Both bikes still feature the liquid-cooled 693cc LC4 single-cylinder engine, which KTM says has “proven to be the ideal baseline for the KTM 690 range,” as well as a 6-speed gearbox with Quickshifter+, throttle-by-wire, a PASC slipper clutch, and dual balancer shafts.
The LC4 machines also still benefit from cornering ABS, Motorcycle Traction Control (MTC), and two ride modes: Street and Offroad on the 690 Enduro R and Street and Sport on the 690 SMC R.
2023 KTM 690 Enduro R
On the 2023 KTM 690 SMC R, the optional Supermoto ABS mirrors this feature. When activated, ABS sensitivity is reduced on the front wheel and completely disabled on the rear, which KTM says allows for “big drifts into corners and tire-smoking powerslides out of the apex.”
2023 KTM 690 SMC R
An optional Offroad ABS (just add a dongle) on the 2023 KTM 690 Enduro R reduces ABS intervention on the front wheel and completely disables ABS on the rear, allowing riders to lock up the rear when they need to slide the rear into a tight turn or drag the brake down a technical descent.
The 2023 KTM 690 Enduro R has adjustable WP XPLOR suspension with separate damping circuits and 9.8 inches of travel. Stopping power is provided by Brembo brakes with wave discs, 300mm on the front and 240mm on the rear. The 2023 KTM 690 SMC R has adjustable WP APEX suspension with separate damping circuits, 9.8 inches of travel, and Brembo brakes with 320mm front and 240 rear discs.
From an aesthetics standpoint, the 2023 KTM 690 Enduro R takes its styling cues from the competition-Enduro range, and the KTM 690 SMC R brings an all-new blue and orange adornment to the fray.
2023 KTM 690 SMC R
KTM says the 2023 KTM 690 Enduro R and KTM 690 SMC R models will be available at authorized KTM dealers from November onward. Pricing is TBD.
For more information on KTM’s full model range, visit the KTM website.
L-R: 2024 Triumph Street Triple 765 Moto2 Edition, Street Triple 765 RS, and Street Triple R
Triumph Motorcycles has announced the new 2024 Triumph Street Triple 765 range, featuring a significantly updated Street Triple R, a new Street Triple RS, and an exclusive limited-run Street Triple 765 Moto2 Edition, which Triumph says is “the closest you can get to a Moto2 race bike for the road.” Only 765 of the Moto2 Edition bikes will be made.
At the Oct. 18 virtual press conference unveiling the new bikes, Triumph’s head of brand management, Miles Perkins, said the Street Triple, which was originally developed from the company’s race-winning Daytona 675, has had distinctive character ever since its introduction in 2007.
2024 Triumph Street Triple 765 RS
“From the start, the bike played a part in redefining what a middleweight sports bike should be about,” Perkins said. “Over the years, there have been a number of significant updates from Triumph, all of which have been about making the bike better, faster, more powerful, and lighter. And I think I wouldn’t be too demonstrative to say there are not many bikes in the world of motorcycling that have gotten better, lighter, more powerful – particularly names as well-regarded as the Street Triple.”
All three models in the new 2024 Street Triple 765 range will still feature a liquid-cooled 765cc inline-Triple, which was bumped up from 675cc with the 2017 Street Triple lineup, but Triumph says engine upgrades derived directly from the Moto2 race engine program have resulted in a significant step up in performance on the range.
Triumph’s most powerful Street Triple range to date, the 2024 Street Triple R engine makes a claimed 118 hp (up from 116 hp) and 59 lb-ft of torque at 9,500 rpm (up from 57 lb-ft at 9,400 rpm). The Street Triple RS and Moto2 take it up another notch, making 128 hp.
Other lessons from the Moto2 race engine program that have been applied to the 2024 Street Triple range include a compression ratio that has been raised from 12.65:1 to 13.25:1 – an increase of 4.7%. Additionally, new pistons, con-rods and gudgeon pins are matched to new, optimized combustion chambers for an increased cylinder pressure limit and ultimately, more power, and the new valves and camshafts are said to give increased valve lift for improved intake, combustion, and exhaust efficiency. The gearbox has also been revised to include shorter gear ratios for faster acceleration.
2024 Triumph Street Triple 765 Range: ‘The Perfect Performance Naked Bike Set-up’
2024 Triumph Street Triple 765 RS in Carnival Red with Carbon Black and Aluminum Silver graphics
In the media statement announcing the new Street Triple range, Triumph said that new technology and high-specification components, combined with an updated chassis, make the range “the best handling ever and the perfect performance naked bike set-up.”
At the press conference, Triumph’s global product marketing manager, James Wood, said the specifications of the chassis and suspension have “always been about agility, precision, and having a bike that you really connect with intuitively … and give the best possible ride for each of these three models, with the R being more road focused, the RS adding even more advanced performance and track-focused capability, and the Moto2 Edition, which has the most track-focused capability ever for a Street Triple.”
The 2024 Street Triple 765 R and RS both benefit from the new generation’s more focused and commanding riding position, the result of a new handlebar that is 0.47 inch wider. The race-inspired Moto2 Edition goes one step further with clip-on handlebars that are 3.15 inches lower and 1.97 inches farther forward than the R and RS. This change, combined with the bike’s unique high-specification Öhlins fork, is said to deliver even more race bike poise and front end feel. Both the RS and the Moto2 Edition also feature revised geometry with a steeper rake and a raised back end for nimble, faster turning.
2024 Triumph Street Triple 765 Moto2 in Triumph Racing Yellow with an Aluminum Silver rear subframe
Seat height is 32.52 inches on the Street Triple R, 32.91 inches on the Street Triple RS, and 33.03 inches for the Moto2 Edition, and a new accessory low seat option with 3D net technology for enhanced comfort can be fitted to further reduce the height by 1.1 inches on all models. For the Street Triple RS and Moto2 Edition, Triumph dealers can additionally lower the seat by 0.39 inch if required through the implementation of a dedicated rear suspension linkage adaption, which when delivered in combination with the accessory low seat provides a very accessible height of 31.42 inches on the RS and 31.54 inches on the Moto2 Edition.
Braking is linked on the new Street Triples, with the Street Triple R featuring Brembo M4.32 4-piston radial monoblock calipers at the front and a Brembo single piston sliding caliper at the rear. The Street Triple 765 RS and Moto2 Edition are fitted with Brembo Stylema 4-piston radial monobloc front calipers with twin 310mm floating discs. A matching Brembo MCS span and ratio adjustable lever reportedly gives even more control and finesse, and a Brembo single piston sliding caliper keeps things in check at the rear.
As far as suspension, components from Showa and Öhlins are fully adjustable for preload, compression, and rebound.
The Street Triple 765 R comes fitted with a Showa 41mm inverted, separate-function Big Piston fork and a Showa piggyback reservoir rear monoshock. The Street Triple RS is equipped with a Showa 41mm inverted Big Piston fork and an Öhlins piggyback reservoir rear shock, and the Moto2 Edition reflects its track-ready capability with a 43mm inverted Öhlins front fork and an Öhlins piggyback reservoir rear shock. Front wheel travel on all models is 4.53 inches, with 5.17-in rear wheel travel on the RS and Moto2 Edition, and 5.26 inches on the Street Triple R.
The Street Triple R is shod with Continental ContiRoad tires, and the RS and Moto2 Edition get Pirelli Diablo Supercorsa SP V3 tires.
Triumph said the Street Triple’s gullwing swingarm has been developed for “excellent torsional stiffness with lateral flexibility, maximizing stability at higher speeds for enhanced rider confidence while the pivot position provides natural resistance to compressing the rear shock absorber under hard acceleration.”
2024 Triumph Street Triple 765 R
The company said this translates into tight corner exits and precise, predictable chassis behavior, and results in class-defining performance when combined with the bike’s lightweight chassis and incredible power-to-weight ratio.
The Street Triple R has a wet weight of 417 lb, with the RS and Moto2 Edition coming in at 414 lb. Wood said the power-to-weight ratio has “always been key.”
“The attributes that make this such a great, precise bike for the track also make it an easy and intuitive bike to ride on the road, for any rider and any skill level.”
2024 Triumph Street Triple 765 Moto2 in Crystal White with Triumph Racing Yellow rear subframe
The new Street Triple 765 range features the latest generation of optimized cornering ABS on all three new models. The system features a new ABS modulator with an integrated IMU for more refined ABS control. Tailored settings integrated into each of the riding modes alter the level of ABS intervention, while a track-focused tune is also present for riders seeking minimal ABS intervention.
Optimized cornering traction control supported by an IMU that continuously calculates the lean angle to ensure the optimum slip rate and torque control is also now standard on all three Street Triple 765 models. Four independently adjustable levels of intervention can be selected to suit riding styles and road conditions, including a track-focused tune with minimal intervention as well as the ability to turn it off altogether for experienced riders in high-grip racetrack situations.
The new Street Triple 765 R features four ride modes – Road, Rain, Sport and Rider-configurable – while the RS and Moto2 Edition have an additional Track mode designed to be as unintrusive as possible while still providing the reassurance that the electronic systems are there to help in unexpected situations.
The Road, Sport, and Track modes have new, more dynamic throttle maps that Triumph says provide an even more responsive feel. Rain mode restricts the engine power to 98.6 hp while increasing the level of ABS and traction control intervention for better feel and control in wet conditions.
2024 Triumph Street Triple 765 RS in Cosmic Yellow with Carbon Black and Aluminum Silver graphics
The new Street Triple 756 RS and Moto2 Edition feature 5-inch full-color TFT instrumentation with ergonomically optimized switch cubes and a five-way joystick. The MyTriumph connectivity system is pre-enabled and provides turn-by-turn navigation, phone control, and music operation via the accessory-fit Bluetooth module and free My Triumph app. A lap timer is included on the RS and Moto2 Edition for track use.
The 2024 Street Triple 765 range also features the latest generation of Triumph Shift Assist. Upshifts can be made without closing the throttle, and downshifts can be made without the use of the clutch or the need to blip the throttle to match the gear and engine speeds. A slip/assist clutch and front wheel lift control are also standard on all three models.
2024 Triumph Street Triple 765 Styling
2024 Triumph Street Triple 765 RS in Silver Ice with Baja Orange and Storm Grey graphics
The 2024 Street Triple generation features new racing-derived ‘765’ sporty graphics and all new bodywork.
The new 3.96-gal. fuel tank has integrated side panels with an angular design that aligns with the sharper radiator cowls, further complemented by a new headlight finisher that also incorporates the air intake. Additionally, there’s a new color-coded belly pan for the RS, which is available as an accessory option for the R.
The rear end of the new Street Triple has a sporty, upswept design lending to a focused, nose-down attitude. The RS features a color-coded seat cowl with an interchangeable passenger seat. The new silencer shape adds to the Street Triple’s aggressive stance.
The Moto2 Edition features lightweight carbon fiber bodywork, including the front fender, side panels, headlight finisher, and belly pan, and each of these limited-edition motorcycles has a machined top yoke with its number etched onto it.
2024 Triumph Street Triple 765 Moto2 in Triumph Racing Yellow with an Aluminum Silver rear sub-frame
The Street Triple 765 R will be available in two colorways: Silver Ice with Storm Grey and Yellow graphics or Crystal White with Storm Grey and Lithium Flame graphics. The Street Triple 765 RS will have three schemes: Silver Ice with Baja Orange and Storm Grey graphics, Carnival Red with Carbon Black and Aluminum Silver graphics, or Cosmic Yellow with Carbon Black and Aluminum Silver graphics.
2024 Triumph Street Triple 765 R in Silver Ice with Storm Grey and Yellow graphics
Finally, the Moto2 Edition comes in two race-derived liveries: Triumph Racing Yellow with an Aluminum Silver rear sub-frame or Crystal White with Triumph Racing Yellow rear subframe. The official Moto2 branding will appear on the tank, wheel, tail unit, and silencer.
2024 Triumph Street Triple 765 R in Crystal White with Storm Grey and Lithium Flame graphics
The 2024 Street Triple 765 R and RS are expected to arrive in U.S. dealerships in April 2023 and will be priced starting at $9,995 and $12,595, respectively. The Moto2 Edition is expected to arrive in June 2023 starting at $15,395.
Triumph completely overhauled its range-topping Tiger 1200 platform, revising the engine, chassis, electronics, and more for a lighter, more powerful, more agile adventure bike. (Photos by Kevin Wing)
The 2023 Triumph Tiger 1200 lineup, which includes five variants – three aimed at street riders and two at those who like to get dirty – represents the high-water mark of Triumph’s 30 years of experience building adventure bikes. When John Bloor, the deep-pocketed real estate developer who bought Triumph after it went bankrupt in 1983, resurrected the iconic British brand, he wanted to compete on the world stage. That meant a broad range of contemporary models, not just rehashed Bonnevilles.
2023 Triumph Tiger 1200 GT Pro in Lucerne Blue. Photo by Kevin Wing.
Back to the Future
In the early ’90s, modern-era Triumphs that rolled out of the new factory in Hinckley, England, included Trophy sport-tourers, Daytona sportbikes, Trident roadsters, and Adventurer cruisers powered by inline three- and four-cylinder engines rather than the parallel-Twins Triumph had been known for. In 1993, Triumph introduced the Tiger 900, an adventure bike powered by an 84-hp 885cc inline-Triple designed to compete with the BMW R 100 GS, Honda Africa Twin, and Yamaha Super Ténéré.
The Tiger 1200’s power-to-weight ratio is much improved with a gain of 12.4 hp and a loss of 55 lb. Photo by Kevin Wing.
The “Tiger” name first showed up on Triumphs in 1936 when company director and chief engineer Edward Turner renamed the 250cc, 350cc, and 500cc OHV Singles the Tiger 70, Tiger 80, and Tiger 90, respectively. Three years later, the Tiger T100 was introduced as a high-performance version of the 5T Speed Twin 500.
Other roadgoing Tigers came and went over the years, but it wasn’t until the early ’80s that the name was used on dual-sport models like the TR65T Tiger Trail and TR7T Tiger Trail.
Photo by Kevin Wing.
By the turn of the millennium, the adventure segment had grown in popularity. Manufacturers were broadening their lineups of big “dualies” to make them even better at long-distance touring. In 2001, Triumph introduced the Tiger 955i, which had a 955cc Triple boasting 104 hp, a small fairing with a windscreen, a 6.25-gallon tank, and hardshell saddlebags.
Over the past decade, Triumph’s Tiger lineup has evolved and expanded, and the company now offers 11 different models: the Tiger Sport 660, the Tiger Sport 850, the Tiger 900 range (GT, GT Pro, Rally, and Rally Pro), and the Tiger 1200 range (GT, GT Pro, GT Explorer, Rally Pro, and Rally Explorer).
Standard equipment on the Tiger 1200 GT Pro includes cornering lights (shown just below the main headlight) and auxiliary LED lights. Photo by Kevin Wing.
Triumph gave its range-topping Tiger a major reboot for the 2023 model year, starting with the engine. Replacing the 1,215cc Triple on the previous-gen Tiger Explorer is the 1,160cc Triple from the 2022 Speed Triple 1200 RS. Despite losing 55cc of displacement, the Tiger gained grunt. On Jett Tuning’s dyno, the 2023 Tiger 1200 GT Pro sent 130.2 hp at 9,100 rpm and 81.8 lb-ft of torque at 7,000 rpm to the rear wheel through its shaft final drive – an increase of 12.4 hp and 7.4 lb-ft over the last Tiger Explorer we dyno’d in 2016.
The Tiger’s new 1,160cc engine is smaller than the previous version but is lighter and more powerful. Photo by Kevin Wing.
Engine character is also decidedly different thanks to the Triple’s “T-Plane” crankshaft with a 1-3-2 firing order. After cylinder 1 fires, the crank turns 180 degrees, and cylinder 3 fires. It turns another 270 degrees, and cylinder 2 fires. It turns another 270 degrees, cylinder 1 fires again, and so on. The irregular firing sequence gives the engine the feel and tractable response of a Twin down low and the sporty character of a Triple from the midrange to redline.
Not only is the Tiger 1200 more powerful than its predecessor, it’s also significantly lighter. Its tubular steel main frame with forged aluminum lower sections saves 12 lb, and it’s connected to a lightweight bolt-on aluminum subframe with removeable passenger peg brackets. A new “Tri-Link” cast aluminum conventional swingarm saves another 3.3 lb over the previous single-sided unit. Overall, at 540 lb ready to ride, the Tiger 1200 is 55 lb lighter than the previous model.
The GT Pro is one of three Tiger 1200 models aimed at street riders. It tackles rough and twisted pavement with ease, and its 19-inch front wheel, tall suspension, and Off-Road mode are suitable for mild off-roading. Photo by Kevin Wing.
Triumph hosted a global launch for the 2023 Tiger 1200 in Portugal earlier this year, and our First Ride review includes details about the five variants. Like other road-oriented GT models, the Pro model tested here has a 5.3-gallon tank, cast aluminum wheels in 19-/18-inch sizes with Metzeler Tourance tires, and 7.9 inches of suspension travel front and rear. It also has an adjustable rider’s seat (33.5/34.3 inches), handguards, a small skid plate, LED auxiliary lights, a centerstand, heated grips, a 12-volt socket in the cockpit, a USB charger under the seat, and keyless ignition, steering lock, and fuel filler lock.
As expected for a top-of-the-line adventure-touring machine, the GT Pro is equipped with throttle-by-wire, an IMU, and a full menu of electronic rider aids. It has five ride modes (Sport, Road, Rain, Off-Road, and a customizable Rider mode) that adjust throttle response, cornering ABS, cornering traction control, and suspension damping. The Showa semi-active suspension system has On-Road and Off-Road damping modes, with nine settings ranging from Sport to Comfort within each mode, as well as automatic rear preload adjustment. The GT Pro also has cornering lights, a quickshifter, cruise control, hill-hold brake control, and a 7-inch color TFT display with Bluetooth connectivity that includes multimedia, navigation, and GoPro control.
Colors for GT Pro/Explorer models include Lucerne Blue (shown), Sapphire Black, and Snowdonia White. Photo by Kevin Wing.
A Tiger – in Africa?
No, no, we didn’t test the Tiger 1200 GT Pro in Africa. We wish. That’s just one of my favorite lines from Monty Python’s Meaning of Life, a British comedy from 1983, which happens to be the same year the old “Meridien” Triumph went belly up. But I digress. Let’s start again…
A Tiger in California
There’s something about testing a motorcycle on familiar soil, on roads we’ve ridden so many times that we know exactly where a particularly nasty pavement crack is around a blind corner or where to expect rockfall from dynamited road cuts towering above the pavement. It’s not quite the same as turning dozens of laps on a track, but you know where you can get on the gas, where to proceed with caution, and where certain bikes seem to unlock a hidden “hero” mode.
Photo by Kevin Wing.
One of those roads is East Camino Cielo (“Road of the Sky” in Spanish), which follows a high ridgeline in the Santa Ynez Mountains above Santa Barbara, California. Running roughly parallel to the Pacific Coast, on a clear day it provides incomparable views of the ocean and the Channel Islands on one side and the Santa Ynez Valley and San Rafael Mountains on the other. After climbing the steep, twisting grade of Gibraltar Road, East Camino Cielo unfurls an obstacle course of undulating gradients, convoluted corners, and pavement of varying quality with plenty of dirt and debris to keep riders on their toes. In other words, an ideal road for an adventure bike.
Having tested several variations of the Tiger Explorer in the past, some of which weighed more than 600 lb, the Tiger 1200’s newfound lightness is immediately apparent. It looks svelte when perched on its centerstand, and it feels slender between the knees, especially when standing up on the footpegs. The Tiger 1200 employs a new twin-radiator design that allows the engine to be mounted farther forward for better weight distribution while also reducing the amount of engine heat felt by the rider. Just ahead of the rider’s knees are vents with plastic shrouds that pull heat out and away from the cockpit.
The GT Pro handles so adroitly that we regularly dragged its peg feelers on twisty roads. Photo by Kevin Wing.
The Tiger’s seat is narrow in front to make it easier to get feet on the ground and wide at the back to provide a broad base of support. Except for full-dress touring bikes, the Tiger’s seat is one of the most comfortable stock seats we’ve tested in a long time. Being long of arm and leg, the seating position is nearly ideal for me – not too much bend in my achy knees and a just-right reach to the wide handlebar that allows me to sit up straight.
Like most adventure bikes, wind protection is sufficient but leaves the rider’s lower legs and upper body partially exposed. Handguards keep wind off the mitts, and the adjustable windscreen does a decent job of deflecting wind blast around the rider. For maximum visibility and airflow into the cockpit, I preferred the lowest position and wasn’t bothered by buffeting, even with an ADV helmet with a peak visor. A light pull on the bar above the TFT display ratchets the windscreen up in small increments over a 2.4-inch range.
Photo by Kevin Wing.
The Tiger 1200 exhibited poise and balance on East Camino Cielo, responding quickly to steering inputs and maintaining confident contact with the road. The Skyhook algorithm for the semi-active suspension minimizes unwanted chassis pitch under hard braking or acceleration, and the various damping modes delivered a softer or firmer ride as desired. When taking sharp corners at speed, however, the pegs dragged earlier than expected, especially for such a tall bike. Rear preload is adjusted automatically based on the weight of the rider and, if applicable, that of a passenger and luggage. I would have liked to crank up the rear preload a bit to increase cornering clearance, but there is no provision for doing so.
Attacking technical backroads and rowing through the gearbox is made easier with Triumph’s Shift Assist up/down quickshifter. And scrubbing off speed is handled by strong and precise brakes that are top of the line – a pair of Brembo Stylema monoblock radial front calipers pinching 320mm discs, a Magura HC-1 radial front master cylinder (a second one is used on the hydraulic slip/assist clutch), a Brembo rear caliper, and cornering ABS.
GT models are fitted with cast wheels and Metzeler Tourance 90/10 adventure tires. Photo by Kevin Wing.
Equally impressive is the rumbling character and right-now response from the T-Plane Triple. As the dyno chart on the previous page shows, power builds linearly with no dips or hiccups, and more than 60 lb-ft of torque is available from 2,600 rpm to redline. The tuned exhaust emits a delightful growl, but as we noted in our First Ride review, engine vibration creeps in above 6,000 rpm and can be felt through the pegs and grips. At 70 mph in 6th gear, the engine spins smoothly at 4,000 rpm, which makes for relaxed highway riding. The only glitch is some driveline lash in the lower gears that makes it difficult to smoothly transition on and off the throttle.
The Tiger’s 7-inch TFT display has bright, vivid graphics. The mode button and small joystick on the left switchgear, along with the home button on the right switchgear, make it easy – with a little practice – to navigate modes, menus, and settings. There are a few idiosyncrasies, however. When the tripmeter is displayed, it is shown in a large, easy-to-read font, but it also shows average speed and trip duration – two pieces of info that I don’t find important.
The 7-inch TFT has large, legible graphics but would benefit from customizable info displays. Photo by Kevin Wing.
And in the tripmeter mode, the digital tach/speedo is cocked to the side, which irks my desire for symmetry. The joystick must be toggled and pushed three times to bring up the fuel status display, and in that mode, the tach/speedo is displayed normally. Where’s the odometer? It’s buried in the service menu. While I certainly appreciate the desire to create a clean, uncluttered display, offering some customization options would satisfy riders with different preferences.
Years ago, the sportbike segment was the competitive equivalent of Fight Club. Model updates rolled out every two to three years, and because they duked it out on racetracks, differences in power, weight, and handling were parsed to the most minute degree. Nowadays, the adventure bike segment is the main event. The market is crowded, and bikes are specialized to fill specific niches. The Tiger 1200 alone is available in five different configurations to meet different price points and needs. But the sophistication of today’s open-class adventure bikes means that even the base GT model rings in at $19,100.
Colors for GT Pro/Explorer models include Lucerne Blue (shown), Sapphire Black, and Snowdonia White. Photo by Kevin Wing.
Next up the ladder at $21,400, the GT Pro we tested has most of the features that road-biased adventure riders want. For those who want to go all-in, the GT Explorer ($23,100) adds blind-spot radar, tire-pressure monitoring, engine-protection bars, and heated rider and passenger seats. Triumph also makes more than 50 dedicated accessories for the Tiger 1200 range, including luggage, lower seats, and much more.
The lighter, more powerful, and more advanced 2023 Tiger 1200 lineup shows how committed Triumph is to refining its motorcycles and making them as exciting, capable, and well-appointed as they can be.
We love motorcycles because of how they make us feel when we ride them and for the places they take us. Photo by Kevin Wing.
The Ducati Diavel has seen some dramatic evolutions since the power cruiser was introduced in 2011. The Diavel originally featured a 1198cc Testastretta L-twin that made a claimed 162 hp. In 2016, Ducati introduced the XDiavel, with more conventional cruiser styling and ergonomics and a new 1,262cc Testastretta L-twin offering more low-end torque, and in 2019, Ducati released the best-of-both-worlds Diavel 1260.
This year, Ducati is changing the Diavel game again with the introduction of the 2023 Ducati Diavel V4, featuring the 1,158cc V4 Granturismo engine making a claimed 168 hp and 93 lb-ft of torque.
Ducati says the V4 Granturismo is “the ideal engine for a muscle cruiser, capable of combining linear power at lower revs with vigorous torque throughout the rev range,” adding that the Diavel V4 should appear to a wide variety of riders, “from the sports enthusiast looking for a more comfortable and stylish bike to those looking to ride in an urban and relaxed setting to the lover of performance and drag racing iconography.”
2023 Ducati Diavel in Thrilling Black
From a visual standpoint, the Diavel V4 continues to offer the mix of conventional yet still muscular styling characteristic of the 2011 bike. Ducati says the bike was inspired by the look of muscle cars and superhero aesthetics and results in a style reminiscent of “an athlete ready to sprint off the starting blocks, with all the masses concentrated on the front and an agile, streamlined tail.”
2023 Ducati Diavel V4 Engine
The V4 Granturismo engine is a central element of the Diavel V4’s design. Ducati says this technical choice simultaneously improves performance, dynamics, and riding pleasure as a result of a counter-rotating crankshaft, which reduces the gyroscopic effect while increasing the bike’s agility. The light and compact V4 Granturismo derives from the Desmosedici Stradale of Panigale and Streetfighter V4.
The V4 Granturismo is also characterized by low operating costs, with major maintenance at 37,000-mile intervals, and is efficient in fuel consumption and emissions due to the extended cylinder deactivation system. This feature allows the engine to operate as either a two-cylinder or four-cylinder by shutting off the rear bank not only when the vehicle is stationary but also while riding at low engine speeds under reduced engine load.
2023 Ducati Diavel V4 Chassis and Ergonomics
Compared with the Diavel 1260 S, the 2023 Diavel V4 has shaved 28.6 lb off the curb weight for a total dry weight of 491.6 lb.
The Diavel V4 has an inverted 50mm fork and a cantilever-pattern shock absorber, both fully adjustable. Travel has been increased by 0.6 inch over the outgoing model. The supersport-like braking system features 330mm discs and Brembo Stylema calipers.
The bike has a wide and low seat (31.1 inch), central footpegs, and a high handlebar set 0.78 inch closer than on the Diavel 1260, and passengers ride on a spacious seat, footrests that retract under the tail, and a telescoping rear grab bar. With the retractable aspects of footrests and the grab bar, the easily installed standard passenger seat allows the Diavel V4 to be transformed from a two-seater to a single-seater with minimal effort.
2023 Ducati Diavel V4 Electronics
The Diavel V4 comes with three power modes and four ride modes: Sport, Touring, Urban, and the new Wet mode, designed for low-traction surfaces. Riding aid systems include a 6-axis IMU, Ducati Traction Control in Cornering version, ABS Cornering, and Ducati Wheelie Control, as well as Cruise Control, Launch Control, and Ducati Quick Shift.
All the electronic systems are managed through backlit controls on the handlebar and the new 5-inch color TFT display, which also offers Bluetooth connectivity to pair your smartphone for calling, text messaging, and music. An optional turn-by-turn navigation system is also available.
Other options include semi-rigid cases with 48 liters of capacity, a passenger backrest, and a touring windscreen. Billet parts, carbon parts, dry clutch (for racing use only), forged wheels, and red or black brake calipers further expand the possibility of customizing the new Diavel V4. The 2023 Diavel V4 will be offered in classic Ducati Red or Thrilling Black and will be available in U.S. and Canadian dealerships beginning in Spring 2023.
2023 Ducati Diavel in Ducati Red
Pricing will begin at an MSRP of $26,695 in Ducati Red color or $26,995 for Thrilling Black.
Adding another notch to the company’s proverbial belt of 2023 bikes, Ducati announced the continued evolution of its “Fight Formula” with the 2023 Ducati Streetfighter V4 and V4 S models, as well as an exclusive Streetfighter V4 SP2.
Unveiled in 2019 for the 2020 model year, the Streetfighter V4, with aggressive and minimalist aesthetic and characterized by a front inspired by the Joker from the comic series, was hailed as setting new performance benchmarks in the supersport naked segment.
Ducati says the 2023 Streetfighter V4 models push the concepts of the “Fight Formula” even further, the key elements of which are the Panigale V4 stripped of its fairing, high and wide handlebars, a 392-lb dry weight, a 1,103cc Desmosedici Stradale making a claimed 208 hp at 13,000 rpm (with revised calibration to match the larger diameter of the silencer outlet), biplane wings, and the latest generation electronic package.
But the removal of the bodywork isn’t the only area where the new Streetfighter V4 aligns with the 2023 Panigale V4.
The new Streetfighter implements the Power Modes logic already developed in the Ducati Panigale V4 and V4 S with calibrations dedicated to the Desmosedici Stradale engine in the Streetfighter configuration. In addition to the previous High and Medium power modes, which have been revised for 2023, two new power modes have been developed: Full and Low.
For the High and Medium power modes, a new throttle-by-wire map management system has been developed with a dedicated calibration for each of the six gears for optimal acceleration. The new Full power mode allows the engine to have its full potential torque without electronic intervention, except in 1st gear, and the Low Power Mode has been designed for riding on low-grip surfaces, limiting the maximum power of the bike to 165 hp and offering a softer and more manageable throttle response.
2023 Ducati Streetfighter V4 S
The 2023 Streetfighter V4 also sees the introduction of the new “Wet” ride mode to make riding even safer on low-grip surfaces. The standard equipment is upgraded by a lithium-ion battery for the S and the SP2 version (which is 3.7 lb lighter than the previous one and already equipped on the Streetfighter V4 SP).
The dashboard of the 2023 Streetfighter V4 also follows the evolution followed by the Panigale V4. The graphics are revised in all views, which Ducati says makes the information more straightforward and allows the rider to make calibration adjustments easier.
As on the Panigale V4, the gear indicator is displayed via an external green LED signal. The dashboard offers the “Track Evo” display mode, which replicates the layout used on the MotoGP Desmosedici and provides an immediate view of the most important information and the intervention of the electronic controls.
The 2023 Streetfighter V4 also features the new Engine Brake Control (EBC) EVO 2 software, which is said to improves stability, precision, and directionality in the braking and corner entry phases. This software features a different gear-by-gear calibration on each of the three selectable levels. The new strategy was developed to optimize the amount of the engine brake based on the load on the rear end. In the first braking phase, when there is little load on the rear tire, the EBC EVO 2 provides less engine brake, increasing braking as the rider approaches the center of the corner. This upgrade provides additional control using the engine braking in all riding conditions and reduces locking up of the rear wheel in the most demanding braking sections.
2023 Ducati Streetfighter V4 S
The 2023 Streetfighter V4 also implements a new strategy for the Ducati Quick Shift (DQS) that improves the fluidity of shifting at every throttle opening, having dedicated strategies with the two situations for when the throttle is partially or fully open.
In partial throttle shifting, the strategy acts both through an injection cut and a reduction of ignition advance, making shifting smoother on roads. In full throttle shifting, typical of track use, the DQS strategy is refined with an evolution of the torque return phase that reportedly gives more stability to the bike and more consistency, therefore reducing lap times.
Finally, the cooling fan control strategy sees an update that now offers better operating temperature management and greater thermal comfort for the rider at typical road use speeds.
2023 Ducati Streetfighter V4 Chassis and Ergonomics
2023 Ducati Streetfighter V4 S in Grey/Nero
On the new Streetfighter V4, the chassis also follows the evolution of the Panigale V4 family to offer enthusiasts stability improvements, front-end feeling, and riding safety. The chassis includes a Front Frame and a single-sided swingarm, both in aluminum, with an NIX30 inverted 43mm fork and mechanically adjustable TTX36 shock absorber.
The Streetfighter V4 S semi-active Öhlins suspension also features SmartEC 2.0 interface for versatility and improved effectiveness and set-up time. In addition, the V4 S version features Marchesini forged aluminum wheels that reduce unsprung weight versus the standard V4 model.
As on the Panigale V4, the swingarm pivot of the 2023 Streetfighter V4 is positioned 0.16 inch (4mm) higher, increasing the anti-squat action for greater stability, precision, and the ability to maintain the trajectory in all acceleration situations.
The weight distribution also moves toward the front, loading it more and thus increasing accuracy and speed in corner entry. Finally, the ergonomics benefit from the new layout of the fuel tank, which is the same shape of the 2022 Panigale V4 and offers greater support to the rider during braking and cornering. The wet weight of the 2022 Streetfighter V4 S stands at 435.4 lb (197.5 kg).
The new “Front Frame” and the Desmosedici Stradale are left uncovered as much as possible, with minimal bodywork and streamlined lines for what Ducati says is a “clean, essential combination.”
2023 Ducati Streetfighter V4 S in Ducati Red
The Streetfighter V4 and V4 S models will be available in the U.S. and Canadian dealerships starting in spring 2023. The U.S. pricing for the Streetfighter V4 will start at $22,095 for the Streetfighter V4 in Ducati Red color, with the Streetfighter V4 S starting at $27,595 in Ducati Red and $27,795 for the new Grey/Nero color.
Story continues below 2023 Ducati Streetfighter V4 S gallery
2023 Ducati Streetfighter V4 SP2
To push the performance of the 2023 Streetfighter V4 even further, Ducati is also presenting its top-of-the-range Streetfighter V4 SP2 model in a numbered version that’s ready to hit the track.
2023 Ducati Streetfighter V4 SP2 in Winter Test
On the Streetfighter V4 SP2, the Desmosedici Stradale is equipped with the STM-EVO SBK dry clutch, which Ducati says provides an improved slipper function, even in the most aggressive situations, and more fluidity in all “off-throttle” phases, essential to be effective on the track when riding at the limit.
The Öhlins suspension has seen an update with springs and hydraulics identical to those of the Panigale V4. The bike features a carbon front fender and adjustable, machined aluminum foot-pegs that increase the lean angle and allow the rider to find the optimal position while riding, as well as a carbon clutch cover and block-off covers for removing the license plate holder and mirrors for strictly closed-course circuit riding.
The Streetfighter V4 SP2 is equipped with five-split-spoke carbon rims, 3.1 lb (1.4 kg) lighter than the forged aluminum ones mounted on the Streetfighter V4 S, which contributes to a reduction in the moment of inertia by 26% at the front and 46% at the rear, impacting the feel of the bike when changing direction. The Brembo Stylema R front brake calipers give high braking power and consistent performance even in the case of extended use on the track.
The Streetfighter V4 SP2 will also be available in spring 2023 in the Winter Test livery, designed by the Centro Stile Ducati taking inspiration from the Ducati Corse bikes used during the preseason tests of the MotoGP and WorldSBK Championships. The matte black of the bodywork, combined with the matte carbon finish of the rims and wings, contrasts with the bright red accents and exposed brushed aluminum tank and side covers of the radiators. The progressive number of the bike is lasered on the handlebar. The 2023 Streetfighter V4 SP2 starts at $37,995.
2023 BMW R 1250 R in the Style Sport variant colorway
Building on the success of BMW’s naked boxer roadster history, which started with the 1923 494cc boxer-Twin powered R 32, BMW Motorrad is introducing the updated 2023 BMW R 1250 R roadster.
While many things remain the same, including the 1,254cc 2-cylinder air/liquid-cooled boxer engine with ShiftCam technology delivering a claimed 136 hp and 105 ft-lbs of torque, BMW has made several upgrades to the 2023 model – and all for the same $14,995 MSRP as the 2022 model.
Several features that were previously options are now standard, including Dynamic Traction Control, ABS Pro (part integral), and Dynamic Brake Control. And joining the previous Road and Rain ride modes for 2023 is the “Eco” mode.
In Eco mode, the rider is encouraged to ride as fuel-efficiently as possible, with a soft throttle curve and moderate engine torque limitation. As part of these efforts, the TFT color display provides an efficiency display. However, if a rider wants maximum performance – for example, for overtaking or riding uphill – the ride mode button will switch to a different mode quickly and easily.
Other new features of the 2023 BMW R 1250 R include LED turn indicators, a solo seat rear cover, and new Option 719 spoke wheels (optional).
2023 BMW R 1250 R with new solo seat rear cover
2023 BMW R 1250 R with Comfort passenger seat
The 2023 model still features the full LED headlamp but now offers an optional adaptive turning light, which provides better illumination into turns thereby ensuring safer riding at night. The adaptive turning light works by switching on additional LED elements in the main headlight that are fitted with their own reflectors, depending on the lean angle. It is activated from an inclined position of 7 degrees to 25 degrees and a speed of more than 6 mph. New standard features also include redesigned LED Comfort turn.
Consistent with 2022, a slip/assist clutch, Hill Start Control, BMW Motorrad Paralever front suspension with an inverted 45mm fork, and rear spring/shock with preload and rebound adjustment and travel-dependent damping (WAD) are all still standard.
The optional Premium Package includes Keyless Ride, a Design Option rear muffler, a chrome-plated exhaust manifold, heated grips, TPM Tire Pressure Monitor, and cruise control. There are multiple Option 719 Billet Packs available, as well as numerous individual options.
The 2023 BMW R 1250 R starts at $14,995. In standard trim, the R 1250 R is finished in Ice Grey non-metallic in conjunction with a black frame. With the optional Triple Black and Style Sport variants, the owner can choose from two expressive color combinations.
2023 BMW R 1250 R in the Ice Grey non-metallic standard colorway
The Style Sport variant (see story’s lead photo) features a body color in Racing Blue Metallic, white frame, gold front/rear brake calipers, black sports handlebars, blue front spoiler, and solo seat rear cover or passenger seat.
The Triple Black variant has a Black Storm Metallic body color, Agate Grey frame, gold front/rear brake calipers, stainless steel radiator grille, stainless steel engine spoiler, Pure tank trim, and solo seat rear cover or passenger seat.
2023 BMW R 1250 R in the Triple Black variant colorway
Is this 2022 Harley-Davidson XL883 Sportster one of that last air-cooled Evos? (Photo courtesy Harley-Davidson)
Few motorcycle brands are as legendary as Harley-Davidson. You won’t find the Hells Angels on Gold Wings or Panigales, after all. Within the brand, the Evolution (Evo) Sportster is truly iconic.
Born in 1957, XL Sportsters were the smaller performance models for more spirited riders. Originally equipped with 883cc and 1,000cc Ironhead engines, they were updated in 1986 to the Evo that produces the sound that many associate with Harley.
1957 Harley-Davidson XL Sportster (Photo by Jeff Bowles, lic. CC-A 2.0 G)
Development on the engines started during the notorious AMF years in the 1970s, and the original Evo was a 1,340cc variant, which replaced the aging Shovelhead in 1984. They are air-cooled with push rods, overhead valves, and enough vibration to remind you that it’s no Japanese cruiser. There’s nothing quite like an Evo.
The 1986 Sportsters got 883cc and 1,100cc Evo engines that hardly changed over the next 36 years. The 1,100cc Evo got bumped up to 1,200cc in 1988, fuel injection was added in 2006, and a 5-speed transmission replaced the 4-speed in 1991. And that’s about it. We live in a very different world today where European emissions standards are strangling anything that runs on gas.
Harley’s old-school Evo rumblers just aren’t clean enough, so a new breed of Sportsters is taking their place. The Sportster S and Nightster (a recycled Evo Sportster name) have the latest Revolution Max engines first seen on the Pan America adventure bike, while the Milwaukee-Eight powers the Softail and Touring models.
2021 Harley-Davidson Sportster S (Photo courtesy Harley-Davidson)
The Revolution Max is a liquid-cooled V-twin with a lot more power, but it lacks the character of the admittedly obsolete Evos. Harley has finally axed the last two traditional Sportsters – the Iron 883 and Forty-Eight (1200) – with production slated to end in 2023. They were discontinued in Europe in 2020 due to Euro 5 regulations.
Evo Sportsters have a cult following for a reason – they have infinite character. Riding an Iron 883 in 2022 is similar to riding its 1957 counterpart, which is truly special. They’re also incredibly customizable – you can build an entire Sportster from scratch with aftermarket parts. It’s a tinkerer’s dream, and few Sportsters end up alike. So many have been punched out of the factory that they’ll seemingly live on forever in the preowned market.
Are there any equivalents from other brands? Can you buy a new bike that’s comparably old-school? You certainly can, and we’ll start with a brand that’s even more old-school than Harley.
Royal Enfield
1951 Royal Enfield Bullet 350 (Photo courtesy Bonhams)
Harley-Davidson was founded in 1903, but Royal Enfield started in 1901. In fact, it’s the oldest motorcycle brand with continuous production. Originally an English company, it produced a model as iconic as any Sportster: the Bullet. Launch in 1948, it beats the Sportster as the oldest motorcycle design in history. Both the Bullet and Royal Enfield names come from the same place, as the original company was a subcontractor to the Royal Small Arms Factory in Enfield, London, which produced military rifles and swords.
2002 Royal Enfield Bullet 500 (Photo by Samihasib, lic. CC-A 2.0 G)
Like Harley, Royal Enfields were instrumental in World War II, used extensively by the British Army and Royal Air Force. The Indian Army began using Royal Enfield Bullets in the late 1940s and opened a factory in Madras. By 1955, 350cc bullets were sent as kits to Indian factories and production of complete motorcycles soon followed under license. The legendary 1955 Indian Bullet remained relatively unchanged, unlinking itself from the British counterparts that were updated in the late 1950s.
2021 Royal Enfield Meteor 350 (Photo courtesy Royal Enfield)
The British company fell into disarray in the early 1960s and was shut down by 1970, but India’s arm endured and produced the 1955 Bullet for domestic riders. Success was not infinite, as superior Japanese bikes almost wiped out the brand in the 1990s. India’s Eicher Motors bought the near-bankrupt company, and the long-running Bullet received significant quality improvements, while additional models were also developed.
2022 Royal Enfield Classic 350 (Photo courtesy Royal Enfield)
Today, there are two primary engine displacements – 350cc Singles and 650cc Twins. Smaller than the outgoing Evo engines but with no less character. All have fuel injection and emissions equipment to pass Western regulations. In fact, the Royal Enfield Meteor 350 became the best-selling 125cc-and-above motorcycle in the U.K. In the American market, the Bullet name was recently dropped in favor of the Classic (and Meteor) 350, while the Continental and INT 650s, Scram 411, and Himalayan 411 adventure bike are relatively new models.
Royal Enfield Continental GT 650 (Photo by the author)
All of them remain old-school and true to their roots, and you won’t find anything closer to bikes from the 1950s and 1960s. I dare say the Classic 350 is even more “vintage” than the Sportsters, while the new 650cc parallel-Twins are classically designed as well. Royal Enfields are designed in England and built in a state-of-the-art factory in India, and they’re half the price (or less) of new Sportsters. For old-school enthusiasts, they’re tough to fault.
BSA and Norton
BSA stands for Birmingham Small Arms Company, which began manufacturing firearms in the 1860s. in 1905, a bicycle with a small Minerva engine was built and motorcycle production became inevitable. The versatility of BSA was very evident during World War II when 67 factories supplied millions of rifles and machine guns, along with 126,000 M20 motorcycles.
By 1950, BSA was the largest motorcycle manufacturer in the world. From 1938 to 1963, BSA’s Gold Star became an icon for the brand and was among the fastest bikes in the 1950s. It was called “Gold Star” after a Gold Star badge was awarded to Wal Handley in 1936 for running the Brooklands racing circuit at over 100 mph on a BSA Empire Star. Gold Star bikes had single-cylinder, 4-stroke engines in 350cc or 500cc displacements, and each came with dynamometer results to confirm horsepower.
BSA merged with Triumph and Norton to form Norton-Villiers-Triumph in a desperate attempt to save all three in the 1970s, but none could overcome the rising dominance of Honda, Kawasaki, Suzuki, and Yamaha. Triumph made a successful comeback in the 1990s with models reentering the U.S. market in 1995. The rights to Norton were bought in 2008, and the famous Commando was again produced in England, but the company fell into bankruptcy in 2020.
2023 Norton Commando 961 (Photo courtesy Norton)
India’s TVS Motor Company subsequently bought Norton, and expensive hand-built performance bikes are now being produced. A pair of 2023 retro Commando models were also just announced, the 961 SP and 961 CR (the latter with clip-ons), which follow the very limited 2019 Commandos. Prices are high, starting at nearly $19,000, and the 961cc parallel-Twin only pushes out 76.8 hp. That leaves BSA, which is currently under Indian ownership (sound familiar?) and reintroducing the Gold Star.
2022 BSA Gold Star (Photo courtesy BSA)
The 2022 Gold Star has a 652cc single-cylinder engine that provides old-school character as thumpers tend to do. It makes 45 hp and can reportedly do the ton (100 mph), which is the same as the original 500cc model. Thankfully, the bike remains basic without ride modes, other electronics, or a fancy digital display. Like the 650cc Royal Enfields and even the new Commando, there are twin analog gauges for us Luddites. It’s ultimately a modern-ish bike with an old look and feel (like contemporary Triumphs) and certainly a very classic badge.
There are some niche brands selling old-school designs that are genuinely intriguing. Janus Motorcycles is an American company based in Indiana, but it doesn’t have a historic pedigree. These are simply new bikes with old-school charm. There are three models, but the Halcyon 450 has the biggest engine (445cc) and is the one to get. It reminds me of a 1920s James Flat Tank 750, minus the V-twin, and the single-cylinder thumper is sure to have character. Most onlookers will also think it’s a 100-year-old antique. With a top speed of 90 mph, it’s viable for highway rides, although I’d keep them short. The bikes are only available in the U.S. (but not California), and prices start at $14,995 for the Halcyon 450.
U.K.-based Wardill Motorcycles is similar to Janus, but it has a history going back to 1927. The modern incarnation is owned by Mark Wardill, grandson of the original designer, so there’s direct family involvement as well. The new Wardill 4 is based on the 1927 Wardill 3, which was revolutionary at the time with a patented 2-stroke supercharged engine (Kawasaki’s H2 wasn’t the first).
Wardill 4 Prototype with Mark Wardill (Photo courtesy Wardill Motorcycles)
Although a lot of positive attention was received, Wardill only produced prototypes and was soon forgotten. The Wardill 4 looks even older than the Janus Halcyon 450, with triangular girder forks, a longer tank, ridged frame, and 250cc single-cylinder engine. It puts out a paltry 17.3 hp but will allegedly hit a top speed of 90 mph. There are also drum brakes front and rear, so those looking for something old-school have struck oil with this one.
Brough Superior is a French brand with an English history going back to 1919. This was a luxury brand through and through, not unlike Duesenberg or Rolls-Royce, and was a favorite of Thomas Edward Lawrence, aka Lawrence of Arabia. In fact, he died riding one in 1932 (model GW 2275). The brand ceased production in 1940 to focus on the war effort and was unable to resume operations afterward.
2021 Brough Superior Lawrence (Photo courtesy Brough Superior)
It was founded by visionary George Brough and recently revived by Thierry Henriette, and the first new model based on the famous SS100 from 1924 was unveiled at the EICMA show in Milan in 2013. There are several models to choose from today, from the SS100 to the Lawrence Original, and all are hand-built luxury bikes with price tags to match. They really capture the early style of the originals while employing state-of-the-art engineering throughout. The 997cc V-twin of the new SS100 looks a lot like what Indian has in the Scout models, but these are very different beasts. It’s respectable in the power department, with 102 hp and 64 lb-ft of torque.
Triumph and Kawasaki
Technically, all the bikes mentioned are modern classics, but brands like Royal Enfield and BSA maintain classic designs that compare well to the Evo Harleys. Bigger, more popular brands have capitalized on this vintage trend as well with thoroughly modern, retro-styled bikes. Triumph is the most recognized with the 1960s-inspired Bonneville line. Named after the Bonneville Salt Flats in Utah, the original model launched in 1959 and had a 650cc parallel-Twin, while later models were upgraded to 750cc.
2023 Triumph Bonneville T100 in Meriden Blue (Photo courtesy Triumph)
Although shuttered in the 1970s, Triumph made a triumphant return in the 1990s. Yes, pun intended. Today’s Bonnevilles look very similar to the mid-century originals but are modern, high-performance machines. The 1990s bikes started with 800cc parallel-Twins, later upgraded to 865cc, and today there are speedy 900cc and 1,200cc models. Performance is superior to Harley Sportsters, but that Harley character is missing with the smooth liquid-cooled engines. Bonnevilles have better starting prices than Sportsters, however, so enthusiasts can get a retro British thrill with money left over for accessories.
2023 Kawasaki W800 (Photo courtesy Kawasaki)
Triumph isn’t the only brand pushing out modern classics. Kawasaki has the W800, based on the 1966 650cc W1 (and even the 1949 BSA A7), Moto Guzzi has the 850cc V7, based on the 1971 V7 Sport, and Ducati has the Scrambler, loosely based on the 1962-1976 models. And so on. However, when comparing modern bikes to Harley, one brand can’t be overlooked.
Indian Motorcycle
Harley and Indian were the two great American brands during the first half of the 20th century. The first Indian prototype was finished in May 1901, beating Harley by a couple of years. Public sales began in 1902, and a year later, Indian’s Chief Engineer Oscar Hedstrom set a motorcycle speed record at 56 mph.
1953 Indian Chief 80 (Photo courtesy Mecum)
The first V-twin debuted in 1905 as a factory racer and hit production models in 1907, and Indian was producing 32,000 bikes annually by 1913. During World War I, the company focused on the war effort and exhausted its civilian supply, which drained inventory and forced many dealers to abandon them. Indian never fully recovered, and Harley became the bigger, more popular brand. The Scout and Chief V-Twin models, introduced in the early 1920s, are iconic and live on today as modern interpretations. Competition and mismanagement led to Indian’s demise in 1953, leaving Harley as the primary U.S. motorcycle manufacturer, but the brand came back a couple of times in the late 1990s and early 2000s, only to repeatedly falter.
In 2011, Polaris acquired Indian and successfully revived the brand. There’s a smorgasbord of models today, including the performance-oriented, flat-track inspired FTR 1200. The Scout models are the closest to Harley’s Evo Sportsters but equipped with modern, more powerful liquid-cooled V-Twins. The new Revolution Max Sportsters are now appropriate comparisons. Under Polaris, Indian has become a modern performance-oriented motorcycle manufacturer, but the bikes still provide an old-school, nostalgic ride thanks to classic looks and outstanding V-Twins.
Evo Sportster: The King is Dead, Long Live the King
Harley-Davidson Sportster 1200 (Photo by the author)
This is not an exhaustive list of Evo Sportster alternatives, but it demonstrates a broad commitment to classic designs for those of us that prefer vintage-inspired rides without lots of angled plastic, bleeding-edge technology, and race-ready performance. Traditional Sportsters are a rare breed, a throwback to the past, but they’re certainly not alone. Although they’re soon to be dead, new kings will rise. Royal Enfield, BSA, Moto Guzzi, Triumph, Norton, and even Kawasaki remind us that a host of brands have very interesting histories and aren’t ready to close the door on vintage models. And that’s a very good thing.
Following the success of the competition-only KTM RC 8C, which was released just two years ago, KTM has announced that it has “reset the dials” for 2023, overhauling the new model for what is said to be an even sharper ‘Ready to Race’ profile.
The 2023 KTM RC 8C boasts an evolved 889cc LC8c DOHC parallel-Twin molded specifically for the circuit, upgraded electronic features, more weight-saving solutions, and several high-end components aimed toward ensuring the bike’s competitiveness.
In a press statement announcing the new model, KTM cited “performance, durability and all-out capability” as the central priorities for the KTM R&D crew for the 2023 KTM RC 8C. The reported increases to maximum power and torque and the 12,000rpm rev ceiling were achieved by mods like the installation of new, lighter titanium valves and conrods, as well as two piston rings (to refine the oscillating masses), higher compression ratios, a bigger throttle body, and bolstered fuel pump/pressure.
KTM says that increasing the clutch preload, removing the top balancer, and adjusting the crankcase balancer shaft have delivered durability gains, and an additional Pankl oil cooler helps with thermal stability.
The 2023 KTM RC 8C’s dry weight has been optimized to 313 lb (142 kg) with the agility of a chrome-moly steel frame. Additional measures such as the new titanium Akrapovic exhaust system have helped the slimming, and the latest configurations of WP Pro Components suspension has enhanced the ultra-light feel. The WP Apex Pro fork and shock are now softer, contributing to increased comfort, contact, and confidence.
KTM said that regardless of whether a rider is the next Brad Binder seeking training mileage or the next Red Bull MotoGP rookie on the path to Grand Prix stardom, the refined electronics on the 2023 KTM RC 8C can match any setting of traction control, mapping, and engine braking with the rider’s level of ability (or ambition). The race bike can be primed in a number of ways, including the adjustable steering head, the offset of the CNC-machine triple clamps, the throttle response, and degree of bite from the Brembo Stylema calipers and RCS19 Corsa Corta master cylinder.
The bike also features a revamped dashboard with GPS data-logger that displays lap-record attempts, the Quickshifter+, and the use of winglets and updates to aerodynamics derived from the KTM RC16.
Only 200 editions of the 2023 KTM RC 8C will be made. Each model will come in KTM’s distinctive orange frame with razor black graphics and a special serial number stamped onto the triple clamp. Pricing starts at $39,995, and orders can be made only through the dedicated page on the KTM website.
To launch the 2023 KTM RC 8C, the company will host an “ultra-special track day” for 30 customers at the Circuit Ricardo Tormo in Valencia, Spain, on April 26, 2023. Select first-come, first-served places can be secured, with former Grand Prix riders offering track tuition and a full KTM and WP Suspension technical crew on hand to dial-in the configuration of the new bike to the 14-corner Grand Prix venue. Once in Spain, accommodation, food, and bike transportation logistics from Austria to Spain and then to local dealers is all taken care of. KTM calls it “the full factory racer experience!” For more details click HERE.
Final inspection of a 2023 Triumph Chrome Line tank.
Last year, Triumph launched the exclusive Bonneville Gold Line collection: eight limited-edition models available for one year only and showcasing the hand-painted gold lining skills of Triumph’s paint shop. Following the success of the Gold Line editions, Triumph announced it is launching a Chrome Line collection, featuring 10 limited-edition models that will also be available for one year only. Triumph says the Chrome Line brings a “unique, bold, and beautiful new take” on the latest generation of Triumph’s modern classic Bonneville lineup and the Rocket 3.
The Chrome Line collection is inspired by the classic custom look that has been a significant part of Triumph’s iconic history, from the original chromed tank of the 1937 Speed Twin to the 1960s Tritons and up to the birth of the custom classic generation.
Whereas the Gold Line collection was recognizing the skills of the paint shop, Triumph says the Chrome Collection celebrates the company’s state-of-the-art chrome-detailing facility and the “expert teams of specialist design and manufacturing engineers who have perfected the process over many years, across hundreds of accessories, beautiful badges, and detailing.”
The welding stage of a 2023 Triumph Chrome Line tank.
Each of the ten new limited editions feature a unique Chrome Edition scheme, chosen specifically to reflect each model’s rich heritage and accompanied by new Chrome Edition accessory kits. Available to order now, these exclusive limited editions will be coming into dealerships worldwide in early 2023.
2023 Triumph Rocket 3 R Chrome Edition
The new Rocket 3 R Chrome Edition features a full chrome fuel tank with a Jet Black accent complemented by Jet Black fenders, headlight bowls, fly screen, radiator cowls, side panels, and rear bodywork. The Matte Aluminum upper radiator cowl and fork guards contrast the black engine and bodywork.
A dedicated Rocket 3 R Chrome Edition Accessory Kit features a specially selected set of custom accessories including bar-end mirrors. Pricing starts at $24,300.
2023 Triumph Rocket 3 GT Chrome Edition
The Rocket 3 GT Chrome Edition shares the same full chrome tank with a distinctive Diablo Red as the stock Rocket 3 R.
Jet Black headlight bowls, fly screen, fenders, radiator cowls, side panels, and rear bodywork complement the lustrous red and chrome, while Matte Aluminum Silver fork guards and upper radiator cowls highlight the lines and tie-in with the matching exhausts and intakes. Pricing starts at $25,000.
2023 Triumph Bonneville T120 Chrome Edition
The Bonneville T120 features a chromed fuel tank with the iconic Meriden Blue painted surround offset by the contrasting Jet Black fenders, headlight bowl, and side panels. A matching Meriden Blue fly screen is also available as an accessory to complete the look. Pricing starts at $13,195.
2023 Triumph Bonneville Bobber Chrome Edition
In contrast to its blacked-out style, the new Bonneville Bobber Chrome Edition features a chrome fuel tank finished with a Jet Black overlay and detailed Triumph triangle badges. This monochrome makeover is complemented by Jet Black fenders and side panels featuring the distinctive Bobber logo. A matching Jet Black short front fender is available as an accessory option. Pricing starts at $14,295.
2023 Triumph Scrambler 1200 XE Chrome Edition
The Scrambler 1200 XE Chrome Edition offers a full chrome fuel tank featuring a Brooklands Green painted stripe that incorporates the Triumph triangle tank badges. Brushed aluminum fenders and silencer heat shields complement the tank, and the headlight bowl and side panels are finished in deep Jet Black. A hand-picked set of accessories form the Scrambler 1200 XE Chrome Edition Accessory Kit, all of which are available to view on the Triumph configurator. Pricing starts at $16,645.
Triump called the new Bonneville Speedmaster Chrome Edition “beautifully bold.” The limited-edition chrome tank has a Diablo Red surround. Jet Black fenders, side panels and headlight bowl frame the bike and offer a rich contrast to the chrome. A short front mudguard, in matching Jet Black, is also available as an accessory for added custom style, as well as a dedicated Bonneville Speedmaster Chrome Edition Accessory Kit featuring a hand-selected set of chrome accessories. Pricing starts at $14,295.
2023 Triumph Thruxton RS Chrome Edition
The Thruxton RS Chrome Edition features a full chrome tank in the timeless signature shape, finished and highlighted with a Jet Black painted seam.
In addition to the Chrome Edition’s two-tone style, Jet Black fenders, side panels, seat cowl, and headlight bowl contrast the bright chrome while Matte Silver Ice fork protectors add shape and form to the bike’s front end. A matching Jet Black accessory cockpit fairing is available in the dedicated Thruxton RS Chrome Edition Accessory Kit. Pricing starts at $17,445.
2023 Triumph Bonneville T100 Chrome Edition
The Bonneville T100 Chrome Edition features a contemporary Cobalt Blue fuel tank with unique Chrome Edition metal stripe detailing. The fenders, side panels, and headlamp bowl are all finished in Jet Black, and a matching Cobalt Blue fly screen is available as an accessory option. Pricing starts at $11,295.
2023 Triumph Speed Twin 900 Chrome Edition
For 2023, two Triumph models were rebranded – including the Street Twin – in a move that Triumph stated was to “better represent the family connections across Triumph’s iconic Bonneville lineup and their specific engine capacities.” Now known as the Speed Twin, the new 2023 Speed Twin 900 Chrome Edition is set apart by its Red Hopper scheme across the tank with Jet Black stripe and Chrome Edition metal knee pad infills, matching its new Triumph triangle tank badges with metal detailing.
The Speed Twin 900 Chrome Edition also features Jet Black side panels with new red and silver graphics and Jet Black fenders. A matching Red Hopper accessory fly screen is available to complete the custom classic look, which also features in the dedicated Speed Twin 900 Chrome Edition Accessory Kit. Pricing starts at $10,195.
2023 Triumph Scrambler 900 Chrome Edition
Formerly the “Street Scrambler,” the Scrambler 900 is another Triumph motorcycle that got a new moniker for 2023. The Scrambler 900 Chrome Edition offers a Brooklands Green fuel tank with a classic Jet Black tank stripe and Chrome Edition metal knee pad infills. Triumph triangle badges with metal detailing provide the tank’s finishing touch, while the fenders, side panels, and frame cowl are finished in Jet Black. A Jet Black high fender and a Brooklands Green fly screen are both available as matching accessories, as well as a dedicated Scrambler 900 Chrome Edition Accessory Kit. Pricing starts at $11,795.
Energica Motor Company, the Italian electric motorcycle company that offered its first production bike in 2013, will release its model year 2023 lineup at EICMA, taking place Nov. 10-13. While we know we’ll see several returning models, the star of Energica’s 2023 lineup will be the new Experia, the company’s first zero-emissions electric green tourer.
The first generation of Energica Motor Company featured the Ego, a racing-style competition motorcycle; the Eva, a naked version of the Ego with a more comfortable seating position; and the EsseEsse9, a relaxed and classic casual rider. Over 10 years, the company upgraded and expanded these three motorcycles, adding the Ego+, Ego RS, Eva Ribelle, Eva Ribelle RS, EsseEsee9+, and EsseEsse9+ RS.
The Experia will be the first model of a new generation for Energica. As a long-distance tourer, the Experia will truly be something different than what the company has done so far. Giampiero Testoni, CTO of Energica Motor Company, said the intention behind the Experia was “to create the first electric motorcycle created specifically for long-distance bike lovers.”
While electric bikes have been sprouting up all over for several years, there are obvious drawbacks, such as short ranges and a lack of charging stations. An electric tourer is an ambitious project for Energica, so we’ll see how it holds up to rider expectations.
Here’s what we know so far.
Energica Experia Motor and Battery
Electric means no shifting or clutch, no noise from the exhaust, no heat, and less vibrations, all of which can be considered advantages over internal combustion bikes. But does an electric motor offer comparable performance? We’re seeing advances all the time, and Energica’s new motor is certainly a step in the right direction.
The Experia features the new PMASynRM (Permanent Magnet Assisted Synchronous Reluctance Motor), which is lighter weight and in a lower position than on other Energica models. Energica claims the motor’s peak power as 75 kW (101 hp) at 7,500 rpm with 85 lb-ft of torque. Top speed is stated to be 112 mph, and the bike reportedly accelerates from 0 to 60 mph in 3.5 seconds.
The battery is also new, with the largest capacity of any Energica model so far. The capacity sits at 22.5 kWh maximum and will charge from 0-80% in 40 minutes on Level 3 chargers. This is also the first model to use Level 3 chargers, although it will also use Level 2 and 1 chargers for a longer, overnight charge.
The big question when it comes to an electric touring motorcycle has to be what kind of range the bike offers. Energica claims the Experia will get 153 miles of city/highway range combined or 261 miles in urban areas. This is a big step up from the 100 mile combined and 123 mile city range of the 2022 Ego, and the ability to use Level 3 fast charging is certainly beneficial for those seeking longer adventures.
Suspension and Brakes
In front of the Energica is the ZF Sachs suspension with 150mm travel and adjustable preload, extension, and compression. Rear suspension is also ZF Sachs with 55mm travel and 150mm of wheel travel. The Experia will feature a 330mm Brembo double floating disc for the front brake and a 240mm Brembo single disc in the back.
The Pirelli Scorpion Trail II tires ride on 17-inch aluminum wheels. Seat height is 33.3 inches, and the weight of the Experia is 573 lb.
Extras
The Experia will also feature electronic assists such as cruise control, six levels of traction control, and four riding modes: Eco, Urban, Rain, and Sport. There are two USB ports on the dash and two in a waterproof storage compartment, so riders should never run out of ports to plug in their devices (just be careful not to unnecessarily drain that battery).
No touring motorcycle would be complete without plenty of storage. The Launch Edition Experia comes with hard side panniers and a top case for a total of 29.5 gallons of storage.
Is the Energica Experia Worth It?
It’s clear that Energica is dedicated to expanding the horizons of electric motorcycles. While some might think the range is still not quite there to make an electric touring bike worth the price, the technology is advancing every year, and the 2023 Experia is a testimony to that.
The Experia is available for preorder for $25,880 in Bormio Ice. Visit Energica’s website for more information.
Bringing you the Best Motorcycle News from Around the Web!
We use cookies to ensure that we give you the best experience on our website. If you continue to use this site we will assume that you are happy with it.Ok
