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2022 Motorcycle Buyers Guide: New Street Motorcycles

August 23, 2021 mcnews Leave a comment

This 2022 motorcycle buyers guide includes new or significantly updated street-legal models available in the U.S. It includes cruisers, sportbikes, retro-styled bikes, scooters, touring bikes, and more.

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

2022 BMW C 400 GT

Available in Europe since 2018, the 2022 BMW C 400 GT scooter receives updates and joins the U.S. lineup. As its Gran Turismo name implies, the GT is geared toward touring and comfort while still offering agility, twist-and-go user-friendliness, and generous underseat storage scooters are known for. The 350cc single-cylinder engine receives new Euro 5 emissions certification and delivers a claimed 34 horsepower at 7,500 rpm and 26 lb-ft of torque at 5,750 rpm. There are other updates to the engine, throttle-by-wire, traction control, and more. Base price is $8,495.

Read our 2022 BMW C 400 GT First Look Review

2022 BMW CE 04 Electric Scooter

The 2022 BMW CE 04 scooter is part of BMW Motorrad’s “electromobility strategy.” It uses an innovative liquid-cooled, permanent-magnet electric motor mounted in the frame between the battery and the rear wheel. The motor is rated at 20 horsepower with a claimed maximum output of 42 horsepower, top speed is 75 mph, and 0-30 mph is achieved in 2.6 seconds. The CE 04 has a battery cell capacity of 60.6 Ah (8.9 kWh), providing a claimed range of 80 miles. Price and availability have not yet been announced.

Read our 2022 BMW CE 04 Electric Scooter First Look Review

2022 BMW R 18 B

When BMW unveiled the R 18 last year, a cruiser powered by a massive 1,802cc OHV air/oil-cooled 4-valve opposed Twin that’s the largest “boxer” engine the German company has ever produced, it was only a matter of time before touring versions were added to the lineup. For 2022, BMW has announced the R 18 B “Bagger” (above) and R 18 Transcontinental (below). Both are equipped with a handlebar-mounted fairing with an infotainment system, a passenger seat, and locking hard saddlebags, and the Transcontinental adds a top trunk with an integrated passenger backrest. The 2022 BMW R 18 B is equipped with a low windshield, a slim seat (height is 28.3 inches), and a matte black metallic engine finish. Base price is $21,495.

Read our 2022 BMW R 18 B and R 18 Transcontinental First Look Review

2022 BMW R 18 Transcontinental

Like the R 18 B, the 2022 BMW R 18 Transcontinental is equipped with a handlebar-mounted fairing with an infotainment system, a passenger seat, and locking hard saddlebags, and the Transcontinental adds a top trunk with an integrated passenger backrest. The 2022 BMW R 18 Transcontinental has a tall windshield, wind deflectors, driving lights, heated seats, highway bars, and an engine finished in silver metallic. Base price is $24,995.

Read our 2022 BMW R 18 B and R 18 Transcontinental First Look Review

2022 Honda Grom

The lovable, popular Grom has been Honda‘s top-selling streetbike since it was introduced in 2014. Now in its third generation, the 2022 Honda Grom gets a revised engine, a new 5-speed transmission, a larger fuel tank, a thicker, flatter seat, and fresh styling. Large bolts on the bodywork and a new two-piece design for the down pipe and muffler make the Grom easier to customize. Base price is $3,399, and another $200 gets you ABS. The Honda Grom SP ($3,499, above) comes in Pearl White and includes special graphics, gold fork tubes, and gold wheels.

Read our 2022 Honda Grom First Ride Review

2022 Indian Chief

To celebrate the 100th anniversary of the Chief, Indian Motorcycle revamped the entire lineup. In a nod to post-WW2 Indians, the lineup includes an updated Chief and two new models: the Chief Bobber and the Super Chief. Up-spec models include the Chief Dark Horse, Chief Bobber Dark Horse, and Super Chief Limited.

All Indian Chiefs are powered by the air-cooled, 49-degree Thunderstroke V-Twin, in either 111ci (1,811cc) or 116ci (1,890cc) displacement, with 6-speed transmissions and belt final drive. Every model has a low 26-inch seat height, and standard equipment includes keyless ignition, ride modes, cruise control, rear cylinder deactivation, and LED lighting.

The modern, sporty 2022 Indian Chief (above) has cast wheels with a 19-inch front, a solo saddle, midmount foot controls, and a drag-style handlebar. It’s powered by the Thunderstroke 111 V-Twin that makes 108 lb-ft of torque, and ABS is optional. The Indian Chief is available in Black Metallic, Ruby Smoke, and White Smoke, and pricing starts at $14,499.

Read our 2022 Indian Chief Lineup First Look Review

Read our 2022 Indian Super Chief Limited First Ride Review

2022 Indian Chief Dark Horse

Dark Horse models are known for their blacked-out finishes, dark paint, and minimalist styling. The 2022 Indian Chief Dark Horse has a Thunderstroke 116 V-Twin that belts out 120 lb-ft of torque. It also features a 4-inch round instrument panel with Ride Command, offering turn-by-turn navigation, Bluetooth connectivity, and more, as well as standard ABS. The Chief Dark Horse rolls on cast wheels (19-inch front, 16-inch rear) and is available in Black Smoke, Alumina Jade Smoke, and Stealth Gray. Pricing starts at $16,999.

Read our 2022 Indian Chief Lineup First Look Review

Read our 2022 Indian Super Chief Limited First Ride Review

2022 Indian Chief Bobber

Following the success of the Scout Bobber, it’s only natural that Indian would add a variation to the Chief lineup. The 2022 Indian Chief Bobber has mini-ape hanger handlebars paired with forward foot controls for an upright riding position. Powered by the Thunderstroke 111, it rolls on 16-inch wire wheels, has fork and shock covers, a large headlight bucket wrapped in a nacelle, and a mix of chrome and black finishes. ABS is optional. The Indian Chief Bobber is available in Black Metallic and Ruby Metallic, pricing starts at $15,999.

Read our 2022 Indian Chief Lineup First Look Review

Read our 2022 Indian Super Chief Limited First Ride Review

2022 Indian Chief Bobber Dark Horse

The 2022 Indian Chief Bobber Dark Horse gets the larger, more powerful Thunderstroke 116 V-Twin, the 4-inch display with Ride Command, and standard ABS. Sixteen-inch wheels have chrome spokes and gloss black rims, and nearly everything gets a menacing, blacked-out look. The Chief Bobber Dark Horse comes in Black Smoke, Titanium Smoke, and Sagebrush Smoke, and pricing starts at $18,999.

Read our 2022 Indian Chief Lineup First Look Review

Read our 2022 Indian Super Chief Limited First Ride Review

2022 Indian FTR

For 2022, Indian‘s FTR lineup includes four models: FTR, FTR S, FTR R Carbon, and FTR Rally. The entire line gets an updated liquid-cooled 1,203cc V-Twin with a revised fuel map for better cold-start performance and throttle response, and rear-cylinder deactivation and revised heat channeling to improve comfort. The street-biased FTR, FTR S, and FTR R Carbon now roll on 17-inch cast-aluminum wheels with Metzeler Sportec rubber, and have less front/rear suspension travel, a lower 32.2-inch seat height, and a narrower ProTaper handlebar. The scrambler-themed FTR Rally is still equipped with wire-spoke 19- and 18-inch wheels and longer suspension travel.

The base-model 2022 Indian FTR (above) has fully adjustable Sachs suspension, with a 43mm inverted fork and a piggyback rear shock. It’s available in Black Smoke, and pricing starts at $12,999.

Read our 2022 Indian FTR Lineup First Look Review

Read our 2022 Indian FTR S First Ride Review

2022 Indian FTR S

The up-spec 2022 Indian FTR S features a Bluetooth ready 4.3-inch Ride Command touchscreen display, giving riders access to three selectable ride modes and IMU-supported rider aides like cornering ABS, traction control, wheelie control, rear-wheel lift mitigation, and stability control. Standard equipment includes a fast-charging USB port, an Akrapovič slip-on exhaust, and fully adjustable Sachs suspension. It’s available in Maroon Metallic (above) and White Smoke, and pricing starts at $14,999.

Read our 2022 Indian FTR Lineup First Look Review

Read our 2022 Indian FTR S First Ride Review

2022 Indian FTR R Carbon

The top-of-the-line 2022 Indian FTR R Carbon stands apart from the crowd with a carbon fiber tank cover, fender, and headlight nacelle. It also has fully adjustable Öhlins suspension, a red frame, silver tailsection, black Akrapovič slip-on exhaust, a premium seat cover, and numbered badging. Pricing starts at $16,999.

Read our 2022 Indian FTR Lineup First Look Review

Read our 2022 Indian FTR S First Ride Review

2022 Indian Super Chief

Ready to hit the road for days on end in comfort and style, the 2022 Indian Super Chief features a quick-release windscreen, saddlebags, a touring seat with passenger pad, floorboards, and traditional pullback handlebars. Like the Chief Bobber, the Super Chief is powered by the Thunderstroke 111 and has 16-inch wire wheels, a large headlight bucket with nacelle, fork covers, and optional ABS. Its fully chromed shotgun-style dual exhaust enhances its classic style. It’s available in Black Metallic and Pearl White, and pricing starts at $18,499.

Read our 2022 Indian Chief Lineup First Look Review

Read our 2022 Indian Super Chief Limited First Ride Review

2022 Indian Super Chief Limited

For touring riders who want more power, safety, and sophistication, the 2022 Indian Super Chief Limited features a quick-release windscreen, saddlebags, a touring seat with passenger pad, floorboards, and traditional pullback handlebars like the base-model Super Chief. The Limited adds the Thunderstroke 116 V-twin, standard ABS, and a 4-inch round display with Bluetooth-connected Ride Command. Chrome finishes and rich metallic paint make the Super Chief Limited extra special. It comes in Black Metallic, BlueSlate Metallic, and Maroon Metallic, and pricing starts at $20,999.

Read our 2022 Indian Chief Lineup First Look Review

Read our 2022 Indian Super Chief Limited First Ride Review

2022 Kawasaki KLR650

As far as dual-sport motorcycles go, the Kawasaki KLR650 is the stuff of legend. We’re big fans of the KLR, and when it was dropped from Kawasaki’s lineup we wrote a heartfelt requiem for our old friend. After a brief retirement, the 2022 Kawasaki KLR650 returns with some major upgrades, including a fuel-injected (finally!) liquid-cooled 652cc Single that promises increased reliability and fuel efficiency and optional ABS.

Four versions are available:

KLR650 (MSRP: $6,699; Pearl Sand Khaki and Pearl Lava Orange)
KLR650 ABS ($6,999; Pearl Sand Khaki)
KLR650 Traveler ($7,399; Pearl Lava Orange; equipped with factory-installed top case, 12V power outlet, and USB socket)
KLR650 Adventure (Non-ABS MSRP: $7,699, ABS MSRP: $7,999; Cypher Camo Gray; equipped with factory-installed side cases, LED auxiliary light set, engine guards, tank pad, 12V power outlet and USB socket)

Read our 2022 Kawasaki KLR650 First Look Review

2022 Suzuki GSX-S1000

The 2022 Suzuki GSX-S1000 is a naked sportbike powered by an updated version of the liquid-cooled 999cc inline Four from the K5 (2005-2008) GSX-R1000. It gets more aggressive, angular styling with stacked LED headlights and MotoGP-inspired winglets, a new 4-2-1 exhaust system, a new slipper clutch, and the Suzuki Intelligent Ride System. An updated seat design, new wheels shod with new Dunlop Roadsport 2 tires, revised instrumentation and switches, and a new larger fuel tank (5 gallons, up from 4.5) round out the changes. The 2022 Suzuki GSX-S1000 is available in Metallic Triton Blue, Metallic Matte Mechanical Gray, and Glass Sparkle Black. Price is TBD.

Read our 2022 Suzuki GSX-S1000 First Look Review

2022 Suzuki Hayabusa

Now in its third generation with its first update since 2008, the legendary 2022 Suzuki Hayabusa gets a thoroughly revised liquid-cooled 1,340cc inline that makes 187 horsepower at 9,750 rpm and a whopping 110 lb-ft of torque at 7,000 rpm. Peak figures are lower, but there’s more grunt in the midrange, and the latest Hayabusa accelerates faster than its predecessor. The Hayabusa has been updated and refined from nose to tail, with new styling and instrumentation, an IMU-enabled Suzuki Intelligent Ride System, and much more. Available in Glass Sparkle Black and Candy Burnt Gold; Metallic Matte Sword Silver and Candy Daring Red; and Pearl Brilliant White and Metallic Matte Stellar Blue, pricing for the 2022 Suzuki Hayabusa starts at $18,599.

Read our 2022 Suzuki Hayabusa First Ride Review

Watch our 2022 Suzuki Hayabusa Video Review

2022 Triumph Bonneville Bobber

For 2022, Triumph has given performance, technological, and visual updates to its entire Modern Classic lineup, which includes the iconic Bonneville T100, Bonneville T120 and T120 Black, Street Twin and Street Twin Gold Line, Bonneville Bobber, and Speedmaster models.

Triumph has merged the Bobber and up-spec Bobber Black into one single model, the 2022 Triumph Bonneville Bobber. Like other models in the Bonneville lineup, the Bobber’s “high-torque” 1,200cc liquid-cooled parallel-Twin gets a lighter crankshaft and mass-optimized clutch and counterbalancers. It also gets a larger 3-gallon fuel tank, an upgraded fork, a chunky front wheel, dual Brembo front calipers, standard cruise control and ABS, a new LED headlight, and some styling updates. The Bobber is available in Jet Black, Cordovan Red, and Matte Storm Grey and Matte Ironstone two-tone (above). Pricing starts at $13,150.

Read our 2022 Triumph Bonneville Lineup First Look Review

2022 Triumph Bonneville Speedmaster

The 2022 Triumph Bonneville Speedmaster gets an updated “high-torque” 1,200cc liquid-cooled parallel-Twin, refined riding modes (Road and Rain), a larger-diameter and higher-spec 47mm Showa cartridge fork, improved rider and passenger seating, and updated instrumentation. The Speedmaster is available in Jet Black, Red Hopper, and two-tone Fusion White and Sapphire Black with hand-painted twin coach lines (above). Pricing starts at $13,150.

Read our 2022 Triumph Bonneville Lineup First Look Review

2022 Triumph Bonneville T100

The 2022 Triumph Bonneville T100’s Euro 5-compliant “high-torque” 900cc parallel-Twin boasts an additional 10 ponies, bringing its claimed figures up to 64 horsepower at 7,400 rpm and 59 lb-ft of torque at 3,750 rpm. The engine also gets a lighter crankshaft, mass-optimized clutch and counterbalancers, a magnesium cam cover, and a thin-walled clutch cover, which together reduce curb weight by 8 pounds. The T100 also gets an upgraded fork, new instrumentation, and some styling tweaks. The Bonneville T100 is available in Jet Black, two-tone Lucerne Blue and Fusion White (above), and two-tone Carnival Red and Fusion White. Pricing starts at begins at $10,500.

Read our 2022 Triumph Bonneville Lineup First Look Review

2022 Triumph Bonneville T120 / T120 Black

2022 Triumph Bonneville T120 Black review — 2022 Triumph Bonneville T120 Black

The 2022 Triumph Bonneville T120 and T120 Black get engine updates, less weight (520 pounds wet, down 15.5), and other updates. The “high-torque” 1,200cc liquid-cooled parallel-Twin gets a lighter crankshaft and mass-optimized clutch and counterbalancers. The big Bonnies get cruise control, new Brembo front calipers, refined riding modes (Road and Rain), and aesthetic upgrades. Pricing for the 2022 Triumph Bonneville T120 and T120 Black (above) starts at $12,050.

Read our 2022 Triumph Bonneville Lineup First Look Review

2022 Triumph Rocket 3 Black

2022 Triumph Rocket 3 R Black review — 2022 Triumph Rocket 3 R Black

Limited to 1,000 units worldwide, the 2022 Triumph Rocket 3 R Black gives the 2,458cc mega cruiser an even leaner-and-meaner look. It features an aggressive all-black colorway that focuses on matte finishes, darkened tank badging, a carbon fiber front fender, and blacked-out components from nose-to-tail, and it comes with a certificate of authenticity. Pricing starts at $23,700.

2022 Triumph Rocket 3 R Black and Rocket 3 GT Triple Black Announced

2022 Triumph Rocket 3 GT Triple Black

Also limited to 1,000 units worldwide, the 2022 Triumph Rocket 3 GT Triple Black applies the dark treatment to the touring version, with a high-gloss three-shade paint scheme, a carbon fiber front fender, and blacked-out components. It comes with a certificate of authenticity that lists each motorcycle’s VIN. And its enormous 2,458cc inline Triple produces 167 horsepower at 6,000 rpm and a 163 lb-ft of torque at 4,000 rpm. Pricing starts at $24,400.

2022 Triumph Rocket 3 R Black and Rocket 3 GT Triple Black Announced

2022 Triumph Scrambler 1200 XC

Also built on Triumph‘s Bonneville platform, the 2022 Scrambler 1200 XC, Scrambler 1200 XE, and Scrambler 1200 Steve McQueen Edition are powered by a “high power” version of Triumph’s liquid-cooled, 1,200cc parallel-Twin that’s been updated to meet Euro 5 emissions regulations, which includes a revised exhaust system that offers improved heat distribution. With a dedicated Scrambler tune, it makes 89 horsepower at 7,250 rpm and 81 lb-ft of torque at 4,500 rpm. All three models have a 21-inch front wheel, side-laced tubeless wheels, and nearly 10 inches of suspension travel.

The 2022 Triumph Scrambler 1200 XC is available in Sapphire Black ($14,000), two-tone Cobalt Blue and Jet Black ($14,500, above), and two-tone Matte Khaki Green and Matte Black ($14,500).

2022 Triumph Scrambler 1200 XC, XE and Steve McQueen Edition First Look Review

2022 Triumph Scrambler 1200 XE / Steve McQueen Edition

2022 Triumph Scrambler 1200 Steve McQueen review — 2022 Triumph Scrambler 1200 Steve McQueen Edition

Receiving the same updates as the XC, the higher-spec 2022 Triumph Scrambler 1200 XE adds an Off-Road Pro mode and cornering-optimized ABS and traction control. It’s available in Sapphire Black ($15,400), two-tone Cobalt Blue and Jet Black ($15,900), and two-tone Matte Khaki Green and Matte Black ($15,900).

Limited to 1,000 in individually numbered units worldwide and based on the XE, the 2022 Triumph Scrambler 1200 Steve McQueen Edition (above) honors the King of Cool with unique Steve McQueen branding on the tank and handlebar clamp, an exclusive Competition Green custom paint scheme, premium Scrambler accessories fitted as standard, and a certificate of authenticity with signatures from Triumph’s CEO, Nick Bloor, and Chad McQueen. Pricing starts at $16,400.

2022 Triumph Scrambler 1200 XC, XE and Steve McQueen Edition First Look Review

2022 Triumph Speed Twin

The 2022 Triumph Speed Twin gets similar engine updates as the rest of the Bonneville family, and its “high power” liquid-cooled, 1,200cc parallel-twin makes 98.6 horsepower at 7,250 rpm and 83 lb-ft of torque at 4,250 rpm. To improve handling, the Speed Twin gets a higher-spec Marzocchi inverted cartridge fork, Brembo M50 monoblock calipers, lighter cast aluminum 12-spoke wheels, and Metzeler Racetec RR tires. Styling has also been refreshed. The Speed Twin is available in Red Hopper (above), Matte Storm Grey, and Jet Black. Pricing starts at $12,500.

Read our 2022 Triumph Speed Twin First Look Review

2022 Triumph Street Scrambler

As with other Bonneville models, the 2022 Triumph Street Scrambler’s liquid-cooled 900cc parallel-twin has been updated to meet Euro 5 emissions yet it still delivers 64 horsepower at 7,250 rpm and 59 lb-ft of torque at 3,250 rpm. Styling updates include a new side panel with aluminum number board, a new heel guard, new brushed aluminum headlight brackets, new adventure-oriented seat material, new throttle body finishers, and new paint schemes. The Street Scrambler is available in Jet Black, Urban Grey, and two-tone Matte Khaki and Matte Ironstone; pricing starts at $11,000.

Limited to 775 units worldwide, the Scrambler Sandstorm Edition (above) has a unique paint scheme, premium accessories (high front fender, tail tidy, sump guard, headlight grille, and rubber knee pads on the tank), and a certificate of authenticity personalized with the bike’s VIN. Pricing starts at $11,750.

Read our 2022 Triumph Street Scrambler First Look Review

2022 Triumph Street Twin / Street Twin Gold Line

2022 Triumph Street Twin review — 2022 Triumph Street Twin

Heralded as Triumph’s best-selling Modern Classic, the 2022 Triumph Street Twin gets an updated engine, new cast wheels, and updated styling. Featuring the same updated “high-torque” 900cc liquid-cooled parallel-twin as the T100, the Street Twin now boasts 64 horsepower at 7,500 rpm and 59 lb-ft of torque at 3,800 rpm. New 18- and 17-inch 10-spoke cast-aluminum wheels are fitted with Pirelli Phantom Sportcomp tires. The Street Twin is available in Cobalt Blue (above), Matte Ironstone, and Jet Black. Pricing starts at $9,400.

Limited to 1,000 units worldwide, the 2022 Triumph Street Twin Gold Line features a Matte Sapphire Black colorway with a Triumph heritage logo and hand-painted gold lining. Pricing starts at $10,150.

Read our 2022 Triumph Bonneville Lineup First Look Review

2022 Yamaha YZF-R7

The all-new 2022 Yamaha YZF-R7 is a 689cc sportbike based on the MT-07 platform, slotting between the YZF-R3 and YZF-R1. It features an slip/assist clutch, an optional quickshifter, chassis upgrades, and all-new bodywork. The R7 delivers track-ready performance within reach, with an MSRP of $8,999. Available in Team Yamaha Blue (above) and Performance Black.

Read our 2022 Yamaha YZF-R7 First Ride Review

Watch our 2022 Yamaha YZF-R7 Video Review

The post 2022 Motorcycle Buyers Guide: New Street Motorcycles first appeared on Rider Magazine.
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2021 Motorcycle Buyers Guide: New Street Models

August 17, 2021 mcnews Leave a comment

This 2021 motorcycle buyers guide includes new or significantly updated street-legal models available in the U.S. It includes bikes in many categories, including adventure, cafe racer, cruiser, sport, sport-touring, retro, touring, and others.

Organized in alphabetical order by manufacturer, it includes photos and links to details or, when available, first rides and road test reviews of each motorcycle. Due to the pandemic and supply chain disruptions, some manufacturers skipped the 2021 model year. Stay tuned for our 2022 Motorcycle Buyers Guide.

2021 Aprilia RS 660

Aprilia‘s RS 660 is the first of three models — the RS 660 sportbike, the Tuono 660 naked bike (below), and the not-yet-released Tuareg 660 adventure bike — built on a new engine platform, a liquid-cooled 659cc parallel-Twin with a 270-degree firing order that makes a claimed 100 horsepower at 10,500 rpm and 49.4 lb-ft of torque at 8,500 rpm. The RS 660 is equipped with the IMU-enabled APRC (Aprilia Performance Ride Control) electronics package with five ride modes, 3-level cornering ABS, 3-level traction control, wheelie control, cruise control, and engine braking management. Pricing starts at $11,299.

Read our 2021 Aprilia RS 660 First Ride Review

Watch our 2021 Aprilia RS 660 Video Review

2021 Aprilia RSV4 / RSV4 Factory

Aprilia is an Italian brand known for performance, and the RSV4 and RSV4 Factory are at the pointy end of the company’s go-fast spear. Both are powered by a 1,099cc, 65-degree V-4 that Aprilia says cranks out an eye-watering 217 horsepower at 13,000 rpm and 92 lb-ft of torque at 10,500 rpm, even while meeting strict Euro 5 emissions regulations. And both are equipped with a 6-axis IMU and the APRC (Aprilia Performance Ride Control) suite of rider aids. Whereas the standard RSV4 features fully adjustable Sachs suspension, the RSV4 Factory is equipped with Öhlins Smart EC 2.0 semi-active suspension, with a 43mm NIX upside-down fork, a TTX rear shock, and an electronic steering damper. The RSV4 has cast wheels and the RSV4 Factory has lighter and stronger forged wheels. MSRP for the RSV4 is $18,999 and MSRP for the RSV4 Factory is $25,999.

Read our 2021 Aprilia RSV4 Factory First Ride Review

2021 Aprilia Tuono 660

Based on the RS 660 (above), the Aprilia Tuono 660 is a semi-naked sportbike with a more upright seating position, and more street-oriented steering geometry. Its base price is $10,499.

Read our 2021 Aprilia Tuono 660 First Ride Review

Watch our 2021 Aprilia Tuono 660 Video Review

2021 Aprilia Tuono V4 / Tuono V4 Factory

The Tuono name has always been associated with top-of-the-line street performance, and the Aprilia Tuono V4 and Tuono V4 Factory carry the cred with a 1,077cc V-4 that produces 175 horsepower and 89 lb-ft of torque at the crank (claimed). The Tuono V4 is the more street-focused of the two, with a taller windscreen, a higher handlebar, and optional saddlebags (as shown above), and it is equipped with fully adjustable Sachs suspension. The Tuono V4 Factory is equipped with Öhlins Smart EC 2.0 semi-active suspension. Both models feature a six-axis IMU that supports the APRC electronics suite. MSRP for the Tuono V4 is $15,999 and MSRP for the Tuono V4 Factory is $19,499.

Read our 2021 Aprilia Tuono V4 / Factory First Ride Review

2021 Benelli Leoncino / Leoncino Trail

The Benelli Leoncino (“little lion”) is an Italian-designed, Chinese-manufactured roadster powered by a liquid-cooled 500cc parallel-Twin also found in the TRK502X adventure bike (below). In the U.S., the Leoncino is part of a two-bike lineup, which includes the standard street-biased roadster model (shown above) and the Leoncino Trail, a scrambler variant with more suspension travel and spoked wheels with a 19-inch front and 90/10 adventure tires. The Leoncino comes with standard ABS and is priced at $6,199, while the Leoncino Trail is $7,199.

Read our 2021 Benelli Leoncino Road Test Review

Watch our 2021 Benelli Leoncino Video Review

2021 Benelli TRK502X

Like the Leoncino above, the Benelli TRK502X is an Italian-designed, Chinese-manufactured adventure bike powered by a liquid-cooled 500cc parallel-Twin. It has a comfortable and upright seating position, a good windscreen, 90/10 adventure tires with a 19-inch front, spoked wheels, ABS, hand and engine guards, and enough luggage capacity to go the distance (aluminum panniers and top box are standard). MSRP is $7,398.

Read our 2021 Benelli TRK502X Road Test Review

2021 BMW R 18 / R 18 First Edition

The BMW R 18 is a cruiser powered by a massive 1,802cc OHV air/oil-cooled 4-valve opposed Twin that’s the largest “boxer” engine the German company has ever produced. Part of BMW’s Heritage line, the R 18 has styling inspired by the 1930s-era R 5. Despite its classic looks, the long, low cruiser is equipped with fully modern electronics, brakes, suspension, and other features. Base price is $17,495. BMW recently announced two touring versions for the 2022 model year, the R 18 B and R 18 Transcontinental, both with a fairing, hard saddlebags, and an infotainment system; the Transcontinental adds a trunk with an integrated passenger backrest.

Read our 2021 BMW R 18 First Edition Road Test Review

2021 Ducati Monster

The Ducati Monster is one of the Italian manufacturer’s most iconic and best-selling models. Gone is the trademark tubular-steel trellis frame, replaced with a front-frame design that uses the engine as a structural member of the chassis, as on the Panigale and Streetfighter V4 models. Compared to the previous Monster 821, the new model weighs 40 pounds less and is equipped with a more powerful 937cc Testastretta 11-degree L-Twin engine and top-shelf electronics. New styling and more make this an all-new Monster. Pricing starts at $11,895 for the Monster and $12,195 for the Monster+, which adds a flyscreen and passenger seat cover.

Read our 2021 Ducati Monster First Ride Review

2021 Ducati Multistrada V4

Another top-selling Ducati is the Multistrada adventure bike. For 2021, it is now the Multistrada V4 and it is powered by the 1,158cc 90-degree V4 Grandturismo engine that makes 170 horsepower at 10,500 rpm and stomping 92 lb-ft torque at 8,750 rpm (claimed). Ducati Skyhook semi-active suspension and a full suite of IMU-supported electronics are standard, and S models are equipped with a radar system that enables Adaptive Cruise Control and Blind Spot Detection. New for 2021 is a 19-inch front wheel. Pricing starts at $19,995 for the Multistrada V4 and $24,095 for the Multistrada V4 S.

Read our 2021 Ducati Multistrada V4 S First Ride Review

Watch our 2021 Ducati Multistrada V4 S Video Review

2021 Ducati SuperSport 950

Updates to the Ducati SuperSport 950 include new styling inspired by the Panigale V4, an IMU-enabled electronics package, and improved comfort. The seat is flatter and has more padding, the handlebar is higher, and the footpegs are lower. The SuperSport 950 is powered by a 937cc Testastretta L-Twin that makes 110 horsepower at 9,000 rpm and 68.6 lb-ft of torque at 6,500 rpm (claimed, at the crank). The SuperSport 950 is available in Ducati Red for $13,995. The SuperSport 950 S, which is equipped with fully adjustable Öhlins suspension and a passenger seat cover, is available in Ducati Red and Arctic White Silk starting at $16,195.

2021 Harley-Davidson Electra Glide Revival

Earlier this year Harley-Davidson announced its new Icons Collection. The first model in the collection is the stunning Electra Glide Revival, which is inspired by the 1969 Electra Glide, the first Harley-Davidson motorcycle available with an accessory “batwing” fairing. Though retro in style, the Electra Glide Revival is powered by a Milwaukee Eight 114 V-twin and is equipped with RDRS Safety Enhancements and a Boom! Box infotainment system. Global production of the Electra Glide Revival is limited to a one-time build of 1,500 serialized examples, with an MSRP of $29,199.

Read our 2021 Harley-Davidson Electra Glide Revival First Look Review

2021 Harley-Davidson Fat Boy 114

2021 Harley-Davidson Softail Fat Boy 114

With its iconic solid aluminum 18-inch Lakester wheels, for 2021 Harley-Davidson gave the Fat Boy 114 a new look with lots of chrome and bright work. Powering the Fat Boy is none other than the torquey Milwaukee-Eight 114 V-twin engine, equipped with a 6-speed gearbox and putting down a claimed 119 ft-lb of torque at just 3,000 rpm. Pricing starts at $19,999.

Read our 2021 Harley-Davidson Fat Boy 114 First Look Review

2021 Harley-Davidson Pan America 1250 / Pan America 1250 Special

A competitive, state-of-the-art, 150-horsepower adventure bike built by Harley-Davidson? Yea, right, when pigs fly! Well, the Motor Company came out swinging with its Pan America 1250 and Pan America 1250 Special. Powered by the all-new Revolution Max 1250, a liquid-cooled, 1,252cc, 60-degree V-Twin with DOHC, 4 valves per cylinder, and variable valve timing. The killer app is the optional Adaptive Ride Height, which lowers the higher-spec Pan America 1250 Special (which is equipped with semi-active Showa suspension) by 1 to 2 inches when the bike comes to a stop. Pricing starts at $17,319 for the Pan America 1250 and $19,999 for the Pan America 1250 Special.

Read our 2021 Harley-Davidson Pan America 1250 Special First Ride Review

Watch our 2021 Harley-Davidson Pan America 1250 Special Video Review

2021 Harley-Davidson Road Glide Special

For Harley-Davidson Touring models like the Road Glide, Road King, and Street Glide, there are Special models that offer a slammed look and 119 lb-ft of torque from the Milwaukee-Eight 114 V-Twin. The 2021 Harley-Davidson Road Glide Special is available with new two-tone paint options, and with a choice of a blacked-out or bright chrome styling treatments. All Special models are now equipped with the high-performance Ventilator air cleaner with a washable filter element, and a new low-profile engine guard. Pricing starts at $26,699.

2021 Harley-Davidson Sportster S

The (air-cooled) Sportster is dead, long live the (liquid-cooled) Sportster! Visually similar to the 1250 Custom teased several years ago, the 2021 Harley-Davidson Sportster S represents a new era for the legendary Sportster line. Since the introduction of the XL model family in 1957, Sportsters have always been stripped-down motorcycles powered by air-cooled V-Twins. Harley calls the new Sportster S a “sport custom motorcycle,” and at the heart of the machine is a 121-horsepower Revolution Max 1250T V-Twin, a lightweight chassis, and premium suspension. Pricing starts at $14,999.

Read our 2021 Harley-Davidson Sportster S First Look Review

2021 Harley-Davidson Street Bob 114

The Street Bob, with its mini-ape handlebar, mid-mount controls, and bobber-style fenders, has become a fan favorite among those looking for a minimalist American V-twin to customize. The 2021 Harley-Davidson Street Bob 114 packs more punch, thanks to the larger, torque-rich Milwaukee-Eight 114 engine. Pricing starts at $14,999.

Read our 2021 Harley-Davidson Street Bob 114 First Look Review

2021 Harley-Davidson Street Glide Special

With a slammed look and 119 lb-ft of torque from the Milwaukee-Eight 114 V-Twin, the 2021 Harley-Davidson Street Glide Special is available with new two-tone paint options, and with a choice of a blacked-out or bright chrome styling treatments. All Special models are now equipped with the high-performance Ventilator air cleaner with a washable filter element, and a new low-profile engine guard. Pricing starts at $27,099.

Harley-Davidson Unveils Arctic Blast Limited Edition Street Glide Special

2021 Honda ADV150

The 2021 Honda ADV150 is an ADV-styled scooter, essentially a Honda PCX150 with longer travel Showa suspension (5.1/4.7 inches front/rear) and a larger ABS-equipped 240mm disc brake at the bow and a drum brake without ABS in the stern. Its powered by a liquid-cooled 149cc Single and has an automatic V-matic transmission. Pricing starts at $4,199.

Read our 2021 Honda ADV150 First Ride Review

2021 Honda CBR1000RR-R Fireblade SP

Well-mannered motorcycles seldom make racing history, and the 2021 Honda CBR1000RR-R Fireblade SP was developed with one uncompromising goal — win superbike races at all costs. It’s powered by an inline-Four that we dyno tested at 175 horsepower at the rear wheel, and it’s equipped with Öhlins semi-active suspension, IMU-enabled electronics, and top-shelf braking hardware. And it’s street legal and available for purchase from your local Honda dealer. MSRP is $28,500.

Read our 2021 Honda CBR1000RR-R Fireblade SP Road Test Review

Watch our 2021 Honda CBR1000RR-R Fireblade SP Video Review

2021 Honda CRF300L

The 2021 Honda CRF300L (above) and CRF300L Rally (below) dual-sports share the same powerplant, a liquid-cooled 286cc Single which boasts 15% more displacement, power, and torque than its 250cc predecessor. They have a new slip/assist clutch, revised steering geometry, less weight, and a new LCD meter. The CRF300L has a base price of $5,249 (add $300 for ABS), weighs 309 pounds, has a 2.1-gallon tank, and has a 34.7-inch seat height.

Read our 2021 Honda CRF300L and CRF300L Rally First Ride Review

2021 Honda CRF300L Rally

The 2021 Honda CRF300L and CRF300L Rally (above) dual-sports share the same powerplant, a liquid-cooled 286cc Single which boasts 15% more displacement, power, and torque than its 250cc predecessor. They have a new slip/assist clutch, revised steering geometry, less weight, and a new LCD meter. The CRF300L Rally, which has a windscreen, handlebar weights, rubber footpeg inserts, a larger front brake rotor, more seat padding, and a larger fuel tank (3.4 gallons vs. 2.1) than the CRF300L, has a base price of $5,999 (add $300 for ABS), weighs 333 pounds, and has a 35.2-inch seat height.

Read our 2021 Honda CRF300L and CRF300L Rally First Ride Review

2021 Honda CRF450RL

The Honda CRF450L debuted for 2019, bringing CRF450R motocross performance to a street-legal dual-sport. Its lightweight, compact, liquid-cooled 449cc single has a 12:1 compression ratio and a Unicam SOHC valve train with titanium valves. For 2021, Honda added an “R” to the model name (CRF450RL), lowered the price to $9,999 (from $10,399), revised the ECU and fuel-injection settings for better throttle response, and added new hand guards and fresh graphics.

Read our 2021 Honda CRF450RL Review

2021 Honda Gold Wing / Gold Wing DCT

The Gold Wing has been Honda‘s flagship touring model for more than 40 years. It entered its sixth generation for the 2018 model year, with a complete overhaul to the GL1800 platform that made it lighter, sportier, and more technologically advanced. The standard Gold Wing (above) and trunk-equipped Gold Wing Tour (below) won Rider‘s 2018 Motorcycle of the Year award. Gold Wing updates for 2021 include a suede-like seat cover, colored seat piping, audio improvements, and red rear turnsignals. Pricing starts at $23,800 for the Gold Wing and $25,100 for the Gold Wing DCT (with 7-speed automatic Dual Clutch Transmission).

Read our 2021 Honda Gold Wing First Look Review

2021 Honda Gold Wing Tour / Gold Wing Tour DCT

Updates for the Honda Gold Wing Tour include the same ones listed above for the standard Gold Wing: a suede-like seat cover, colored seat piping, audio improvements, and red rear turnsignals. But the Tour also got a larger top trunk (61 liters, up from 50) that now easily accepts two full-face helmets; total storage capacity is now 121 liters. The passenger seat’s backrest features a more relaxed angle, thicker foam, and a taller profile. Pricing starts at $23,800 for the Gold Wing and $25,100 for the Gold Wing DCT (with 7-speed automatic Dual Clutch Transmission).

Read our 2021 Honda Gold Wing Tour DCT First Ride Review

2021 Honda Rebel 1100 / Rebel 1100 DCT

Joining the Rebel 300 and Rebel 500 in Honda‘s cruiser lineup for 2021 is the all-new Rebel 1100, which is powered by powered by a version of the liquid-cooled 1,084cc parallel-twin used in the 2020 Africa Twin, which uses a Unicam SOHC valve train and is available with either a 6-speed manual gearbox or a 6-speed automatic Dual Clutch Transmission. Standard equipment includes four ride modes (Standard, Sport, Rain and User, which is customizable), Honda Selectable Torque Control (aka traction control, which has integrated wheelie control), engine brake control, and cruise control. Pricing starts at $9,299 for the Rebel 1100 and $9,999 for the Rebel 1100 DCT.

Read our 2021 Honda Rebel 1100 DCT First Ride Review

2021 Honda Trail 125 ABS

The latest addition to Honda‘s miniMOTO lineup is the Trail 125 ABS, which is powered by the same air-cooled 125cc Single found in the Grom, Monkey, and Super Cub C125. Like the Monkey and Super Cub, the Trail plays the retro card, pulling at heartstrings for a bike beloved by many decades ago. Just like its forefathers, the 2021 Honda Trail 125 proudly carries on the tradition of being a quaint and understated dual-sport, with a steel backbone frame, upright handlebar, square turnsignals, upswept exhaust, high-mount snorkel, and luggage rack. MSRP is $3,899.

Read our 2021 Honda Trail 125 ABS First Ride Review

2021 Indian Roadmaster Limited

For 2021, the Indian Roadmaster Limited gets the larger 116ci Thunder Stroke V-Twin versus the original 111, and it has a modern streamlined fairing, open front fender, and slammed saddlebags. As a premium touring model, the Roadmaster Limited also gets Indian’s heated and cooled ClimaCommand seats and other upgrades. Pricing starts at $30,749.

Read our 2021 Indian Roadmaster Limited Tour Test Review

2021 Kawasaki KLX300

Like the Honda CRF300L above, Kawasaki‘s entry-level dual-sport got a displacement boost, which warranted a name change from KLX250 to KLX300. The 2021 KLX300 makes more thanks to a larger 292cc Single, which is liquid-cooled, fuel-injected, and has DOHC with four valves. It also uses more aggressive cam profiles, making it livelier than its predecessor. All of that is paired to a 6-speed gearbox and 14/40 final drive. Pricing starts at $5,599. And joining the KLX300 is a supermoto version, the KLX300SM (below).

Read our 2021 Kawasaki KLX300 First Ride Review

Watch our 2021 Kawasaki KLX300 and KLX300SM Video Review

2021 Kawasaki KLX300SM

Joining the KLX300 dual-sport (above) in Kawasaki‘s 2021 lineup is an all-new supermoto version, the KLX300SM. It has street-oriented 17-inch wire-spoke wheels and IRC Road Winner RX-01 rubber, and the suspension is stiffer with slightly abbreviated travel. The KLX300SM also has taller final-drive gearing and a larger front brake rotor. Pricing starts at $5,599.

Read our 2021 Kawasaki KLX300SM First Ride Review

Watch our 2021 Kawasaki KLX300 and KLX300SM Video Review

2021 KTM 450 SMR

Speaking of supermoto, KTM‘s track-only, race-ready 450 SMR is back for 2021. Using the 450 SX-F motocross racer as its foundation, the SMR shares its 63-horsepower 450cc single-cylinder SOHC engine, lightweight steel frame, and cast-aluminum swingarm. To suit its supermoto purpose, wider triple clamps with a 16mm offset accommodate tubeless Alpina wheels (16.5-inch front and 17-inch rear) fitted with ultra-sticky Bridgestone Battlax Supermoto slicks. The WP Xact suspension is updated, reducing suspension travel to an ample 11.2 inches in the front and 10.5 inches in the rear, lowering the bike’s center of gravity and improving handling. A radially mounted Brembo M50 front caliper squeezes a 310mm Galfer floating rotor to deliver all the braking power you’ll ever need on a bike that weighs just 232 pounds wet. MSRP is $11,299.

Read our 2021 KTM 450 SMR First Ride Review

2021 KTM 890 Adventure R

We selected the KTM 790 Adventure and 790 Adventure R as Rider‘s 2019 Motorcycle of the Year. Just two years later, KTM has updated the platform. Adapted from the 890 Duke R, the engine now has more displacement, a higher compression ratio, and other improvements. And like the 890 Duke R, the Adventure R has better throttle-by-wire response, a beefed-up clutch and a shortened shift lever stroke and lighter shift-detent spring for faster shifting. Chassis updates include an aluminum head tube, a lighter swingarm, revised suspension settings, and refinements to the braking system. Pricing starts at $14,199.

Read our 2021 KTM 890 Adventure R (Off) Road Test Review

Watch our 2021 KTM 890 Adventure R Video Review

2021 KTM 890 Adventure R Rally

The limited-edition KTM 890 Adventure R Rally received the same updates as the 890 Adventure R (above), but is loaded with race-spec inspired components. Its development utilized feedback from Red Bull KTM Factory Racing team riders, Toby Price, and Sam Sunderland. Only 700 units of the 890 Adventure R Rally will be produced worldwide, with 200 slated for the North American market. Pricing starKTM 8ts at $19,999.

Read our 2021 KTM 890 Adventure R and 890 Adventure R Rally First Look Review

2021 KTM 890 Duke

Powering the 2021 KTM 890 Duke is the same punchy, rip-roaring 889cc parallel-Twin producing a claimed 115 horsepower and 67.9 lb-ft of torque that’s also found in the 890 Duke R and 890 Adventure (above). Shared amongst the middleweight Duke family is a chromoly-steel frame, lightweight one-piece aluminum subframe and cast aluminum swingarm. By using the 889cc engine as a stressed member, the 890 Duke flaunts a mere 372-pound dry weight. We recently completed a comparison test of the 2021 KTM Duke lineup (200, 390, 890, and 1290), which will be posted soon.

Read our 2021 KTM 890 Duke First Look Review

2021 Moto Guzzi V7 Stone

On March 15, 2021, Moto Guzzi celebrated its 100th anniversary of continuous production at its headquarters in Mandello del Lario, Italy. One of Moto Guzzi’s most iconic models, the V7, was updated for 2021, and is available in more modern V7 Stone and classic V7 Special versions. Both have a larger 853cc V-Twin derived from engine, variations of which are found in the V9 and V85 TT. They also get reduced effort from the single-disc dry clutch, a stiffer frame, a bigger swingarm with a new bevel gear for the cardan shaft drive, revised damping and a longer stroke for the preload-adjustable rear shocks, an updated ABS module, a wider rear tire, vibration-damping footpegs, and a thicker passenger seat. MSRP for the V7 Stone is $8,990, or $9,190 for the Centenario edition (shown above).

Read our 2021 Moto Guzzi V7 Stone First Ride Review

Watch our 2021 Moto Guzzi V7 Stone Video Review

2021 Moto Guzzi V7 Special

The 2021 Moto Guzzi V7 Special gets the same updates as the V7 Stone above. Whereas the V7 Stone has matte finishes, a single all-digital gauge, black exhausts, cast wheels, and an eagle-shaped LED set into the headlight, the V7 Special is classically styled, with spoked wheels, chrome finishes, dual analog gauges, and a traditional headlight. MSRP is $9,490.

Read our 2021 Moto Guzzi V7 Special and V7 Stone First Look Review

2021 Moto Guzzi V85 TT

For 2021, the Moto Guzzi V85 TT gets some updates to its air-cooled 853cc 90-degree V-Twin. The revised powerplant offers more torque at low to midrange rpm thanks to optimized lift of the pushrod-and-rockers timing cams and tweaks to the engine control electronics. New spoked rims now mount tubeless tires, reducing unsprung weight by 3.3 pounds for better handling and facilitating plug-and-go flat repairs. Two new riding modes—Sport and Custom—join the existing three (Street, Rain, Off-road) to provide more flexibility in managing throttle response, traction control and ABS to suit rider preferences. Cruise control and the color TFT instrument panel also come standard. The 2021 V85 TT Adventure ($12,990) has standard saddlebags. The 2021 V85 TT Travel ($13,390) includes a Touring windscreen, side panniers from the Urban series, auxiliary LED lights, heated hand grips, and the Moto Guzzi MIA multimedia platform.

Read our 2021 Moto Guzzi V85 TT First Look Review

2021 Royal Enfield Himalayan

For 2021, the Royal Enfield Himalayan adventure bike, which is powered by an air-cooled 411cc Single, get several updates, including switchable ABS to help riders when riding off-road, a revised rear brake that is said to improve braking performance, a redesigned sidestand, and a new hazard light switch. MSRP is $4,999.

Read our 2021 Royal Enfield Himalayan First Look Review

2021 Royal Enfield Meteor 350

For 2021, the Royal Enfield family gets a new addition — the Meteor 350, a light, affordable cruiser powered by an all-new air-cooled 349cc single with SOHC actuating two valves. Available in three budget-friendly trim packages, variants include the base-model Fireball ($4,399) with a black exhaust system; the Stellar ($4,499), with a chrome exhaust and a passenger backrest; and the Supernova ($4,599), which adds a windshield and a two-tone paint scheme.

Read our 2021 Royal Enfield Meteor 350 Road Test Review

Watch our 2021 Royal Enfield Meteor 350 Video Review

2021 Triumph Speed Triple 1200 RS

Triumph‘s Speed Triple is one of the original hooligan bikes. It has evolved over the years since its introduction in 1994, and for 2021 the Speed Triple 1200 RS is the lightest, most powerful, highest-spec version yet. Its all-new 1,160cc Triple (up from 1,050cc) makes 165 horsepower at the rear wheel, and the RS is equipped with state-of-the-art electronics, fully adjustable Öhlins suspension, Brembo Stylema front calipers, and much more. Pricing starts at $18,300.

Read our 2021 Triumph Speed Triple 1200 RS Road Test Review

2021 Triumph Tiger 850 Sport

The 2021 Triumph Tiger 850 Sport, a street-focused adventure bike powered by the same liquid-cooled 888cc in-line triple as the Tiger 900 models, but it has been detuned to 82 horsepower at 8,400 rpm and 58 lb-ft of torque at 6,700 rpm at the rear wheel, as measured on Jett Tuning‘s dyno, which is about 10 horsepower lower. To keep the price down, Triumph also reduced the number of ride modes to two (Road and Rain) and limited suspension adjustability to rear preload. But this is no bargain-bin special. It has Marzocchi suspension front and rear, and it has Brembo brakes, with Stylema front calipers and a radial front master cylinder. ABS is standard but not switchable, and traction control is also standard but is switchable.

Watch our 2021 Triumph Tiger 850 Sport Video Review

2021 Triumph Trident 660

The 2021 Triumph Trident 660 is a triple-cylinder-powered roadster in the the twin-cylinder-dominated middleweight class. It’s powered by a liquid-cooled, DOHC, 660cc inline-Triple making a claimed 79.9 horsepower at 10,250 rpm and 47 lb-ft of torque at 6,250 rpm, and it is equipped with ABS, switchable traction control, and selectable ride modes. MSRP is $7,995.

Read our 2021 Triumph Trident 660 First Look Review

2021 Yamaha MT-07

Updates for 2021 to the Yamaha MT-07, its best-selling middleweight naked sportbike, include revisions to the 689cc liquid-cooled CP2 (Cross Plane 2-cylinder) parallel-Twin engine to meet Euro 5 regulations and to improve low-rpm throttle response. The MT-07 has a new 2-into-1 exhaust, revisions to the 6-speed gearbox to improve shifting feel, LED lighting all around, new instrumentation, revised ergonomics, and new styling that brings it closer in appearance to the larger MT-09 (below). Base price is $7,699, and three color choices are available: Storm Fluo, Matte Raven Black, and Team Yamaha Blue.

Read our 2021 Yamaha MT-07 Road Test Review

2021 Yamaha MT-09

Now in its third generation, fully 90% of the Yamaha MT-09 naked sportbike is new for 2021. Its has an entirely new 890cc CP3 (Cross Plane 3-cylinder) inline-Triple engine, a thoroughly updated and significantly stiffer chassis, state-of-the-art electronics, and a fresh look that results in the most refined MT-09 yet. The base price increased by $400 to $9,399, but the four extra Benjamins are worth it. The MT-09 is available in Storm Fluo (shown above), Matte Raven Black, and Team Yamaha Blue. There’s also an MT-09 SP ($10,999) with exclusive special-edition coloring, premium KYB and Öhlins suspension, and cruise control.

Read our 2021 Yamaha MT-09 First Ride Review

Watch our 2021 Yamaha MT-09 Video Review

2021 Yamaha Ténéré 700

After being teased for several years, Yamaha‘s highly anticipated Ténéré 700 adventure bike made its U.S. debut in the summer of 2021, bringing some excitement during a challenging pandemic year. It’s powered by the versatile 689cc liquid-cooled CP2 (Cross Plane 2-cylinder) parallel-Twin engine from the MT-07 (above), modified for adventure duty with a new airbox with a higher snorkel, a revised cooling system, an upswept exhaust, and a final gear ratio of 46/15 vs. 43/16. The rest of the bike is all-new, including the narrow double-cradle tubular-steel frame, triangulated (welded-on) subframe, double braced steering head and aluminum swingarm, adjustable long-travel suspension, switchable ABS, and more. Base price is $9,999 and its available in Ceramic Ice, Intensity White (shown above), and Matte Black.

Read our 2021 Yamaha Tenere 700 First Ride Review

Read our 2021 Yamaha Tenere 700 Tour Test Review

Watch our 2021 Yamaha Tenere 700 Video Review

2021 Yamaha Tracer 9 GT

Now in its third generation, Yamaha’s middleweight sport-tourer — now called the Tracer 9 GT — is new from the ground up for 2021. It has a larger, more powerful engine, a new frame, and a state-of-the-art electronics package that includes semi-active suspension. With these updates comes a higher price, and MSRP is now $14,899. It’s available in Liquid Metal (shown above) and Redline.

Read our 2021 Yamaha Tracer 9 GT First Look Review

2021 Zero FXE

New for 2021, Zero has taken the existing frame from the FX and added a redesigned body. The starkly modern, supermoto styling is very similar in appearance to the FXS – tall, slim and sporting a raised front mudguard. However, the FXE is capable of a claimed 100-mile range on a full battery charge and costs $11,795, which can be bought down to around $10,000 depending upon available EV rebates and credits.

Compared to many of its heavier, more expensive competitors the FXE is a lightweight and thrilling runabout, and what it gives up in range it makes up for in accessibility and potential for fun. The FXE makes for a credible commuter bike, capable of taking to the highway but ideal to zip around town on.

The post 2021 Motorcycle Buyers Guide: New Street Models first appeared on Rider Magazine.
Source: RiderMagazine.com

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2021 Kawasaki ZX-10R Review | Rennie rocks Team Green

July 2, 2021 mcnews Leave a comment

2021 Kawasaki ZX-10R
Tested by Rennie Scaysbrook

It’s reasonable to say the past near decade of international superbike competition has belonged to one brand and one man. Kawasaki and Jonathan Rea have been near unstoppable over the last six years, taking six consecutive titles in a reign even more dominant than our own Mick Doohan enjoyed in the 1990s.

Kawasaki’s success at WorldSBK competition is no accident. The company’s might was pushed 100 per cent into production racing’s top-tier in 2010 rather than whizzed away at the bum-end of MotoGP, and the results have been undeniable (Kawasaki’s certainly got better bang for its commercial buck in WorldSBK than Aprilia has in MotoGP and for less than half the cost).

The machine responsible for this green streak is the redoubtable ZX-10R (or ZX-10RR if we’re being picky), but the last time we saw any major changes to the steed was back in 2016 with the debut of the light crank, over-square motor that is still fitted to this 2021 edition.

The motor was never really the issue with the Kawasaki. It’s one of the most reliable, robust superbike motors out there, capable of punching out near 200 hp at the tyre with a few simple mods like a pipe and a flash for Superstock racing overseas and Superbike here in Australia. As such, the powerplant is essentially unchanged from the unit that debuted in 2016. There’s a new exhaust, new oil cooler, a gearbox with shorter ratios in the first three gears and a shorter overall final drive to help get the green hulk out of the corner hard on full throttle.

It’s a similar story with the chassis and suspension. The frame and swingarm are unchanged although the wheelbase is 10 mm longer, achieved by a 2 mm greater fork offset and the wheel sits further back in the swing-arm, thanks to a longer length adjuster. The swing-arm itself sits lower in the frame and the rider is tilted a mere 0.2 percent closer to the front-end to help put more weight over the front under braking and cornering.

Kawasaki were the first to use the fantastic Showa Balance Free Front Fork and the Balance Free Rear Cushion shock on the 2016 ZX-10R and thus we shouldn’t be surprised to see them retained. They’ve been slightly altered, with slightly softer front springs while the rear spring is a slightly heavier 95 N/mm. Even the now-third generation Brembo M50 four-piston front brake calipers have been retained.

Ok, so where’s the difference? It’s in the Emperor’s New Clothes, sir.

A change is as good as a holiday, as the saying goes, and the one thing that was annoying Jonathan Rea more than anything was his Kawasaki didn’t come with the fancy wings all the other kids in school had.

For a WorldSBK racer to have downforce wings fitted, the production machine must also. The Italians have been on this train for a few years, but the Japanese have been slow to react with only Honda developing inboard winglets on their CBR1000RR-R SP. This is the same route Aprilia took with the spectacular 2021 RSV4, a far less garish design than the wide wings used by Ducati but no less effective. Thus, Kawasaki is also going this direction to give Rea the downforce he so craves.

The winglets are discreet, tucked in either side of the fairing and help increase downforce a significant 17 per cent while reducing drag by a claimed seven per cent.

The winglets are paired with a more aggressive, wider stance from the handlebars, and the screen has grown 40 mm to help you tuck in when in full send mode (for me on track at 183 cm, this was a god-send).

LED lighting abounds in the new 10R, the lights hidden inside an all-new face that’s caused quite a stir among sportbike beauty debaters. I’m either way on it—it’s not the ugliest but it ain’t the prettiest, either. Hey, if it wins races, it’ll be pretty. Winners always are.

Superbike is all about how many electronics you can cram into an ECU these days but, mercifully, Kawasaki hasn’t overloaded you too much with choice. The old 2016-2020 ’10R didn’t have ride modes per se—you could alter power delivery and traction control like you can in the ’21’s Rider Mode—but that was it. The new bike has a Rain, Road and Sport mode, all with preset levels of TC and power to go with the fully programmable Rider Mode. And, the 10R now comes with cruise control, all of which is nothing ground-breaking in terms of current superbike spec’.

What is cool about the electronics is it’s basically everything you need and nothing you don’t. The TC and Wheelie Control are linked, and although this is a system I’ve generally hated in the past (here’s looking at you, 2017 Honda CBR1000RR SP), Kawasaki’s got it figured out pretty well. The slip in level one on the ’10R allows for a bit of front wheel carry if needed and doesn’t chop the power harshly, and the steady, stable nature of the chassis gives you plenty of warning before things get too sideways, at which point you know you’ve really screwed up.

The chance to have a swing on Kawasaki new green meanie came at the soon-to-be-closed-to-bikes Auto Club Speedway in Fontana, California. NASCAR recently announced they’d be turning the two mile oval into a short track, meaning the infield section and thus any hope bikes will ride there again will be gone real soon. This sucks the fat one because there’s very few places in California you can hold a superbike pinned to the hilt in sixth gear. Now there’ll be one less. Oh well, better enjoy it while it lasts…

When you exit the third gear triple-left onto the straight and wind the 10R out, it’s not the motor that’s impressive. Indeed, if you’ve ridden one of the 1100cc beasts (Aprilia and Ducati) it feels almost slow. It’s not, but the big dogs would surely eat it in a straight line. What is impressive is the stability of the chassis. At 270 km/h, the 10R was solid as a rock, almost serenely so. The wider ’bars and taller screen made for an far easier tuck-in than previously, making the ride a less intimidating proposition than the old bike. I can mainly put this easier-going nature down to the revised fairing, because nothing else of note that would cause this has changed.

It still feels very much like a ZX-10R. After all, you still have the same motor aside from some intake changes and pretty much the same chassis, although those ergonomics changes will definitely help you if you’re a touch on the taller side like me.

The motor pulls harder out of hairpins than before, showing the changes to the gearing have borne fruit. The 10R doesn’t lag quite as much when the revs are below 3000, although there’s still a bit of a flat spot which likely has something to do with the emissions regulations each manufacturer needs to abide by (some handle this hurdle better than others).

Kawasaki’s given you an up and down quickshifter for the six-speed ’box. It’s good but not perfect, as I’d get repeated shift issues when high in the revs in third gear. This was a repeating problem, and one that was only solved if I dropped the revs about 1000 rpm and thus missed out on some vital top-end horsepower. Rider error? Perhaps, but I’ve ridden thousands of laps on superbikes at Fontana and not had this issue in the past.

That was my only major gripe with the motor and gearbox. If I were going racing on it the first thing I’d do is shorten the gearing even further to access more of that mid-range earlier, but that’s standard race stuff.

Turning to the chassis, you’ve got an old friend there. It’s so confidence inspiring, allowing me to maximize turn speed and use every last ounce of grip from the Bridgestone V02 racing slicks we had for our test.

The first time I used the Showa Balance Free Front Fork and the Balance Free Rear Cushion shock at Malaysia in 2016 was a bit of an eye-opener in the amount you could feel the front tyre doing its thing, and the 2021 ’10R is no different. Regardless of age (a bit like the brakes), the front-end works superbly, allowing you to trail brake right up to the apex and wind it back on for the exit.

When you do, you’re greeted by a chassis that doesn’t quite drop on its arse thanks to the heavier spring, keeping a balanced chassis and lets you get really jiggy with it as the power comes rushing in. Couple this with the excellent TC system, and you can lay black lines and show off all you like with a solid safety net underneath you.

There’s a great feel from your right wrist to your bum to the rear wheel on a ZX-10R, which is in almost direct contrast to the fire breathing first edition way back in 2004. Hey, it had to grow up sometime.

It’s little wonder the Kawasaki ZX-10R has populated racing grids for so long. It’s a splendid superbike, easy to work on and reliable in that traditional UJM style. It’s not terribly different to the old bike, a good thing, because it keeps winning races not just in highly modified WorldSBK, but also in Superstock trim around the world.

The new 10R will likely continue this trend as it is very much a matter of ‘if it ain’t broke, don’t fix it.’

2021 Kawasaki Ninja ZX-10R Specifications
Engine	998cc, 4-stroke, In-Line Four, DOHC, 16-valve, liquid-cooled
Bore x Stroke	76.0 x 55.0mm
Compression Ratio	13.0:1
Claimed Power	200 hp at 13,200 rpm (RR 201 hp at 14,000 rpm)
Claimed Torque	114.9 Nm at 11,400 rpm (RR 111.8 Nm at 11,700 rpm)
Induction	DFI w/47mm Mikuni throttle bodies (4) with oval sub-throttles, two injectors per cylinder
Gears	Six-speed, return shift
Clutch	Wet multi-disc
Frame	Twin spar, cast aluminium
Forks	43mm inverted Balance Free Fork, adjustable stepless rebound and compression damping, spring preload adjustability, 119 mm travel
Shock	Horizontal back-link with Balance Free gas-charged shock, stepless, dual-range (low-/high-speed) compression damping, stepless rebound damping, fully adjustable spring preload, 114 mm travel
Tyres	120/70 ZR17 (F), 190/55 ZR17 (R)
Front Brakes	Brembo dual semi-floating 330mm discs with dual radial mounted monobloc 4-piston calipers, KIBS
Rear Brake	Single 220mm disc with aluminum single-piston caliper, KIBS
Electronics	Electronic Cruise Control, Kawasaki Launch Control Mode (KLCM), Kawasaki Intelligent anti-lock Brake System (KIBS), Kawasaki Sport Traction Control (S-KTRC), Kawasaki Engine Braking Control, Kawasaki Quick Shifter (KQS) (upshift & downshift), Kawasaki Corner Management Function (KCMF)
Instrumentation	TFT
Kerb Weight	207 kg (205 kg RR)
Seat Height	835 mm
Wheelbase	1450 mm
Rake / Trail	25.0°/106.7 mm
Fuel Capacity	17 Litres
Service Intervals	N/A
Warranty	N/A
Available	N/A
Price	$26,000 for ZX-10R – $42,000 for ZX-10RR

Photography by Brian J Nelson

Source: MCNews.com.au

Motorcycle News, News

2021 Kawasaki KLX300 and KLX300SM | Video Review

April 22, 2021 mcnews Leave a comment

We test two new models from Kawasaki: the KLX300 dual-sport (MSRP $5,599) and the KLX300SM supermoto (MSRP $5,999). Both are powered by a 292cc DOHC liquid-cooled four-valve fuel-injected single borrowed from the KLX300R off-road bike.

The KLX300 dual-sport is equipped with off-road-ready 21- and 18-inch wheels shod with Dunlop D605 knobby tires, a 43mm USD fork with adjustable compression damping and 10 inches of travel and a fully adjustable gas-charged Uni-Trak shock with 9.1 inches of travel. It has a 35.2-inch seat height and weighs 302 pounds wet.

The KLX300SM has 17-inch wire-spoke wheels shod with IRC Road Winner RX-01 rubber. Compared to the KLX300, the SM has stiffer suspension damping, less suspension travel, taller final-drive gearing and a larger front rotor.

Road Test Editor Nic de Sena spent a full day testing each bike, on public roads, at an OHV park (on the KLX300) and on a kart track (on the KLX300SM). He had a ball and says these bikes are great for newer riders or for those who just want to have fun on a budget. Check out his video review below:

The post 2021 Kawasaki KLX300 and KLX300SM | Video Review first appeared on Rider Magazine.
Source: RiderMagazine.com

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2020 Kawasaki Versys 650 LT | Road Test Review

December 24, 2020 mcnews Leave a comment

When the current generation of Kawasaki’s Versys 650 LT appeared on the scene in 2015, the motorcycle landscape was a different place. Things like full-color TFT instrument panels, ride-by-wire throttles, and electronic aid packages with IMUs were reserved for an elite class. Today, those features are all but ubiquitous among liter bikes in nearly every category. They have even begun trickling down to select middleweights. Heck, the latest Kawasaki Ninja 650 has a TFT display with Bluetooth connectivity.

In a rapidly advancing world, the Versys 650 LT has studiously marched on, gaining a devout following for its affordability and utility. Its basic analog and LCD dash works well enough — the first LT came out long before ride modes were a twinkle in an engineer’s eye for this segment. Modern LED headlights would be an improvement over its halogen bulbs. The 649cc parallel-twin engine is eager and astoundingly dependable while missing some of the excitement seen in competitors. All of that is mated to a compliant chassis that’s proven itself in commuting and touring roles.

What I’m describing isn’t the flashiest model with the latest whiz-bang gadgetry; although ABS is standard, the 2020 Kawasaki Versys 650 LT is a blue-collar workhorse — a bike of the people.

Two essential features define the LT model: hand guards and key-matched, quick-release 28-liter hard saddlebags that will hold a full-face helmet in each side. That’s plenty of storage for trips, short and long.

Saddle up on the 650 LT, and you’re met with a bolt upright, neutral riding position, and riser handlebars that elevate your arms comfortably. Interestingly, the seat height is a somewhat lofty 33.1-inches, but the pleasantly plush saddle and compliant suspension squish down, allowing my 32-inch inseam to plant my feet on the deck. Also, Kawasaki has done a decent job of keeping the Versys 650 LT chassis at a trim width, further aiding the plight of shorter riders. Toss in the adjustable windscreen, standard hand guards and decently sized fairing, and the rider is adequately protected from the elements on long rides or short. From the handlebars to the footpegs, just about every touch point is rubber damped or counter-weighted, whittling the engine’s vibrations down to a tolerable minimum.

The Versys’ beating heart is a 649cc DOHC parallel-twin powerplant, which churned out a respectable 63.2 horsepower at 8,700 rpm and 43 lb-ft of torque at 7,300 rpm on the Jett Tuning dyno. There are more powerful machines out there, yet I’d wager that this level of performance is about what most riders need. It’s approachable, welcoming and never overwhelming, happy to chow-down miles at freeway speeds or plod along in traffic — made that much easier by the light slip-assist clutch.

Tractability is the name of the game on the 650, building power predictably and progressively until plateauing in the upper rev-range. There is some low-end grunt to be had, while ample mid-range power steals the spotlight’s attention. The 180-degree crank layout and pitter-patter exhaust note don’t exude performance by any stretch of the imagination. Still, the engine has a pleasing personality, revving up quickly once you crack the whip, capable of eking out more than an approving smirk. The only hiccup in the works is abrupt initial throttle response.

The LT’s sporty 6-speed transmission certainly gets a workout in the twisties, and you’ll also have the assist and slip clutch to help prevent wheel hop, should you bang down through the gears with too much gusto.

I suspect that many find the Versys 650 LT’s cooperative handling to be a high point, and I count myself among that group. Tipping the 650 into corners requires little to no effort, and it does so nicely, which is impressive considering its sizeable 501 pound wet weight. In urban and canyon environments, its adept flickability is one of its outstanding characteristics, paying dividends for novice and intermediate riders alike.

The 41mm fork with adjustable spring-preload and rebound damping and the shock featuring a snazzy spring-preload adjuster hide all of the road’s maleficence quite well, thanks to a relatively soft setup, though it’s unusual for a rear shock on a sport-touring bike to lack rebound damping adjustment. Still, to the potholes in the urban sprawl, phooey, I say!

Of course, that is a setup choice done in the name of comfort. There is a downside: when faced with rough tarmac while cornering or correcting lines at pace, some nervousness is felt through the front end, which could be quelled by beefing up the springs and damping circuits. Luckily, the rear doesn’t suffer from the same issues.

The positives and negatives of the chassis are underscored on the wonderfully diverse stretch of tarmac known as California Route 58. The 650 LT’s agility shines when whipping through the winding sections of road, while riders with sportier desires may want a tauter chassis, less prone to fidgeting when leaned over on the edge of the tire. On abused sections of highway, the cushy suspension setup pays off in outright comfort.

Dual 300mm discs and 2-piston calipers in the front handle braking duties, providing decent stopping power and adequate feel. In the rear, a basic 1-piston caliper and 250mm disc are useful for line correction or low-speed maneuvering.

After a respectable run, the 2020 Kawasaki Versys 650 LT still has a solid foothold in its segment — it isn’t long in the tooth quite yet, but it is on its way. There is some salt and pepper in its hair concerning its technological offerings, yet even now it remains a good platform. Priced affordably and capable of filling multiple roles, the Versys 650 LT checks quite a few boxes for riders, making it a commendable workhorse.

Nic’s Gear:
Helmet: Scorpion EXO-GT3000
Jacket: Fly Strata
Pants: Fly Resistance
Gloves: Racer Soul
Boots: Sidi SDS meta

2020 Kawasaki Versys 650 LT Specs:

Base Price: $9,199
Warranty: 2 yrs., unltd. miles
Website: kawasaki.com

ENGINE
Type: Liquid-cooled, transverse parallel-twin
Displacement: 649cc
Bore x Stroke: 83.0 x 60.0mm
Compression Ratio: 10.8:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 15,200 miles
Fuel Delivery: DFI w/ 38mm throttle bodies x 2
Lubrication System: Semi-dry sump, 2.4-qt. cap.
Transmission: 6-speed, cable-actuated wet clutch
Final Drive: O-ring chain

ELECTRICAL
Ignition: TCBI w/ electronic advance
Charging Output: 372 watts max.
Battery: 12V 10AH

CHASSIS
Frame: Tubular-steel double pipe diamond frame w/ box-section aluminum swingarm
Wheelbase: 55.7 in.
Rake/Trail: 25.0 degrees/4.3 in.
Seat Height: 33.1 in.
Suspension, Front: 41mm USD fork, adj. for spring preload & rebound damping w/ 5.9-in. travel
Rear: Single shock, remotely adj. for spring preload w/ 5.7-in. travel
Brakes, Front: Dual 300mm discs w/ opposed 2-piston calipers & ABS
Rear: Single 250mm disc w/ 1-piston caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 4.50 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 160/60-ZR17
Wet Weight: 501 lbs.
Load Capacity: 438 lbs
GVWR: 939 lbs.

PERFORMANCE
Horsepower: 63.2 at 8,700 rpm
Torque: 43.0 lb-ft at 7,300 rpm
Fuel Capacity: 5.5 gals., last 1.5 gals. warning light on
MPG: 87 PON min. (low/avg/high) 38.2/45.7/53.1
Estimated Range: 251.1
Indicated RPM at 60 MPH: 4,500

2020 Kawasaki Versys 650 LT Photo Gallery:

The post 2020 Kawasaki Versys 650 LT | Road Test Review first appeared on Rider Magazine.

Source: RiderMagazine.com

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2020 Kawasaki Ninja 1000SX | Road Test Review

August 21, 2020 mcnews Leave a comment

2020 Kawasaki Ninja 1000SX Review — The Ninja 1000SX’s blade is sharper than ever in 2020, with several key refinements.

All right, so you want to go far but you also want go fast, and you need some carrying capacity and comfort while doing it. Asking the world, aren’t we? Maybe your supersport days are behind you, although not too far, and only street riding is on the menu now. Ah, friend, then you’re looking for a true sport-touring machine like the 2020 Kawasaki Ninja 1000SX.

Now, let’s complicate this further. You also want IMU-supported cornering ABS and traction control, ride modes, cruise control, an up/down quickshifter and a full-color TFT display. Those amenities are easy to come by on the upper end of the sport-touring segment, where MSRPs have risen without remorse. But you’re not like most customers; you want it all at a reasonable price.

2020 Kawasaki Ninja 1000SX Review Seat Height — Seating position is fairly relaxed and upright, and this year’s slightly taller seat creates less knee bend.

The Ninja 1000SX is a machine that’s received continual honing on the engineering whetstone with subtle but crucial updates, and now, it’s been refined to a sharp point. This year, engineers focused on improving throttle response, handling, suspension, and rider and passenger comfort, while also tossing in an up/down quickshifter, cruise control and a TFT display…with only a $200 increase in the list price.

Sitting at the heart of the Ninja 1000SX is a lovely, torque-rich 1,043cc in-line four-cylinder engine. Internally, this is the same powerplant in the previous model, but now it boasts new electronic throttle valves and a throttle sensor to make its throttle-by-wire virtually faultless in any mode.

Put the Ninja into one of four ride modes: Sport, Road, Rain (low power) or a customizable Rider mode, and the Kawi’s lump will eagerly grab you by the scruff with its notable low-end grunt. From there, the massive mid-range takes over and leads you into serious top-end power that will see you quickly hauling the mail in comfort. On the Jett Tuning dyno the 1000SX churned out 124.3 horsepower at 9,500 rpm and 75.4 lb-ft of torque at 8,000 rpm at the rear wheel. Therefore fret not, recently retired sportbike rider—you can still land yourself in front of a judge easily.

The Ninja 1000SX’s in-line-four is a smooth runner, too, thanks to twin counterbalancers, and now revised camshaft profiles have also reduced tappet noise. What truly hides engine buzz now are new dampers beneath the seat, turning the formerly buzzy SX into something quite serene.

All of the aforementioned mid-range puff takes a load off the new up/down quickshifter, since you’re able to settle into a gear and simply work the grip. The quickshifter itself shifts commendably on the upshift, letting you bang through that slick six-speed gearbox, but can lurch a tad when auto-blipping at lower rpm. Clutch pull at the adjustable lever is nice and light thanks to the slip-assist clutch, which also helps make sure things don’t get squirrely during aggressive downshifts.

To help the bike meet Euro 5 emissions regulations the intake and exhaust have been updated, beginning with two shorter 45mm intake funnels on cylinders one and four. Coupled with that change is an all-new 4-2-1 exhaust system that has additional catalyzers to ensure emissions standards are met and ditches the dual muffler setup, saving a claimed 4.4 pounds.

Kawasaki’s Bosch IMU-supported rider aid package is up to snuff with the best of them, featuring cornering ABS (KIBS) and lean-angle-sensitive traction control (KTRC). Save for a bit of overzealous ABS intervention while trail braking in corners, those systems work as intended. TC can be disabled in the Rider mode, but ABS cannot, per Euro 5 requirements.

I will gripe about the actual selection of ride modes, as it takes an inordinately long time to complete when riding. Press and hold the mode button for one-Mississippi and do be sure to annunciate. Touch the throttle in any way and the process is interrupted with no indication. On most bikes these days, the indicated ride mode blinks or the rider is instructed to close the throttle to confirm the selection.

2020 Kawasaki Ninja 1000SX Review Controls — Large, easy to use controls make navigating the menu simple, but the time it takes to switch ride modes need to be shortened.

While on the subject of electronic doodads, we can speak about the 4.3-inch full-color TFT display that indicates everything you could ever want, along with maximum lean angle and brake pressure, for a bit of extra fun. It also supports Bluetooth connectivity. Tech savvy riders will be interested in Kawasaki’s Rideology app, which once paired to your bike features a riding log complete with your route, trip and bike telemetry data. Owners can also customize motorcycle settings as well.

The Ninja 1000SX’s communicative aluminum parameter chassis and sporty 56.7-inch wheelbase are unchanged, but in order to improve the SX’s handling, rake and trail have been tightened up slightly to 24 degrees and 3.9 inches. The updated 1000SX tips in with more eagerness than before, especially at low speed, which it definitely needed. Tight, slow twisties don’t impede the 1000 like they used to and it still holds a line beautifully, with loads of front-end feel.

Low-speed bleed ports have been added to the damping circuits of the fully adjustable 41mm Showa fork, relieving negative pressure during an initial hit and making the ride that much more plush. In the rear, a Showa Horizontal Back-Link shock featuring a remote preload adjuster and rebound damping adjustment helps keep the bike in shape.

In practice, the Showa kit offers up a luxurious ride, hiding everything except the most egregious of compression bumps from your senses. It also does a good job of keeping the bike’s 512-pound wet weight in control while cranked over on its seriously grippy new Bridgestone Battlax S22 tires. The shock, in particular, might protest if you start reliving your superbike days—but you aren’t giving up much, and I bet you can guess who will fare better on the ride home.

2020 Kawasaki Ninja 1000SX Review Tire Size — Kawasaki ditched the petal-style rotors for 2020, improving braking performance.

Kicking the fit-and-finish up a notch is a freshly designed ZX-10R-inspired three-piece fairing set with integrated turn signals. This update paved the way for a new four-position windscreen that achieves a more vertical position. Just don’t try to adjust it while riding, as the release button is precariously placed between the upper triple clamp and instrument panel. In the uppermost position, it directs air toward the top of my helmet on my 5-foot, 10-inch frame—any position below that I felt a good amount of buffeting. Height-blessed riders may want to opt for the taller accessory-touring screen.

Those coming from touring machines with picnic table-sized fairings may feel somewhat exposed on the SX, but I actually enjoy feeling the breeze. The fairings also boast internal venting, redirecting hot air from the rider. It seems to work well on the left side of the bike. On the right side, the clutch cover obstructs airflow if you’re one to tuck your boot against the frame. At temperatures below 90, it wasn’t something I noticed and the bike does well in the heat.

2020 Kawasaki Ninja 1000SX Review Engine — The 1,043cc in-line four cylinder engine is punchy as ever, even with Euro 5 emissions standard compliance.

Of course, we’d be remiss to omit the new LED lighting that provides much more visibility at night. If that night is particularly chilly, the $298.95 accessory heated grips may be to your liking.

Riser handlebars offer a comfortable reach that doesn’t put excessive weight on your wrists and create a riding position residing on the sporting side of neutral. It’s appreciated in the twisty bits and comfortable for freeway mile munching. The comfort hits continue with rider and passenger seats that have been redesigned with denser foam and an improved shape. The seat height is raised marginally to 32.3 inches, which helps reduce knee-bend, making the rider triangle more agreeable on longer outings. There are also accessory low and high seats to help suit your needs.

Long-distance riders will undoubtedly grumble about the lack of a centerstand. Currently, Kawasaki doesn’t offer one, but I say toss a jack stand in the bags and pack a plug kit.

Added to the scrap pile are the former petal-style rotors, which have been replaced with traditional 300mm discs and four-piston Tokico calipers. Feel at the adjustable lever is good, with plenty of power on tap, but could certainly be enhanced by upgrading to steel braided lines. In the rear, a single 250mm disc and single-piston Tokico caliper allow for decent modulation.

2020 Kawasaki Ninja 1000SX Review Dash — The 4.3-inch TFT instrument planel displays everything you need at a glance—in or out of direct sunlight.

The true advantage of a proper sport tourer is its luggage options, and the Ninja 1000SX is equipped with rails to accommodate 28-liter factory saddlebags. At $1,129.95, you’ll get color and ignition key-matched bags that’ll pack away a large size lid when it’s positioned just so. Interestingly, these bags are compatible with all bikes in the Ninja H2 SX and Versys lines. There is an accessory top box option as well, but it can’t be used simultaneously with the side bags due to weight concerns.

Where Kawasaki goes from here with the Ninja 1000SX is something of a conundrum. Save for remedying a few minor quirks, the evolution of the SX is complete. Totally reinventing the SX will undoubtedly drive the price higher, upsetting its appealing cost-to-benefit ratio. For 2020, Team Green has taken a good sport-touring machine and made it a great one, while also ensuring that it’s still one of the best overall values in the segment.

Nic’s Gear:
Helmet: Arai Corsair-X
Jacket: Alpinestars GP Plus R V3
Pants: Alpinestars Cooper
gloves: Alpinestars GPX
Boots: Alpinestars Jam Drystar

2020 Kawasaki Ninja 1000SX Specs:

Base Price: $12,399
Price as Tested: $13,529 (28-Liter Hard Saddlebags)
Warranty: 1 yr., unltd. miles
Website: Kawasaki Motors Corp., U.S.A.

Engine
Type: Liquid-cooled, transverse in-line four
Displacement: 1,043cc
Bore x Stroke: 77.0 x 56.0mm
Compression Ratio: 11.8:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 15,000 miles
Fuel Delivery: DFI with 38mm ETV throttle
bodies x 4
Lubrication System: Wet sump, 3.2-qt. cap.
Transmission: 6-speed, cable-actuated slip-
and-assist clutch
Final Drive: X-ring chain

Electrical
Ignition: TCBI with digital advance
Charging Output: 341 watts max.
Battery: 12V 8Ah

Chassis
Frame: Aluminum twin-spar perimeter w/
engine as stressed member, aluminum subframe & swingarm
Wheelbase: 56.7 in.
Rake/Trail: 24.0 degrees/3.9 in.
Seat Height: 32.3 in.
Suspension, Front: 41mm USD fork, fully adj., w/ 4.7-in. travel
Rear: Horizontal back-link shock, adj. for spring preload (remote) & rebound damping w/ 5.4-in. travel
Brakes, Front: Dual 300mm semi-floating discs w/ opposed 4-piston radial monoblock calipers & ABS
Rear: Single 250mm disc w/ 1-piston pin-slide caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 6.0 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 190/50-ZR17
Wet Weight: 512 lbs.
Load Capacity: 435 lbs.
GVWR: 947 lbs.

Performance
Horsepower: 124.25 horsepower @ 9,500 rpm (as tested)
Torque: 75.40 ft-lbs of torque @ 8,000 rpm (as tested)
Fuel Capacity: 5.0 gals., last 1.1-gal. warning light on
MPG: 90 AKI min (low/avg/high) 39.6/37.6/33.9
Estimated Range: 185 miles
Indicated RPM at 60 MPH: 4,000

Photography by Kevin Wing

2020 Kawasaki Ninja 1000SX Photo Gallery:

Source: RiderMagazine.com

Motorcycle News, News

2019 Honda CB1000R vs 2020 Kawasaki Z900RS vs 2020 Suzuki Katana | Comparison Test Review

April 9, 2020 mcnews Leave a comment

2020 Suzuki Katana Honda CB1000R Kawasaki Z900RS — Distinctive styling sets these modern-day UJMs apart from each other, but they’re very similar otherwise. Their nearly 1,000cc engines are liquid-cooled, transverse in-line fours with DOHC and four valves per cylinder. They roll on 17-inch cast wheels with tubeless radials, and have standard ABS and traction control, adjustable suspension and radial-mount monoblock front calipers. They have upright riding positions with minimal wind protection. And they all look good parked in front of Morro Rock. Photos by Kevin Wing.

Remember UJMs? If you were a motorcyclist in the ’70s, or have a soft spot for bikes from that era, then you remember them well. Honda kicked it off in 1969 with its groundbreaking CB750, the first mass-produced motorcycle with a transverse in-line four-cylinder engine and an overhead camshaft. It was an air-cooled four-stroke with a five-speed transmission, a front disc brake, an electric starter and an upright seating position.

Honda created the formula and other Japanese manufacturers followed it. Kawasaki launched the mighty 903cc Z1 for 1973, Suzuki introduced the GS750 for 1976 and, late to the party but the biggest reveler in the room, Yamaha brought out the XS1100 for 1978. Similarities among these and other Japanese models of varying displacements led “Cycle” magazine, in its November 1976 test of the Kawasaki KZ650, to coin what became a widely used term: “In the hard world of commerce, achievers get imitated and the imitators get imitated. There is developing, after all, a kind of Universal Japanese Motorcycle…conceived in sameness, executed with precision, and produced by the thousands.”

Those UJMs, and the standards of performance and reliability they established, revolutionized the world of motorcycling. Decades later, descendants of those progenitors carry their DNA into the modern era. To see how well the formula holds up in the 21st century, we gathered examples from Honda, Kawasaki and Suzuki for a neo-retro comparo. (As much as we would have loved to include Yamaha for a proper battle of the Big Four, its contemporary XSR900 is powered by an in-line triple that colors too far outside the lines of the UJM formula.)

Honda CB1000R — Like all three bikes in this comparison, the Honda has an upright seating position that puts no strain on the rider’s wrists, shoulders or back, but its footpegs are the highest.

Greg’s Gear
Helmet: Arai Corsair-X
Jacket: Scorpion Birmingham
Pants: Joe Rocket Ballistic
Boots: Sidi Gavia Gore-Tex
Tail Bag: Nelson-Rigg

Honda’s CB1000R, like its granddaddy, has a transverse in-line four, but it’s a more highly evolved one featuring liquid cooling and dual overhead cams with four valves per cylinder — a configuration shared by all three bikes in this comparison. Derived from the pre-2008 CBR1000RR sportbike, the CB’s 998cc engine has been tuned for low- to midrange power and its 6-speed transmission has an assist-and-slipper clutch. Like the others, the CB1000R’s standard equipment includes ABS and traction control, but it’s the only one here with throttle-by-wire and riding modes (Sport, Street, Rain and customizable User), which adjust throttle response, engine braking and traction control.

Read our Road Test Review of the Honda CB1000R here.

Kawasaki Z900RS — With the lowest seat height, lowest footpegs and most room for a rider, passenger and luggage (as well as a magnet-friendly steel tank), the Kawasaki is the natural choice for longer rides.

Mark’s Gear
Helmet: Bell SRT Modular
Jacket: Rev’It
Pants: Rev’It
Boots: Sidi Performer Gore-Tex
Tank/Tail Bags: Chase Harper

A round headlight and an exposed engine are about the only styling traits shared by the “Neo-Sports Café” CB1000R and the CB750. Kawasaki’s Z900RS, on the other hand, is a spitting image of its forebear. Round mirrors on long stalks, bullet-shaped analog gauges, a teardrop tank, a bench seat, a sculpted tail and gorgeous Candytone Green paint with yellow stripes are all inspired by the original Z1. Even the flat spokes of its cast wheels are designed to look like spoked wheels of yore. Derived from the Z900 streetfighter, the Kawasaki’s 948cc DOHC in-line four has revised cam profiles, lower compression, a heavier flywheel, a second gear-driven balancer and narrower exhaust headers for a mellower feel, and its stainless steel 4-into-1 exhaust has been tuned to deliver an old-school four-banger growl.

Read our First Ride Review of the Kawasaki Z900RS here.

2020 Suzuki Katana — Rodolfo Franscoli’s redesigned Katana brings the distinctive elements of the original into the 21st century, though the fairing and flyscreen offer more style than wind protection.

Jenny’s Gear
Helmet: Shoei RF-1200
Jacket: AGV Sport Helen
Pants: Joe Rocket Alter Ego
Boots: Sidi Gavia Gore-Tex
Tail Bag: Nelson-Rigg

Suzuki’s entry in this contest is the new-for-2020 Katana, a modern interpretation of the iconic 1981 GSX1100S Katana, which revolutionized motorcycle design by treating the bike as a whole rather than a collection of parts. Originally conceived by Hans Muth and reimagined by Rodolfo Frascoli, the Katana has a small fairing and windscreen, and, like the CB1000R, a stubby tail section. Based on the GSX-S1000 naked sportbike, the Katana is powered by a 999cc DOHC in-line four derived from the 2005-2008 GSX-R1000, tuned for street duty with milder cam profiles and valve timing, steel rather than titanium valves, lighter pistons, a stainless steel exhaust and a 6-speed transmission with an assist-and-slipper clutch.

Read our First Ride Review of the 2020 Suzuki Katana here.

Three bikes, three editors, two days. Before hitting the road, we strapped on soft luggage. None have centerstands, and only the Kawasaki has a steel gas tank that accommodates a magnetic tank bag, which carried our tools, flat repair kit and air pump. Its long, wide bench seat also has room for a good-sized tail bag. With their short tails and small pillions, the Honda and Suzuki only have space for small tail bags. Because the Suzuki’s bodywork is more stylish than functional, the Honda and Kawasaki are completely nude and none have hand guards or heated grips, we were exposed to the elements. We bundled up in layers for our mid-January test and pointed our wheels north, taking freeways and back roads up California’s Central Coast.

With their refined, Swiss watch-like in-line fours, these modern-day UJMs are impeccably smooth. Snicking their transmissions into sixth gear and cruising at a steady speed is a sublime experience, with minimal vibration or unwanted perturbations. None have cruise control, but with fuel capacities ranging from 3.2 gallons on the Suzuki to 4.5 gallons on the Kawasaki and as-tested fuel ranges between 130 and 173 miles, the need for gas will likely precede the need for wrist relief. Upright seating positions and windblast on the chest keep weight off the wrists on all three, but there are notable differences in legroom. The Honda and Suzuki have the tallest seat heights (32.7 and 32.5 inches, respectively) as well as the highest footpegs, putting much more bend in the knees — especially on the Honda — than the comparatively spacious Kawasaki. Even though the Kawi has the lowest seat height (31.5 inches) and lowest pegs, on none of these bikes did we find ourselves dragging pegs in tight corners.

It’s in those tight corners that these bikes further distinguish themselves. With only 10 pounds separating their curb weights and modest differences in chassis geometry, their engine performance, brakes and suspension are what set these bikes apart. In terms of outright horsepower and torque, the Honda and Suzuki, both of which have sportbike-derived engines, come out on top. The Suzuki is the strongest, churning out 142.1 rear-wheel horsepower at 10,300 rpm and 75.9 lb-ft of torque at 9,200 rpm on Jett Tuning’s dyno, though its advantage over the others is mostly above 8,500 rpm. The Honda peaks at 125.5 horsepower at 9,800 rpm and 70.6 lb-ft at 8,300 rpm, but it’s much weaker than the Suzuki and Kawasaki below 7,500 rpm, a deficiency that’s obvious on corner exits and roll-on passes. Although the Kawasaki generates only 100.1 horsepower at 8,500 rpm and 67.5 lb-ft at 8,500 rpm, in the midrange it gives the Suzuki a run for its money and leaves the Honda in the dust.

With their more compact cockpits and high-revving power, the Honda and Suzuki lean more toward the sport end of the sport standard spectrum. Their smoothness makes them sneaky fast, and their stock suspension settings are firmer than the Kawasaki’s. All of these bikes have fully adjustable upside-down forks and preload- and rebound-adjustable single rear shocks (KYB on the Kawasaki and Suzuki, Showa on the Honda), but the Honda’s suspension, especially its Separate Function-Big Piston fork, is the most compliant. Sportbike-caliber front brakes, with pairs of radial-mount monoblock 4-piston opposed calipers clamping large discs, deliver serious stopping power across the board, but the Honda has a slight edge in feel. Adding to a sense of confidence on the Honda are its Bridgestone Battlax Hypersport S21 radials, which have noticeably more grip (but likely less mileage in the long run) than the Dunlop radials on the Kawasaki and Suzuki.

Despite being down on peak power and more softly sprung, the Kawasaki is by no means a boat anchor or a couch on wheels. It’s plenty fast, but its mission is clearly different than that of the Honda and Suzuki. The Z900RS stokes the flames of nostalgia while providing a more spacious, relaxed and comfortable riding experience, with every potentially rough edge sanded smooth. The Katana, on the other hand, is essentially a GSX-S1000 with plastic bodywork and a more upright riding position. In isolation there’s little to complain about when riding the Suzuki, but compared to the Honda and Kawasaki, it feels less refined, with more driveline lash and less precision during gear changes.

UJMs were the first motorcycles to be called “superbikes,” a name that came to be more appropriately applied to the racer replicas that proliferated in the late ’80s. These modern-day UJMs fall into the more mundane-sounding “sport standard” category, but there’s nothing mundane about 100-plus rear-wheel horsepower, high-spec brakes and suspension, standard ABS and TC, and a level of capability that’s truly impressive. For sheer power and sporting prowess, the Suzuki gets top marks, but its small 3.2-gallon gas tank and high price ($13,499) make it a tough sell. Priced a bit lower at $12,999, the ultra-smooth Honda has a strong top end as well as throttle-by-wire, riding modes and the best suspension and tires, but its weak midrange and high footpegs limit its overall appeal. A relative bargain at $11,199, the Kawasaki won us over with its throwback styling, spacious and comfortable seating, strong midrange, seductive sound and decent fuel range. If you do what we did — strap on some luggage and explore some of your favorite roads for a couple of days — you’re guaranteed to have a good time. Isn’t that why we ride?

Keep scrolling past spec charts for more photos….

2019 Honda CB1000R ABS Specs

Base Price: $12,999
Warranty: 1 yr., unltd. miles
Website: powersports.honda.com

Engine

Type: Liquid-cooled, transverse in-line four
Displacement: 998cc
Bore x Stroke: 75.0 x 56.5mm
Compression Ratio: 11.6:1
Valve Train: DOHC w/ 4 valves per cyl.
Valve Insp. Interval: 16,000 miles
Fuel Delivery: PGM-FI w/ throttle-by-wire & 44mm throttle bodies x 4
Lubrication System: Wet sump, 3.2-qt. cap.
Transmission: 6-speed, hydraulically actuated wet assist-and-slipper clutch
Final Drive: O-ring chain

Electrical

Ignition: Fully transistorized
Charging Output: 350 watts max.
Battery: 12V 8.6AH

Chassis

Frame: Mono-backbone steel frame, single-sided cast aluminum swingarm
Wheelbase: 57.3 in.
Rake/Trail: 24.7 degrees/3.8 in.
Seat Height: 32.7 in.
Suspension, Front: 43mm USD fork, fully adj., 4.3-in. travel
Rear: Single shock, adj. for spring preload & rebound damping, 5.2-in. travel
Brakes, Front: Dual 310mm floating discs w/ 4-piston monoblock radial opposed calipers & ABS
Rear: Single 256mm disc w/ 2-piston pin-slide caliper & ABS
Wheels, Front: Cast, 3.5 x 17 in.
Rear: Cast, 6.0 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 190/55-ZR17
Wet Weight: 463 lbs.
Load Capacity: 390 lbs.
GVWR: 853 lbs.

Performance

Fuel Capacity: 4.3 gals., last 1.0 gal. warning light on
MPG: 91 AKI min. (low/avg/high) 30.7/35.8/39.9
Estimated Range: 154 miles
Indicated RPM at 60 MPH: 4,250

2020 Kawasaki Z900RS ABS Specs

Base Price: $11,199
Warranty: 1 yr., unltd. miles
Website: kawasaki.com

Engine

Engine Type: Liquid-cooled, transverse in-line four
Displacement: 948cc
Bore x Stroke: 73.4 x 56.0mm
Compression Ratio: 10.8:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 15,000 miles
Fuel Delivery: DFI w/ 36mm throttle bodies x 4
Lubrication System: Wet sump, 4.2-qt. cap.
Transmission: 6-speed, wet assist-and-slipper clutch
Final Drive: O-ring chain

Electrical

Ignition: TCBI w/ digital advance
Charging Output: 336 watts max.
Battery: 12V 8AH

Chassis

Frame: High-tensile steel trellis w/engine as stressed member, cast aluminum swingarm
Wheelbase: 58.1 in.
Rake/Trail: 25.4 degrees/3.5 in.
Seat Height: 31.5 in.
Suspension, Front: 41mm USD fork, fully adj., 4.7-in. travel
Rear: Single shock, adj. for spring preload & rebound damping, 5.5-in. travel
Brakes, Front: Dual 300mm discs w/ opposed 4-piston monoblock calipers & ABS
Rear: Single 250mm disc w/ 1-piston caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 5.50 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 180/55-ZR17
Wet Weight: 472 lbs.
Load Capacity: 398 lbs.
GVWR: 870 lbs.

Performance

Fuel Capacity: 4.5 gals., last 1.0 gal. warning light on
MPG: 90 AKI min. (low/avg/high) 34.5/38.5/45.4
Estimated Range: 173 miles
Indicated RPM at 60 MPH: 3,750

2020 Suzuki Katana Specs

Base Price: $13,499
Warranty: 1 yr., unltd. miles
Website: suzukicycles.com

Engine

Type: Liquid-cooled, transverse in-line four
Displacement: 999cc
Bore x Stroke: 73.4 x 59.0mm
Compression Ratio: 12.2:1
Valve Train: DOHC w/ 4 valves per cyl.
Valve Insp. Interval: 15,000 miles
Fuel Delivery: EFI w/ SDTV & 44mm throttle bodies x 4
Lubrication System: Wet sump, 3.4-qt. cap.
Transmission: 6-speed, cable-actuated assist-and-slipper clutch
Final Drive: O-ring chain

Electrical

Ignition: Transistorized, digital electronic
Charging Output: 385 watts max.
Battery: 12V 8.6AH

Chassis

Frame: Cast aluminum twin-spar w/ cast aluminum swingarm
Wheelbase: 57.5 in.
Rake/Trail: 25 degrees/3.9 in.
Seat Height: 32.5 in.
Suspension, Front: 43mm USD fork, fully adj., 4.7-in. travel
Rear: Single link-type shock, adj. for spring preload & rebound, 5.1-in. travel
Brakes, Front: Dual 310mm discs w/ radial-mount monoblock 4-piston opposed calipers & ABS
Rear: Single 220mm disc w/ 1-piston pin-slide caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 6.00 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 190/50-ZR17
Wet Weight: 473 lbs.
Load Capacity: 407 lbs.
GVWR: 880 lbs.

Performance

Fuel Capacity: 3.2 gals., last 1.0 gal. warning light on
MPG: 90 AKI min. (low/avg/high) 36.2/40.6/46.5
Estimated Range: 130 miles
Indicated RPM at 60 MPH: 4,000

Honda CB1000R engine — The Honda CB1000R’s in-line four is a street-tuned version of the engine that powered the pre-2008 CBR1000RR.

Honda CB1000R swingarm — Unique in this trio, the Honda has a trick-looking single-sided swingarm. Suspension front and rear is by Showa, with a top-spec Separate Function-Big Piston upside-down fork up front.

Honda CB1000R display dash — All-digital display with white graphics on a dark background is generally easy to read in bright sunlight. Red light on the right can be set to change colors with different gears, modes, etc.

Kawasaki Z900RS engine — The Kawasaki Z900RS’s 948cc in-line four is the smallest, least powerful engine here, but it has a strong midrange and its tuned exhaust sounds fantastic.

Kawasaki Z900RS seat tail — That bench seat, that sculpted tail with a small kick-up, that taillight and that Candytone Green paint take us right back to the original Z1.

Kawasaki Z900RS gauges — Those analog gauges, with their chrome bezels matching the handlebar, are stunning and easy to read in all conditions. The tasteful LCD display in the middle packs in useful info.

2020 Suzuki Katana engine — The Suzuki Katana’s 999cc in-line four is the beast of the bunch, cranking out 142.1 horsepower at the rear wheel.

2020 Suzuki Katana nose — A modern interpretation of a motorcycle design icon, the Katana is the only bike here with bodywork—a small fairing with a square headlight, a flyscreen and the Hans Muth-designed Katana logo. In addition to Glass Sparkle Black, it’s available in Metallic Mystic Silver like the original.

2020 Suzuki Katana display dash — Light-on-black digital display is busy and hard to read in bright sunlight.

Source: RiderMagazine.com

Motorcycle News, News

2019 Kawasaki Versys 1000 SE LT+ | Road Test Review

February 10, 2020 mcnews Leave a comment

Considering how popular the Versys 650 has become, almost from the moment it was introduced in the U.S. for 2008, we found it decidedly strange that Kawasaki only blessed Europe and Asia with the larger Versys 1000 when it appeared for 2012. OK, the styling was funky, but it had great bones, and when Team Green finally redesigned and brought it stateside for 2015 as the Versys 1000 LT, we liked it so much we gave it our Motorcycle of the Year award…and wore the tires off our long-term test bike. Here was a motorcycle that combined all of the good traits of adventure bikes — comfortable, upright seating; compliant, longer-travel suspension; good wind protection and moderate weight — with performance and handling near that of a liter-class sport-touring machine. In short, a sport-adventure “VERsatile SYStem” for riders with little or no off-road aspirations.

By retuning the liquid-cooled, 1,043cc DOHC in-line four from the Ninja 1000 to create a table-flat torque curve for better touring manners — without sacrificing much of the Ninja’s screaming top-end hit that is catnip to sport-oriented riders — the Versys 1000 LT package could handle rough back roads or smooth highways, long two-up tours or commuting, a sedate group ride or a tire-shredding rip up a canyon road. As a more comfortable alternative to the Ninja 1000, including plusher passenger accommodations, Kawasaki further sweetened the Versys 1000 LT deal with standard saddlebags, an adjustable windscreen, a centerstand, hand guards and a luggage rack. The only complaint we had is a common one among adventure-styled bikes — a tall 33-inch seat height — but a ¾-inch lower accessory seat is available, and the stocker is so thickly padded it’s easily reworked.

The clincher was the Versys 1000 LT’s price of just $12,799 in 2015, well below the competition despite its similar features and standard saddlebags.

Fast forward to 2018, and the (love it or hate it, it’s here to stay) era of electronic rider aids was bypassing the basic-but-just-$12,999 big Versys, which only offered ABS, traction control and two power modes (Full and Low) for the button addicts. So for 2019 Kawasaki took the bold step of raising the new Versys 1000 SE LT+ price to $17,999, and filled the $5,000 gap with semi-active electronically controlled suspension, throttle-by-wire, cruise control, a quickshifter, heated grips, inertial measurement unit (IMU)-based 6-axis input for the now multi-level traction control and cornering ABS, four integrated ride modes that link to the suspension, TC and power levels, and LED head, tail and cornering lights. The command/control window into all of it is a bright, new multi-function TFT display with Sport, Touring and night modes as well as Bluetooth smartphone connectivity via Kawasaki’s Rideology app. The TFT display shares dash space with a big analog speedometer and a 12V, 45-watt accessory socket.

Drilling down into the technical minutiae of each electronic feature is best left to the thick owner’s manual, but a few are worth detailing here, such as the Cornering Management function that uses both ABS and TC — with input from the IMU — to “assist” a rider experiencing sudden acute pucker factor to hold an intended line through a corner. I did not try this, and don’t ask me to. And the ride modes are a well thought-out platter of Sport, Road, Rain and customizable Rider choices that select either Full or Low power delivery (both of which are smooth and linear, with no annoying throttle abruptness), three levels of TC or TC off, and Hard, Normal or Soft suspension damping (rear spring preload is set separately). For example, Sport selects Full power, minimal TC and Hard suspension. In the Rider mode (our favorite, of course), you can set your own combinations, and fine-tune each of the suspension’s three damping settings. Finally, a comprehensive menu display gives you adjustment and on/off control over things like the quickshifter, cornering lights, shift light, etc.

Since all of this stuff is hung on essentially the same basic powertrain, chassis and running gear from 2015-2018, you can fire up the Versys 1000 SE LT+ and without even looking at the instrument panel enjoy its broad, smooth powerband, roomy comfortable ergonomics, good wind protection and exceptional braking. The fairing is a bit broader and more protective now due to the cornering lights, its 17-inch wheels front and rear with sport-touring rubber give the bike good grip and sweet, stable handling, and it has plenty of cornering clearance. Our 2019 test bike made similar power output numbers to our 2015 model (see the dyno chart), which makes sense, since the counterbalanced engine is unchanged. And Kawasaki Electronically Controlled Suspension (KECS) is a sweet addition, mainly because it adjusts damping in the new high-end cartridge fork and BFRC (Balance Free Rear Cushion) lite rear shock in real time depending upon conditions, and lets you quickly change the overall stiffness of the suspension for a softer or firmer ride.

Mark’s Gear
Helmet: Arai Signet-X
Jacket: Olympia Richmond
Pants: Olympia X Moto 2
Boots: Dainese Long Range

I was less impressed with the new cruise control, which didn’t hold the bike’s speed well, and wasn’t immediately responsive to attempts to raise or lower the set speed. The quickshifter is also a disappointment — though it works adequately it lacks the crispness of other up/down quickshifters and had a vague, mushy feeling at the shift lever. New owners may also be frustrated by the learning curve required to display information and make vehicle menu selections, which is not at all intuitive. Changing ride modes on the fly in particular needs a rethink, since you must close the throttle for far too long to do so.

OK, though some of its new features are still a work in progress, there’s a lot to like about the Versys 1000 SE LT+. The seats are plush, the new heated grips work great and the mirrors, windscreen, adjustable brake and clutch levers and LED cornering lights are all very functional. Can’t say enough about the locking saddlebags either, each of which holds 29 liters or a full-face helmet and can be removed and installed in a snap (and you can add a 47-liter accessory top case). Load capacity and alternator output are quite good, and the bike pops right onto its centerstand with little effort, a remarkable achievement for any nearly 600-pound motorcycle. Ride it on Low power with a tame wrist and you should easily top 45 mpg and 250 miles from the 5.5-gallon tank, though it does require premium fuel.

As an adventure-styled motorcycle with a 17-inch front wheel and no real off-road ambitions, the Versys 1000 SE LT+ is unique among liter-class Japanese ADV bikes, which generally have a 19- or 21-inch front, more ground clearance, undercarriage protection, etc. That Kawasaki chose to fit the new Versys with a raft of contemporary electronic features before the latest Concours 14 sport tourer demonstrates how hot adventure bikes have become — if not actual ADV riding — and makes it even more road ready. For 2020 the Versys will be offered in eye-popping Emerald Blazed Green/Pearl Storm Gray rather than the Metallic Flat Spark Black/Pearl Flat Stardust White of our 2019 test bike, and we can’t wait to see it…especially if it’s from the saddle.

2019 Kawasaki Versys 1000 SE LT+ Specs
Base Price: $17,999 (2020 model)
Warranty: 2 yrs., unltd. miles
Website: kawasaki.com

Engine
Type: Liquid-cooled, transverse in-line four
Displacement: 1,043cc
Bore x Stroke: 77.0 x 56.0mm
Compression Ratio: 10.3:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 15,200 miles
Fuel Delivery: DFI w/ Keihin 38mm ETV throttle bodies x 4
Lubrication System: Wet sump, 4.2-qt. cap.
Transmission: 6-speed, hydraulically actuated wet assist-and-slipper clutch
Final Drive: O-ring chain

Electrical
Ignition: TCBI w/ digital advance
Charging Output: 407 watts max.
Battery: 12V 8.2AH

Chassis
Frame: Twin-spar aluminum w/ engine as stressed member, tubular-steel subframe & cast aluminum swingarm
Wheelbase: 59.8 in.
Rake/Trail: 27 degrees/4.2 in.
Seat Height: 33.1 in.
Suspension, Front: 43mm USD fork, KECS fully adj., 5.9-in. travel
Rear: Single back-link shock, KECS fully adj., 5.9-in. travel
Brakes, Front: Dual 310mm petal discs w/ opposed 4-piston calipers & ABS
Rear: Single 250mm petal disc w/ 1-piston caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 5.50 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 180/55-ZR17
Wet Weight: 584 lbs.
Load Capacity: 470 lbs.
GVWR: 1,054 lbs.

Performance
Fuel Capacity: 5.5 gals., last 1.0 gal. warning light on
MPG: 90 AKI min. (low/avg/high) 33.8/39.1/41.7
Estimated Range: 215 miles
Indicated RPM at 60 MPH: 3,600

Source: RiderMagazine.com

Motorcycle News, News

2020 Kawasaki Ninja 650 | Road Test Review

February 4, 2020 mcnews Leave a comment

What a difference a few years make. When we pitted the Ninja 650 against two rivals back in November 2016, we came away unimpressed — Kawasaki’s street-oriented sportbike felt overweight and uninspiring compared to its lithe sparring partners. But then Team Green put the Ninja on a diet and training regimen for 2017, shedding 43 pounds thanks to a new steel trellis frame, hollow-press aluminum swingarm, wheel assemblies and engine changes. The offset lay-down shock was replaced with a Ninja ZX-10R-derived horizontal back-link shock, and the new package was wrapped in sharper, sportier bodywork.

In addition to the significant weight loss, the Ninja’s 2017 training regimen included improvements to its engine, brakes and ergonomics. The liquid-cooled, DOHC, 4-valve-per-cylinder, 649cc parallel twin was retuned for better performance in the low- to midrange, where most street riders spend the majority of their time, and it got new injectors for more precise fueling, a mechanical gear position indicator, a revised airbox, a redesigned exhaust and smaller throttle bodies. A new 2-piston Nissin front brake caliper provided noticeably better performance and feel, and optional Bosch 9.1M ABS was said to be lighter and more responsive. (Read the complete details in our First Ride Review of the 2017 Ninja 650 here.) Suddenly this was a fighter to be reckoned with.

For 2020, the Ninja 650 seems to have reached a milestone in its development, with refined styling that brings it inline with its ZX-6R and ZX-10R siblings, a new 4.3-inch full-color TFT display with switchable background color and ambient light sensor, connectivity to Kawasaki’s Rideology app and the latest Dunlop Sportmax Roadsport 2 tires. Specs and features only tell half the story of course; like a martial artist, mastering the movements is one thing — putting them to use is another. Since it was Senior Editor Drevenstedt who rode the revamped 2017 model, I haven’t been on a Ninja 650 since the 2016 comparo, and after spending five hundred or so miles on this newest version it’s clear this is a much improved motorcycle.

Overall performance figures haven’t changed that much — peak horsepower is slightly down, mid-range power and torque are slightly up and peak torque is about the same — but with 43 fewer pounds to lug around, the 2020 Ninja 650 is now responsive, quick on its feet and quite fun to ride, emitting a rewarding intake howl as the rpms spin past 5,500. Its steering geometry has been sharpened, with the rake tightened up by a degree and the trail reduced by 0.4 inch, and ergonomics are small-frame-friendly — seat height is down more than half an inch to 31.1 inches, clip-ons are perched well above the triple clamp and the 4.0-gallon gas tank is narrow between the knees. So while my 34-inch-inseam legs got a bit cramped on longer rides and I found myself wishing for thicker seat padding (Kawasaki’s one-inch taller “extended reach” seat might solve both issues), I found the Ninja 650 to be comfortable enough for a 2½-hour-long freeway slog to Palm Springs or an afternoon ride on some favorite canyon roads.

Jenny’s Gear
Helmet: HJC i70
Jacket: Spidi Evorider 2 Lady
Pants: MotoGirl Melissa Jeggings
Boots: Sidi Gavia Gore-Tex

Kawasaki says that about 60% of Ninja 650 owners primarily use it to commute and ride recreationally, but it’s on those sporty canyon roads that the Ninja’s newfound fighting spirit truly shines. It’s quick and flickable, with enough power to remain entertaining without demanding too much of its rider, nor requiring license-risking levels of speed. As is common in this category and price range, suspension is still rather basic, a bit underdamped and non-adjustable except for spring preload on the rear shock — the 41mm KYB fork has 4.9 inches of travel and the KYB shock 5.1 inches. Subsequently the bike can get pretty nervous when riding aggressively in rough corners, but on smoother roads the Ninja tracks through corners with confident stability, and the new Dunlop rubber offers predictable grip and feedback. An assist-and-slipper clutch mated to the six-speed gearbox also makes easy work of quick downshifts and commuter traffic alike.

The 2020 updates are admittedly mostly cosmetic, but they’re like an outward representation of the Ninja 650’s forward progress — a black belt, to continue our martial arts analogy. The TFT display includes a slew of useful information, all easy to read even in direct sunlight, and new twin LED headlights not only look the business but also function extremely well, throwing bright white light far down the road as well as to each side. Overall this new Ninja 650 is at peak form, representing the new heights of performance and style we can now expect from today’s middleweight motorcycles.

Check out Rider’s 2020 Guide to New Street Motorcycles

2020 Kawasaki Ninja 650 Specs
Base Price: $7,399
Price as Tested: $7,999 (ABS, KRT livery)
Warranty: 1 yr., unltd. miles
Website: kawasaki.com

Engine
Type: Liquid-cooled, transverse parallel twin
Displacement: 649cc
Bore x Stroke: 83.0 x 60.0mm
Compression Ratio: 10.8:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 15,000 miles
Fuel Delivery: DFI w/ 36mm throttle bodies x 2
Lubrication System: Semi-dry sump, 2.4-qt. cap.
Transmission: 6-speed, cable-actuated wet assist-and-slipper clutch
Final Drive: O-ring chain

Electrical
Ignition: TCBI w/ electronic advance
Charging Output: 372 watts max.
Battery: 12V 8.6Ah

Chassis
Frame: High-tensile steel trellis, hollow-press aluminum gullwing swingarm
Wheelbase: 55.5 in.
Rake/Trail: 24 degrees/3.9 in.
Seat Height: 31.1 in.
Suspension, Front: 41mm fork, non-adj., 4.9-in. travel
Rear: Single horizontal backlink shock, 7-position adj. preload, 5.1-in. travel
Brakes, Front: Dual 300mm petal-type discs w/ 2-piston floating calipers & ABS (as tested)
Rear: Single 220mm petal-type disc w/ 1-piston floating caliper & ABS (as tested)
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 4.50 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 160/60-ZR17
Wet Weight: 424 lbs. (as tested)
Load Capacity: 440 lbs. (as tested)
GVWR: 864 lbs.

Performance
Fuel Capacity: 4.0 gals., last 1.0 gal. warning light on
MPG: 87 AKI min. (low/avg/high) 59.9/60.9/62.0
Estimated Range: 244 miles
Indicated RPM at 60 MPH: 4,400

Source: RiderMagazine.com

Motorcycle News, News

2019 Honda CB650R vs. Kawasaki W800 Cafe vs. Suzuki SV650X | Comparison Review

January 2, 2020 mcnews Leave a comment

SV650X CB650R W800 Cafe — Three brands, three middleweights, three engine configurations, three very distinct personalities. Which one are you? Photos by Kevin Wing.

Three riders walk into a dealership…. (I know it sounds like the start of a bad joke but bear with me.) All three are in the market for a new middleweight motorcycle, and each has a unique style and riding experience in mind. They’re in luck — thanks to a challenging economy, increasing growth in female ridership and a need to attract younger riders, manufacturers are doubling down on the small- and midsize-displacement market, meaning there’s a middleweight machine out there for just about anyone. We gathered three of the newest for an unorthodox Comparo Review; rather than pitting them against each other in a head-to-head battle, we thought instead we’d focus on each one’s unique personality. So here we are, the door just swung closed behind us, and our first rider already seems to know exactly what he wants.

The Speed Demon – Honda CB650R

Mark’s Gear
Helmet: Bell SRT-Modular
Jacket: Fly Strata
Pants: Rev’It
Boots: Alpinestars
Tail Bag: Firstgear

We find him standing next to the Honda CB650R, where he’s admiring the waterfall of header pipes cascading from its 649cc, liquid-cooled, DOHC in-line four. The replacement for the stale CB650F, this fresh CB650R rounds out Honda’s Neo-Sports Café lineup, slotting in between the CB300R and CB1000R released for the 2018 model year.

Honda gave the middleweight CB more than just a facelift, with new wheels, an updated steel frame and a new, smaller fuel tank that combine to drop a claimed 9.2 pounds (11.6 pounds on the ABS version), a new inverted 41mm Showa fork with adjustable preload, a slightly more aggressive riding position and a redesigned airbox. The engine got a few tweaks as well, with new pistons and valve timing and a redline that’s been bumped up 1,000 rpm to 13,000. Also new this year is optional HSTC (traction control), which is only available on the ABS-equipped model and can be switched on and off on the fly.

CB650R engine — Liquid-cooled, DOHC in-line four is the most potent of the trio, with 83 peak horsepower on tap.

CB650R wheel — Switchable HSTC (traction control) is only available on the ABS model (which our test bike was not).

CB650R display — LCD gauge includes range to empty, fuel gauge, gear indicator and a clock.

The result is a seriously sporty machine that will pluck at the heartstrings of any rider yearning for the howl of a rev-happy in-line four in an affordable, fun-to-go-fast package. This is a bike that’s happiest when wound up, with the real action not kicking in until about 6,000 rpm. Per the Jett Tuning dyno, the CB650R spins out a respectable 83 horsepower at 11,000 rpm, with torque topping out at 43 lb-ft at 8,200. “Go fast or go home,” says our rider as he swings a leg over the nearly 32-inch seat.

Footpegs are just a tad higher and farther back than before and the wide, flat handlebar is lower and more forward, but the riding position is still relatively comfortable, especially when compared to the drop-down sport position of our other two comparo bikes. With suspension front and rear being preload-adjustable, it’s easier to find a happy medium for sporting canyon runs and bombing around town, and powerful radial-mount, 4-piston front brakes pinching big 320mm discs provide more than enough stopping power. As someone unaccustomed to an in-line four with less engine braking than a twin, I was happy for the peace of mind those brakes offered when winding things up on a twisty road. While the CB could be a good first bike (Honda says 25% of its 650cc bikes are bought by first-timers), it’s got enough juice to keep an experienced rider happily entertained.

“And,” smiles our first rider as we wander away, “it’s the right color: red.”

The Distinguished Gentleman – Kawasaki W800 Cafe

Greg’s Gear
Helmet: 6D ATS-1R
Jacket: Scorpion Birmingham
Pants: Highway 21 Defender Jeans
Boots: Highway 21 Journeyman
Tail Bag: Nelson-Rigg

It might be fair to say that rider number two is the polar opposite; he’s drawn to the Kawasaki W800 Cafe, a new model (in the U.S. and Canada) for 2019 that evokes the look and spirit of the original 1966 W1. For him, sheer performance numbers aren’t a priority, but rather classic good looks and a timeless sense of style — although a few modern conveniences like a bright LED headlight, ABS and fuel injection don’t hurt.

With the possible exception of the paint, which is a polarizing metal-flake-brown and silver combo (I happen to like it), the W800 checks all the retro-loving riders’ boxes in the appearance department. Central to that is the 773cc air-cooled, SOHC vertical twin, with its distinctive bevel gear shaft-driven cam and 360-degree firing interval. Despite its balance shaft the engine vibrates significantly at idle and throughout most of the powerband, but the wide-ratio 5-speed gearbox shifts smoothly (thanks in part to the assist-and-slipper clutch) and the chrome peashooter mufflers burble modestly. “It’s got character,” shrugs our rider.

W800 Cafe engine — Air-cooled parallel twin looks the part, but vibrates excessively at lower rpm and idle.

W800 Cafe wheel — ABS is standard on the single front and rear discs.

W800 Cafe gauges — Classic round gauges include analog speedometer and tachometer and LCD trip info; there is no gear indicator, fuel gauge or consumption data.

That character extends outward from the engine, with the old school double-cradle frame that was designed using Kawasaki’s advanced dynamic analysis software for new school handling, 18-inch spoked wheels rolling on tube-type Dunlop K300 GP rubber, dual rear preload-adjustable shocks, a 41mm gaitered fork and a classic clubman drop-down handlebar. The 31-inch two-tone seat is comfortable enough for about an hour at a time, and the riding position is sporty yet civilized.

Mid-mount footpegs will drag early, the vertical twin generates a middling 46.7 horsepower at 6,400 rpm and 44 lb-ft torque at 4,600, and the two brake discs, one front and one rear, both with 2-piston calipers and standard ABS, aren’t up to true sport riding levels, but that’s not what the W800 is all about. Cruising city streets and weekend jaunts into the countryside are what it was made to do, and you’re almost guaranteed to draw some admiring eyeballs when you get to your destination.

The Cool Kid – Suzuki SV650X

Jenny’s Gear
Helmet: HJC RPHA 11 Pro
Jacket: Flying Duchess The 66
Pants: Bolid’ster Jeny’ster
Boots: Sidi Gavia Gore-Tex
Tank Bag: Chase Harper

Now where did our third rider go? Ah, she discovered the Suzuki SV650X, which mixes the best of both worlds — sporty and retro — and also happens to be a time-tested, proven platform that’s been pasting smiles on faces since 1999, the year the original SV650 launched. In the intervening 20 years there have been S models with clip-ons and half fairings, but in my opinion this new-for-2019 café-racer X variation is the most true to the SV650’s spirit.

The bones haven’t changed: it’s still powered by the same 645cc liquid-cooled, DOHC, 90-degree V-twin that pulls strongly from idle to its peak of 69.3 horsepower at 8,700 rpm and 43.3 lb-ft of torque at 8,100, wrapped in a familiar steel trellis frame. Dual 290mm discs with 2-piston calipers up front and a single 240mm/1-piston combo at the rear work well, and ABS is standard. It’s shod with the best tires of the trio, grippy Dunlop Roadsmart IIIs.

SV650 engine — If it ain’t broke…. Liquid-cooled 645cc 90-degree V-twin is still tractable and fun.

SV650 wheel — The SV gets standard ABS and solid if not great braking performance.

SV650 display — LCD gauge is simple and easy to read, with range to empty, a fuel gauge, a gear indicator and a clock.

The SV650X also continues to be one of the most user-friendly middleweights out there; nearly everything about it is approachable, from its one-touch Easy Start feature and Low RPM Assist that automatically raises engine speed when releasing the clutch, to its 31-inch seat, narrow waist, predictable powerband and no-frills, easy to read, comprehensive LCD gauge.

It’s responsive and stable, cool as a cucumber, never demanding too much of its rider even when the road gets twisty, and with some suspension work it could be a great track day warrior. Best of all, it doesn’t need to be wrung out in order to have fun, and is equally happy munching through traffic or carving up canyons — though not for hours on end. The fairly long reach to the clip-ons requires a strong core, lest too much weight is placed on the hands, and the low seat and tallish footpegs create an aching need to stretch out cramped-up knees. That said, if you’re young enough, fit enough and/or willing to rest often enough, the SV650X is a cool ride that looks, feels and sounds great.

The Choice

So which one am I? The Kawasaki looks the part, but its annoying vibration, squishy suspension, uninspiring power and high price tag are turnoffs. The quick, flickable Honda is a hoot to ride, but my personal preference is for low-end grunt over a high-strung in-line four. I don’t have a long commute and we have plenty of more appropriate touring bikes in the Rider garage, so for cruising around town and half-day blasts up the local canyons, the cool-as-a-cucumber Suzuki best matched my personality. Wait…does that make me the “cool kid”?

Jett Tuning Dyno results for the 2019 Honda CB650R, Kawasaki W800 Cafe and Suzuki SV650X.

2019 Honda CB650R Specs

Base Price: $8,899
Warranty: 1yr., unltd. miles
Website: powersports.honda.com

Engine

Type: Liquid-cooled in-line four
Displacement: 649cc
Bore x Stroke: 67.0 x 46.0mm
Compression Ratio: 11.6:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 24,000 miles
Fuel Delivery: PGM-FI w/ 32mm throttle bodies x 2
Lubrication System: Wet sump, 2.7-qt. cap.
Transmission: 6-speed, cable-actuated assist-and-slipper wet clutch
Final Drive: O-ring chain

Electrical

Ignition: Full transistorized
Charging Output: 370 watts max.
Battery: 12V 8.6AH

Chassis

Frame: Twin-spar steel w/ aluminum swingarm
Wheelbase: 57 in.
Rake/Trail: 32 degrees/4.0 in.
Seat Height: 31.9 in.
Suspension, Front: 41mm USD fork, adj. for preload, 4.25-in. travel
Rear: Single link-type shock, adj. for preload, 5.04-in. travel
Brakes, Front: Dual 320mm discs w/ opposed 4-piston radial calipers
Rear: Single 240mm disc w/ 1-piston pin-slide caliper
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 5.50 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 180/55-ZR17
Wet Weight: 441 lbs.
Load Capacity: 342 lbs.
GVWR: 783 lbs.

Performance

Fuel Capacity: 4.1 gals., last 0.8 gal. fuel light on
MPG: 86 AKI min. (low/avg/high) 43.0/45.3/48.2
Estimated Range: 186 miles
Indicated RPM at 60 MPH: 4,250

2019 Kawasaki W800 Cafe Specs

Base Price: $9,799
Warranty: 1yr., unltd. miles
Website: kawasaki.com

Engine

Type: Air-cooled parallel twin
Displacement: 773cc
Bore x Stroke: 77.0 x 83.0mm
Compression Ratio: 8.4:1
Valve Train: SOHC, 4 valves per cyl.
Valve Insp. Interval: 7,600 miles
Fuel Delivery: DFI w/34mm throttle bodies x 2
Lubrication System: Wet sump, 3.4-qt. cap.
Transmission: 5-speed, cable-actuated assist-and-slipper wet clutch
Final Drive: O-ring chain

Electrical

Ignition: Digital
Charging Output: 154 watts max.
Battery: 12V 10AH

Chassis

Frame: Double-cradle steel w/ steel swingarm
Wheelbase: 57.7 in.
Rake/Trail: 26 degrees/3.7 in.
Seat Height: 31.1 in.
Suspension, Front: 41mm fork, non-adj., 5.1-in. travel
Rear: Twin shocks, adj. for preload, 4.2-in. travel
Brakes, Front: Single 320mm disc w/ 2-piston caliper & ABS
Rear: Single 270mm disc w/ 2-piston caliper & ABS
Wheels, Front: Spoked tube-type, 2.50 x 18 in.
Rear: Spoked tube-type, 3.00 x 18 in.
Tires, Front: 100/90-H18
Rear: 130/80-H18
Wet Weight: 488 lbs.
Load Capacity: 407 lbs.
GVWR: 895 lbs.

Performance

Fuel Capacity: 4.0 gals., last 1.1 gal. fuel light on
MPG: 87 AKI min. (low/avg/high) 34.1/40.3/52.9
Estimated Range: 161 miles
Indicated RPM at 60 MPH: 3,500

2019 Suzuki SV650X Specs

Base Price: $8,399
Warranty: 1yr., unltd. miles
Website: suzukicycles.com

Engine

Type: Liquid-cooled 90-degree V-twin
Displacement: 645cc
Bore x Stroke: 81.0 x 62.6mm
Compression Ratio: 11.2:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 14,500 miles
Fuel Delivery: DFI w/ SDTV & 39mm throttle bodies x 2
Lubrication System: Wet sump, 2.9-qt. cap.
Transmission: 6-speed, cable-actuated wet clutch
Final Drive: O-ring chain

Electrical

Ignition: Full transistorized
Charging Output: 375 watts max.
Battery: 12V 10AH

Chassis

Frame: Steel trellis w/ steel beam-type swingarm
Wheelbase: 56.9 in.
Rake/Trail: 25 degrees/4.2 in.
Seat Height: 31.1 in.
Suspension, Front: 41mm fork, non-adj., 4.9-in. travel
Rear: Single link-type shock, adj. for preload, 5.1-in. travel
Brakes, Front: Dual 290mm discs w/ 2-piston floating calipers & ABS
Rear: Single 240mm disc w/ 1-piston caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 5.00 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 160/60-ZR17
Wet Weight: 437 lbs.
Load Capacity: 488 lbs.
GVWR: 925 lbs.

Performance

Fuel Capacity: 3.8 gals., last 1.1 gal. fuel light on
MPG: 87 AKI min. (low/avg/high) 38.9/53.1/58.7
Estimated Range: 202 miles
Indicated RPM at 60 MPH: 4,250

Source: RiderMagazine.com

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Tested by Rennie Scaysbrook