Triumph’s new Tiger Sport 660 will replace the Tiger 850 Sport as the British manufacturer’s entry-level adventure-tourer.
And the good news for Australians is that Triumph Motorcycles Australia has restricted power to fit into the Learners Approved Motorcycles Scheme.
The rest of the world will get a bike with 59kW of power and 64Nm of torque which fits into European A2 licence requirements.
In Australia, the triple-cylinder Tiger Sport 660 has been limited at 35kW and 59Nm to suit learner riders which is a huge market here.
It will arrive in the first quarter of 2022 priced from $14,690 rideaway in Lucerne Blue/Sapphire Black or Graphite/Black while the metallic Korosi Red/Graphite (red) paint will add $150.
Features include Showa suspension, Nissin brakes, Michelin Road 5 tyres, a 17-litre fuel tank. Height-adjustable screen and full LED lighting.
Technology highlights are a TFT display with My Triumph connectivity, switchable traction control, ABS, ride-by-wire throttle, slip-and-assist clutch and an immobiliser.
Triumph also clams it all have a low cost of ownership which should appeal to newcomers with the lowest service workshop cost in the category, largely thanks to 16,000km service intervals.
Mind you, 16,000km may come up sooner than you think with a bike ready to go on tour with discrete pannier mounts and an accessory 47-litre topbox and panniers which can be colour coded to match the bike.
Triumph Tiger Sport 660 tech specs
ENGINE & TRANSMISSION
Type
Liquid-cooled, 12 valve, DOHC, inline 3-cylinder, 240° firing order
Capacity
660cc
Bore
74.04mm
Stroke
51.1mm
Compression
11.95:1
LAMS maximum power
48PS / 47bhp (35kW) at 8750rpm
LAMS maximum torque
59Nm at 5250rpm
Final Drive
X-ring chain
Clutch
Wet, multi-plate, slip & assist
Gearbox
Six-speed
CHASSIS
Frame
Tubular steel perimeter frame
Swingarm
Twin-sided, fabricated steel
Front Wheel
Cast aluminium, 17 x 3.5-inch
Rear Wheel
Cast aluminium, 17 x 5.5-inch
Front Tyre
120/70 ZR 17 (58W)
Rear Tyre
180/55 ZR 17 (73W)
Front Suspension
Showa 41mm upside down separate function cartridge forks, 150mm wheel travel
Nissin single-piston sliding caliper, single 255mm disc, ABS
Instruments
Multi-function instruments with colour TFT screen
DIMENSIONS & WEIGHTS
Length
2071mm
Width (Handlebars)
834mm
Height Without Mirrors
1398mm / 1315mm (high / low screen position)
Seat Height
835mm
Wheelbase
1418mm
Rake
23.1º
Trail
97.1mm
Wet weight
206kg
Fuel Tank Capacity
17.2 litres
FUEL CONSUMPTION
Fuel Consumption
4.5 litres / 100 km
CO2 Figures
107 g/km
Standard
EURO 5 CO2 emissions and fuel consumption data are measured according to regulation 168/2013/EC. Figures for fuel consumption are derived from specific test conditions and are for comparative purposes only. They may not reflect real driving results.
The Ducati Multistrada 950 has become the V2 and will arrive in Australia early next year with more technology, engine upgrades and longer service intervals.
Ducati Australia says the starting price of the Multistrada V2 will be $22,539.00 ride away compared with the 950 at $21,500 while the Multistrada V2 S with semi-active suspension will start from $25,190, previously $24,000.
In the transition from a Multistrada 950 to a V2, as opposed to the flagship V4, the bike has been upgraded in several areas and weight decreased by 5kg.
The 937 cc Testastretta 11° engine is now claimed to be more “consistent and robust” with extended maintenance intervals of 15,000km oil changes and 30,000km desmodromic valve clearance checks.
Transmission has also been updated with a new eight-disc hydraulic clutch for “greater fluidity and precision in shifting” and an easier-to-find neutral.
Ducati says they have made the Multistrada V2 more suitable for a wider range of rider sizes with a lower seat height down 10mm to 830mm.
It has also been shaped narrower so you can get your feet on the ground more easily.
If it’s still too high, you can buy an accessory lower seat and lowered suspension kit to drop the saddle height to 790mm.
Riders will also feel less cramped wth the footpegs lowered by 10mm.
Both models come in classic Ducati red with black rims while the Multistrada V2 S is also available in a new “Street Grey” livery with black frame and “GP Red” rims.
There are also two trim levels that can be ordered from the factory. Essential trim is available for both Multistrada V2 and Multistrada V2 S, while the Travel trim, with side bags, heated grips and central stand, can only be ordered for the S version.
Suzuki’s big adventure-touring V-Strom 1050XT is now set for even bigger treks with the addition of a free Voyager luggage kit.
I think the bike is one of the best tools available for exploring Australia’s vast and angry terrain.
It’s been around since 2002 as the DL1000 and now the proven and bulletproof engine has been upgraded to Euro 5 spec with fly-by-wire throttle, more power, and more techno.
For Aussies looking to go even further it now comes standard with a Voyager luggage aluminium kit, valued at $2599, but included in the ride-away price of $21,490 with 12 months registration.
The luggage consists of a tough 38L top box made from 1.5mm aluminium, further strengthened with lid and side-wall ribbed contours. The lid also features four large tie-down points integrated into the design so you can tie down your swag or tent on top.
It sits on a rear rack which comes with the kit.
The two 37L side panniers fit to discrete mounts that are built into the bike, so they are quick to fit and remove and when they are off the bike, it doesn’t have ugly framework.
This matching luggage system features stainless steel latches, glass-fibre reinforced plastic corner covers, integrated tie-down points and are claimed to be waterproof.
Combined, the luggage set offers users 112 litres of usable storage. All three pieces and mounting points are lockable with the same key.
It comes in black or aluminium.
The V-Strom 1050XT is powered by a 1037cc, 90° V-twin, DOHC V-Twin engine, delivering 79kW (106hp) at 8500rpm and 100Nm of torque at 6000rpm.
There is also a host of electronic rider aids such as cruise control, hill hold, slope and load-dependent braking, three ride modes, traction control, leaning two-stage ABS and LED lighting.
Triumph Australia has confirmed the pricing and arrival for their latest evolution in their Speed Triple naked street weapon series.
The Speed Triple 1200 RR will be available in Triumph dealers in Australia from December at $32,490 rideaway for the Crystal White/Storm Grey and and extra $400 for the Red Hopper/Storm Grey.
Triumph’s 1994 Speed Triple was one of the first of what we now call streefighter or naked bikes.
It is said they had their genesis in crashed race bikes which were repaired and returned to the street without their expensive fairings.
That’s why they are referred to as “naked”.
But to many they represent simply a return to the essence of motorcycles before fairings came along in the late ’70s.
Triumph’s Speed triples began as 750cc and 885 models and have become bigger and more powerful with each generation.
As if that wasn’t enough, they started adding special models such as the RS and RR designations with improved suspension, more equipment and, of course, more power.
The latest 1160cc Speed Triple 1200 RS costs $27,700, so you can expect a lot of extras for the $4700+ premium.
And that’s exactly what you get from extra carbon fibre to a range of hi-tech rider aids.
Here is a summary of the extras:
More aggressive clip-on handlebars (135mm lower and 50mm further forward );
Tailored footpeg position;
830mm seat height;
Öhlins Smart EC 2.0 electronically adjustable semi-active suspension; and
Pirelli Diablo Supercorsa SP V3 tyres
Other features in common with the RS include:
Full-colour 5.0-inch TFT instruments with My Triumph connectivity system;
Optimised cornering ABS and switchable optimised cornering traction control (with IMU);
Five riding modes – Road, Rain, Sport, Track and Rider-configurable;
Triumph Shift Assist up and down quickshifter;
Advanced front wheel lift control;
Full LED lighting, including distinctive new single round headlight with DRL; and
Additional ride-enhancing technology including full keyless system, illuminated switch cubes and fully adjustable cruise control.
There are also more than 30 genuine Triumph accessories for additional detailing, comfort and protection.
Accessories include machined front and rear brake reservoirs, scrolling indicators, heated grips and even luggage, with a water-resistant tail pack and tank bag, both with quick release mounting – all of which are available to view on the online configurator.
You can also get track-only specification Pirelli Diablo Supercorsa SC2 V3 tyres.
Like the RS, it has generous service intervals of 16,000km or 12 months, whichever comes first and comes with a two-year unlimited kilometre warranty.
Triumph Speed Triple 1200 RR tech specs
ENGINE & TRANSMISSION
Type
Liquid-cooled, 12 valve, DOHC, inline 3-cylinder
Capacity
1160cc
Bore
90.0mm
Stroke
60.8mm
Compression
13.2:1
Maximum Power
180PS / 177.6bhp (132.4kW) @ 10,750rpm
Maximum Torque
125Nm @ 9,000rpm
Fuel System
Multipoint sequential electronic fuel injection with electronic throttle control
Exhaust
Stainless steel 3-into-1 header system with underslung primary silencer and side mounted secondary silencer
Öhlins monoshock RSU with linkage, 120mm rear wheel travel. Öhlins S-EC 2.0 OBTi system electronic compression / rebound damping
Front Brakes
Twin 320mm floating discs. Brembo Stylema monobloc calipers, OC-ABS, radial master cylinder with separate reservoir, span & ratio adjustable
Rear Brakes
Single 220mm disc. Brembo twin piston caliper, OC-ABS. Rear master cylinder with separate reservoir
Instruments
Full-colour 5.0-inch TFT instruments
DIMENSIONS & WEIGHTS
Length
2085mm
Width (Handlebars)
758mm
Height Without Mirrors
1120mm
Seat Height
830mm
Wheelbase
1439mm
Rake
23.9º
Trail
104.7mm
Wet weight
199kg
Fuel Tank Capacity
15.5 litres
FUEL CONSUMPTION
Fuel Consumption
6.3 litres / 100 km
CO2 Figures
144g/km
Standard
EURO 5 CO2 emissions and fuel consumption data are measured according to regulation 168/2013/EC. Figures for fuel consumption are derived from specific test conditions and are for comparative purposes only. They may not reflect real driving results.
Missing the iconic trellis frame and L-shaped cam covers, the controversially styled Ducati Monster 937 has arrived in Australia with very competitive pricing.
Slotting in between the 821 and 1200 Monsters, the 937 actually costs less than the previous 821 at just $18,200 ride away ($NZ18860).
It comes in Ducati Red (black wheels), Aviator Grey (red wheels) and Dark Stealth (black wheels). There will also be an exclusive ‘Plus’ version, which adds an aerodynamic windscreen and passenger seat cover to the standard fittings.
The new Monster is powered by a 937cc Testastretta 11° twin engine in a lightweight monocoque aluminium frame, featuring fully adjustable ABS Cornering, Traction Control and Wheelie Control.
Power-to-weight ratio has been improved over the 821 thanks to a 188kg wet weight which is a whopping 18kg lighter.
The new hybrid monocoque frame with a fibreglass-reinforced polymer subframe saves most of that weight.
However, the loss of the iconic trellis frame and L-shaped cam covers has many Ducatisti asking whether it is a true Monster.
While the original round headlight was ditched ages ago, this model has a slightly rounder looking headlight with an LED ring to pay homage to the originals.
The Queensland Italian Bike Addicts facebook page even ran a poll asking fans whether they prefer the design of the new Monster or a garbage truck. Guess which won!
A quarter of a century ago, the Monster took the motorcycle and design world by storm with its muscular naked looks, making a highlight of the frame and L-twin.
In recent years the full trellis frame has been whittled down to a shorter frame attached to the cylinder head with a separate subframe.
While photographs can be deceiving, I’ve now seen the 937 in the flesh/metal and it unfortunately looks like most Japanese naked bikes, particularly the popular Yamaha MT models.
However, that power-to-weight ratio should make for an engaging ride!
The global success of George Miller’s Mad Max first installment in 1979 meant a lot for Aussies, young and old. Not only did it prove that we could punch above our weight when it came to motion pictures and storytelling and introduce the world to the new genre of ‘car chase apocalypse’ movies, but it was also a crucial vehicle (pun fully intended) in introducing the world to Aussie culture; and what could be a more important aspect of Antipodean society in the late ‘70s than the Aussie V8?
And while many of my countrymen and women would love to be able to tell you about how the movie also featured some killer Aussie motorcycles alongside the now-famous Ford ‘last of the V8 interceptors’ Falcon XB, the sad fact of the matter is that all you see in the movie was wall-to-wall Kawasakis. So, why was Australia so adept at making cars and not motorcycles?
The sad fact of the matter is a common thread that has been woven throughout Australian manufacturing from its very earliest days. Despite the multitude of dreams Aussies had to make cars and bikes locally, the unavoidable fact of the matter is that the country’s population is not only minuscule, but it’s also as far away from the rest of the world as you can get before you start getting closer again. The upshot is that everything you might need to import to make a vehicle costs a bomb, and your chances of making up the costs you’d wear to get them down here can’t be recouped with local sales because there simply weren’t enough customers to buy the bloody things.
Despite this harsh reality, a handful of ‘never say die’ Aussies decided their backyard sheds could also be motorcycle factories, and despite the palpable complaints of ‘the Misses,’ the history books show that between the turn of the century and the end of World War 2, more than a dozen battlers gave it a red hot go. Here are three of the best.
Spencer Motorcycles, Brisbane c. 1906
David Spencer was a Queensland mechanical engineer who was born in England in 1870. Somehow finding time in between fathering nine children, the man used his metalworking skills developed through his job on the Australian railways to build a motorcycle in 1906 in his North Brisbane garage. And in a very Burt Munro-esque fashion, he decided that the best way to test his vehicles was to race them.
Making almost every part of his creations in his shed, his cedar and bronze patterns for engine and drivetrain castings survive to this day and tell a story of an engineer who was supremely capable. ‘Spencer’ branding across the bike’s various levers and reservoirs. The best example of his bikes is shown here – a 475cc single with the encryption ‘No. 3’ on the engine. So impressed were the local police by Spencer’s bikes that they reportedly requested he build them 50 examples. Concerned he wouldn’t be able to deliver on the order, he turned the offer down. But just imagine if he’d somehow manage to make the order a reality? Maybe we’d be talking about Holden, Ford, and Spencer a century later?
Whiting Motorcycles, Melbourne c. 1914
Predating Brough Motorcycles by a good four years and clearly driven by the same ‘top shelf’ motorcycling passions, Saville Whiting was an Australian on an engineering mission. With a deep understanding of the issues surrounding motorcycling’s nascent years, the Melbourne-based designer and engineer solved the challenge of ‘hard’ motorcycle frames with a very four-wheeled solution; leaf springs.
Convinced of the idea’s worth, he named the design ‘spring frame’ and took the bold step of traveling to Mother England in 1914 to sell the idea. And while the local newspapers were smitten, naming the bike ‘the last word in luxury’ for its ride comfort, the outbreak of World War I was also quashing Whiting’s plans for mass production. Returning to Melbourne, he soldiered on to produce three variations in total, a Douglas-engined mule, a J.A.P.-engined second version, and an experimental air-cooled 685 cc V4 engined final swan song in 1919, predating the British V4 Matchless Stirling of 1931 by a full 11 years.
Waratah Motorcycles, Sydney c. 1911
Known as the largest and most successful of all the Australian motorcycle makers, Waratah was founded in 1911 and carried on until its post-war demise in 1951. Starting off as importers, they stand in stark contrast to Spencer and Whiting in their approach to the business and production. Shunning the small, handmade approach, they sold mostly bikes assembled out of pre-existing frames and British engines. This changed to mostly ‘badge engineering’ Norman and Excelsior bikes imported from England after World War II.
While little information remains on them, it’s clear they hold the record for Australia’s longest-running and most successful motorcycle manufacturer, selling Waratah-badged bikes well into the 1950s. And while you may be tempted to downgrade them thanks to their lack of home-grown engineering chops, it’d pay to remember that Holden was also started as an Australian-based ‘body builder’ that used imported General Motors ‘knock down’ componentry and chassis to assemble cars locally.
The irony is that the same post-war boom in car sales that empowered the rise of the cafe racer culture in the UK also saw off the last of the motorcycles in Australia as the convenience, carrying capacity, and wet weather protection of the tin tops experienced a wholesale shift to the four-wheelers from the 1950s onwards. But it’s interesting to note that on many separate occasions, the country was a hair’s breadth away from having its very own Triumph or Harley-Davidson. But we can still dream, can’t we?
I’m thinking of writing a letter to Harley-Davidson boss Jochen Zeitz asking him to rename their new adventure bike the Pan Australia, rather than the Pan America.
There is no more suitable country than Australia for such a bike where half of the gazetted roads are dirt and the other half riddled with potholes and corrugations; where the dual-cab ute and SUV have taken over as the family vehicle; and where it’s a couple of packed lunches between servo stops.
Here the unaptly named Pan America stands proud as a conveyor of riders across everything from single track to freeways and even the daily commute.
Based on price, performance and efficiency, it sits toward the top of the growing heap of popular litre-plus behemoth adventure bikes.
Harley-Davidson’s first adventure motorcycle comes in two models overseas, but in Australia and New Zealand arrives in the up-spec Special model only, priced at $A31,995 ride away ($NZ33,995).
That’s fairly competitive when compared with Euro rivals from BMW, Ducati, KTM and Triumph.
The base model has mag wheels and is more road oriented, while the Special is an adventure tourer with electronically adjustable semi-active suspension, tyre pressure monitors, centre stand, multi-position rear brake pedal, hand guards, aluminium skid plate, Daymaker headlight, heated hand grips, cruise control and steering damper.
Options include tubeless spoked wheels like BMW’s GS and adaptive ride height which were fitted to my test bike at a package cost of $1485.
Over the course of two weeks, I took it on pretty much every type of gazetted road in Australia from sandy single track, through some mud, B grade potholed country roads, suburban commuting and highways.
The big Harley may look like a big, black, plastic wheelie bin, but it certainly is a practical and accomplished all-roader.
What it isn’t, is a Harley; or at least it does not look, feel, sound nor perform like any of the hundred-plus Harleys I’ve ridden in the past couple of decades.
In fact, one of the world’s most recognised brand names is only discretely displayed on the wheels and rocker covers, with blank bar-and-shield logos on the tank.
The engine may be a V-twin like all other Harleys, but the new liquid-cooled Revolution Max 1250 feels, sounds and performs more like a parallel twin.
There is none of the thump and big-bottomed torque of Harley’s big V-twins. Instead, it is a refined engine with variable valve timing and a good spread of power.
With 112kW of power, it’s only beaten by Ducati’s Multistrada, while the torque monster BMW at 142Nm is the only big adventurer with more grunt than PanAm’s 127Nm.
However, maximum power and torque do require many more revs than other Harleys or the BMW GS juggernauts.
And it doesn’t have that iconic potato-potato sound that Harley famously and unsuccessfully once applied to trademark.
The engine is married to an un-Harley-like slick transmission where neutral is easy to find and the gears mesh so nicely you can cluthlessly shift up and down through most cogs.
At 100km/h in sixth, it is spinning at 3800rpm which is about 1200 revs higher than most Harley engines.
The spread of ratios allows low gearing for technical terrain as well as a reasonably vibe-free smooth run on the highway.
Here you can flick on the cruise control and be assured that you won’t cop a ticket for inadvertent speeding since it doesn’t pick up pace going downhill.
While other brands may be introducing adaptive cruise control that regulates the speed according to the vehicle in front, at least Harley’s cruise will protect your licence, albeit with a strange surging feel as it tries to stick to your selected speed.
Like most big adventurers, it stands tall with high bars, footpegs, windscreen and tank.
Yet the adjustable seat height is relatively moderate for adventurers at 850mm with an optional suspension dropping it to 830mm, so it should a wide range of riders.
Ergonomics are comfortable with a commanding riding position, plenty of leg room, a generous reach to the bars and a big, plush saddle for both rider and pillion who also gets massive hand grips that double as discrete mounts for panniers.
It’s accommodation that will convey rider and pillion hundreds of kilometres in comfort and with plenty of protection from the windscreen with three-level adjustment.
You can adjust the screen via a lever on the left so you can keep your right hand on the throttle. However, I found it a bit awkward to adjust on the fly, so I suggest pulling over to change the screen height.
On rough terrain, the standing position on generously sized footpegs with pop-out rubber inserts is also congenial without the need for bar risers.
Surprisingly, the company that previously boasted it made “heavy motorcycles” is not the heaviest of the adventurers at 253kg, which is 15kg less than the market-leading BMW R 1250 GS.
While no behemoth adventure bike feels at home on single track, the top-heavy Harley does not feel too awkward.
Despite the V-twin confirmation placing a lot of weight high in the chassis, it feels well balanced and not overly hefty.
However, in the standing position, you can’t see the front tyre which makes it difficult to precisely place the front wheel in or out of ruts.
All big adventure bikes are now marvels of technology and the PanAm is no different with a massive 6.8 inch TFT display showing speedometer, gear, odometer, fuel level, clock, trip, ambient temp, low temp alert, side stand down alert, tip-over alert, cruise, range and tacho.
All that info is available on the home screen, but the type on some info is small and difficult to read.
However, you can scroll through various screens where the information is tailored with larger and easier-to-read letters and numbers.
It comes with four preset riding modes (highway, rain, sport and enduro) that adjust throttle sensitivity, ABS, power output, traction control and suspension damping, plus a customisable mode that you can tailor to suit your needs and riding style.
You can also pair your phone to the bike and access phone calls, music and navigation through the H-D app.
All controls are easily reachable on the plethora of switches and buttons on the two big switch blocks.
Harley has long had sidestands that lock so they won’t roll forward and fall over. The PanAm continues that sensible tradition, but it’s a bit short and too far forward for my liking, making it difficult to deploy on flat ground or where there is a slight uphill on the left.
The massive centre stand is welcome, but difficult to deploy without assistance from a pillion or riding buddy.
You can dress up the PanAm with a wide range of Harley accessories, including three durable luggage systems, as well as adventure riding gear for men and women developed in collaboration with respected European motorcycle apparel specialist, REV’IT!.
Pan America Special tech specs
Price: from $31,995 ride away (test bike included tubeless spoked wheels and adaptive ride height at $1485).
Warranty: 2 years/unlimited km.
Engine: liquid-cooled, VVT, Revolution Max 1250cc V-twin.
Power: 112kW @ 9000rpm.
Torque: 127Nm @ 6750rpm.
Gearbox: 6-speed, chain drive.
Weight: 253kg.
Suspension front/rear: 47mm inverted fork with electronically adjustable semi-active damping control. aluminium fork triple clamps / Linkage-mounted monoshock with automatic electronic preload control and semi-active compression & rebound damping.
The Italian-designed, Chinese-made Moto Morini X-Cape 650 will soon be in Europe – and bargain pricing promises to follow hard on the heels of the October release date.
Moto Morini has been making cars in Italy for over a hundred years, with the brand experiencing a rebirth after the company was purchased by Zhongneng Motors.
This bike still showcases elements of the Moto Morini brand, the most notable being the rather sharp features of the X-Cape’s head, similar to that of the eagle present on Moto Morini’s crest.
The middleweight bike features a 649cc parallel-twin engine sporting a sparse 60 horsepower – hardly anything special, especially considering that the engine itself is being considered ‘the budget approach for the company’, being Zhejiang Chunfeng-sourced and sporting a Bosch EFI system.
Pair that with Euro 5 compliancy, and we’ve got a package similar to what we find in the Kawasaki Versys 650…not the hyped-up niceties of its more mature (and admittedly more fun) competition, the Yamaha Ténéré 700.
Other perks of the X-Cape include a full-color TFT display, the ability to connect via Bluetooth, and a built-in pressure monitoring system for the bespoked tyres, as well as three color options: Red Passion, Smoky Anthracite, and Carrara White.
Here’s a more detailed list of the specs available in today’s model:
GENERAL MEASURES:
Length x width x height: 2190x905x1390 Wheelbase: 1470 mm
Dry weight: 213 kg
Seat height: 820mm/845mm
Fuel tank: 18L
Ground clearance: 175mm
CHASSIS:
Steel: trellis
Swingarm: alluminium
BRAKING SYSTEM:
Front brake: 298mm double discs, floating caliper, 2 pistons
Rear brake: 255mm single disc, 2 pistons
ABS: BOSCH ABS 9.1 Mb (switchable ABS)
RIMS:
Tubeless Spoked rims
TYRES:
Front tyre: 110/80-19M/C
Rear tyre: 150/70-17M/C
ENGINE:
Engine type: L 2, 4 Strokes
Engine capacity: 649 cc
Bore x stroke: 83mm x 60mm
Compression: 11.3:1
Max torque: 56Nm/7000rpm
Max power: 44kW/60CV/8250rpm
Injection system: BOSCH EFI injection system Max speed: 175 Km/h
Cooling system: liquid
Fuel distribution: DOHC twin-cylinders 8 valves Emission: euro 5
The Standard model of the Moto Morini X-Cape will hit European showroom floors for the pretty sum of €7,290, or around $8,600 USD. The Italian company will also have ready a restricted variant, available to A2 license holders.
Sticking to the asphalt and want a better bang for buck? No problem – there will be a street-focused variant, complete with alloy wheels for just over €7,000, or $8,366 USD.
The Honda CB200X has just been released to the Indian masses – and the soft ADV tourer succeeded in pranking us all with the name choice.
A few days ago, Honda filed a patent for a bike labeled the ‘NX200’.
Rumors started to circulate with the assumption that Honda was about to release a new motorbike, called the NX200.
Now, with the Honda CB200X officially out and ready to rumble, we see that the other guesses as to power, price, and placement in the Honda lineup were at least a tad more accurate.
Like the BMW G 310 GS and the KTM 250 Adventure, the CB200X will also have alloy wheels – the ‘soft adventure tourer’ title clearly delineating why the wheels wouldn’t need to be spoked.
And honestly, with the single-cylinder engine (the same from the Hornet 2.0) putting out 17 hp at 8,500 rpm and 16 Nm of torque at 6,000 rpm, we’re looking at an entry-level adventure touring placement that nestles itself nicely between Honda’s 100cc and 200cc segments with a 184cc heart that promises to beat steady.
A further look at the specs sheet, and it’s obvious Honda tricked the CB200x with all the comfort needed for a soft adventure touring bike.
The CB200X includes a split seat, as well as split grab rails, an engine cowl for protection on the road, a tinted visor, dual-purpose tread patterned tyres, upside-down forks at the front, full LED lighting with 5 levels of adjustability, knuckle guards with integrated turn indicators, and petal disc brakes with a single-channel ABS.
Colors include Pearl Nightstar Black, Matte Selene Silver Metallic, and Sports Red.
Interested in having this beauty for yourself? A heads up from Honda – the bike will be sold through the regular RedWing outlets – not be retailed through the company’s BigWing premium dealerships.
Here’s the spec breakdown:
810 mm seat height
147 kg in weight
167 mm of ground clearance
12 L tank
184.4cc, single-cylinder engine
17 hp @ 8,500 rpm
16 Nm @ 6,000 rpm
Single-channel ABS
5-speed gearbox
110/70-17 inch front tyre
140/70-17 inch rear tyre
276mm front disc
220mm rear disc
USD front forks
3 color options: Pearl Nightstar Black, Matte Selene Silver Metallic, and Sports Red
Knuckle guard with embedded indicators
Our hats off to Honda for the release of a solid entry-level soft adventure touring bike.
Looking forward to seeing what the Japanese manufacturer has next in store for India’s moto community – maybe we’re still going to get that NX200 and Honda will fill in the spot for the dearly missed CBR150R…you never know!
Australia and New Zealand have been allocated eight of the 500 limited-edition Harley-Davidson Street Glide Specials hand painted in Arctic Blast to give the impression of motion.
The bike, which revealed at the Sturgis Motorcycle Rally this week will cost $A47,245 ride away ($NZ51,440) which a fair premium over the standard at under $40,00.
However, Harley boss says Jochen Zeitz says the metallic deep blue with bright blue strokes over a pearlescent white base is pretty special and will “continue to build on our reputation and lead by example, as the best in exclusive custom motorcycles and design”.
Harley Styling and Design VP Brad Richards says the paintwork is “executed in strokes of high-contrast colour intended to communicate the appearance of motion”.
“The design looks bold from a distance but offers interesting details that can only be seen up close, including a blue pearl effect over the white base, and a ghosted hexagon pattern on the fairing,” he says.
The Arctic Blast Limited Edition paint is hand-applied by Gunslinger Custom Paint in Golden, Colorado, who have been supplying custom-painted components for Harley’s Custom Vehicle Operations (CVO) motorcycles for years.
The bagger model is powered by the Milwaukee-Eight 114 V-Twin and features stretched locking saddle bags, Daymaker LED headlight, low-profile engine guard, and Prodigy custom wheels.
The Boom! Box GTS infotainment system with colour touch screen includes GPS and is compatible with Android AutoTM and Apple CarPlay.
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