alpinestars SMX-2
Pants: Alpinestars Victory Denim
Boots: Alpinestars Faster-3 Rideknit

Switching to the Street suspension mode, the ride quality still proved fine for a rabid naked bike making a claimed 180 hp. So is the engine’s vibration signature, a minor miracle in that the motor is bolted solidly to the space frame’s thin-wall chromoly tubing, and serves as a stressed member. The motocross-style tapered aluminum handlebar wears a pair of 6-oz bar-end mass dampers, which change the bar’s resonant frequency to quell engine-induced vibration in the grips.

Breaking free of town onto a winding two-lane highway, I toggled to Sport mode for both ride and suspension, which firmed up damping characteristics and shock spring preload, quickened throttle response, unleashed full power, and loosened up traction and wheelie control. Like observing a dog perking up its ears, the countenance of the Super Duke noticeably sharpened. Gone was the relaxed, easy cadence of Comfort and Street modes; Sport settings picked up the pace, and so did I. Ride aggressively or casually, Honey Badger don’t care.

In fact, the twin-spark engine is so flexible, it can just lug around as a torque monster or rage to its 10,250-rpm redline. On Jett Tuning’s dyno, the KTM generated 166 hp at 10,000 rpm and 96 lb-ft of torque at 8,400 rpm at the rear wheel in Sport mode. Horsepower increases steadily with revs, while torque is prodigious throughout the rev range, exceeding 80 lb-ft from 4,000 rpm to redline.

In town, the profiles and contact patches of the Bridgestone Battlax HyperSport S22 radials – 120/70-ZR17 front and fat 200/55-ZR17 rear – proved most agreeable. Linear, predictable, and confidence-inspiring. With their fine-particle silica compound, these refined treads are said to excel in conditions from rain to racetracks. We hit neither on this test, but on every mile of street, road, and freeway we covered, they proved highly satisfying.

A word now about seating. Though dimensionally small, the pilot’s seat feels more standard than sportbike. In other words, it’s just right for most riding activities. (If you want to go sport-touring, check out KTM’s accessory Ergo rider’s and pillion seats.) With no front fairing or windscreen, it’s full wind blast, baby. Complementing the fine steering geometry, the ergonomics are refreshingly sensible compared to superbikes – that is, except for the wide tank/airbox combination that splays knees unnaturally. Further, with its hard finishing panel at the rear, the tank can be a ballbreaker if sudden braking intrudes.

ALL IN

For the most fun part of this test, high above the city on empty mountain roads, I toggled to the Track ride mode, which is included as part of the Tech Pack. It maximizes throttle response and power, allows rear wheelspin to be adjusted on the fly over nine levels, and turns off wheelie control. (A more street-oriented Performance mode offers the same features, but also allows riders to use cruise control and the KTM MY RIDE multimedia system.)

In Track mode, everything gets really focused. Throttle response, already made more direct thanks to the new 65-degree quick-turn throttle (reduced by 7 degrees), which also helps reduce wrist angle and elbow drop at full throttle, becomes immediate. The Track suspension mode likewise dramatically firms things up. Although harder-edged, these settings make the Super Duke the ultimate confidence-inspiring machine for attacking road or track. With so much horsepower cued up and lacking the runoff of a modern racetrack, I backed out of this after several miles and reverted to the slightly more docile Sport ride and suspension modes.

Our test of the Super Duke R Evo revealed its complete mastery of all kinds of roads, including fast sweepers and tight corners, off-camber bends, and varied surfaces. Throughout, it required no undue tugging of the handlebar to change directions, engaged in no weird chassis hijinks or bobbles, and stayed faithful and true in whatever conditions appeared. Building such a tenable package is complicated, requiring a refined blend of chassis geometry and stiffness, mass placement, suspension design and tuning, power delivery, adaptive electronics, and way more. And the Bridgestones make it all work, whether at trolling speeds or lightspeed. All primary controls – including throttle, clutch, shifter, and front and rear brakes – are balanced with a well-connected feel.

There are a few demerits, but they’re relatively minor balanced against the total 1290 SD-R Evo package. Some of the handlebar switches are poorly shaped. Particularly egregious is the triangular turnsignal switch; activation feel is fine, but canceling requires pushing what feels like the pointy end of a carpenter’s pencil. Additionally, the headlight high/low switch, toggled by the left forefinger, should be larger, and the horn button is too far from the left thumb. And that 3.2-inch horn! I’m sure it’s stamped with the letters “moo,” emitting barely a plebian bleat no better than a newborn calf’s. Riders deserve better, and not just Super Duke pilots. Lastly, while I was personally happy with the clutch and front brake lever adjustability, the thumbscrews are small, and the adjustment range might not satisfy riders with small hands. Balancing this, the shift lever and rear brake pedal (and fork stops) are also adjustable, albeit with some light wrench work.

The Super Duke R Evo’s optional quickshifter can be turned on or off through the electronics menu. It works spectacularly for rapid upshifts, but is quite sensitive, and so a careless touch of the gear shift lever interrupts power. Admittedly, this only caused problems during particularly aggressive riding. Bottom line, for track duty or raging up a mountain road, the quickshifter is a fine addition; for street riding, though, I was happier deactivating it.

Part of the Suspension Pro package is a programmable anti-dive feature. I well remember hammering bikes with conventional inverted forks and cursing the nosebleed dives they’d make under hard braking while rushing downhill. No worries with the SD-R Evo, as this feature keeps the chassis more balanced and its rider happy. While eclipsing miles of narrow, twisting downhill road, the 1290’s chassis, Bridgestones, and Brembo brakes with Stylema 4-piston radial front calipers seamlessly mastered the conditions, with excellent feedback and precision. The tires offer an additional advantage of sticking even when they’re cool. Translation: Premium DOT sport tires are a great choice for the wide range of conditions that this improved Super Duke can handle.

TASTES GREAT, LESS FILLING

As much as I enjoyed my time aboard the 1290 while bending it into and out of undulating mountain corners, the KTM proved to be well-mannered on efficient-yet-boring freeways. That’s the real magic of bikes like this with fully customizable riding dynamics. You can tame the power, soften the suspension, and set the cruise control, all while queueing up your favorite song on your smartphone. At 70 mph on the freeway in 6th gear, the engine turns a relaxed 3,500 rpm. The motor seems to be at its smoothest exactly at this point, perfect for touring or droning commutes. On the highway, I found no detriments to the nimble steering geometry; the 1290 tracked beautifully and retained excellent stability.

Modern bikes like this latest Super Duke augment riding fun while reducing certain hassle factors. Pull into a gas station, drop the sidestand, hit the kill switch, and pop open the fuel filler without ever pulling the fob out of your pocket. From the 1290’s 4.2-gal. tank, over a mix of city, freeway, and mowing-down-the-mountain riding, we netted 35 mpg, yielding nearly 150 miles of range. The transponder that allows key-free unlocking, starting, and fueling also simplifies locking. When parked, hit the power button to shut down the bike, then hold it down again to lock the steering.

During a night ride, I happily discovered that the Super Duke’s twin LED headlights are vastly better than the first Super Duke’s halogen system. KTM surrounded the headlight array (split up the center to feed twin ram-air openings) with a racy illuminated surround in white and orange, KTM’s signature colors. Thoughtfully, the headlight assembly can be quickly removed for track duty with three fasteners and an electrical plug. Same goes for the rear turnsignal/license plate assembly. The TFT display, which automatically adjusts background colors in low-light conditions, seems even more beautifully illuminated at night. The switchgear illumination is modest but gives a general idea where the key switches are.

The 2022 KTM 1290 Super Duke R Evo is a highly attractive motorcycle for riders with serious sporting intentions – and the skills to go with them. For me, it’s close to a perfect streetbike thanks to its instantaneous response, excellent dynamics and feel, agreeable ergonomics, and the added bandwidth of its new semi-active suspension. Let’s be clear though: In its most active state, a Super Duke pushes the boundaries of sanity for streetbike performance. Do we actually need such a device? Nope. Do we want one? Absolutely!

2022 KTM 1290 Super Duke R Evo Specs

Base Price: $19,599
Price as Tested: $20,499 (Tech Pack)
Warranty: 1 yr., 12,000 miles
Website: ktm.com
ENGINE
Type: Liquid-cooled, transverse 75-degree V-Twin
Displacement: 1,301cc
Bore x Stroke: 108.0 x 71.0mm
Compression Ratio: 13.6:1
Valve Train: DOHC w/ 4 valves per cyl.
Valve Insp. Interval: 18,600 miles
Fuel Delivery: Keihin EFI w/ 56mm throttle bodies x 2
Lubrication System: Dry sump, 3.7 qt. cap.
Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
Final Drive: X-ring chain
CHASSIS
Frame: Tubular-steel w/ engine as stressed member, composite subframe & cast aluminum swingarm
Wheelbase: 58.9 in.
Rake/Trail: 25.2 degrees/4.2 in.
Seat Height: 32.8 in.
Suspension, Front: 48mm inverted fork, electronically adj., 4.9 in. travel
Rear: Single shock, electronically adj., 5.5 in. travel
Brakes, Front: Dual 320mm discs w/ 4-piston radial monoblock calipers & ABS
Rear: Single 240mm disc w/ 2-piston caliper & ABS
Wheels, Front: Cast aluminum, 3.50 x 17 in.
Rear: Cast aluminum, 6.00 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 200/55-ZR17
Wet Weight: 466 lbs.
Load Capacity: 471 lbs.
GVWR: 937 lbs.
PERFORMANCE
Horsepower: 165.5 hp @ 10,000 rpm (rear-wheel dyno)
Torque: 95.9 lb-ft @ 8,400 rpm (rear-wheel dyno)
Fuel Capacity: 4.2 gals.
Fuel Consumption: 35.3 mpg
Estimated Range: 149 miles

The post 2022 KTM 1290 Super Duke R Evo | Road Test Review first appeared on Rider Magazine.
Source: RiderMagazine.com

Motorcycle News, News

2021 BMW R 18 Classic | Tour Test Review

April 26, 2022 mcnews Leave a comment

The hills are green! Time to up the saddlebags on the BMW R 18 Classic and hit the road.

California has two seasons – green and brown. Green is short, typically lasting only a couple months after winter rains. Come springtime, the rain stops, and the grass and wildflowers enjoy a brief moment of glory before they wither and lose their color. Brown is dry, dusty, and interminable, usually lasting from spring until after the new year. Brown is also the season of wildfires, which have become more intense and widespread in recent years.

The Los Angeles Times recently reported that the American West’s megadrought – now in its 22nd year – is the driest in 1,200 years. The last time it was this dry was in the early Middle Ages, only a few hundred years after the fall of the Roman Empire. Here in California, the only appreciable amount of precipitation within the past year fell in December, after which the spigot simply turned off. Warm, dry conditions in January and February encouraged green shoots of grass to emerge and wildflowers to bloom earlier than usual.

After eight or nine months of brown, it’s uplifting to see hillsides and fields carpeted with bright green vegetation. Last year was so dry that nothing turned green, so the brown season lasted for the better part of two years. When the green season arrived last year, I knew I had to take advantage of it.

Check out Rider’s 2022 Motorcycle Buyers Guide

Points North

Since its debut in late 2020, BMW’s R 18 lineup has grown to include four models: the R 18 cruiser; the R 18 Classic, which adds a windshield, saddlebags, a passenger seat, cruise control, and driving lights; the R 18 B bagger, which has a handlebar-mounted fairing and hard saddlebags; and the R 18 Transcontinental full-dress tourer. The Classic is the only model we haven’t tested, and it was the perfect choice for a leisurely cruise north through the green hills of California’s Central Coast.

Getting into and loading/unloading the Classic’s 15.5-liter saddlebags is easy thanks to quick-release buckles for the straps and form-fitting drop-in liners, which are open-top tote bags with carry-handles as well as snaps to secure them inside the saddlebags. For those who sometimes prefer a minimalist look, the saddlebags, small passenger seat, and windshield are removeable.

The day before my ride, an erratic winter storm dusted the mountains with snow but brought no rain. On the morning of my departure, it was a frosty 39 degrees, so I dressed in multiple layers and switched the Classic’s heated grips to high. With photographer Kevin Wing in my rearview mirrors aboard our Yamaha Tracer 9 GT long-term test bike, we cruised north on U.S. Route 101 along the coast from Ventura to Santa Barbara. The Classic’s small windshield parts the air smoothly around the rider’s head and torso, but the rider’s hands and lower body remain exposed.

Rush-hour traffic compounded by highway construction motivated us to turn inland and try our luck on State Route 192 through well-to-do residential areas nestled in the foothills of the coast-facing Santa Ynez Mountains. We finally escaped the soccer moms and work trucks on State Route 154, a scenic byway that follows an old stagecoach route up and over San Marcos Pass. We took a break to warm up at Cold Spring Tavern, a former stagecoach relay station that dates back to 1865. Though too early for lunch, it’s a favorite spot for delicious tri-tip sandwiches, chili, and other fare. The rustic stone tavern holds special memories for me. Kevin and I ate there before my very first photo shoot – on a Buell XB12XT – back in 2008.

Strong as an Oak

After crossing the Santa Ynez Valley, we reconnected with U.S. 101 and continued north, riding through the rolling hills of Santa Barbara County’s wine country. The grapevines were still bare, but grass grew between the evenly spaced rows – sometimes kept in check by grazing sheep – and gnarled California oaks stood like giant sentries.

All R 18 models are built on BMW’s Big Boxer platform, with an air-cooled 1,802cc opposed flat-Twin mounted within a tubular-steel double-cradle frame. When we tested the standard R 18, it sent 80 horsepower and 109 lb-ft of torque to the rear wheel on Jett Tuning’s dyno, with all that grunt working through a 6-speed transmission mated to a single-plate dry slipper clutch and shaft final drive. Like many heavyweight cruisers, the clutch requires a firm pull (both levers are adjustable for reach). My boot didn’t easily fit under the shift lever, so for upshifts I used the heel shifter.

Throttle-by-wire enables three ride modes – Rock, Roll, and Rain – that alter throttle response, idle character, engine-drag torque control, and traction-control intervention. As the mode names imply, Rock offers more assertive throttle response and a lumpier feel at idle, whereas Roll is more relaxed, and Rain dials things back even further for sketchy conditions.

The R 18 Classic is a long machine, stretching 68 inches between the axles. Add in lazy rake and long trail figures, and the result is a motorcycle that’s happier on straight roads than tight curves. The wide pullback handlebar provides plenty of steering leverage, and the Classic is stable and obedient, but limited cornering clearance and a rear shock with 3.5 inches of firmly damped travel necessitate a modest pace on backroads. Broken, patched, and potholed pavement can be jarring.

After warming up with hot coffee and stuffing ourselves with giant burritos at a Mexican restaurant off State Route 1 near Morro Bay, we wound along Old Creek Road, passing Whale Rock Reservoir and groves of avocado trees before climbing out of a tight canyon and riding through ranchland. Crossing State Route 41, the narrow byway becomes Santa Rosa Creek Road, a narrow, neglected 16-mile stretch of pavement that’s perfect for a BMW GS but a rough ride on the Classic. The road cuts through more ranchland and follows its namesake creek toward the coast.

We spent the night in Cambria, a charming seaside village that’s one of the last places to find food or lodging before riding Route 1 north to Big Sur. Our home for the night was the Bluebird Inn, which for many years was a gathering place for Rider staffers and contributors during the annual summer pilgrimage up to Laguna Seca for the Superbike races. Back then, the Bluebird was owned by the Cooper family, and they’d provide a cooler of beer and snacks for our motley crew. We’d share laughs and stories on the Bluebird’s shaded patio before walking to dinner. The Coopers retired a few years ago, but the family that bought the place has retained the motel’s cozy vibe and friendly atmosphere.

Don’t Feed the Elephant Seals

Kevin and I woke up dark and early to find the seats of our bikes covered in frost. There was no coffee in our rooms, and nothing in Cambria opened until 7 a.m., so we grumbled as we quietly started the bikes and rode north to a parking area right on the coast for some sunrise photos. As we polished the BMW’s chrome and positioned the bike just so, we heard the distinctive barking and fart-like noises of elephant seals.

We walked a few yards to a small bluff to find a pair of juvenile male seals fighting each other on the beach. With no females nearby, this was merely practice for when the males got older and would need to fight full-grown alpha males – which can be up to 16 feet long and weigh 5,000 lbs – to compete for mates.

A little further north, within sight of the Piedras Blancas lighthouse, is a dedicated parking area and elevated boardwalk where visitors can view an elephant seal haul-out area. A population of 25,000 elephant seals gathers at various times of the year along an eight-mile stretch of coast. Pups are born in December and January, and in the early months of the year you can see enormous alphas protecting their harem and exhausted mothers feeding their black-furred pups. The adults go months without food or water while on land during breeding season, so mostly they just lie about like giant sausages on the beach.

Backroads & Byways

California Route 1 is world famous, and for good reason. It hugs the rugged coast for hundreds of miles, and the section from San Simeon up to Big Sur and Monterey is as beautiful and challenging as roads get. But in the shadows of well-known scenic roads are hidden gems like Santa Rosa Creek Road.

GEAR UP
Helmet: Schuberth C4 Pro Modular
Jacket: Scorpion Morpheus
Gloves: Alpinestars Patron Gore-Tex
Pants: Scorpion Covert Pro Jeans
Boots: Umberto Luce Crimson Boots

As we headed south, past the iconic Morro Rock, we left Route 1 and took South Bay Boulevard past the marshy Morro Bay Estuary, and then Turri Road along Los Osos Creek and through rolling ranchland. My favorite road in the area, which I discovered just a few years ago, is Prefumo Canyon Road. It climbs up and over the northern side of the coastal range, briefly turns to hard-packed dirt as it winds through a tunnel of trees, and then becomes See Canyon Road, which twists its way among apple farms and vineyards. It ends at San Luis Bay Road, which soon connects to Avila Beach Road for a short ride to Port San Luis, where an old wooden pier juts into San Luis Obispo Bay.

This ride was about visiting old favorite backroads and byways, and refamiliarizing ourselves with newer ones. You can find our route on REVER in the Rider Magazine Community. Download the free app or visit rever.co.

Chrome & Pinstripes

Our 2021 R 18 Classic test bike is outfitted with a few extras. It has the First Edition Package ($2,150), which includes Black Storm Metallic paint with white pinstripes and chrome-plated levers, covers, fittings, and calipers. It has the Premium Package ($1,450), which includes BMW’s Adaptive Headlight, Headlight Pro, Reverse Assist, and Hill Start Control. And it has the Select Package ($225), which adds heated grips, a locking fuel filler cap, and an anti-theft alarm.

Instrumentation is limited to a single gauge that includes an analog speedometer and an inset LCD, which displays ride mode, gear position, and an info screen that can be scrolled through various functions: tachometer, tripmeters, odometer, voltmeter, fuel economy, average speed, clock, and date. A touring bike in this price range should also provide fuel level and ambient temperature. We averaged 38 mpg from the 4.2-gallon tank, for a range of about 160 miles. The low-fuel light comes on with one gallon remaining.

End of the Road

Two full days in the saddle gave me an appreciation for what the R 18 Classic offers. Its traditional styling, especially the black-and-white-pinstripes First Edition version inspired by BMW’s 1930s-era R 5, fits well within the expectations of many heavyweight cruiser buyers. But with the opposed cylinders of its Big Boxer jutting out to the sides, the R 18 does not conform to the usual V-Twin formula.

The engine has the right sound and feel, and it produces plenty of low-end torque, but the cylinders create a barrier that prevents riders from stretching out their legs. On long rides, there’s limited space for changing hip and knee angle. Due to the placement of the heel-toe shifter, brake pedal, and dual exhaust pipes, the small footboards are also somewhat cramped (at least for size-11 boots). The firm seat is supportive, but there isn’t much room to move around.

Beneath the R 18 Classic’s throwback aesthetic is a fully modern motorcycle with ride modes, cruise control, linked ABS, traction control, and other electronic rider aids. The rhythmic lope of its big Twin, especially in Roll mode, encourages a relaxed, unhurried pace, to slow down and appreciate the view. Enjoy the season of green – and the ride – while you can.

2021 BMW R 18 Classic Specs

Base Price: $19,495 ($18,995 in 2022)
Price as Tested: $23,320 (First Edition Package, Premium Package, Select Package)
Warranty: 3 yrs., 36,000 miles
Website: bmwmotorcycles.com
ENGINE
Type: Air-/oil-cooled, longitudinal opposed flat-Twin, OHV w/ 4 valves per cyl.
Displacement: 1,802cc (110ci)
Bore x Stroke: 107.1 x 100.0mm
Compression Ratio: 9.6:1
Valve Insp. Interval: 6,000 miles
Fuel Delivery: BMS-O EFI w/ 48mm throttle body
Lubrication System: Wet sump, 4.2 qt cap.
Transmission: 6-speed, hydraulically actuated single-plate dry slipper clutch
Final Drive: Shaft
CHASSIS
Frame: Tubular-steel double cradle w/ tubular-steel double-sided swingarm
Wheelbase: 68.1 in.
Rake/Trail: 32.7 degrees/5.9 in.
Seat Height: 28.0 in.
Suspension, Front: 49mm telescopic fork, no adj., 4.7 in. travel
Rear: Single cantilever shock, adj. for spring preload, 3.5 in. travel
Brakes, Front: Dual 300mm discs w/ 4-piston opposed calipers & ABS
Rear: Single 300mm disc w/ 4-piston opposed caliper & ABS
Wheels, Front: Spoked, 3.0 x 16 in.
Rear: Spoked, 5.0 x 16 in.
Tires, Front: Tube-type, 130/90-B16
Rear: Tube-type, 180/65-B16
Wet Weight: 805 lbs.
Load Capacity: 430 lbs.
GVWR: 1,235 lbs.
PERFORMANCE
Horsepower: 80 hp @ 4,500 rpm (2021 R 18, rear-wheel dyno)
Torque: 109 lb-ft @ 2,900 rpm (2021 R 18, rear-wheel dyno)
Fuel Capacity: 4.2 gals.
Fuel Consumption: 38 mpg
Estimated Range: 160 miles

The post 2021 BMW R 18 Classic | Tour Test Review first appeared on Rider Magazine.
Source: RiderMagazine.com

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