Harley-Davidson has announced the new Screamin’ Eagle 135ci Stage IV Crate Engine for original, equipment-style 2021-later Harley-Davidson Touring models. Inspired by the Harley-Davidson Screamin’ Eagle King of the Baggers factory racing team and boasting the most displacement ever on an H-D crate engine, the Screamin’ Eagle 135 makes a claimed 130 hp and 143 lb-ft of torque at the rear wheel. MSRP is $7,995.95. For more information, read the press release below from Harley-Davidson.
Milwaukee, WI (March 1, 2023) –Harley-Davidson riders craving no-compromise performance have a thrilling new option with the introduction of the Screamin’ Eagle 135ci Stage IV Performance Crate Engine. This complete Milwaukee-Eight engine for 2021-later Touring models is the new benchmark for factory-engineered American V-Twin performance, offering the most displacement, and the most power, ever created by Harley-Davidson for a street-compliant crate engine.
The engine’s development was fueled in part by the efforts of the Harley-Davidson Screamin’ Eagle factory racing team competing in the MotoAmerica Mission King of the Baggers roadracing series. To simplify set up of high-performance engines Harley-Davidson offers the new wireless Screamin’ Eagle Pro Street Performance Tuner, the only tuner available to maximize performance while being emissions and warranty compliant.
Engineered and tested as a complete collection of high-performance components and assembled from the bottom up at Harley-Davidson Powertrain Operations in Menomonee Falls, Wisconsin, this street-tuned 135-cubic-inch (2212cc) Screamin’ Eagle Crate Engine is designed to run with a wide-open throttle at high engine speeds and provide instant passing power from cruising speed. The engine delivers 143 lb-ft of rear-wheel torque at 3500 rpm and 130 rear-wheel hp at 5500 rpm – approximately 28 percent more torque and 41 percent more horsepower at the rear wheel than a production Milwaukee-Eight 117 engine.
This street-ready performance engine features the following premium Screamin’ Eagle components:
New 68mm throttle body and matching CNC-machined intake manifold, originally developed for Harley-Davidson Screamin’ Eagle factory racing team engines, to maximize airflow to the engine.
Screamin’ Eagle Extreme CNC-ported cylinder heads provide significantly improved efficiency of cylinder filling, leading to more explosive power and increased rear-wheel torque when compared to stock. High-performance valve springs remain stable with the high-lift cam and in high-rpm operation.
Screamin’ Eagle Pro Billet Cam Plate and Oil Pump provides higher pressure when the oil is hot to keep pressure drops to a minimum.
New 10.7:1 high-compression forged pistons.
SE8-517 high-lift camshaft, high-performance cam bearing and high-performance tappets.
Patent-protected 4.31-inch steel sleeve cylinders and new 4 5/8-inch flywheel (bore x stroke is 4.31 x 4.625).
New high-capacity 6.8 gram/second fuel injectors.
Screamin’ Eagle Ventilator Extreme Air Cleaner and Screamin’ Eagle Street Cannon mufflers (each sold separately) are not required but are highly recommended for peak performance.
The Screamin’ Eagle 135ci Stage IV Performance Crate Engine is intended for bolt-in installation in an original equipment-style 2021-later Harley-Davidson Touring chassis. No special fabrication or engine-mount relocation is required. The engine is backed by up to two-year manufacturer’s warranty for unmatched confidence when dealer-installed through the Custom Coverage program.
With an MSRP of $7,999.95, the Screamin’ Eagle 135ci Stage IV Performance Crate Engine is offered in Black or Chrome finish with 135 Stage IV badging on the cylinder heads and timer cover.
Two versions of the engine will be offered: For 2021-later Touring models equipped with Air/Oil-Cooled Milwaukee-Eight engine, and for 2021-later Touring models equipped with a Twin-Cooled Milwaukee-Eight engine. The engine does not fit Trike models. Installation requires the separate purchase of Head Pipe P/N 65600177. Air-Cooled models require Oil Cooler Fan Assist P/N 62700204 or Fan for Factory Oil Cooler P/N 26800195. All models require ECM recalibration with Screamin’ Eagle Pro Street Tuner for proper installation. Does not fit California models.
A new collaboration between customizing specialist Vagabund Moto GmbH and BMW Motorrad has taken on the mission of turning the BMW CE 04 e-scooter into an eye-catching sporty and youthful machine that’s both fashionable and functional. The project features the BMW CE 04’s claimed 42 hp motor and 80 miles of range, but has a unique design complete with a top case, smiley faces, and even a surfboard – certainly not something we’re used to seeing. Find out more by reading the press release below.
Munich/Graz/Salzburg – While the international customizing scene around BMW Motorrad primarily devotes its inspiring creativity, excellent craftsmanship, and continuous flow of new ideas to the BMW Motorrad Heritage models R 18 and R nineT, an exceptional project based on the BMW CE 04 has now taken shape in Austria. In collaboration with BMW Motorrad Austria in Salzburg, customizing specialist Vagabund Moto GmbH in Graz has created the BMW CE 04 Vagabund Moto Concept – a stylish and multifunctional e-scooter based on the BMW CE 04 for urban use.
Ready for a commute through the city or a trip to the beach.
“Everyone defines the mobility of the future in their own individual way,” says Paul Brauchart, founder and managing director of Vagabund Moto GmbH. “With the BMW CE 04 Vagabund Moto Concept, we now present our own idea of a stylish and multifunctional urban e-scooter that shows just how mobility needs are as individual as each personality. We haven’t reinvented the wheel, but we have taken a new look at function. We call it drawing on the synergies between functionality and aesthetics in a way that is suitable for everyday use.”
Accordingly, this made-in-Austria custom e-scooter not only has a particularly attractive color scheme in white, dark green, beige, and black, it also features various functional elements created in a fresh, modern design style and focusing on a youthful target group. For example, a friendly smiley face not only provides a fascinating visual accentuation on the front wheel hub, it also appears on the glass of the indicator lights. What has remained, however, is the impressive technical concept of the BMW CE 04 with key data such as 31 kW (42 hp) maximum output, dynamic acceleration of 2.6 s from 0 to 50 km/h, a range of 130 km (according to WMTC) and a charging time of just 65 minutes from 0% to 80% – with an optional fast charger at maximum charging current.
“With this customizing project, it was very important to us to emphasize the enormous variability of the BMW CE 04. At the same time, it was to be a vehicle that appeals in particular to young, sporty people in an urban environment and still be suitable for every type of customer. The fresh, modern design of the CE 04 is particularly in keeping with its aspiration to a sporty lifestyle,” adds Oliver Balzer, head of BMW Motorrad Austria.
A playful smiley face appears on the indicator lights.
In keeping with the motto “Action meets Fashion,” the BMW CE 04 Vagabund Moto Concept was given a functional top case to supplement the standard storage space, along with a surfboard with a transport system integrated in the vehicle – whether for a trip to the sea or to the nearest lake. “The surfboard isn’t just a piece of sports equipment: It’s also a metaphor for a sustainable urban lifestyle. The BMW CE 04 Vagabund Moto Concept combines work, leisure and individual flair, demonstrating that there needs to be no contradiction between any of these areas,” concludes Oliver Balzer.
Just one year after the release of the Norden 901, Husqvarna has added a new member to the Norden family: the Husqvarna Norden 901 Expedition. The Expedition takes all that’s great about the Norden 901 and makes it even more off-road-ready with up-spec suspension, a 36-liter-capacity set of side bags, a windscreen, and heated grips and seat.
The Norden 901 Expedition is powered by the same eight-valve, DOHC, 889cc parallel-Twin that’s in the Norden 901 and KTM’s 890 Adventure/R. On both the Norden 901 and the Expedition model, that engine produces a claimed 105 hp and 74 lb-ft of torque.
The new suspension on the Expedition gives it an edge over the regular Norden 901, bringing in 9.4 inches of travel front and rear compared to the Norden 901’s 8.7 inches front and 8.5 inches rear. The WP EXPLOR 48mm inverted fork is adjustable for compression and rebound, and the WP XPLOR shock is fully adjustable. The suspension gives the Expedition a ground clearance bump of 10.6 inches compared to the standard Norden 901’s 9.9 inches.
Both Norden 901 models are equipped with 21-inch front and 18-inch rear tubeless spoked wheels and Pirelli Scorpion Rally STR tires for performance both on and off the road. Offroad ABS is standard, and the Easy Shift function allows riders to change gears up or down without the clutch with the help of the Power Assist Slipper Clutch to smooth out any clumsy shifting.
The 5-gallon fuel tank provides riders with a maximum claimed 248 miles of range. The rotation-molded tank places most of the volume low and in front of the engine to lower the center of gravity and give the rider more freedom to move between riding positions. The Expedition also receives a heavy-duty skid plate made of 4mm, laser-cut aluminum.
The Expedition is more off-road ready right off the showroom floor with the addition of several previously optional accessories. For example, the Expedition comes standard with a side bag carrier system made from tubular steel and a side bag set with two waterproof bags. Each bag has a storage capacity of 18 liters, a waterproof roll closure, and welded seams. Heated grips, a heated seat, and a new windshield will keep adventurers comfortable in adverse conditions.
The 5-inch TFT dashboard allows the rider to adjust the display to show the trip meter, fuel range and consumption, and water temperature, while all ride modes and ABS settings are always visible. The Expedition also features Husqvarna’s Connectivity Unit to connect to a smart phone for Turn-by-Turn navigation, answering phone calls, and playing music.
Although the Norden 901 Expedition is made to be ready to ride right away, Husqvarna also offers a wide range of accessories and extras, like an Akrapovič Slip-on silencer, Touratech cases to replace the standard luggage, Factory Racing footpegs, and a radiator protection grille.
The 2023 Husqvarna Norden 901 Expedition is available for $15,799, a price increase of $1,300 over the 2023 Norden 901. Find more details on Husqvarna’s website.
Buell’s new Super Cruiser, created in partnership with Roland Sands.
The new Buell Super Cruiser, a model designed by Roland Sands Design that was first revealed at a private event on February 10, has already gotten a heap of attention. Now, fans will be able to gawk at this new model in person at Daytona Bike Week. Featuring Buell’s 175-hp V-Twin in an FXR-inspired chassis, the Super Cruiser is set to go into production in 2025. Luckily, you don’t have to wait that long to see it in person at Daytona Bike Week.
Buell’s Hammerhead and 1190 SX models will also make an appearance in Daytona, as well as the updated 1190 SuperTouring modular superbike.
Read the press release below for more information.
Grand Rapids, MI, February 28, 2023 –Buell Motorcycles and Roland Sands Design have announced the first public preview of the 2025 Buell Super Cruiser. Making its East Coast debut at Daytona Bike Week, Friday, March 3 – Sunday, March 12, 2023, the Super Cruiser will star in Buell’s lineup along Destination Daytona’s main drag, showing off their high-performance, American-made superbikes and touting their latest updates.
The Super Cruiser, first revealed at a private event on February 10 at the Roland Sands Design facility in Long Beach, CA, has been well-received by both the media and fans. As eager riders continue to place unprecedented preorders on the Buell website, the Super Cruiser is exceeding expectations and generating significant buzz.
“It’s the design of this bike that’s got everyone going crazy,” said Buell’s CEO, Bill Melvin. “The response we’ve seen so far is overwhelming. It’s clear there’s a tremendous demand for a high- performance cruiser, and we’re thrilled to meet it. We always knew a Buell cruiser would be big, but it needed Buell features and had to be the highest-performing American production bike ever made. Lucky for us, we were the ones who innovated the kick-ass technology of the 1190 platform. So, we didn’t need to reinvent the wheel. We just needed to take what was already ideal and build a cruiser around it. Refining things like steering angle, rake, wheels, tires, brakes, and chassis – Roland Sands was the genius to pull all that together.”
Of course, Buell’s Daytona lineup would be incomplete without its flagship bikes, the Hammerhead and 1190 SX, featuring small but important improvements since last year. Notable changes include carbon bodywork, tires and throttle-body balancing refinement.
Also on display will be the latest refinements to Buell’s 1190 SuperTouring modular superbike, slated for 2025 production. “The ST provided a great opportunity for us to hear and engage with our fanbase,” said Jacob Stark, Buell’s Engineering Specialist. “It led to exploring new ideas, experimenting, and using the ST platform to stretch our comfort zone.”
The refined and updated Buell 1190 SuperTouring.
Created in collaboration with award-winning designer J. Ruiter to thrill supersport fans and tourers alike, the SuperTouring is the world’s fastest adaptive motorcycle, easily converting to a track bike in under an hour. Its latest modifications include a new modular front faring with headlamp assembly, higher handlebars, foot-forward controls, and a new seat and bags.
“We can’t wait for Bike Week 2023. Buell is back and building a strong reputation as a small, responsive company building bikes to order and providing a unique customer experience,” said Melvin. “We’ve tuned our approach to match customer feedback and will continue making the changes that deliver the best riding experience possible.”
The 2023 Indian Sport Chief is the first derivative of the new Chief platform and features the air-cooled Thunderstroke 116. (Photos by Garth Milan)
Racing up to the blind rise on the 2023 Indian Sport Chief, I roll off the throttle slightly, and the pleasing roar of the engine lowers to more of a threatening growl. As I crest the hill, there’s a moment of weightlessness, and I see a line of about a dozen other riders, all on the same performance cruisers, gliding down the roller coaster-like drop and blasting back up the sweeping left on the other side. It looks almost as if they are defying gravity – or getting ready to launch into the air. It’s a quick flash of a scene, a rush of exhilaration that makes me feel younger than my years, and I roll on the throttle again. The big Thunderstroke 116 responds without hesitation, pulling me forward as if it can read my mind and knows that, in that moment, all I want to do is catch up and take off into the sky with them.
The 2023 Indian Sport Chief:A New Take on a Familiar Favorite
The 2023 Indian Sport Chief was definitely a head-turner when we rolled through the city streets of Austin.
The first Indian Chief, offering 61 inches of displacement, was released a little over 100 years ago. At the February launch for the Sport Chief, Brandon Kraemer, Indian’s VP of product and motorcycle electrification, said that Charles Franklin, who also designed the Scout, had a goal in mind when he developed the Chief.
“His goal was to take what was great about the Scout and basically make it a little bigger and a little more capable, a little more powerful,” he said, “and ultimately they did that.”
Kraemer continued to say that 100 years later, Indian “rebirthed that, with what you see here as the basis of the new Chief platform.”
The accessory 10-inch Moto Handlebar Risers contribute to what Indian calls a “meaner and badder” look.
He said that the Chief bridges the gap between the Scout and the heavier, more expensive Chieftain or Challenger ranges. Kraemer called it “a great canvas.”
In 2021, we tested the new 2022 Indian Super Chief Limited, an up-spec, touring-ready version of the new Chief platform that included the standard Chief, the Chief Bobber, and the Super Chief, all of which feature the air-cooled Thunderstroke 111 49-degree V-Twin. The Dark Horse versions of the Chief and Chief Bobber and the Limited version of the Super Chief boast the Thunderstroke 116, which makes a claimed 120 lb-ft of torque at the crank compared to the 108 lb-ft of the 111 engine.
The Dark Horse/Limited models also have a 4-inch round touchscreen TFT instrument panel as an upgrade from the traditional analog gauge on the regular models, as well as standard ABS, an $800 option on the base models.
“We wanted to focus on a really flexible design that we could take to many different places,” Kraemer said of the Chief base, adding that the Sport Chief was the “first derivative coming out of the all-new platform.”
Taking It Up a Notch
Kraemer said that while the 2022 Chiefs were largely targeted after the bobber segment, “we always knew we were going to go after the performance segment second.” Enter the 2023 Indian Sport Chief.
I didn’t take full advantage of the extra 1 degree of lean angle with the 2023 Indian Sport Chief, but it was nice knowing I could if needed.
“Going back to what we originally set the Chief architecture up for, we definitely have it in our wheelhouse,” Kraemer said and mentioned the obvious rival in this category, the Harley-Davidson Low Rider S. “That’s what we’re going after.”
In our review of the 2022 Indian Super Chief Limited, we said that the new “Chief lineup is more stripped-down and elemental, reflecting contemporary tastes. Like their ancestor, the new Chiefs draw inspiration from the modern-day Scout, with a shortened wheelbase and exposed twin laydown rear shocks rather than a single shock hidden behind bodywork. They’re also much lighter.”
We appreciated that the new rear dual shocks reduced the wheelbase and added agility but felt the 3 inches of resulting rear travel (down from 4.5) was a design compromise – “overall the ride is much firmer and less forgiving.”
Like the Dark Horses and Super Chief Limited, the 2023 Sport Chief is an up-spec model with the Thunderstroke 116 engine, the 4-inch touchscreen TFT display, and standard ABS. Its suspension and brakes get a major upgrade over previous Chief iterations, including the same front end as used on the Challenger bagger, with a 43mm KYB inverted fork offering 5.1 inches of travel and a pair of Brembo 4-piston calipers biting 320mm rotors.
The 2023 Sport Chief features the air-cooled Thunder 116, making a claimed 120 lb-ft of torque … which also makes for a whole lot of fun.
When it comes to rear suspension, Kraemer said when they created the new Chief models, one thing they focused heavily on is what Indian calls the “Signature Line,” which runs from the steering stem all the way down through the axle.
“The rear shocks are a big part of that, having that continuation of that consistent line.” Much like the cross-pollination evident in the front end, Kraemer cited the Scout as inspiration for the rear suspension, but he also said the company recognized that on a heavyweight cruiser, customers are going to want to customize.
“And we are too,” he said. “Having outboard rear shocks makes it really easy to jack the bike up and change the suspension, or you can lower it as well if you want to go that route. Obviously we’re going higher with the Sport Chief.”
The 2023 Indian Sport Chief will come in four colors, including the Ruby Smoke (left) and Black Smoke (right).
Along these lines, the Sport Chief has new piggyback Fox shocks with adjustable preload that bump travel up by an inch (to 4 inches) and lean angle up by 1 degree (to 29.5 degrees).
From a visual standpoint, a new quarter-fairing also sets the Sport Chief apart from the other models, combined with a new moto-style bar with a machined triple clamp and 6-inch machined riser. A solo gunfighter seat with 2 more inches of bolster than the standard Chief is complemented by mid-mount foot controls.
The solo gunfighter seat with the higher bolster offered a comfortable ride, although the mid-mount foot controls sometimes made things feel a little cramped.
The bike features cast wheels (19 inches in the front, 16 in the rear) wrapped in Pirelli Night Dragon tires, a 4-gallon fuel tank, a bobbed rear fender, dual exhausts, LED lighting, keyless ignition, cruise control, and three selectable ride modes: Sport, Standard, and Tour.
Where the Rubber Meets the Texas Roads
We tested the 2023 Indian Sport Chief on a 120-mile mix of Austin city streets, interstate, and winding Texas Hill Country roads. The pace was brisk where traffic would allow, and except for some patchy spots of construction around town, the conditions were perfect for trying out this new performance cruiser, especially rolling through Hill Country and the short side jaunt we took on a narrow road with some nice twisties.
The first thing I noticed when firing up the Sport Chief was the pleasing rumbling of that blacked-out Thunderstroke 116. We started our ride with some laps around the city, but it wasn’t until we hit the interstate that I really got a taste of what this bike wanted to do. Not to anthropomorphize too much, but I daresay the Sport Chief was just as eager as I was to open it up a little more than permitted by the stop-and-go of city driving.
Despite the stop-and-go of riding in and around Austin, which ramped up the feeling of heat from the exhaust, it’s a cool town where you feel even cooler riding a bike like the Sport Chief.
The second thing I noticed was that round touchscreen TFT. Although it’s not new – at least to the lower-spec versions of the Chief – it’s still pretty to look at, much cooler than a rectangular display. Kraemer said it is important at Indian to keep adding tech without taking away from style, which he called “critical” to the company’s customers. “And it’s not easy, by the way, to find a round touchscreen.”
Previously only available on the Dark Horse versions of the Chief and Chief Bobber and the Super Chief Limited, the 4-inch round touchscreen TFT instrument panel is standard on the Sport Chief.
Riders can use the display to cycle through multiple interfaces, including two different gauge configurations, bike and ride information, and turn-by-turn navigation with connected features like weather and traffic overlays. Riders can also pair their smartphones to the panel via Bluetooth or USB and access music and phone information through the Ride Command system.
Once we got rolling, some of the unavoidable potholes and bumps of city riding were a little more jarring than I would’ve expected given the new suspension, and even with rear-cylinder deactivation, there was still some serious heat coming off the exhaust. But once we got outside of town and off the interstate into Hill Country, the Sport Chief really shone. And in this case, some of the positive response I experienced from the bike was directly related to that new rear suspension.
This was my first time traveling the Texas Hill Country on a bike, and the 2023 Indian Sport Chief made me want to do it again.
Changes to suspension subsequently alter the bike’s geometry. The new taller shocks not only give more lean angle but also pivot the front end and result in a slightly tighter rake of 28 degrees (from 29) and shorter 4.4 inches of trail (from 5.2). Kyle Goede, product manager for the Super Chief, said the reason they did this was for “flickability.”
“[It’s] a little bit easier to maneuver,” he said, adding that it was important when developing the bike to think about its performance aspect.
And Indian nailed it with that one. For a bike with a wet weight of 685 lb, it handled in the corners like a much lighter motorcycle. It was almost effortless. I can admit that I’m probably in the category of “most riders” and didn’t take advantage of the full increased lean angle, but it didn’t take much more than a bit of countersteering or shifting of my upper body to carve out a nice apex.
New piggyback Fox shocks bump travel up by an inch and lean angle up by 1 degree over the previous Chief models. Up-spec 24-click adjustable versions are available as an accessory.
Speaking of those apexes, although I might’ve been more conservative in my cornering, when I came out of them and wanted to catch up, a twist of the throttle brought an immediate but steady and strong response. And as the speedometer climbed, the engine purred with a surprising smoothness, likely the result of the V-Twin’s counterbalancers.
One area where the ride felt a little rougher was at the top end of some of these speeds, but that had more to do with the accessories on the bike I was riding than the engine. There are several accessories for the Sport Chief that are also compatible with other bikes in the Chief lineup, including the Fox piggyback rear shocks (and an up-spec 24-click adjustable version), 10-inch risers, the quarter-fairing with a low (4 inch) or tall (9 inch) forward windscreen, an extended reach or reduced reach seat, the Chief Syndicate Seat and Syndicate Low Profile Passenger Backrest for two-up riding, and the Chief Pathfinder 5 3/4-inch adaptive LED headlight.
The solo gunfighter seat on the 2023 Indian Sport Chief has two more inches of bolster than the standard Chief model, which Indian reps said would “keep you from falling off the back, because you’re going to want to ride this fast.”
The bike I was riding had the 10-inch riser and the matching taller windscreen. While this riser indeed contributes to a look that Dan Peterson, PGA lead, called “meaner and badder,” it also led to a little less control than the 6-inch riser offers and less wind protection at higher speeds, even with the taller windscreen. However, even Peterson said the windscreens are “as much about style as they are protection,” so this was to be expected.
And from a comfort standpoint, I was happier to have the 10-inch riser. With my 32-inch inseam and the mid-mount foot controls, I felt a little cramped at times along the ride, even with the more open ergonomics.
The 2023 Indian Sport Chief features a new quarter-fairing (seen here with the low windscreen) that is also compatible with others models in the Chief platform.
When it came time to slow it down, the dual Brembo components up front put the “sport” into the Sport Chief with very little convincing required. And the standard ABS was definitely appreciated, especially when I came around a corner on that narrow, twisty side road and encountered a short stretch where the road surface went from asphalt to a patch of concrete that had been smoothed over by obvious years of seasonal high water. Fortunately, there was a sign warning of the upcoming slick crossing and I had already applied some braking, but I have a feeling if it weren’t for the ABS, I might’ve locked it up and dumped the bike off the short drop-off into the rocky riverbed … and felt like an idiot.
The upgrade in braking power from the single-disc setup of the previous Chiefs to the pair of Brembo 4-piston calipers biting 320mm rotors was noticeable and appreciated.
But once again, the Sport Chief did what a performance cruiser is meant to do: It performed. And as we wound our way back to the hotel at the end of the day, even after we had to plunge back into the stop-and-go for the last stretch, it was a performance that I didn’t want to end. I may not be the 25-40 age bracket West Coast customizer this bike is primarily geared toward, but that day, I sure felt like it.
The 2023 Indian Sport Chief comes in Black Smoke, Ruby Smoke, Spirit Blue Smoke, and Stealth Gray starting at $18,999.
The all-new 2023 Suzuki V-Strom 800DE is powered by a 778cc parallel-Twin and features a 21-inch front wheel and generous suspension travel and ground clearance. (Photos courtesy Suzuki)
The new Suzuki V-Strom 800DE casts aside the model’s V-twin engine heritage, replacing it with an all-new 776cc parallel-Twin. The new bike’s styling, however, emphasizes Suzuki’s adventure bike lineage by drawing from its late ’80s Paris-Dakar-inspired DR 750S Big. Hats off to Suzuki for nailing the aesthetics, but does the bike’s performance match its adventurous good looks?
Having spent two days riding the new V-Strom in both on- and off-road environments, it’s easy to shrug off the fact that the engine architecture strays from the model’s namesake because the new parallel-Twin is the business. It has a 270-degree crank, which gives it power characteristics similar to the 90-degree V-Twins in the V-Strom 650 and V-Strom 1050. Claimed output is 83 hp at 8,500 rpm and 57.5 lb-ft of torque at 6,800 rpm.
When a twist of the throttle requests more power, the engine responds with a torquey forward rush, and the Suzuki Cross Balancer system does a great job of quelling any excessive engine vibration. Also helping keep engine vibes to a minimum is the fact that revving the engine to redline is unnecessary due to all the fun available in the midrange.
The 2023 Suzuki V-Strom 800DE is available in Champion Yellow No. 2 with gold rims (shown) or Glass Matte Mechanical Gray with yellow accents and black rims.
Engine snappiness is selected via the left handlebar-mounted switchgear with a choice of three throttle-response modes: “A” is most aggressive, “B” is less so, and “C” is the mildest (best for rainy conditions). In almost all on-road circumstances, I preferred the middle-ground B mode with its slightly smoother throttle application. In the dirt, it was a 50/50 toss-up between A and B modes. And this is where Suzuki’s traction control offerings get interesting.
The 2023 Suzuki V-Strom 800DE’s Dunlop Trailmax Mixtour 90/10 tires favor on-road handling over off-road grip.
There are three levels of on-road traction control intervention plus an off-road G (gravel) mode, or TC can be turned off. For an intermediate dirt rider such as myself, G mode made me feel more skilled than I am because it did the work of metering rear-wheel spin before things got out of control, providing a nice balance between hero-like drifting and forward thrust. With the most aggressive throttle setting (A) and TC in G mode, I could ride to my limit without fear of over-spinning the rear wheel. Or, to work on throttle control, I turned TC off, selected the milder B mode throttle setting, and practiced spinning the rear wheel without intervention.
The G (gravel) traction control mode helps manage rear-wheel spin during off-road riding.
Another rider aid outfitted to the V-Strom 800DE is a bi-directional quickshifter – always a welcome feature in my book. I tested the system on two different test bikes to make sure what I was experiencing wasn’t an adjustment issue, and both bikes responded similarly. In essence, upshifting was akin to some sportbikes I’ve tested, wherein the faster you are accelerating and the higher the engine speed, the smoother the quickshifter functions. Not to say it was bad at lesser speeds, just not quite as smooth.
Despite the added gyroscopic effect of its 21-inch front wheel, the Suzuki V-Strom 800DE’s handling felt neutral.
Downshifts, no matter what the situation, were a bit clunky. When standing up during off-road riding, the weight of my body hovering over the shift lever made the operation a bit easier. The quickshifter can also be turned off.
The V-Strom’s claimed curb weight of 507 lb didn’t seem to correspond with how light the bike felt while riding it. The bike’s handling manners both on- and off-road were very nimble. Being the professional that I am, I threw myself into this test by falling over in a marbly, rutted downhill hairpin directly in front of the camera crew. Embarrassing, yes, but I learned that riding an adventure bike like the V-Strom 800DE in the outback is a little less scary knowing you can pick it up by yourself after a tip-over – something that can’t be said about many of the heavier open-class ADVs.
T-Rod taking one for the team.
Helping the V-Strom navigate off-road obstacles is its 21-inch front wheel, an impressive 8.7 inches of front and rear suspension travel, and 8.75 inches of ground clearance. Spoked wheels are of the tubed variety, while the Dunlop Trailmax Mixtour 90/10 tires favor on-road handling over aggressive off-road riding. The Showa inverted fork and link-type shock are fully adjustable, allowing riders to fine tune the suspension to personal preference, and there’s a remote preload adjuster for the rear.
The seating position has a natural feel with plenty of legroom and a short reach to the bars. Seat foam density is spot-on with absolutely no complaints after two days of riding. At 33.7 inches, the seat height isn’t as daunting as some other adventure bikes, especially considering the V-Strom’s suspension travel and ground clearance. While seated, the height of the wide, tapered handlebar was just right, but since I’m taller than average (5-foot-11), I was a little hunched over when standing up on the pegs. I’d prefer the handlebar to be a bit more elevated, but I suspect it would be a good fit for riders of average height.
The Suzuki V-Strom 800DE has nearly 9 inches of suspension travel and ground clearance.
Braking performance of the dual 2-piston Nissin front calipers pinching 310mm discs was more than adequate in the dirt, though the street-biased Mixtour tires offered limited off-road grip. On the pavement, especially at higher speeds, there were times when more stopping power was needed but not available. At the lever, I could almost feel the rubber brake lines expanding when maximum pressure was applied. Steel braided brake lines and more aggressive pads would probably help, but 4-piston front calipers be even better. ABS is standard and offers two levels of intervention, and it can be turned off at the rear wheel.
The new 778cc parallel-Twin is compact, and its 270-degree crank gives it power character similar to a V-Twin. The front discs are pinched by 2-piston axial-mounted calipers that are suitable off-road but need more stopping power on-road.
The 5-inch color TFT instrument panel delivers information to the rider in an uncluttered, easy-to-read layout. From ABS, TC, and ride mode settings to speed, gear position, and fuel level, the information is intuitive and well-organized. The brightness of the display is adjustable, and the day/night mode background can be set to switch automatically or manually. On the left side of the display is a handy USB port for charging a phone or other electronic device.
The 5-inch TFT display is well-organized and easy to read at a glance.
Above the instrument panel resides an adjustable windscreen. There are three heights to choose from in 0.6-inch increments, for a total of 1.8 inches of adjustment. However, a hex key is required to remove four bolts to reposition the windscreen – a cost-saving design that cuts a little too deep for my taste. Other attempts to control costs include flimsy plastic handguards and a minimalist plastic bash plate under the engine.
The pace set by our lead rider on the morning of the first day was posted-speed-limit slow. Great for taking in the scenery of Sardinia, Italy, but as limiting as a conga-line demo ride when it comes to assessing the V-Strom 800DE’s capabilities. It was surprising that, when set free to ride at a spirited pace, I quickly found the limit of the bike’s cornering clearance when the footpeg feeler gouged its way through the pavement in the first corner of a photo pass. Rather than a criticism, however, this was a virtue. Right out of the gate, I felt comfortable pushing an unfamiliar motorcycle to its street-riding limits. And this was before making any adjustments to suspension settings. From there, I grew even more fond of the V-Strom 800DE during the next day and a half of testing.
Finding the limits of the Suzuki V-Strom 800DE’s cornering clearance.
Considering the V-Strom’s $11,349 MSRP, the technologies with which it is outfitted, and its performance in the dirt and on the pavement, Suzuki clearly did its homework and developed a great overall package for a reasonable price. The middleweight adventure segment is highly competitive, with a range of offerings from Aprilia, BMW, Husqvarna, KTM, Triumph, and Yamaha.
The Suzuki V-Strom 800DE’s windscreen can be adjusted to three different heights over a 1.8-inch range, but a hex key must be used to remove four bolts.
For those looking for a more well-endowed traveling companion, Suzuki also offers an Adventure version of the V-Strom 800DE for a $1,650 premium. The extra money gets you a pair of quick-release black-anodized 37-liter aluminum panniers, an accessory bar for mounting other accessories and protecting the side of the motorcycle (something I could have used), and an aluminum skid pan. Fuel capacity for either model remains the same 5.3 gallons.
The 2023 Suzuki V-Strom 800DE strikes a happy medium between the more diminutive V-Strom 650XT ($9,599) and the V-Strom 1050DE ($15,999). You get more of what you want – engine and chassis performance – compared to the 650 and less of what you don’t want – weight and cost – compared to the 1050. That’s a win/win.
The 2023 Suzuki V-Strom 800DE offers good value in the competitive middleweight ADV segment.
We test a lot of KTM motorcycles here at Rider, along with those from nearly 20 other manufacturers, and we realize it’s a privilege to get seat time on the latest and greatest bikes. Test rides at dealers are a rarity, so the KTM Ride Orange Demo Tour is a great opportunity to ride KTM’s street-legal range, everything from the 200 Duke up to the 1290 Super Duke R Evo, ADVs ranging from the 390 Adventure to the 1290 Adventure R, the 690 SMC R supermoto, and the 690 Enduro R and 500 EXC-F dual-sports.
There are currently 15 stops scheduled for the demo tour between March and October, with more to be added. Check out the details in KTM’s official announcement below.
MURRIETA,Calif. – The KTM Ride Orange Street Demo Tour is back for 2023, providing the unique opportunity for U.S. consumers to sample the latest models in the KTM Street range. This year’s tour will commence during Daytona Bike Week in Florida on March 9-11, and will once again be taking place alongside a wide selection of the nation’s premier motorcycle events.
Organized by KTM North America, Inc. in association with participating dealers, this will be your chance to get up close and explore the 2023 lineup together with knowledgeable KTM experts on location before taking to some of the most enjoyable roads in the country. Each ride will take place on pre-planned routes that will be sure to deliver an exceptional experience at this year’s KTM Ride Orange Street Demo Tour.
Participants at the KTM Ride Orange Street Demo Tour will also receive a Ride Orange VIP Card voucher (valued up to $500 MSRP), redeemable on KTM PowerParts, KTM PowerWear and/or KTM SpareParts at an authorized KTM dealer with the purchase of a new KTM Street model.
Registrations for each stop of the 2023 KTM Ride Orange Street Demo Tour open at 9 a.m. on the morning of that event, with riding taking place between 10 a.m. – 3:30 p.m. Demos are first come, first served.
In order to participate, you must be 25 years or older for 690cc and up, and 21 years old or above for 500cc and under. Participants 21-24 years old can Only ride motorcycles 500cc and under. Experienced riders only (no beginners). No passengers are allowed at any time, and KTM staff can revoke riding privileges at any time for any reason deemed necessary.
All riders must show a government issued photo ID with motorcycle endorsement and will be required to complete a signed waiver prior to any demo rides. Proper riding apparel is essential, including but not limited to a DOT-approved helmet, eye protection, gloves, long sleeves, pants, and sturdy footwear.
For a complete list of 2023 KTM Ride Orange Street Demo Tour locations and to connect with your local participating dealer, please visit KTM’s website or email [email protected]. Follow KTM USA on all social media platforms for the most up-to-date information on events.
Our big Singles on a one-lane bridge over Little Piney Creek near Highway 123.
As the saying goes, it’s the journey and not the destination that makes the trip. But how does one describe a destination that is as good as it gets and an even better ride? With autumn upon us, it was the best time – and maybe our last chance – for riding the Ozarks before winter.
Big Singles are a great way to travel, especially if you’re not in a hurry. That made them perfect for our trip because the route I chose demands backing off the throttle to see the sights and make the corners.
Our counterclockwise route began in Clarksville, Arkansas, riding northbound briefly on Highway 21 and then turning east on Highway 292 to connect with Highway 123, a great road that climbs into the mountains through the Ozark-St. Francis National Forest. Highway 123 follows Little Piney Creek and then Hew Creek, and there are scenic waterfalls along the way.
Water pouring out of Blanchard Springs Caverns near Mountain View, Arkansas, in the Ozark-St. Francis National Forest.
At Sand Gap, Highway 123 connects with Highways 7 and 16. We continued east on Highway 16, which is a pleasure to ride, with the kind of tarmac that offers confidence-inspiring traction in its many curves, even with our dual-sport tires.
At Clinton, we rode south on U.S. Route 65 and then followed Highways 92 and 16 around the south side of Greers Ferry Lake, turning north on Highway 5 near Heber Springs.
My adventure-kitted Husqvarna 701 Enduro near South Sylamore Creek, which is a popular trout-fishing stream.
Our first day’s destination was Mountain View, a small town of 2,900 people that’s surrounded by the Ozark Mountains and close to the gorgeous White River. It’s also known as the “Folk Music Capital of the World.” During the summer months, folk and country music groups gather in the city park, providing family entertainment well into the night, especially on Saturdays. In the spring and fall, when the nights are too cool for the musicians’ fingers to pluck their stringed instruments, they play in the afternoons. It’s a popular attraction, so make your hotel reservation well in advance. As you might expect, there’s not much pickin’ and grinnin’ in the winter.
From Mountain View, we rode north on Highway 5, and just before the junction with Highways 9 and 14, we turned left on Swinging Bridge Road, named after the cable-suspended wooden bridge over the crystal-clear South Sylamore Creek. Just west of the bridge, mountainous Highway 14 took us to the Blanchard Springs Recreation Area with its springs, caverns, and cliffside hiking trails. Mirror Lake, popular for its rainbow trout, is fed by the cold water from Blanchard Springs. Near the lake, one can hike a wooden walkway and down stone steps to where the spring comes out of the caverns. Pretty cool. Below the Mirror Lake dam, another trail takes you to the remains of a corn mill built in the early 1900s and the bottom of Mirror Lake Falls.
Mist rises off Mirror Lake at sunrise.
On the map, Highway 87 looked like it would be fun, so we rode it back to Mountain View. It was a good choice!
From Mountain View, we again rode north on Highway 5 along the lovely White River and through charming places like Calico Rock, Old Joe, and Norfork. A short hop west on Highway 201 took us to the sweeping curves of Highway 341 (Push Mountain Road) into the Leatherwood Wilderness area.
Swinging a leg over the tall Husky on the cable-suspended wooden Swinging Bridge, which spans South Sylamore Creek just north of Mountain View.
At Highway 14, we turned west again and crossed Big Creek and the Buffalo River. If you ride through here during hot weather, the Buffalo is a great place to cool off, with parking and access at Dillard’s Ferry.
Just south of Yellville (if you cross Crooked Creek, you’ve gone too far), we turned west on Highway 235 and rode south until it ended at U.S. Route 65. We continued west, turning onto Highway 123 again near Western Grove and riding south. We crossed the Buffalo River again just before we got to Piercetown.
Located in the Blanchard Springs Recreation Area, Mirror Lake Waterfall pours over a dam built by the Civilian Conservation Corps in the 1930s.
Rather than ride a short 10 miles west on Highway 74 to Jasper, we continued south on Highway 123 through what’s known as the Arkansas Grand Canyon, taking the long way to Jasper via Highway 7. After only a few miles on Highway 123, my Husky’s low-fuel light lit up, but we were still some 45 miles from “good” gas in Jasper. I asked myself, Should I stop at the one gas station on 123 and put low octane in my thumper or chance it and go for the good stuff? I chose the latter – and ran out of gas just 7 miles south of Jasper. Next time I’ll know: A gallon of cheap gas is better than none at all! Bill’s KLR had just enough fuel left to get him to Jasper, and after a short roadside nap, we were off again.
Jasper is a lovely little town, and just north of it, after crossing the Buffalo again, is Highway 74, an often overlooked but fantastic motorcycling route. We rode it west to Highway 43 – famous for elk sightings – and then west on Highway 21 and south on 74 again.
What looks like a portrait on a stone wall is Mirror Lake Waterfall as seen through a window.
Highway 74 connected us to the famous Pig Trail Scenic Byway (Highway 23). Feeling bolder than I should have, I tried to use the Husky’s superior power to pull away from Bill’s KLR, but he stretched the KLR’s throttle cable and hung with me. As fast as we dared go, some guy on a multi-cylinder crotch rocket blew by us and out of sight. One good thing about riding a thumper is that you feel like you’re going fast when you really aren’t.
The Buffalo River and an adventure bike go together nicely, don’t ya think?
Highway 23 dropped us down out of the Ozarks onto Interstate 40 and then back home to Oklahoma.
Riding big Singles for 650 miles in two days wasn’t bad at all. In fact, in the mountains of Arkansas, it was big fun.
Indian Motorcycle has announced details of the 2023 Indian Sport Chief, a bike the company says is its most aggressive iteration of the legendary Chief.
From a visual standpoint, a new quarter-fairing sets the Sport Chief apart, combined with a new moto-style bar with a machined triple clamp and 6-inch riser. Indian says this new bar, mid-mount foot controls, and a solo gunfighter seat put riders in a “commanding yet comfortable” riding position.
The suspension and brakes of the Sport Chief get a major upgrade over previous Chief iterations. Indian bolted on the same front end as used on the Challenger bagger, including its 43mm KYB inverted fork and pair of Brembo 4-piston calipers biting 320mm rotors, which replace the Chief’s underwhelming single-disc setup.
Indian must’ve been listening when we said the 2022 Chief’s chassis was so solid and stable that it made us wish for more than just 28.5 degrees of lean angle and 3 inches of rear travel, because the new piggyback FOX shocks bump travel by an inch and lean angle by 1 degree.
Ola Stenegärd, director of Industrial Design for Indian Motorcycle, said that with the Sport Chief, the company wanted to maintain “the same care-free attitude and American muscle but elevate it even further with componentry that not only delivers a style and attitude that exudes performance but raises the bar entirely for performance cruisers.”
The Sport Chief features cast wheels (19 inches in the front, 16 in the rear) wrapped in Pirelli Night Dragon tires, a 4-gallon fuel tank, a bobbed rear fender, dual exhausts, LED lighting, keyless ignition, and three selectable ride modes: Sport, Standard, and Tour.
The new Sport Chief will boast the same blacked-out Thunderstroke 116 motor of the Dark Horse versions of the Chief, Chief Bobber, and Super Chief Limited, making a claimed 120 lb-ft of torque. When we tested the various iterations of the Chief in May 2021, the Thunderstroke 111 on the standard models offered ample power, but the 116 on the Dark Horses was even more satisfying.
As with the Dark Horse models, the Sport Chief offers a customizable 4-inch touchscreen powered by Ride Command that can also be accessed via handlebar controls. Riders can cycle through multiple interfaces, including two different gauge configurations, bike and ride information, and turn-by-turn navigation with optional connected features like weather and traffic overlays. Riders can also link up to a smartphone via Bluetooth or USB to access music and phone information, and incoming calls will appear and can be accepted or declined directly through the Ride Command system.
The Sport Chief is available in Black Smoke, Ruby Smoke, Stealth Gray, and Spirit Blue Smoke starting at $18,999. We’ll soon be taking it for a ride, so stay tuned for its road test report.
Buell Motorcycle is making a turn away from its sportbike heritage with its upcoming Buell Super Cruiser, a club-style hot-rod cruiser designed by Roland Sands and that leans on the heritage of Harley-Davidson’s vaunted FXR chassis originally created by Erik Buell. The bike was unveiled Feb. 10 at an excusive party at the Roland Sands Design complex in Long Beach, California, attended by Kevin Duke, the editor-in-chief of our sibling publication, American Rider.
The Super Cruiser concept began with a conversation between Buell’s CEO Bill Melvin and noted customizer Roland Sands. It only took seeing a sketch from Sands for Melvin to approve the concept and greenlight a prototype built around Buell’s existing sportbike powertrain.
“The FXR was our muse for this bike,” Sands told Duke. “To the core V-Twin customer, the FXR really represents the core of motorcycling, and that was an aesthetic we borrowed for this bike. It’s honoring the fact that Erik Buell was involved in designing that bike (the FXR), and that gives us the leeway to build this with Buell.”
Sands roared the Super Cruiser in front of the attendees at the unveiling, brapping Buell’s 175-hp V-Twin in celebration.
Roland Sands unveils the Buell Super Cruiser at the Roland Sands Design complex in Long Beach, California. (Photo by Kevin Duke)
“When Bill first approached us about building a high-performance cruiser using the Buell motor, it was as if the bike designed itself,” said Sands, who is no stranger to building sport-focused cruisers. “Considering the history of Buell and the market’s need for a truly high-performance cruiser and the build quality of the existing Buell chassis parts, motor, and rolling kit, the project was a natural fit.”
“I’ve been working on projects like this for 20-plus years,” Sands continued, “and this is the first time we’ve been able to build a performance cruiser without the typical V-Twin performance compromises of weight and motor width and length.”
Although the Super Cruiser is only in its developmental stage, Buell reps are excited to bring it to production for 2025.
“The design lends itself to the West Coast scene, where customization is part of bike culture,” said Melvin. “And Roland was enthusiastic about incorporating Buell technology into that culture, creating the fastest, coolest cruiser on the market.”
The Super Cruiser uses a new steel-tube frame wrapped around Buell’s liquid-cooled V-Twin engine, adding up to 175 hp in a package weighing just 450 lb.
Combined with Buell’s existing inverted fork, aluminum swingarm, wheels, and the company’s unique perimeter front brake system, the result is a machine that Sands said is unapologetic in its aspirations to be a high-performance bike.
“To me, this is what’s badass right now – this profile, this style of bike,” he told Duke. “It stops, it goes, it wheelies, it goes around corners really well, it’s comfortable, and it’s a gas. You just jump on the bike and immediately feel tougher – it’s pure attitude. When you sit on the bike, it makes you feel like a badass, and that means something.”
Melvin chimed in that building a cruiser was something Buell always contemplated. “The market is full of American manufacturers known mostly for big, heavy bikes – not fast, hot ones like the famous V-Twins of the 1930s. Our Buell Super Cruiser will be the hottest bike on the market. Period.”
